2022 GasGas EX 300 Review

 

The GasGas EX 300 is all about going fast.

Photography by Ryan Nitzen

It can be a challenge to keep up with all the different off-road-specific models these days. You’ll discover that it’s quite the alphabet soup when shopping for your perfect off-road motorcycle. You have, for example, EX, EC, XC, XC TPI, XC-F, XC-F-W, TE, FE, TX, EXC, ETC … I mean, etc. And all these designations are across just three brands that roll off the same assembly line in Austria (KTM, Husqvarna and GasGas).

Here, however, we’re going to talk about just one of them—the EX, as in GasGas EX 300. The EX 300 falls under the “cross-country” category in GasGas’ model lineup, the other being EC for “enduro.” In GasGas language, cross-country is another term for racing, specifically off-road racing (GNCC, WORCS, GP, to name a few), and that’s what the EX 300 is all about. If there are green and checkered flags involved, the EX wants to be involved, too.

Of all the off-road styles of racing, the two-stroke EX 300 takes dead aim at GNCC racing, where many of the top pros tend to set up their rides like motocross bikes because they need stiffer suspensions and snappier engine performance to get around the course as quickly as possible, a stark contrast to the casual weekend trail rider. Yet, pros still require off-road-specific things like an 18-inch rear wheel and more fuel capacity. Here’s where the EX 300 comes in.

The EX 300 is modeled after KTM’s 300 XC TPI two-stroke off-roader. Their engines and chassis are nearly identical. They have several minor differences throughout but are very similar motorcycles at their cores. Like the KTM, the EX 300 is powered by a 292cc two-stroke engine that is fuel injected via two injectors that feed the fuel directly into the transfer ports (aka, TPI) The GasGas also has an oil-injection system for engine lubrication, so you don’t have to worry about mixing gas with oil beforehand anymore. Oil injection takes care of that for you. Electric starting also makes your life much easier with the EX.

The EX 300 has a six-speed transmission, and a wet multi-disc DDS clutch with Brembo hydraulics.

Like all KTMs, the GasGas EX 300 utilizes a chrome-moly steel mainframe and an aluminum swingarm.

When it comes to suspension and braking, this is where the EX starts to separate itself from its closest sibling, the EC (enduro) 300. Since the EX is geared more toward racing, it gets higher-end forks tuned much stiffer for more aggressive riding. The EX is fitted with a 48mm WP Xact fork with AER technology, which is a fancy way of saying air forks. The EC uses a 48mm WP Xplor coil spring. Both bikes have WP Xact shocks, but the EX’s is set up stiffer. Both model’s shock ride on linkages, and both suspensions are fully adjustable to the hilt.

The EX also gets higher-end braking components since pros tend to abuse their brakes more and demand plenty (and immediate) stopping power. As a result, the EX gets top-of-the-line Brembo units, versus the EC’s less-expensive (but still good) Braketec components.

Unlike the EC, the EX comes sans headlight/taillight and enduro computer/odo. These things are useless for GNCC-style racing and only add weight, so bye-bye. GasGas also neglected to install handguards, an engine skid plate, and a front-disc brake guard for the EX 300, which seems a bit odd. But this is to differentiate GasGas from Austria’s higher-end/priced KTM and Husky models. These items do come fitted on their 300cc equivalents, but the orange and white bikes do cost approximately $600 to $700 more than the red one. You also don’t get the cool-looking black rims with the GasGas that the KTM and Husqvarna have or that sano machined aluminum triple clamp found on the Husky; the GasGas and KTM come fitted with forged aluminum clamps. The GasGas and KTM have aluminum subframes; the Husky’s is composite. Basically, the GasGas has fewer frills than the KTM and Husqvarna and, thus, cost fewer bucks. Otherwise, they all aren’t much different.

2022 GasGas EX 300 Review | Climb Aboard

Nothing about the EX 300 is plush. You can tell right away that this motorcycle is tuned for racing. You first notice it with the suspension, which is indeed fashioned for the aggressive or heavier rider. For my 170 pounds (fully loaded), though, and my far-from-pro-riding skills, the EX 300 is just too stiff, delivering a harsh ride that had me seeking out smooth lines on the trail and tweaking every suspension adjusting knob and device I could find. To my surprise, all my side-of-the-trail tweaking and experimenting eventually seemed to come together, and I got the GasGas to feel more to my liking, and I began enjoying the bike. Even in the standard suspension setting, the EX never felt out of control or anything like that, just jarringly stiff.

The engine, however, was far more to my liking right out of the crate. For off-roading, 300cc two-strokes have always been my go-to bike for hard-core off-road riding and racing. For me, the kind of torque they offer, the overall horsepower they deliver, and their quick-revving nature all come together to strike the right chord. Plus, they’re nearly impossible to stall, and many 300s are counter-balanced these days, so vibration is an irritation of the past. The EX has all these things, indeed. So, what’s not to like about the motor?

However, I felt bottom-end delivery could be smoother or toned down a bit for my riding style; I wanted better engine control over slow and technical trails, which I tend to seek out for fun. Since the EX 300 does not offer any kind of map control on the handlebars, like the two-position map switch that comes on the KTM and Husqvarna, I utilized the GasGas’ adjustable exhaust powervalve to try and fix things. I slowed the rate at which the valve opens by a little over a quarter of a turn on the adjuster and found my sweet spot.

The fuel-injected EX 300 has plenty of power overall for me. Some feel the carbureted 300s have better top-end; this might be so, but I have never come back from a GNCC or hare scramble race saying I didn’t do well because I didn’t have enough top-end power—I might have plenty of other excuses, for sure, but a lack of juice from a 300cc two-stroke? Never. A lack of controllability, perhaps, but never outright power. Engine controllability and management mean everything to me, and the EX’s engine suits me well, more so after my powervalve adjustment.

Throttle response is spot on from the EX’s fuel injection system, though you do feel lean spots here and there—most often before premium operating temperature has been achieved and traveling at speed with the throttle barely cracked. Otherwise, the EX fuels exceptionally well. Some complain of a “boring” feel from these new fuel-injected two-strokes, but I am not in agreement. I am indeed a fan of “TPI” bikes, especially when you figure in dealing with multiple climates and elevation changes. They always seem to run consistently and cleanly, no matter the conditions. So long carburetors, your job is finished here.

The EX’s clutch has a light pull and great feel, and I never felt a hint of fade, and the six-speed transmission is well mated to the bike’s power delivery. There seemed to be the right gear for every occasion.

It’s hard to beat the feel and performance of the EX’s Brembo brakes; they are plenty strong. No complaints from me.

The translucent tank holds a generous 2.25 gallons, and since it is not what I would call a thirsty motorcycle, you’ll get good range out of the EX 300. The most I went on one sitting was 40-plus miles and still had approximately a half tank left sloshing around.

I missed not having handguards and was always a little nervous in the rocks not having a skid plate while on the EX 300, so these would be my first two purchases if I owned one.

As much as I enjoyed riding the EX 300, I found myself trying to change it into the EC 300 by softening the suspension and smoothing out the engine’s bottom-end. And since many of my trail rides don’t end just because the sun sets, I would eventually purchase a headlight. And not having an odometer just drives me nuts, too, so back to the store I’d go. I’m not sure I’d miss the Xact forks, too, much because I like the feel of the WP Xplor coil spring fork that comes with the EC anyway and you pretty much just set it and forget. Air forks, as good as this one performs, need constant attention. But it would be tough sacrificing the EX’s Brembo brakes!

Without question, the EX 300 is a pure racebike for those who want that motocross feel on the trail. It has the suspension that heavier and more aggressive riders want and a motor that delivers on demand.

So, when it’s GNCC, WORCS or NGPC, don’t forget the EX. It’s worth a look.CN

2022 GasGas EX 300 Specifications

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