Remember a few years back when Sherco’s blue-and-white roster wore two distinct badges – Racing and Factory – and buyers could pick between a sharp, wallet-friendly two-stroke or its blinged-out sibling? Then, the Racing models vanished and we were left with only the premium Factory flavour. Great bike, sure, the 300 SE Factory impressed in last month’s 300cc shootout with its punchy midrange, solid KYB suspension and that unmistakable French flair… but it wasn’t exactly a cheap date.

Fast-forward to 2025 and Sherco Australia has heard the collective cry of riders who love premix fumes but hate ballooning price tags. The Racing badge is back, this time bolted to the 300 SE once more, trimmed of a few high-spec trinkets yet keen to prove you don’t need a titanium credit card to roost with the big dogs. Think end-cap instead of expansion chamber jewellery: open-cartridge KYB fork rather than the Factory’s closed-cartridge set-up, cast rims instead of the swanky Excel hoops, and black plastics where blue carbon-look bits once shimmered. The important bits – the 293.1cc two-stroke mill with electronic powervalve, dual-map ignition and electric start – remain unchanged, so the promise is the same bark without quite as much bite into your bank balance.

Why the resurrection? Because the 300-class is booming. From bush bashers to hard-enduro heroes, Aussie riders keep gravitating toward torque-laden two-strokes that claw up anything and shrug off top-end rebuild costs. Sherco’s Factory model nailed performance but priced itself alongside Euro-royalty. The new 300 SE Racing aims to fill that Goldilocks gap: spec’d for the every-weekend punter, priced for reality, and – if the marketing spiel holds – still ready to tear strips off steep rock faces.

We jumped on one to find out if the stripped-back Racing is the new people’s champ.

 How has it changed?

The 2025 Racing brings a host of changes that make it a very different beast to the last Racing model we saw on Aussie soil.

For starters, the chassis has gone on a diet. The new frame design sheds 250g, and that’s before you factor in a 254g-lighter aluminium rear subframe and new engine mounting bolts designed to trim even more fat. There’s a new forged shock absorber arch, updated steering lock geometry, revised engine cradle and a redesigned lower chain guide – all aimed at improving handling, strength and weight distribution. The rear linkage bolts are now lighter, easier to service and help improve shock comfort with clever half-moon ends.

Up top, Sherco’s given the bike a makeover with new in-mould graphics, frame protectors with anti-slip texture for better grip, and larger handguards to keep the bark off your knuckles. The revised fork guards offer better protection and more tyre clearance, while the updated taillight bracket makes it easier to lift the bike and houses a new LED unit. Even the side panel now allows tool-free access to the air filter, making trailside maintenance less of a chore.

Functionality gets a boost too, with a new cooling system boasting lighter radiators, improved airflow and silicone hoses, plus a repositioned fuel tap and redesigned expansion chamber for better ground clearance. The wiring harness is neater, lighter by 210g, and better protected, with improved access to the OBD port and a damped instrument cluster mount for less rattle and better visibility.

So while the Racing badge returns, this isn’t a straight reissue.

What’s the difference?

On paper, the 2025 Sherco 300 SE Racing and 300 SE Factory might look nearly identical – and share the same engine, frame, geometry and key components – but a closer inspection reveals a few critical differences that separate these two models in spec and price.

The most obvious distinction lies in the suspension. The Racing version is equipped with a 48mm KYB open-cartridge fork, while the Factory scores the higher-end closed-cartridge KYB unit. Both are fully adjustable and have the same 300mm of travel, but the closed-cartridge fork on the Factory is more performance-focused, offering improved oil flow and damping consistency under sustained hard riding.

Similarly, while both bikes use the same 50mm KYB shock out back with 330mm of travel, there may be subtle differences in internal valving, as each model carries “model-specific settings” tailored to their target riders – more trail-friendly for the Racing, sharper for competition on the Factory.

The cooling system also differs. The Factory comes standard with an expansion tank and radiator thermo fan. The Racing model omits these extras, keeping things simpler and lighter, but potentially more vulnerable to heat stroke in tough conditions. They also run different triple clamps with the Factory getting the fancy Xtrig ones.

Underneath, the Factory model adds protection with an AXP 6mm HDPE skid plate as standard, while the Racing version does without it. Finally, the Factory rolls out with Michelin Enduro Mediums, while the Racing uses Mitas Terra Force Super rubber.

 Can it keep up?

After spending time on the 2025 Racing, it’s clear this bike has trail smarts, but also some limitations for heavier or more aggressive riders that are worth unpacking.

The most noticeable difference between the Racing and its Factory sibling is the suspension. While both use KYB components, the Racing comes with a 48mm open-cartridge fork that’s fully adjustable but lacks preload adjustment altogether. That missing feature proved a bit of a sticking point for me. At 105kg and 188cm in full riding gear, I struggled to get enough front-end hold-up, even after playing with compression and rebound. On typical trail loops the fork is plush and forgiving, which will suit many recreational riders, but on steeper ledges or when landing front-wheel first off a drop, the fork dives aggressively into the stroke and causes the front-end to knife. It’s not a deal-breaker, but it definitely feels underdone compared to the closed-cartridge KYB setup on the Factory model, which offered a more composed and progressive feel. Interestingly, the rear 50mm KYB shock (also fully adjustable with an 18mm shaft and model-specific valving) felt firmer than the fork, which made the chassis feel a little unbalanced overall. A firmer spring up front or a slightly softened shock setting could help level things out. I’d also try pushing the fork legs through the triple clamps a few millimetres to see if I can bring a little more travel and balance into the front before committing to spring changes.

The engine, meanwhile, is incredibly smooth. It’s the same 293.14cc single-cylinder two-stroke engine with an electronic exhaust valve and VForce4R reed system, and it’s easily one of the most linear powerplants I’ve ridden – probably only matched by the KTM TBI engine in terms of how predictably it delivers torque. That predictability is great for tight singletrack and cruising along, but it comes with a trade-off. Compared to the Factory version, the Racing’s engine doesn’t feel as strong just off idle, and lacks that instant bottom-end torque that can make a big difference in hard-enduro terrain. It felt a little skinny down low, and I found it struggled to pull hard in those moments when you want to clutch it and pop up and over a ledge. Running it in the ‘Soft’ map only made things worse – it fouled a plug twice – so I stayed in the ‘Hard’ map for the rest of the ride, where the bike performed more cleanly and consistently. Even then, it’s clear the Racing is tuned to be rideable, not rowdy, which is fine for most trailriders but might leave more experienced enduro riders chasing a little extra snap.

Tyres and protection are two areas where the Racing shows its price-conscious build. It runs Mitas Terra Force Super tyres front and rear – not a bad option for general trail work, but noticeably less grippy than the Michelin Enduro Mediums fitted to the Factory. On wet rock and loose technical climbs, they lacked bite and spun up too easily, making some sections harder than they needed to be. And with no skid plate fitted as standard, the high-strength chrome-moly frame rails are left completely exposed. That’s a big oversight for a bike that’s likely to end up in the hands of riders tackling rocky singletrack or log hops. I nearly lost the bike off a centrestand while washing it – the lack of under-frame support made it slip backwards on my sloped driveway.

That being said, our photo bitch for the day, Wes Mills, loved everything about the bike! Wes is about 85kg ringing wet, 180cm tall and built a little more nuggety than me and he found the power crisp and responsive (we bumped the premix to 60:1 which cleaned it up heaps) and he thought the fork was firm and perfectly balanced. In fact, Wes went as far as to say it’s his favourite bike!

 

Where does it sit?

The 2025 Sherco 300 SE Racing is a smart addition to the two-stroke enduro market, offering riders a more accessible way into the Sherco lineup without ditching the fundamentals that make the platform so capable. It shares the same frame, engine, brakes and core geometry as the Factory model, but trims some of the high-end kit to bring the price down. The catch is that this bike is very sensitive to rider weight, size and speed. Lighter, slower riders will find it plush and forgiving, while heavier or more aggressive riders will need to make suspension adjustments to get the most out of it. The soft fork and linear engine tune make it easy to manage on tight singletrack, but you’ll want stiffer springs and stickier tyres if you plan to push hard or tackle serious terrain.

Compared to its closest rival – the GASGAS EC 300 – the Sherco Racing actually offers more for less. While both run open-cartridge KYB forks and stripped-down equipment, the Sherco arrives with proper Brembo brakes, full-size handguards, and a better dialled-in chassis straight out of the box. The engine may be a touch softer than the Factory, but it’s still one of the most linear and user-friendly in the class, and when paired with Sherco’s high-quality frame and excellent rear shock, it makes for a value-for-money package – once tuned to suit your size. For riders stepping up from smaller capacity bikes or those after a predictable, trail-ready smoker with solid potential, the 300 SE Racing is a compelling alternative that just needs a few tweaks to make it shine. It’s comfortable, predictable and easy to ride, and for the average trailrider, the softened suspension and mellow engine will be a blessing, not a bug.

In the pack

In a market brimming with 300cc two-stroke options, the Sherco 300 SE Racing lands in a sweet spot: more refined than budget Euro options like the GASGAS EC 300, yet a step down in spec and price from premium-tier bikes like the KTM 300 EXC, Beta RR 300 Race, Husqvarna TE 300 and Sherco’s own 300 SE Factory.

In our recent 300cc two-stroke shootouts, the SE Factory stood out for its balance, midrange punch and dialled-in KYB closed-cartridge suspension – but it came at a cost. The SE Racing gives you the same core engine and frame without the premium parts, making it more comparable to the GASGAS EC 300, which also features an open-cartridge fork and minimalist setup. However, the Sherco Racing trumps the GASGAS with better brakes (Brembo vs Braktec), handguards and more refined ergos.

Against the Beta RR 300 Race or KTM 300 EXC, the SE Racing can’t quite match the plushness or punch straight out of the crate, but it also doesn’t come with the same price tag. For trailriders who don’t need all the race-spec hardware but want something a step above bare-bones, the 300 SE Racing strikes a solid middle ground – with the potential to be much more with a few strategic upgrades.

2025 Sherco 300 SE Racing

Engine: Single-cylinder, two-stroke with anti-vibration balancer and SBS electronically-controlled exhaust valve
Displacement: 293.14cc
Bore x Stroke: 72mm x 72mm
Fuel System: 36mm Keihin PWK carburettor with VForce4R reed valve system
Cooling: Liquid-cooled
Start: Electric start
Transmission: Six-speed
Clutch: Brembo hydraulic multi-disc in oil bath

Frame: High-strength chrome-molybdenum steel semi-perimeter
Fuel Capacity: 10 litres
Brakes: Brembo hydraulic, 260mm Galfer front disc / 220mm Galfer solid rear disc
Fork: 48mm KYB open-cartridge, fully adjustable, 300mm travel
Shock: 50mm KYB with 18mm shaft, fully adjustable, 330mm travel
Front Wheel: 1.60 x 21″ EXCEL Takasago rim (black) with Mitas Terra Force Super tyre
Rear Wheel: 2.15 x 18″ EXCEL Takasago rim (black) with Mitas Terra Force Super tyre
Wheelbase: 1480mm
Ground Clearance: 355mm
Seat Height: 950mm

 

Warranty: 6 months

$14,049 (+ORC)