2018 Gas Gas enduro range launch review

Things are happening in a hurry for recently resuscitated Spanish marque Gas Gas. Locally, it’s now under the stewardship of a new importer (Urban Moto Imports), and there’s now a heavily modified 2018 off-road range to spruik.

The first all-new 2018 models to hit our shores are the two-stroke EC (Enduro Cross) 300 and XC (cross country) 300. The bikes boast a range of upgrades and have undoubtedly elevated Gas Gas onto a level playing field with the competition – and with broad appeal rather than a diehard-only element to them.

The 300s are essentially the same machine, with the major difference the fully fledged Euro 4 road-registerable compliance of the EC as opposed to the XC’s off-road only stance – suitable for recreational registration, competition or private usage only. The EC also comes with a race kit.

New way of thinking
The Gas Gas philosophy for the 2018 models is not about reinventing the wheel but instead bringing in new partners and updating existing hardware to shape its updated motorcycle range.

Starting from the top, a completely new chrome-moly frame adorns the two 300s, made with a single central backbone instead of the old twin-spar item. There’s also modified geometry aimed at getting improving front-end traction and steering – which gets the green light from us with none of that dreaded ‘tucking’ feeling.

The other advantage of using chrome-moly as a material is that it helps the suspension do its job better by having more absorbent properties than alloy items. Not that the suspension needs that much help, though, because it has also been upgraded to KYB AOS (air/oil separator system) at the front, joined by a KYB shock. There’s also a new linkage, courtesy of KYB.

These units are used by a number of other manufacturers with great success, so changing to the new items for 2018 instead of persisting with the 2017 Reiger suspension is not a gamble but half of the secret to the success.

Comfort station
The ergonomics provide a comfortable feel straight from the box. The seating position is firm, and there’s more of a sit-in feel rather than being perched on top.

Electric start is provided by a light-weight lithium battery, and there' a back-up kickstarter – but after a whole day of stopping and starting, taking photos and having rests the starter button didn’t complain once.

The handlebars are top notch with the XC receiving a twin-wall Renthal, and both bikes get adjustable Magura levers. The clutch is hydraulic and has plenty of feel – and stood up when we were slipping the clutches for 30 minutes during a photo shoot.

Meanwhile, it doesn’t get too much better than the Nissin stoppers gripping 260mm (front) and 220mm discs. On the front, even minimal input is rewarded with great feel, while the rear is also very controllable and I didn’t lock it once – at least without meaning to...

The Excel rims will withstand the rigours of tough trails, while there are plenty of nice touches including the swingarm using the chain adjuster as the nut for the rear wheel axle. Simple.

The seat comes off with one bolt, and the standard twin-air air cleaner can be removed without tools. The 10-litre tank is also clear, which makes checking the fuel level a simple exercise.

The XC comes standard with an FMF Factory pipe and muffler, while the EC has the muffler but a standard race pipe. You can feel a slight difference between the two bikes and, if anything, I think the enduro pipe makes the bike easier to ride.

Inside the engine room, the crank is new and now has a ProX competition rod holding the piston in place. A completely revised combustion chamber burns the gasses much better, and the 2018 model has gained a whopping 15hp of firepower at 7000rpm.

We rode the two bikes on varying terrain. The track was cut into the bush and hadn’t seen much motorcycle action in a while. The surface varied from rocky off-cambered sections to flat-out open paddocks. It was amazing how well the bikes kept their composure on any surface.

The handling is excellent, and the number one positive is their ability to turn without any external ‘forces’ such as a berm to help it out. It also feels very light, which kept me on top of all situations and gave me a lot of confidence.

The power is almost perfect for my riding style. It’s got plenty of bottom end but if you get it up in the rev range it wants to play – and play hard.

The figures don’t lie: 10 per cent lighter (down to 105kg dry) and 15 extra horsepower means get a lot of bang for your buck.

The XC retails $11,790, and the EC is $12,290, both with red and white livery and red frames. There is also a ‘Six Days’ version of the EC 300 -- basically a graphics exercise -- which is $12,490.

The updated machines certainly have the punch to take on the likes of KTM and Husqvarna in the 300cc enduro market – 2018 could be a very big year for the company Down Under.

SPECS: 2018 GAS GAS EC/XC 300
ENGINE
Type: Liquid-cooled two-stroke
Capacity: 299.3cc
Bore x stroke: 72mm x 72mm
Fuelling:38mm Keihin carburettor

PERFORMANCE
Claimed maximum power: not given
Claimed maximum torque: not given

TRANSMISSION
Type: Six speed
Final drive: Chain
Clutch: Wet, multiplate

CHASSIS AND RUNNING GEAR
Frame: Chrome-moly
Front suspension: KYB 48mm, 300mm travel
Rear suspension: KYN shock, 131.5mm travel
Front brake: 260mm disc with Nissin caliper
Rear brake: 220mm disc with Nissin caliper
Tyres: Front 21-inch, rear 18-inch

DIMENSIONS AND CAPACITIES
Claimed dry weight: 105kg
Seat height: 960mm
Wheelbase: 1480mm
Fuel capacity: 10 litres

OTHER STUFF
Price: $11,790 XC, $12,290 EC and $12,490 EC Six Days
Colour: Red/white (EC/XC), SiX Days graphics
Test bike supplied by: Gas Gas Motorcycles Australia
Warranty: 24 months, unlimited kilometres