2018 Gas Gas EC/XC 300 Race Review | FIRST RIDE

Extremely rarely does a bike manufacturer change a bike as much as Fuel Gas changed their enduro bikes for 2018. And we don’t believe it would be any surprise or too rude of an observation to say it turned out dearly needed. Gas Gas’s previous models have been plagued with lack luster power, funky suspension, and a serious weight problem, especially for two-strokes. But the bikes that we just rode had very little in common with their past models and we can definitively declare the new Gas Gas EC and XC models are legit off-road offerings. The XC model much more of the cross country racer while the EC is more of the all-around trail bicycle. But , there really isn’t that much different between the two. The EC comes with a few extra items that the XC doesn’t have since the XC can be aimed at the more serious racer who would most likely take off certain items anyway. This includes a headlight, taillight and enduro computer. The EC also offers a “stock” pipe with an FMF muffler while the XC has both FMF pipe and muffler. The last difference is the XC has Renthal Twinwall bars. Everything else is the same from the motor to the suspension configurations.

What’s new? Properly, it’s easier to say what’s not really. Pretty much the transmission is the exact same and everything else has changed. Starting with the particular motor, it has a new cylinder, cyl-head, and crankshaft. The clutch has better lubrication and new exterior and internal coatings on the clutch covers. There is a new intake program moving air into a Keihin PWK 38 carburetor then through a Moto Tassinari VForce4 reed cage. Even as we said earlier, the spent gas head out a full FMF system around the XC models and a stock pipe and FMF muffler on the EC version

The chassis is completely new with a chromoly steel central-backbone frame, changed from the steel dual cradle of last year’s bicycles, which is 20 percent lighter based on Gas Gas. Also shaving from the poundage is the new aluminum subframe which allows for toolless air filter access and changes. The air box can also be larger and the footpegs and kickstand are redesigned as well. The swing arm is all new saving weight also. Of course with a new frame, the tank (2. 64 gallons which includes reserve) and plastics are all brand new. The seat now has softer polyurethane foam and a grippier cover.

The last big news for the 2018 Gas Gas models is the suspension system. In the past the bikes have had a mix of different, smaller brands but now these Spanish machines have KYB front and rear. The fork is really a KYB AOS (air-oil-separate) 48mm twin-spring system and the shock is a KYB unit with the standard high and low quickness compression and rebound adjustment.

ON THE TRAIL

With all these modifications, it was pretty much like riding a completely new motorcycle compared to last year’s model. The one characteristic that did carry over was the way the particular motor makes power. We would say that both the EC and XC 300s have more snap and more breadth for their power than previous models, yet there is something familiar and distinctly Gas Gas about the engine. That Gas Gas-ness is a torquey, chuggability that lets you crawl up, more than, and through things without out there fear of stalling or that the strength is going to let you down. Especially with all the EC, there is a smoothness and tractability that is very impressive for a two-stroke.

The only difference between the EC and XC’s motor is the pipe (mufflers are the same). Think of the EC as the ‘stock’ version since the mind pipe isn’t branded, and it feels the closest to last year’s EC 300 but it is more reactive and stronger feeling overall. We honestly think that this is mainly the weight savings allowing the motor not to work as hard to get the bike moving. The EC’s power comes on nearly immediately, but there is very little hit or jolt – it is extremely soft, torquey, and usable. It creates in a linear fashion to a solid upper end of the bottom power/mid-range. As with most 300 engines, the “powerband” is shifted lower in the particular rpms compared to 250 two-strokes. Once you get past the mid-range power, there is absolutely no reason to wring it out there as it doesn’t make that much more power on top. But to be fair, the particular one-day intro was held in a very tight trail system (first and second gear primarily) and it was quite dry and dusty. We look ahead to getting one of these machines to test much more open and traction-filled conditions.

The particular XC’s power was noticeably different. Right off idle it was as soft, if not a little mellower than the EC, but there is a definite hit of power that comes on pretty low in the rpm and it pulls tougher than the ECs midrange, or at least to the butt dynos. You can categorize both of these power characteristics as, one for the mellow, smooth, chugging type driver (EC) and one for the aggressive speed that puts a priority on being able to snap the font end up without having hesitation or needs instant power to hammer through an endurocross-like section of path.

With all due respect, we weren’t a fan of the Marzocchi fork and Reiger shock combination on the 2017 EC 250 and 300 mainly because it had a gentle and inconsistent feel. For 2018 the Spanish company went Western for its suspension and bolted upon KYB front and rear. The fork is a 48mm AOS (air-oil-separate) unit. From what Gas Gasoline could tell us, the AOS is actually just denoting a closed-cartridge shell. This is not the KYB SSS shell because, again according to Gas Gas, the bottoming function of the SSS and AOS are different. But , we do know that there are two coil springs plus compression adjustment on top and come back adjustment on bottom of both fork legs.

How does it function? Great actually. Again, we just had one day in pretty tight trails so we couldn’t really hammer on it, but the KYB, both front side and rear, had us cheerful under our helmets. Overall the fork has good balance of performance and comfort. It is not as soft or blow through as easily as WP’s brand new Xplor fork or Sachs shell on Beta’s off-road machines. However it isn’t as stiff as a moto set up. Both testers went 2 clicks softer on compression – for one tester it’s because he is just 130 pounds but a quicker guy, the other is 215 pounder but a mellower rider therefore their styles evened out. There exists a plushness to the beginning of the stroke that will handles little to medium razor-sharp hits surprisingly well while the mid-stroke and bottoming resistance was plenty firm to hold up the front end. The shock also worked well and had a little bit of a “dead” feeling – not reacting or bouncing a lot of when popping over rocks or ledges. This was great for our riding confidence and for traction. When we were setting the sag, it was great to see how much adjustment there is in the preload. In the middle of the adjustment region, the sag was pretty near for our big dude, and with 5 turns out, we had it at 105mm for our light guy and the training collar wasn’t yet near the top of the threads. This leads us to believe that with unless you are really heavy (250 plus maybe) or really gentle (100 lbs. ), you won’t need to re-spring these machines.

With the new frame and body work, the 2018 EC and XC 300s do feel slimmer and definitely lighter than the 2017-and-older bicycles. Yet, while we didn’t come with an orange bike to compare head-to-head we would say that KTM is still the current california king of light and slim framework feel. Not that the Gas Gas felt big, just that it now feels normal, like, how an off-road bike should feel, rather than being bulky feeling. This translates to a more agile, nimble feeling to the trail and makes it easier to movie from one side to the other. Quick direction changes are effortless. Along with two clicks softer on the compression, the front wheel had great grip in turns and, again, provided riders confidence to carve a good line. We wouldn’t say that the Gas Gas’s have a front or even rear end steering bias, it seems a lot more neutral which is good for most riders. Also, the bike didn’t shed its stable, planted feeling as being a bikes do when they go on a diet plan. Again, we are very eager to have the bike to our usual testing areas to check the high-speed handling features.

Not to get too pathetic, but Gas Gas named the making of the EX and XC models the “Phoenix Project” in fact it is safe to say that wasn’t an understatement. And to be fair, along with Gas Gas’s past ownership issues, we weren’t surprised to see so many years without change. But now that they have changed pretty much everything, they’ve put them selves legitimately on the off-road/enduro bike stage. The bikes that we tested had been the first to come into the US so it would have been a little while until they are available for you to snag for yourself. And if 300s aren’t your deal, they will also have an XC 250 and XC 200, as well as an EC 200 (no EC 250) all of which are two-strokes.

MSRPs:

XC 300: $8999
XC 250: $8899
XC 200: $8599
EC 300: $9299
EC 200: $8899

Video of the 2018 Gas Gas EC 300, Courtesy of Gas Gas

Video of the 2018 Gas Gas XC 300, Courtesy of Gas Gas