GasGas recently uncovered its all-new 2024 model EC enduro range, with the revamped, next generation line boasting numerous features such as a new steel frame, new aluminium sub-frame, a new die-cast aluminium swingarm and more. MotoOnline had the opportunity to test the six new bikes in Italy.

Every GasGas off-road model is equipped with open cartridge WP XPLOR front fork, a WP XACT rear shock with rear linkage, new forged triple clamps and a new steering stem that offers a little more flex for improved comfort. For a more extensive rundown of the updates, view Detailed.

Arriving at the Citta di Castello facility, I was stoked to see an enduro test loop that featured both single trail riding and some open grass track sections, and as we made our way further down the long driveway, an epic-looking line-up of 2024 GasGas enduro bikes.

This launch was for the entire 2024 GasGas range, including enduro and motocross bikes. Media personnel from around the world were there, so it was a rather busy day of trying to squeeze rides in on different bikes. Luckily, they split us into two separate groups, enduro and motocross, and first up for me was enduro.

Image: Sebas Romero.

I wanted to start on the EC 250, but I was too slow to get my gear on. So instead, I was able to get my hands on an EC 250F, which I was stoked about because I didn’t like the idea of starting on one of the big bore machines and working my way down.

We were led out on a sight lap by EnduroGP world champion, Andrea Verona. I couldn’t miss the chance to follow him up close in an enduro setting, so I was the second bike out. Immediately he set a pace that… it wasn’t sight lap pace put it that way.

I had no idea where I was going and I was getting caked with dust, so I pulled it up and sat back – I had to remember what I was really there for. After a lap of learning the loop, I started to try and ride with a little bit of the finesse required to ride enduro. I’ve learned that in order to get the best feel for bikes, you have to adjust your style to ride them the way they’re designed to be ridden.

The EC 250F was impressive straight off the bat. I found myself predominantly in second and third gear, which I really enjoyed as I didn’t like the idea of shifting gears too much in the bush. The gearbox in these bikes is a lot different from the motocross bikes I’m used to, the length of the gears feels longer, which going back to what I said previously, means less shifting.

The enduro loop was quite good, it involved a lot of sections that were up and down hills. I don’t feel as though I was riding very hard at all, I was trying to stay light on the bike. But, the first thing I noticed was how soft the forks were on the descents. In the slow-speed corners and the grass track sections, I had a tonne of feel. I was really impressed with the 250 package, I wish I could’ve had a little more time to ride it.

Image: Sebas Romero.

Moving onto the EC 350F, this bike I was super-excited to ride, as always. I really didn’t need to spend much time on it at all, because straight away I was stoked with it. As it is with the KTM and Husqvarna, the 350 just provides the perfect mix of everything you’re looking for in a bike. I’d 100 percent ride one if I ever raced enduro!

As I indicated earlier, it was super-busy and hard to find the bikes to ride. Luckily, I found another journalist to pair up with and we took the EC 450F and EC 500F out at the same time and swapped between bikes, which I loved, because back-to-back comparisons on these, splitting the loop up into sections, really gave me a good indication on the differences between both models.

To begin with, I thought the 450 was a bit of a beast in the trees, but I think that’s because I wasn’t riding it the right way to begin with. Once I found that third gear was useable even in the tight stuff, it became a different bike to ride altogether.

It felt really good to ride when you let it roll through the turns, the added weight gave it that planted, more stable feel through the sections that might usually be more unpredictable, like tree roots and rocky sections. It was a real pleasure to ride.

Image: Sebas Romero.

My first ride on the EC 500F was on the grass track section, as that was the easiest place to pull over and switch from bike to bike. This machine blew me away on the grass, the bottom-end power, more so the way it was delivered, was like nothing I’d ever ridden before. People use the term, ‘It’s like a tractor’, for a lot of different bikes, but the EC 500F was the epitome of a tractor in terms of bikes, it felt like I could’ve pulled a car out from being bogged, literally.

Moving into the bush, my opinion on the power remained, I loved that particular part of this bike. But, as we got into the slower sections I noticed the weight of this bike become a factor. On the grass track, you could use your momentum and speed to get the bike to switch directions, but in the bush, I felt I had to be more forceful. Now, of course, I’m being super critical here, this bike was still amazing, but that was my personal experience.

As I said with the EC 450F earlier, that added weight also had its benefits on the sketchier sections, feeling more planted and stable and didn’t give you any unpredictable kicks. That’s what I love about these Austrian brands, they give you so many options to choose from, it’s up to you to pick your poison.

With the 2024 GasGas EC enduro range sharing a number of features, I thought I’d pick a few that stood out to me. If you’ve read any of my previous GasGas Tested reviews on the website, chances are you can pick what I’m about to mention first up.

Image: Sebas Romero.

There’s a lot more surface area on the newly-designed footpegs than the previous models. You’ve got an amazing feel and area to work with, so I’m just stoked that they’ve given you something can stick with, because most stock footpegs are garbage and you find yourself spending money off aftermarket brands. I don’t see a need for that anymore.

Next up were the Braktec brakes and hydraulic clutch system. I really like this product, the brakes work great, as they have for a long time on bikes produced by Pierer Mobility Group. They’ve done a really good job at replicating the feel of the Brembo set-up – as I’ve said before, I couldn’t tell a difference.

Moving onto the two strokes, first up was the EC 250. Just like its Husqvarna counterpart that I rode in Norway recently, I loved the power delivery, even more so this time around because I had a chance to really open the throttle on the grass and see what it was capable of. It had snap off the bottom and was clean and crisp through the gear shifts.

On the Husqvarna, I picked the 250 over the 300, but this time around I actually preferred the 300. In Norway for the 2024 Husqvarna launch, we had more slow-speed technical riding, whereas in Italy for the GasGas launch, we had a bit of true enduro single trail and grass track, as I said earlier. So, with different riding conditions, comes different needs.

Image: Sebas Romero.

The EC 300 was unbelievable. When I say I was caught by surprise, I was really caught by surprise. I really wish I had the chance to spend more time on this bike because I was truly enjoying it, a lot. The comparisons in power were similar to that of the 450 and 500.

The 300 had a different power delivery than the 250, a power delivery that was more suited to the conditions we were riding, and I think better suited to what we ride back home in Australia. It was noticeably more torquey and more controllable, the initial feel you had, even just when you were trying to hold constant throttle through spots, it sat in a very nice part of the power.

One thing I love about these models is that they’ve scraped the kickstarter. They’ve actually removed it altogether. I love that they’re confident enough in their electric start configuration that they could just forget about needing a kickstarter.

Overall, I’m taking either the EC 350F or EC 300 as my choice, don’t ask me to choose between the two because I can’t… I want both. I really enjoyed the complete range though, since GasGas provides versatility throughout the whole line and really covers their bases.

Four-stroke Specifications

Engine type (EC 250F): 249.92cc liquid-cooled, single-cylinder four-stroke
Bore/stroke (EC 250F): 81 mm x 48.5mm
Engine type (EC 350F): 349.7cc liquid-cooled, single-cylinder four-stroke
Bore/stroke (EC 350F): 88mm x 57.5mm
Engine type (EC 450F): 449.9cc liquid-cooled, single-cylinder four-stroke
Bore/stroke (EC 450F): 95mm x 63.4mm
Engine type (EC 500F): 510.9cc liquid-cooled, single-cylinder four-stroke
Bore/stroke (EC 500F): 95mm x 72mm
Transmission: Six-speed
Starter: Electric
Clutch: Wet multi-disc DDS clutch, Braktec hydraulics
Tank capacity: 9.0 litres
Front suspension: WP Xplor-USD fork, 48 mm, 300mm travel
Rear suspension: WP XACT Monoshock with linkage, 300mm travel
Front brake: Braktec two-piston calliper 260mm
Rear brake: Braktec one-piston calliper 220mm
Weight (EC 250F): 109.5kg (without fuel)
Weight (EC 350F): 110.2kg (without fuel)
Weight (EC 450F): 110.7kg (without fuel)
Weight (EC 500F): 111.7kg (without fuel)
Availability: November 2023 onwards
Further information: www.gasgas.com.au

Two-stroke Specifications

Engine type (EC 250): 249cc liquid-cooled, single-cylinder two-stroke
Bore/stroke (EC 250): 66.4 mm x 72mm
Engine type (EC 300): 293.2cc liquid-cooled, single-cylinder two-stroke
Bore/stroke (EC 300): 72mm x 72mm
Transmission: Six-speed
Starter: Electric
Clutch: Wet multi-disc DDS clutch, Braktec hydraulics
Tank capacity: 9.0 litres
Front suspension: WP Xplor-USD fork, 48 mm, 300mm travel
Rear suspension: WP XACT Monoshock with linkage, 300mm travel
Front brake: Braktec two-piston calliper 260mm
Rear brake: Braktec one-piston calliper 220mm
Weight (EC 250):107.6kg (without fuel)
Weight (EC 300): 107.6kg (without fuel)
Availability: November 2023 onwards
Further information: www.gasgas.com.au