Sherco is, along with Gas Gas, one of the most popular brands and with the greatest acceptance among enthusiasts. Since it was launched on the market in 1998 under the name Bultaco, a lot has happened. Undoubtedly, Sherco is increasingly recognized as a brand associated with quality and innovation, as demonstrated by its successful career in the world of raids and enduro.
Perhaps that’s why the Trial range is kept alive with some more basic and obvious modifications. Why change what already works? Well, it’s true. The Sherco is a bike that is generally liked by the hobbyist, especially because of how quickly one adapts to its ride and how easy it is to get the most basic juice out of it for fun.
This personality is a double-edged sword. The Sherco ST is what you see and feel in the first half hour of riding. There’s not much else to discover and from there, little will surprise you.
Its merit lies in the fact that it has remained among the most demanded brands for many years, even knowing that historically its components quickly accuse old age and technical solutions have been incorporated that are as unnecessary as they are tortuous (see the 2010 model).
Whatever the ideal path for evolution, finding an optimal way to develop bikes that have already enjoyed a very high level for years without further compromising costs is not an easy task. On this occasion we take the controls of the new Sherco 2014 range in its maximum exponent, the ST 300, the big brother of no less than three “majors” (250, 290 and 300), with the help of Marcos Méndez, a great TR2 rider of the Spanish Championship.
MECHANICAL EVOLUTION
For the 2014 range, Sherco technicians have focused their efforts on improving the performance of their engine throughout the rev range. The engine block receives new crankcases, a longer-stroke crankshaft and a smaller-diameter piston that is housed above a new cylinder head and cylinder assembly.
These improvements are compensated by a new exhaust system, which includes a manifold, expansion chamber and a quieter than its predecessor, but on the contrary more efficient.
All these modifications have required a new programming of the engine management unit in order to seek greater progressivity and linearity in the response.
In terms of the chassis the 2014 range, it does not receive changes with respect to its predecessor and aesthetically maintains the yellow color as the protagonist for the second consecutive edition, complemented by a plastic base in black (white in the 2013 range).
Another major novelty is the launch of a new 125 version, which complements a range made up of five engines: 80cc, 125cc, 250cc, 290cc and 300cc.
THE ROAD TRAVELED
The great technical bet that Sherco launched in 2010 is still alive, albeit with nuances, four years later. It was then that the brand’s engineers opted tointerchange the positions of the fuel tank and air filter, looking for fresher air and a more balanced distribution of masses.
This technical solution has brought Sherco’s engineers to their knees, and they have been forced to carry out constant changes in the design of its silencer until it came up with the formula that is as logical as it is obvious, that it has taken four years to arrive: sacrificing design in favor of functionality and more economical maintenance.
It is really difficult to assess whether these technical solutions are really effective or whether they are more of a marketing criterion to provide an obvious point of differentiation with respect to the competition, but the Scorpa SY 2014 (virtually identical to the Sherco in engine and chassis part) mounts the fuel tank in the traditional position. That’s where we leave it.
AT THE CONTROLS
The The point of maturity that Sherco has reached with its ST range is extraordinary. All the components perform in harmony without losing their spirit of a popular and accessible motorcycle for all audiences, but with a more forceful character and closer to what a high-level pilot demands, although we must bear in mind that our test unit is the top displacement of the ST range.
The driving position is spot on and the feeling, accentuated by the fact that there is no fuel tank at the front, is one of absolute minimalism.
Regarding the controls, Sherco is the only one that continues to bet on Formula, a leading firm in 2013 after the disappearance of AJP and the same as the rest of the brands that have abandoned this edition in favor of Braktec. The feel and performance of the Formula teams has improved significantly compared to the last edition, although without being as effective as the Braktec.
MORE WOOD
On the basis that the level of all its competitors is very high, theThe great virtue by which we could value the 2014 Sherco ST is its balance. Once again, we have the feeling that it is a bike that does not stand out clearly from its rivals in any section, but there is no defect that clearly discredits it either.
The great improvements of the 2014 range are found in its mechanics , where its good behavior at low and medium revs is maintained, complemented by that direct and immediate response characteristic of Sherco that gives the rider the feeling that there is always power available.
Where the engineers’ work is most appreciated is in high-end performance, where there’s more useful power when you’re pushing the limits of the ST.
Speaking precisely of limits, if you are a high-level pilot, you will notice that they are not in your engine, but rather in a clutch that is easy to fatigue.
We know that Sherco has developed a new 9-disc clutch that is already mounted on Cabestany’s bike, of which we are going to try to get a unit for testing.
Another more affordable solution for the clutch is to replace the Formula pump with an AJP or Braktec and also a metal hose different from the standard one.
Regarding the gearbox, the feel is exquisite and the operation very precise.
HOMOGENEOUS
As far as the chassis is concerned, this is a homogeneous and high-performance bike, but without being brilliant.
Its chassis is somewhat narrower in its central part compared to some of its rivals, looking slightly penalized in relation to the latter in terms of stability, Although this detail does not take away from the fact that its performance is more than optimal and it can boast a really balanced distribution of masses between both trains.
In terms of suspension, the fork shows excellent performance,regardless of the type of use and level of riding. The overall feel is comfortable, soft and intuitive. The bike steps with aplomb and always goes for the spot, holding up well in the strong receptions and favoring the rider in the obstacles.
The rear shock also has a successful setting and its reactions are homogeneous with the front axle, which favors the very balanced handling that we praise of the Sherco.
CONCLUSIONS
The ST 2014 range does not lose the essence that Sherco has always imprinted on its motorcycles: popular, easy to ride and very balanced.
The new 300 receives successful improvements in its engine that have a positive impact on its performance, especially in the higher rev range.
Otherwise, it is a bike where everything works in harmony and with optimal performance, but without standing out in any obvious section over its rivals either by excess or by defect.
If you overcome the first dilemma and decide on a Sherco, you are left with the second big challenge: getting the displacement right: 250, 290, 300? Too much to choose from and no information from the brand about the real differences in terms of performance or target audience between each engine.
Text and photos: David Quer
Action: Marcos Méndez
THE OPINION OF THE “TOP” PILOT
“I would highlight a significant improvement on the bike compared to the previous year. Significant changes in the sound of the same as a result of improvements in its performance.
The silencer, new this year, provides more power at both high and low revs and the 2014 Sherco 300cc has an incredible engine.
Suitable for the most experienced who require high revs and large stretches of the engine (long climbs or long strides), without forgetting also its validity for areas of great touch, since if desired the response of the engine at low revs can be very docile.
In short, it is a very complete engine, both for the amateur and for the most experienced driver. Of the rest, I would say that the bike is perfect.
On the other hand, the clutch in high-stress situations combined with strong starts lacks precision.”
Marcos Méndez
