Gas Gas E4 300cc TRS 250 RR

Trial Magazine - - CONTENTS -

The fact that the re­ju­ve­nated Span­ish Gas Gas brand is back and winning cre­ates a mas­sive amount of re­spect for this man­u­fac­turer. Just over twelve months ago they re­turned to mo­tor­cy­cle pro­duc­tion af­ter a very dif­fi­cult pe­riod, with a new man­age­ment struc­ture which con­tin­u­ally re­verts to the ‘Still Rid­ing’ phrase and that’s ex­actly what they are do­ing. Gas Gas UK had their first ten bikes de­liv­ered on April 15th last year, and seven went straight to the SSDT for the ul­ti­mate test. The new man­age­ment con­tin­ues to work very much on what it con­sid­ers to be part of a ‘Big Fam­ily’ ap­proach to its var­i­ous global im­porters, and in the UK it’s no dif­fer­ent with the Shirt fam­ily. As the of­fi­cial UK im­porter for close on thirty years, Gas Gas UK have con­tin­ued to keep very good stock lev­els for parts and ma­chines and re­main a sig­nif­i­cant part of the sport. We wit­nessed this with the ‘One-Two’ by Jack Price and Michael Brown at the re­cent Bri­tish Cham­pi­onship round, prov­ing that with the new range of models they are still very much win­ners. Bring­ing in­no­va­tion to tri­als mo­tor­cy­cles since the very be­gin­ning in the mid-eight­ies, the com­pany from Girona has con­stantly been the bench­mark for de­vel­op­ments such as the hy­draulic di­aphragm clutch sys­tem, for ex­am­ple, many years ago. The launch of the lat­est gen­er­a­tion TXT Rac­ing E4 model range fur­ther endorses this.

The change to the new Euro4 en­vi­ron­men­tal reg­u­la­tions is a nat­u­ral pro­gres­sion and the 300cc model we had our ‘Quick Spin’ on car­ries some wel­come im­prove­ments, claimed by the man­u­fac­turer to of­fer to­tal ex­cel­lence re­gard­ing sta­bil­ity, trac­tion and con­trol. Avail­able since April last year the new E4 RAC­ING model is very sim­i­lar to the RAC­ING model but has been clev­erly en­hanced ever so slightly in a few ar­eas which im­prove and up­date the ma­chine. It looks a win­ner from the out­set with new graph­ics, and as with any­thing, the say­ing goes that if it looks good, it usu­ally is.

Al­ready a proven ma­chine, the com­pany’s re­search and de­vel­op­ment per­son­nel were given the task of at­ten­tion-to-de­tail changes, which are not im­me­di­ately ob­vi­ous but show up in the han­dling to gain sta­bil­ity and trac­tion with this new model.

The steel 25CrMo4 grade chrome-molyb­de­num tubu­lar frame has been around for quite a while, pro­vid­ing rigid­ity and flex­i­bil­ity, but with its new weight dis­tri­bu­tion, it is claimed to pro­duce a sig­nif­i­cant ad­just­ment to fur­ther im­prove the cen­tre of grav­ity and dis­tri­bu­tion of the ‘mass’ of weight. This change is aimed at in­creas­ing its sta­bil­ity even more and pro­vides the rider with an even tighter turn­ing cir­cle, nec­es­sary in the modern day type of haz­ards.

To fur­ther en­hance these new changes the front end has a new spring and set­ting in the alu­minium an­odised Tech forks. The rear sus­pen­sion is taken care of by the qual­ity of the Reiger 2V shock absorber, which once again fea­tures re­vised set­tings. Miche­lin X11 tyres at the front and rear are fit­ted as stan­dard.

The en­gine has also come in for some wel­come mi­nor tweaks with at­ten­tion to de­tail. The hy­dria twin-spark ig­ni­tion has also been im­proved to pro­vide a smoother power de­liv­ery. Gas Gas now fit the proven and best Kei­hin car­bu­ret­tor to en­hance smooth power de­liv­ery. This sin­gle cylin­der two-stroke model is avail­able in the en­gine ca­pac­ity sizes of 125cc, 250cc, 280cc and 300cc. As you can see from the stu­dio pho­to­graphs in this ar­ti­cle, it cer­tainly looks a win­ner, stood still with its vi­brant aes­thet­ics and bold ap­pear­ance.


“It seems quite a while since I had a quick spin on a Gas Gas, and was very much look­ing for­ward to the op­por­tu­nity as, at my lo­cal events I com­pete in, there cer­tainly ap­pears to be quite a few of the new 2017 models about al­ready.

“These Span­ish man­u­fac­tured ma­chines al­ways look good in the flesh and this lat­est gen­er­a­tion 300cc TXT Rac­ing E4 model is no dif­fer­ent. Af­ter a quick look around it’s good to see they have fit­ted the lat­est Tech front forks and Reiger rear shock as in my opin­ion these are pos­si­bly the best in the busi­ness and are a fea­ture on many of the lat­est pro­duc­tion models from the var­i­ous other man­u­fac­tur­ers.

“Gas Gas takes this a step fur­ther, with its spec­i­fi­ca­tion and set­tings at both the front and rear. This test ma­chine was one hour old and was the one John Shirt would be us­ing a few days later in the Bem­rose Na­tional Trial. The ma­chine was 100% stan­dard and was ready for ac­tion. The rid­ing po­si­tion on the ‘Gasser’ al­ways im­presses me as you feel very much at home straight away. Noth­ing needed ad­just­ing, as you would ex­pect with one of ‘Shirty’s’ ma­chines, as he is an old-school rider like my­self.

“The power and torque from the en­gine im­press you im­me­di­ately, and to get the best from the ma­chine cor­rect gear se­lec­tion is very im­por­tant. On the haz­ards, we were us­ing in the rock-filled river at the Robin­son’s Rocks venue the first of the six gears on of­fer was ideal, with sec­ond used if a lit­tle more mo­tion was re­quired.”


“When you read in the spec­i­fi­ca­tions about changes to weight dis­tri­bu­tion and ge­om­e­try you of­ten won­der just how true it is, but with the changes to the dis­tri­bu­tion of the mass on this new model you cer­tainly can tell the dif­fer­ence. Rid­ing it — and I do not know why as it ap­pears to look the same — you get the im­pres­sion that the ma­chine is lower. In dif­fi­cult sit­u­a­tions, it can be moved around more eas­ily, and the more I rode it, the more ev­i­dent this be­came.

“The clutch ac­tion is, as al­ways, first class and the ‘bit­ing point’ is very strong and con­sis­tent. I didn’t need to ad­just the front or rear sus­pen­sion, but it coped eas­ily with all the haz­ards I at­tempted. The feed­back from the rear end of any tri­als ma­chine is im­por­tant, and here I felt very much in con­trol, be­ing able to eas­ily stay on my cho­sen line through a hazard.

“The power out­put is very strong, and the torque is smooth and very much aimed at the modern rider, and when you watch the likes of Jack Price in ac­tion, you can un­der­stand why. This ma­chine is a proven win­ner out of the box, and if it’s the top spot of the podium you are aim­ing for then this ma­chine has to be for you”.


“This 300cc model cer­tainly has plenty of power on hand, but I would al­ways ad­vise po­ten­tial buy­ers to try the other models in the range. From my past ex­pe­ri­ences, I would ad­vise rid­ers to try both the 250cc and 280cc models as they are so dif­fer­ent. Trial Mag­a­zine ed­i­tor John Hulme would tell you the same, as when he was rid­ing on a reg­u­lar ba­sis, he chose a 250cc.

“Andy Black­man, an­other Trial Mag­a­zine test rider, al­ways goes for the 300cc model from any man­u­fac­turer purely and sim­ply for the power on the big hills found in the South­ern cen­tre, and the torque which helps to find the grip. As he says: “Put it in fourth gear, and it will go any­where”.

“Ma­chine choice is down to the in­di­vid­ual rider’s re­quire­ments and as much as I liked the 300cc model if you are a po­ten­tial Gas Gas pur­chaser try a 250cc or maybe a 280cc as they are all very good.”



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