2025 GasGas MC 300 Review

It’s safe to say most of us have transitioned away from two-stroke motocrossers. Four-stroke machines rule the roost nowadays, with the modern motocross scene catering to the popular 250cc and 450cc classes. However, there are still some exceptions in the big-bike world, as two-strokes have maintained their place in the industry with fun-to-ride bikes like the 2025 GasGas MC 300 and its close relatives, the KTM 300 SX and Husqvarna TC 300, trying to find their niche between the lines. Even Beta got in on the act with its 300 RX.

Words & Photography Ryan Nitzen

The GasGas is powered by a 293.2cc engine featuring the brand’s unique electronically fuel-injected throttle body. No carburetor, no jetting. The fuel injection system is designed to provide instant throttle response and adapt to different altitudes and atmospheric conditions without you knowing about it. It includes an electric starting system along with Braktec hydraulic brakes and clutch that completes the cockpit. A five-speed transmission transfers power to the ground, while Maxxis tires manage traction. New for 2025 is the bike’s redesigned steel frame, which incorporates an “open window” near the top of the shock mount that GasGas claims increases flex while maintaining high-speed stability.

The 300 is essentially a big-bore version of the MC 250. It has the same stroke as the 250, but the cylinder bore is 5.6mm larger, increasing the displacement by 44cc. The throttle bodies, suspension, seat heights, and weights are identical. What distinguishes the GasGas from the KTM is the obvious red bodywork and red frame. Further examination reveals the bike’s unbranded silver handlebars, silver wheels, and triple clamps, along with Maxxis tires instead of Dunlops. The GasGas does not have the same electronics package as the KTM; it has just one riding mode, compared to the dual maps that are standard on the KTM. The GasGas’s ECU still contains both maps, but you must pay extra to unlock the additional “aggressive” map. The GasGas is fitted with Braktec brake and clutch systems, while the KTM has higher-end Brembos. As a result, you’ll pay less for the GasGas: $8849 versus $9599 for the KTM and $9699 for the Husqvarna. It’s also $650 less than Beta’s 300RX.

Braaap!

If you haven’t ridden a big-bore two-stroke in a while, the GasGas MC 300 will take a little getting used to. Its overall lightweight, quick-revving and powerful motor with little to no engine braking sets it far apart from other two-strokes and even 250cc four-strokes. But it’s these things that bump up the fun factor considerably. The GasGas MC 300 weighs three pounds less than the MC 250F and seven pounds less than the MC 450F but feels even more lighter on the track. Without the extra weight and engine braking, the GasGas feels ultra-nimble while riding.

However, it’s the MC 300’s motor that takes center stage, starting with its unique Throttle Body Injection (TBI) system. The GasGas packs a punch down low and excels in the low- to midrange rpm. Although it’s fun to do, you really don’t need to rev the heck out of the MC 300 to get the most out of the engine; instead, it prefers to be short-shifted so you can maximize the power output. If you hold the throttle wide-open for too long, the power will quickly sign off, reminiscent of old-school four-stroke engines. Today’s four-strokes tend to be more “revvy,” which is amusing to think how the roles have reversed.

As mentioned, with the GasGas, you’re restricted to just one engine map, but we’ve ridden the KTM 300 with dual maps—standard and aggressive—so we know what the GasGas is capable of if you fully unlock the GG’s ECU and the hidden aggressive map. We like the aggressive map on the GasGas and think it’s well worth the extra $130 to unlock it.

The stock map still has its good moments, but the aggressive map we experienced on the KTM is noticeably better in loamy and soft conditions. On hard-packed dirt with the stock map, the motor feels “pingy” with surges of power. Deep and sandy soil allows you to stay in the heart of the power; just use the clutch, shift it, and twist the heck out of the ODI Lock-On throttle grip. With this technique we could maximize the GasGas engine on the Glen Helen Raceway hills with smiles on our faces.

The GasGas WP Xact suspension continues to improve. The comfort and functionality of the air fork leave little to complain about, aside from the need to check the air pressure—a routine we have become accustomed to by now. The rear shock also features an Allen key adjuster as standard, making trackside tuning easier than ever. We quickly stiffened the rear spring by a quarter-turn to shift more weight to the front end and were back on track in just a few minutes.

Other GasGas-spec’d components like the Braktec brakes work well on the lightweight two-stroke motocrosser. They aren’t our first choice on larger, heavier 450cc four-strokes, but with seven fewer pounds of moving mass, the brakes’ performance are acceptable on the 300.

Even in 2025, nothing compares to that sweet sound of a hearty 300, and the GasGas has more than enough to satisfy our two-stroke craving. The lightweight feel and quick-revving personality make this bike an absolute blast to ride, but it also requires more effort than modern-day four-strokes. When the weekends came, oftentimes, we chose to load up the GasGas MC 300 over anything else—mainly just for the fun.

For $750 less than its KTM counterpart, you’re not sacrificing much in performance aside from the dual-map switch and brakes. The GasGas MC 300 may not fit neatly into the typical 250 or 450 classes at the track, but staying within the lines is a lot less fun anyway. CN

2025 GasGas MC 300 Specifications

 

 

Click here to read the 2025 GasGas MC 300 Review in the Cycle News Digital Edition Magazine.

 

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