Cycle News Staff | April 5, 2018
Tuned For Success
GasGas spices things up with new EnduroGP 300
It was just a few years ago that Spanish off-road motorcycle manufacturer GasGas was on the brink of extinction, but ever since electric vehicle manufacturer Torrot, also a product of Spain, came to its rescue and took the company under its wing in 2015 it’s been full speed ahead.
In just a few short years since Torrot’s acquisition of GasGas, the company’s off-road two-stroke bikes have gone from average performers to extremely good performers thanks the first post-Torrot 250 and 300cc EC (enduro) and XC (cross country) two-stroke line of off-road bikes, which were heavily updated and introduced to the public early last year as 2018 models. We rode both the EC and XC 300s in August (2017) and were, to say the least, very impressed. You can read our test by clicking HERE.
Click here to read this in the Cycle News Digital Edition Magazine.
PHOTOGRAPHY BY KIT PALMER
Recently, GasGas released its latest variants of these two models called EnduroGP (250 and 300). In a nutshell, the EnduroGPs are the same motorcycles as the production-spec EC models but have been upgraded with some of the same components that you might find on GasGas’ European race-team bikes, like those ridden by Jonathan Barragan and Antoine Basset last year in the FIM Enduro World Championship.
The list of updates for the EnduroGP models is a long one. Starting with the engine, there is a new cylinder head and matching full FMF exhaust system (including a free-flowing non-spark-arrestor muffler) that was designed specifically for the EnduroGPs. GasGas says these engine mods were intended to improve torque, overall power and throttle response.
GasGas took the “standard” 300 EC and sprinkled sugar on top, making it even sweeter. The EnduroGP 300 features a number of smaller but important upgrades.
There is also a Rekluse clutch cover/housing, which is not just for visual enhancement but to increase “efficiency and cooling,” as well.
Most of the upgrades on the GP bikes, however, have to do with improving rider feel and comfort, which are a big deal in off-road racing, because it’s not unusual to be in the seat for hours at a time, and quite often, in really nasty conditions. And you need to be as comfortable as you can on the bike to get to the finish line. Speaking of the seat, there is a new cover that provides extra grip. New Renthal 997 handlebars are held in place by updated clamps for a firmer and more confidence-inspiring feel. Adding to the improved feel are new Renthal handgrips and X-Trig machined triple-clamps, which are said to be lighter, as well.
The EnduroGP 300 isn’t the lightest bike in its class but it still feels nimble and agile on the trail.
The KYB forks get a new—and cool-looking—black anti-friction DLC coating to improve performance, and yes, comfort.
Once again, to improve feel—and stopping power—the front brake gets a “floating” disc.
To make your life a little easier both on and off the trail, the front axle has a built-in handle/puller, which will also make tire changes a little quicker.
The GP also comes fitted with additional plastic covers, including a skid plate and much-needed hand guards.
To improve curb appeal, the GPs gets a black-anodized rear sprocket, black spokes, and red-anodized triple clamps along with race-team-inspired graphics and seat cover. The beautiful-looking Enduro GP editions are head turners; no one can argue that.
And they perform on the trail just as good as they look—at least the 300 does. We recently got together with GasGas’ own Geoff Aaron who gave us the opportunity to spend some time riding the EnduroGP 300 at one of our favorite off-road riding spots in Southern California. When we rode the standard XC and EC 300s in similar terrain a few months earlier, we were impressed, big time. They (the pre-Torrot models) went from being good trail bikes to what we have now—competitive race bikes—seemingly over night. The 2018 EC/XC’s new backbone frame (formerly a perimeter frame), higher quality KYB suspension components (as opposed to Marzocchi forks and a Reiger shock) and pretty much all-new engines did wonders for them. The latest EnduroGP performs, as we expected, the same—only better. However, the difference isn’t dramatic.
The GasGas shines when the trails turn tight and technical.
Our testers had plenty of good things to say about the EnduroGP 300. They were quick to point out the GP’s impressive engine, praising its linear power delivery that “was almost like riding a four-stroke,” said one tester. It has outstanding “lug-ability” in the tight and technical situations yet will open up smoothly and without hesitation when you grab a handful of throttle for the faster sections. Although this bike has tons of power, it doesn’t come on like an explosion anywhere in the powerband and doesn’t have that sometimes scary big-bore two-stroke hit that we’ve experienced with some other 300cc two-strokes in the past. Instead, the GP’s power is delivered smoothly, predictably and controllably—perfect for those long and challenging special-test sections.
The KYB forks get new anti-friction DLC coating. We like the factory look of the black coloring.
Vibration can be an issue with big-bore two-stroke engines. KTM, though, found a solution by incorporating counter-balancers into their 250 and 300cc off-road two-stroke engines, which they started doing in 2017. This has raised the bar way high in the anti-vibration department. Even though the GasGas does not have counter-balancers, vibration isn’t too bad. Before the 2017 KTMs, we might’ve gone as far as to say that the GasGas feels almost “vibration free,” but now, because the standard has been raised, we have to say that vibration is just tolerable on the GasGas. The counter-balanced KTM’s have spoiled us, big time.
The GP’s engine isn’t perfect, however. One tester said that power flattened out a little too soon on top for his liking, and both our testers felt that jetting from the 38mm PWK Keihin carburetor needed some fine-tuning to iron out some unwanted detonation while the engine is under a load. We don’t know yet if this is an easy fix or not, but the highly adjustable Keihin is a fine unit and we expect that a fix is doable. UPDATE: We rode one of the first EnduroGP 300’s to land in the US and GasGas has already made an update to resolve the detonation issue (TB-GG-17-11).
We love the GasGas’ electric starting which performed flawlessly on this day. It seems strong and durable, but only time, which we unfortunately did not have, will tell how it will hold up in the long run. However, it is noisy. The GasGas still comes with a manual kick-starter for backup.
GasGas didn’t make a whole lot of changes with the suspension from the standard model but that is not a problem at all. It was already better than good and the fork’s DLC coating certainly didn’t make things any worse, only the real sensitive type will notice any improvement in performance.
Compared to the standard 300 EC, the EnduroGP’s engine has a new cylinder head and an updated full FMF exhaust system designed specifically for the bike.
GasGas did a great job finding that fine line when it comes to arriving at the perfect suspension setup for a wide range of riders. We found the suspension to be a little on the soft side but no one was in a hurry to stiffen things up or make any changes. Usually, when it comes to most off-road riding conditions, it’s better to be a little left of soft than right. Our testers were overall pleased how it came right out of the crate.
The EnduroGP 300 is a fantastic handling machine. It loves the tight stuff—the tighter and more technical the better. The bike feels nimble and is easy to maneuver; a lot of this has to do with the bike’s narrow profile, comfortable ergos and light weight. One tester liked the GasGas so much that he went as far to say: “It’s the most well-balanced and best-suspended stock bike I have ever ridden.”
At 231.5 pounds, the GasGas isn’t the lightest in its class but that can be an advantage when it comes to stability. Ultra-light two-strokes tend to deflect over rocks and sharp-edged objects more than heavier ones do. Still, the GasGas feels nice and light, so you get a little bit of the best of both worlds with the EnduroGP.
A new seat cover provides more grip.
The translucent fuel tank holds a generous 2.64 gallons that should give you decent range. And if it’s getting late in the day, it’s nice to know that the GP is fitted with a headlight, which, by the way, is required equipment in world enduro competition.
In case you are wondering, the GasGas EnduroGP 300 is most comparable to KTM’s 300 XC-W Six Days, Beta’s 300 RR-Race Edition and Sherco’s 300 SE-R Six Days. Even though this isn’t a comparison test, here are a few numbers to chew on. The KTM is the lightest of the four at 221.6 pounds, the Beta weighs in at 228 pounds, and the Sherco and GasGas both check in at 231.5 pounds (these are all claimed dry weight figures). The Beta has the lowest seat height at 36.6 inches, versus the Sherco’ 37.4 inches, and GasGas and KTM’s 37.8 inches. The KTM has the most ground clearance with 14.6 inches, followed by the Sherco and GasGas with 13.8 inches, and the Beta with 12.6 inches; and they all hold similar amount of fuel at 2.7 for the Sherco, 2.6 gallons for both the GasGas and KTM, and 2.5 gallons for the Beta. Here’s where things get further apart a bit. The KTM carries an MSRP of $10,199, the GasGas EnduroGP 300 $9799, the Sherco $9600, and the Beta $8950. The base model GasGas (the EC 300) chimes in at $9299. (Husqvarna’s stand-alone standard TE 300 sells for $9399.)
GasGas’ Geoff Aaron helped us out with some photo modeling. GasGas’ two-stroke off-roaders have come a long way in just a few years.
Overall, we’re excited that GasGas is unquestionably back and thinking forward when it comes to producing first-rate, competitive off-road motorcycles, and we’re also excited that GasGas is apparently still committed to two-strokes. The GasGas EnduroGP 300 is a great example of both. CN
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SPECIFICATIONS
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2018 GasGas EnduroGP 300 ($9799)
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Engine:
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Liquid-cooled, 2-stroke, single cylinder
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Displacement:
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299.3cc
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Bore x stroke :
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66.4 x 72mm
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Starter:
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Kick and Electric
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Ignition:
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Electronic
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Transmission:
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6-speed
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Clutch:
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Multi-disc, Rekluse system, Magura clutch pump
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Intake system:
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Direct reed-valve V-Force 4
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Exhaust muffler:
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FMF PowerCore 2.1
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Handlebar:
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Renthal Twinwall
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Frame:
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Chome-moly steel
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Subframe:
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Aluminum
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Swingarm:
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Aluminum
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Front suspension:
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KYB 48mm, AOS system, closed-cartridge, fully adjustable
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Rear suspension:
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KYB, single shock, fully adjustable
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Front wheel travel:
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11.8 in.
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Suspension travel:
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11.8 in.
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Front Wheel:
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Excel 1.6 x 21 in.
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Rear Wheel:
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Excel 2.15 x 18 in.
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Front tire:
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90/90 – 21 in. 54R Michelin Enduro Medium F
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Rear tire:
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140/80-18 in. 70R Michelin Enduro Medium R TT
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Front brake:
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Single, 260mm NG EnduroGP disc, Nissin caliper
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Rear brake:
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Single, 220mm NG disc, Nissin caliper
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Full capacity:
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2.64 gal.
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Wheelbase :
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58.3 in.
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Seat Height:
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37.8 in.
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Dry weight (claimed):
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231.5 lbs.
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