Sher can sing!

 

 

Being honest, it was launched too soon. The early models suffered problems that were simply due to a lack of development. But because of this it wasn't possible to determine whether the radical change had genuine merits - or whether it was simply a case of change for change's sake.

 

And being even more honest, the jury was still out during 2011/2012 as although things improved, Sherco still didn't set the world alight.

 

So, that was then, this is now. Fast forward to the 2013 season and to get ahead of the game it is fair to say that this is Sherco's "Eureka!” moment. On a freezing cold December day we got to try the full four bike line-up - 125 - 250-290 and 300 - and every one hit the nail right on the head. Four models yet each with its own distinctive character - and every one a winner. 

 

So, what has brought about this apparently sudden transformation?

 

Well, it would be nice to just point to one element on the bike and say THAT'S the one that made the difference! But the truth is a combination of several individual things. The engines now all run as near as dammit perfect, with really good carburetion, no loading-up at low revs, they pick-up smartly and rev-on a treat. The new ignition system, now fitted to all models, also plays its part in the engines running so smoothly.

 

The bikes steer beautifully, pointing to the factory development team (Albert Cabestany and Josep Paxau) finding the absolute bang-on front end geometry. meanwhile, an all-new rear suspension linkage and new shock absorber has finally got the Sherco rear end to lose its somewhat ‘wooden' feel. Combined with the superb Tech forks up front, the Sherco - whichever model - is now one very plush ride indeed.

 

With the Shercos now running like well-oiled clocks it is finally possible to really suss-out if the rear-mounted fuel tank and forward mounted air filter really does make a difference...

 

There's three bikes in the adult range with 250, 290 and 300 models. The 290 is actually only 272cc while the 300 is 305cc so there is a bigger difference than you might think. All three are in very different states of tune so you really do need to try before you buy. We had three or four people riding the bikes on our test day and all made up their minds pretty quickly which they preferred - and each model came into play.

 

National rider Richard Timperley knows his Shercos and he fills us in on each different model.

 

Firstly, I think its worth saying that while the colour scheme with the distinctive bright yellow frame, is still a bit "love it” or "hate it” I think it looks really good. I admit that when I first saw it at its launch at the British World Round in July I gasped - along with everyone else. But since then I think that the factory have toned the yellow down while bringing in some really clever graphics that compliment the yellow and the result is a pleasingly striking looking production bike.

 

The 250 is the definitive Clubman bike, the engine power is just so soft and manageable. You can get into trouble, back off the power and then gently feed it back in. This is the most improved model since last year. The 2012 bike just didn't carburate but the 2013 model is 100% better.

 

The all-new design Formula brakes are excellent. The master cylinders feature a link between the lever and piston so that the lever pressure is now delivered in a straight line. They are powerful without being too fierce and offer a really good feel. I believe the feel is now better than the AJP set-up which is the brake that most riders are familiar with.

 

All the models feature identical overall gearing but, probably because of its soft power delivery, the 250 feels like it is high geared. My dad (Mark Timperley) rides a 250 and he does gear his down. As standard, bottom gear feels high but because of this it also feels very long - you would hardly ever need to think about selecting any other gear than bottom for sections.

 

FOR FULL TEST AND PICTURES SEE TMX DECEMBER 21