FIRST IMPRESSION: 2021 GASGAS EC 300
After we had to return the very impressive GASGAS EC 350F (much to our disappointment), we were pretty chuffed to come away with the GASGAS EC 300 as a replacement. We have had a good few weeks on the 2T enduro bike and here is what we know so far.
If you didn’t know – the 300cc two-stroke is the pinnacle of the off-road world. You start talking bush, logs, hills, mud, rivers, rocks, your brain starts thinking the 300cc two-stroke platform. The addition of GASGAS into the Austrian fold has not only revitalised the Spanish brand world-wide, but it has also given you the ability to enjoy the years of KTM development without actually having to buy the KTM toaster.
Now when I say revitalised GASGAS, I don’t mean in the way you take a shit brand and make it into a good one. There was nothing wrong with the latest offering from GASGAS pre-takeover. In fact, I went to Australia to test the 2018 version and it was a hell of a weapon. But sadly no one bought them. If they did, KTM would not have swooped in. What KTM have done however, is put the GASGAS name back into the minds of dirt bike riders all over the world and into the dealer showrooms in numbers not seen in a very long time. And for that we say thanks.
But let us not live in the past here and focus on the future of GASGAS, which builds off the already proven KTM/Husqvarna platform.
It is quite obvious that GASGAS sits at number three in terms of status between the three brands. Not only in its price, which is around $1000 cheaper than its KTM counterpart, but in componentry too. It comes with the basics and everything you need to get out on the trail, find a hill and push the bike up – if that’s your thing. It just misses a few things that would be nice. But again, for the average rider, the 1k left in your pockets will more than make up for it.
1. Looks - Forget the fact that I have been a bit of a Honda guy in the past and remember that I have also raced a Yamaha, Kawasaki and Suzuki back in my hay day. But…these bikes do look fantastic red. I prefer the white Husky style over the orange KTM look. But to me, the red GASGAS trumps all. And especially in the MX range where it’s flat red on red on red.
2. Brakes – GASGAS have adopted the Braktec braking system, which is interesting considering Magura (Husqvarna) and Brembo (KTM) have been with the group for a very long time. It seems silly to deal with three different braking companies on the surface, however I do think that KTM AG have a substantial stake in the Braktec brand. And if my hunch is right, you will probably see Braktec eventually roll over to the other brands in time.
And while the brakes on the GASGAS are good, there is just something about them where you can tell they are just not quite Brembo level. Insert two arms up, shrugging emoji - I can’t put a finger on it (pun intended). Though they are as good as anything else out there, so I’ll leave that in your hands (yes I know double pun).
3. The Engine – Well it’s fantastic isn’t it. Everything you expect from the platform it came from. Here is a pretty good tip though; don’t listen to your friend Tausten Gibbs when he says winding the Power Valve out smooths the delivery of the engine. Cause it does the opposite. Thanks bro!
Being able to adjust the delivery of the engine to suite your riding skill, the conditions, or your feeling on the day with a screw driver is bloody fantastic. And the 300cc TPi engine has oodles of bottom end grunt, torque and traction in pretty much all conditions. Everything you would expect from the Erzberg killer and just a joy to ride. Though with the TPi in full force, I wonder if we need all 300 ponies. I’d love to try the EC 250 TPi and see if that is just as good, with less rotating mass?
4. Oil Injection – Following on from the engine – you can’t go past how cool and easy the process of not mixing your fuel is now. The oil injection that goes with the TPi not only does all the math for you on the fly, but it also uses less oil and burns less petrol. So, you don’t have to worry about getting the mixture right and you also save money in the long run.
Now be aware with the type of oil you use. Those deep in the Matrix will say you can only use Motorex or you will blow the engine. Definitely not true. However, you can’t just use any old oil either. Make sure it’s an oil that is designed for injected systems – it will almost always say if it accommodates that application on the bottle. If you use a thick oil you could run the risk of it not getting enough oil through the injectors correctly at all RPM speeds.
Also, don’t run it out of oil either as you will have to take it back to the dealership for a reset before it will start again. The handy oil level light should keep you safe there. And they say you should get about 6 full tanks worth of riding per pre-mix fill.
5. Chassis – After knowing what I know about the EC 350F, I was quick to see if I could snaffle some heavier springs for my weight and get them into the 300. This would allow me to really see how the valving felt when it was sprung to my weigh. Troy at P1Moto came to the party here and loaned me some springs that are two-rates stiffer, and I slid them into the fork and shock with total ease.
To say they were better would be unfair. They were much better, and the bike held up in the stroke when I was riding. So straight away I was benefiting from the plush initial valving on the forks and shock, while having much better bottoming resistance compared to the 350F I had. This was superb for trail riding and hooning around a variety of tracks.
Unfortunately, I still ran into some issues when I started to really push the bike and hit bigger things harder and faster. It would be fair to say the XPLOR forks are not the best setup when speed is involved, and I found my comfort limits with the front still blowing through the stroke and the back bottoming out on the larger G-Outs. It was better performing than the 350F with the stock springs, but I feel like I would need some internal updates if I was to get on this and start racing it seriously.
For everything else non-racing related, this suspension package (with the stiffer springs for my weight) was super comfortable, compliant and very predictable. So basically, very good for about 90% of those who will buy this bike.
I adjusted the bar mounts to the forward position with the clamps in reverse. I did some experimenting on the 350F and found this to be the best set up for my style. And this carried over to the 300 as well. The cock pit is comfortable and I found myself with enough room on the bike. The GASGAS is a very easy bike to ride.
6. Final Thoughts - It doesn’t come with a sump guard or hand guards, which in my opinion should be mandatory on Enduro bikes. Also, the left hand switch block is old stock and now looks clumsy compared to KTM’s updated switch blocks – but they will catch up. (Reminds me of how bad Honda foot pegs used to be for many, many moons.) Again though, I could buy all those plastic extras for well under $1000 so you can understand how the price point is achieved. So as much as I’m like ‘come on guys’ I totally get it. And with the price of a new bike up around the 15k mark, any good, cheaper options should not be complained about.
I have a bit of a rule in my head after 35 odd years of riding bikes that rings true for me at least. Two-strokes are for having a blast – Four-Strokes are for going fast. This 300 is a hell of a blast indeed, and I plan to put in a fair-few more hours on this Enduro weapon and ride some trails that its designed for. Technical and flowy tracks. And I’ll be back with more ride updates on how that goes in the coming weeks.
This is the first 2T I have been able to spend some quality time with, in many, many years and it’s very obvious why these bikes are so damn popular.
Cheers again to Troy at P1Moto for the suspension upgrade. Located on the North Shore of Auckland, Troy can help you out (no matter where you are) with anything moto related. So get in touch if you need some help, advice or just a chat.
2021 GASGAS EC 300 Specifications
ENGINE
TRANSMISSION: 6-speed
STARTER: Electric starter
STROKE: 72 mm
BORE: 72 mm
CLUTCH: DDS wet multi-disc clutch, Braktec hydraulics
DISPLACEMENT: 293.2 cm³
CHASSIS
WEIGHT (WITHOUT FUEL): 105.8 kg
TANK CAPACITY (APPROX.): 8.5 l
FRONT BRAKE DISC DIAMETER: 260 mm
REAR BRAKE DISC DIAMETER: 220 mm
FRONT BRAKE: Disc brake
REAR BRAKE: Disc brake
FRAME DESIGN: Central double-cradle-type 25CrMo4 steel
FRONT SUSPENSION: WP XPLOR-USD, Ø 48 mm - 300mm travel
GROUND CLEARANCE3: 60 mm Travel
REAR SUSPENSION: WP XACT Monoshock with linkage - 300mm travel
SEAT HEIGHT: 960 mm
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