Gas Gas EC 125
By TMX Archives on 1st Feb 07
After much speculation in enduro circles over past months that Gas Gas would withdraw its support of the WEC in 2007, the announcement recently that it had signed former World 250cc MX champion Fred Bolley, along with another former motocross talent, Patrick Caps, signalled that the Spanish concern is still very much behind its enduro effort.
If you wanted anymore evidence of Gas Gas' commitment to the world of enduro racing and manufacturing, then you need look no further than the stunning 2007 EC range of two-stroke machines and the FSR four-stroke.
Undergoing complete reworkings in the bodywork and chassis department to well and truly bring the styling of the range into the 21st century, as well as undertaking some serious modifications to the engine units of the five-bike range, the 2007 Gas Gas enduro range has never looked, or ridden, better as T+MX found out when we recently put the entire range through its paces at Natmawr Quarry the day before WOR Events' 'Tough One' race.
Sweeping chassis changes across the board sees the EC125, 200, 250 300, and FSR450 four-stroke all arrive in dealer showrooms in uniform new red bodywork, a first for the usually mixed colour Gas Gas enduro range, and to add to the stylish and ergonomically more comfortable plastics the rear subframe has been completely re-designed, featuring a new angular look and quick-release seat and more importantly is noticably lower than previous models making for a more comfortable ride.
In the engine department the EC125 features a new power valve, cylinder head bracket and ignition to boost overall performance, while the EC250 and EC300 also feature three new developments, a new crankshaft counter balance, exhaust valve and Vertex pistion to smooth off power delivery.
The EC200 remains the only unchanged two-stroke in the engine department, but it is the FSR450 that sees most changes with new lighter crankcases being fitted and numerous cylinder head mods including revised intake and exhaust ports all being featured, as well as the bike being slimmed down by 30mm.
WOR events kindly offered up Nantmawr Quarry as a test venue, which proved to be perfect with technical sections at the bottom of the quarry and open moorland going on the top, and with such a great test venue we need a great test rider... Step forward former International enduro ace, and all round paddock legend, Carl Tiley, who ably filled our guest tester shoes in his usual flat-out, completely entertaining style to bring you an Expert's view on the '07 Gasser range, while office jockey Ben Johnson chips in with his Clubman view.
So, onto the bikes...
GAS GAS EC125
Carl: My overriding impression of the EC125 was just how much fun it was to ride, especially as my usual mount is a 300cc machine, but the bike is more than just fun to throw around - it is a very competent and competitive enduro bike that will appeal to a broad range of riders and abilities. I was very impressed with the baby of the EC range and as far as 125cc two-strokes go I feel that it is right up there.
The motor is a cracking little enduro engine and I was really impressed with how broad and strong the spread of power was right the way through the range.
Some 125s can be a bit pipey and do little else besides revving their nuts off, spinning the back wheel up, but not so the EC125. Yes it's a strong revver, and you have to ride it hard to really get the best out of it, but the bike has an impressive amount of torque for a small motor and transfers it to the ground well creating a bike with a lot of go.
The bottom-end performance and torque is especially good for a 125 and the bike labours at low revs very well, pulling tall gears at slow speeds exceptionally too with little need to fan the clutch to keep it going which in tight, technical going or the slick conditions we tested in is a major plus-point. The carburation and gearing straight out of the box was spot on too and the bike did not stall or bog at low revs and when you did crack the throttle open the response was instant and smooth. The action of the hydraulic clutch and its engagement was also fine all day long and never needed adjustment, even in the heavy going.
From there on out the bike revs very stongly and progressively all the way up to the top-end and I was pretty impressed with the top-end power output. It doesn't rev-out right at the top-end amazingly, but for the average rider it is more than enough bike up there.
All-in-all the EC125 motor is a very good performer and combined with the chassis performance it creates a very nimble but solid machine.
Firstly, the revised bodywork and ergonomics are a big improvment on the past years' models. The bike, as with all of the range, looks much more contemporary and the re-designed rear-end sits lower than in previous years making for a more comfortable and neutral feeling bike, especially for shorter riders, and combined with the positioning of the bars, levers and footpegs gives the feeling that bike, and all the bikes in the range, is much roomier for the rider.
On the going the bike is very nimble and quick-handling, as you would expect from a 125 smoker, and the combination of the 45mm Marzocchi Shiver forks and Ohlins shock created a very supple, stable base for the frame that held lines very well and transfered good feel through to the rider. The settings were bog-standard out of the crate and both units worked pretty much faultlessly all day and would do for a majority of riders. They soaked up everything from the small stuff to the bigger hits without any complaints, tracked well through the numerous ruts and rough sections that the test course offered and the rebound was neither too fast nor too slow, allowing you to get everything gathered together if it did get out of shape with very little effort.
Really I could not fault the handling of the EC125, nor that of any of the bikes in the range either as they all share the same chassis, and I felt confident in its capabilities and comfortable on it from the word go.
A strong motor and great handling from the chassis, what more can you ask for? The EC125 is a little cracker.
Ben: Going up against the all-conquering KTM 125EXC, the EC125 has some seriously stiff competition, but I was very impressed with the performance of the bike and actually for the average Clubman rider I feel that in certain aspects the EC125 is an easier bike to get along with.
The EC125 motor is not the most powerful on the market, particularly on the top-end, but its big selling point is just how torquey and useable it is for Joe Average. For your out-and-out racer who can go flat out for a day in the woods or three hour Hare and Hounds it might not be enough, but for the majority of us who don't have the skill and get tired pretty easily it is a great bike.
The low-down torque and smooth power delivery is more reminiscent of a 250 than a 125 to me and the ease with which you can build the revs and keep momentum up on the bike, especially in the slow stuff, meant that I found it a pleasure to ride, and more than enough bike for my skill level. It's not a 125 that is all or nothing, it is progressive, and for that reason for me it is a great Clubman 125 motor.
Yes it wasn't as snorty in the mid-range or as blisteringly fast as some other eighth-litre strokers when you really wound it up, but, to be honest, two hours into a race that's not really a bad thing for many riders, myself included.
The chassis and handling was the most impressive feature of the bike to me though, it really is incredibly light and nimble while remaining a very planted, solid ride.
The revised sub-frame means the back-end doesn't sit up and ride high like in previous years and not only is this more comfortable for the rider, it also means the back end is more weighted and adds to the stability of the frame - it is rock solid - and when teamed up with the Marzocchi/ Ohlins suspension pairing the bike turned like it is on rails and soaked-up whatever the terrain could throw at it with the minimum of fuss.
There was really nothing to pick fault with in the handling and as whole package, the EC125 is a great bike to ride. You can't beat screaming up a long snotty hill with the back-end fish-tailing all over the place.
It's awesome.
GAS GAS EC200
Carl: I have to be honest and say that I am somewhat at a loss what to say about the EC200 really. Tagged as the natural stepping stone between the 125 and the 250, I felt that it performed nowhere near as well as either of those bikes in the motor department and proved to be quite a difficult bike for me to get along with. I suppose the big question the bike left me with is just who would buy the bike, and why?
The idea of a 200cc enduro motor is that the extra capacity over a 125cc machine allows for the smoother, more torquey bottom end and slightly increased power more reminiscent of a 250 while retaining some of that fizz and manageability of the smaller motor, but to me the power delivery on the EC200 was the opposite of what I was expecting and wanting.
Very low-down, almost on no throttle, there was little response or torque and the bike was hard to labour through extremely slow or tight sections as it fluffed a little bit, but the second you opened the throttle a bit more and the engine revved-up towards the mid-range the motor was very grunty, aggressive, and hard to control and get the best out of as the rear wheel span-up very easily.
Once past the mid-range though the power became very soft, almost strangled, and the bike did not rev-out anywhere near as well as either the 125 or the 250.
It's back-to-front as a motor. Where you want the smooth torque of a 250 the bike revs like an overzealous 125 and when you get up towards the top-end it feels sluggish and less responsive than the 250, which is a shame as it overshadows the excellent performance of the chassis and handling that is a big selling point of the entire range.
I've ridden enduros at the highest levels and even I found the EC200 a bit of a handful and hard to ride smoothly and precisely. Really, my advice would be to just buy the EC250, it's a vastly better bike and even with the extra capacity is a smoother, more rideable and rewarding ride - the EC200 just doesn't quite match up.
Ben: I have to agree with the man Tiley on this one, the EC200 was just a bit of a handful out on the going and after really looking forward to riding this bike I was a bit let down with its performance.
It's a bike that can hinder, not flatter, riders and while not an appalling bike by any stretch of the imagination it is hard work, not as much fun as the rest of the EC family, and somewhat lets the side down in what is otherwise a very strong range.
As Carl said, the EC200 is just a bit too aggressive through the bottom and mid-range and not as progressive or smooth as it should be, and for your average clubman rider I feel it is just a bit too 'lively' to get the best out of and not exactly enjoyable to ride.
It just comes in with too much of a hit in the mid-range and on the slick, damp grassland we were riding on in the hills around Nantmawr it was hard work.
I would agree too with Carl's assessment that the top-end performance was a bit flat compared to the 125 and 250, but to be honest for the average Clubman rider like you and me this is not really an issue in 99 per cent of situations.
Overall, I would say the EC200 is a little bit of a missed opportunity for Gas Gas. It has the same excellent handling characteristics and ergonomics of its counterparts and if the motor had been just that bit smoother, like the two bikes it is pitched as a cross between, then I'm pretty sure that I would have loved it and so would many others. As it is, it's not really in the same league as the rest of the EC range.
Ben: Everyone deserves a second chance! 'DISAPPOINTING bottom end.' 'Difficult to get along with.' 'A bit of a let down.' The reviews of the 2007 Gas Gas EC200 enduro machine as part of T+MX News' huge test of the Spanish concern's entire enduro range last month (February 2, pages 8-13) were less than stellar to say the least.
After a day's testing at the fantastic Nantmawr Quarry venue on the Shropshire/ Wales border, both guest tester Carl Tiley and myself, and even over-the-hill editor Dicko were left disappointed and somewhat confused by the all-round performance of the EC200's engine, especially when compared with how impressive the rest of the range felt to us.
Where the EC125, 250 and 300 models produced a strong, smooth, very linear power delivery, the EC200 was a direct contrast with a sluggish, unresponsive bottom-end exploding into a fierce mid-range hit that tailed-off far too quickly at the top-end.
In short, it was a bit of an uninspiring ride and a handful out on the going, which all three of us felt was a big surprise given the strong reputation of the EC200 in past years and the strength of the rest of the range. However, with no noticable signs that something was amiss within the engine and given the fact that it was a brand-new, just run-in bike with only the jetting tweaked to suit the english weather, no matter how surprised we were by this and no matter how much we wanted to like the bike, all three of us had to be honest and write that the EC200 was a less than stellar performer in the engine department.
The asessment suprised Gas Gas UK too as the 200 has been one of the best received models in the range and a top seller, and no sooner had the article hit shops nationwide than Gas Gas main-man John Shirt Junior was in the workshop trying to discover why the traditionally strong bike recieved such unfavourable reviews.
After stripping the bike down, checking everything, re-checking it, and rectifiying the only issue with the engine, which was a very slighty slow action on the power valve, the bike was still well down on low-end power and torque.
Phonecalls were then put in to Gas Gas headquaters in Spain where after reeling through a number of suggestions which Shirty had already checked, the engineers final suggestion was to check the front pipe - and here in lied the root of the problem.
All '07 EC models come homologated with a heavily restricted front pipe fitted, while the 'race' pipe your bike leaves Gas Gas UK fitted with is inside the shipping crate. An error at the factory saw an EC250 pipe make its way into the wrong crate and onto the EC200 test model which caused the dramatic power loss suffered by the test bike, particulary on the bottom-end.
Both EC200 and EC250 pipes are only subtly different in size and shape, especially to the naked eye when not fitted to a machine, and quite understandably the EC250 pipe went straight onto the bike and with only enough time for Gas Gas to run the bike-in and nothing more the problem slipped through the net and sadly resulted in the poor reviews.
With the problem now identified and the correct EC200 pipe fitted, Shirty invited T+MX News back to have a second test of the EC200, confident that we would see its true identity and I'm sure glad we accepted, because the EC200 in its proper guise is totally removed from the bike we originally tested and I am very glad to report that it is infact a great enduro machine that is a total blast to ride.
I've never been in the position of having to re-test a bike because of a fault before, and to be honest I was a little concerned that the EC200 would still not live up to my expectations and I would have to give it another poor review, but with the correct pipe fitted the EC200 far outreached my expectations, performed exactly as you would hope a 200cc enduro machine to do, and gives the EC250 a run for its money as my favourite bike in the range now. It is that good.
The big selling point of the EC200 to me now is it's broad, smooth and very torquey spread of power that translates into a very useable and strong enduro motor which does a fine job of filling that gap between 125cc and 250cc, and performs exactly how you hope a 200cc machine would.
The low-down power and torque were particulary impressive and very reminiscent of the excellent EC250. The quarry test venue we used had plenty of very rocky, technical, pretty much trials like going to test the bottom-end and it was extremely impressive indeed. The bike chugged along at almost zero revs with no bogging or fluffing and the torque of the motor allows the bike to get up, over and through tough stuff with the minimum of effort.
When you cracked open the throttle to get the bike motoring though there was actually something there this time and like all good enduro bikes should, the power built-up very smoothly to a much improved mid and top-end that is really not far off the EC250 in terms of out-and-out top-end power, but it still managed to retained that same snappy, fast-buliding power delivery of 125cc machines while never feeling like there was too much power for you like a 250cc can sometimes do. You could rev the nuts off the bike like a 125 or short-shift and use the torque of the motor like a 250 and get the same results also which was really impressive to me.
In short, it was the perfect balance between useability and agressiveness, my only grumble being that third gear felt a little short for my own personal tastes and often required a very brief change up to fourth when really you didn't want to have to make one. Other than that everything concerned with the engine was a 100 per cent improvement with the correct pipe and I was really pleased to see the bike's full potential.
The chassis, as we all agreed in the original test, is superb, offering a very stable but manouverable and flickable base, and teamed up with the Marzocchi Shiver forks and Ohlins shock suspension combo - which performed faultlessly and for my 11 stone weight and clubman speed seemed perfectly set-up - it complemented the engine performance superbly and translates into a bike that feels as light and manouverable as a 125 with the smoothness and control of a bigger machine.
All-in-all, the EC200 is a fantastic enduro bike, particulary for clubman riders like myself, and should be a serious consideration for anyone in the market for a new enduro or hare scrambles machine, it won't dissapoint - it's just a shame that we didn't get to see this the first time round.
GAS GAS EC250
Carl: I'm still undecided about the EC250 - undecided whether it is my favourite bike of the range or not. It was certainly the most suited to the Hare and Hounds type going that we tested on.
It really is an exceptional enduro machine that produces incredibly smooth, torquey, user-friendly power that builds up to an excellent top-end, with exceptional handling characterisitics, and on the fast, rough, grassy Hare and Hounds type ground, that we spent much of the day testing on, it was definitely the best bike of the entire range for all levels of rider.
There really is nothing to complain about on the bike other than very minor personal preferences.
You do see quite a lot of EC250 bikes around and you should see a lot more this season as the minor engine mods to the crankshaft, exhaust valve and piston has made it an even more user friendly and competitive machine, and a total blast to ride.
As with the 125, 200 and the rest of the EC range, the ergonomics are very roomy and comfortable, and the handling of the EC250 is as good as the handling on any enduro bike on the market, pretty much faultless right out of the crate, with the suspension and forgiving nature of the frame combining to create a very supple, nimble ride, but it is the engine's performance that stands out to me on this bike.
It is one of the most user friendly and genuinely mass appeal bikes I've ridden in my many years riding. It's very torquey low-down, is silky smooth in its power delivery and stays progressive all the way up to over-rev, which will appeal to Clubman and fun riders in particular, while the bike really loves to rev-out at the top-end and when you ride it aggresively the bike seriously motors along whilst retaining its smoothness, which is perfect for the more talented riders out there.
It does everything you could want an enduro bike to do well, and without sacrificing performance somewhere else which is a rareity.
It was jetted and geared well from out of the crate and whether play-riding on some more technical sections for the photographer, putting in some fast laps on the wet, grass based Hare and Hounds loop or just trail-riding around, the bike was never found wanting, throttle response was crisp and instantaneous, and the gears always felt rightly spaced.
Whatever you use this bike for, from a weekend trail-ride round your local lanes to a British championship enduro, it will not disappoint you, Gas Gas has a real winner this year with the EC250. Looks great, rides great, enough said.
Ben: This is the pick of the bunch for me, a really strong performer in all areas and the easiest, most forgiving, and most rewarding of the EC range to ride. The EC250 is a great Clubman bike, even for a ten stone beanpole like myself, and should be a serious consideration for any rider.
The beauty of the EC250 is that it is just stupidly easy to ride. It's so smooth and responsive that it flatters you as a rider and you feel right at home instantly, and more importantly confident in your abilities on it.
It has a smoothness about it that makes you almost feel like you are going slow, encouraging you to pick up the pace without feeling like you are riding above your limits or comfort zone, and whenever you need a bit more power it is there. I couldn't believe how long you could hold second and third gear on this thing without losing power.
Similarly, when it got to the slow stuff the torque was there to keep your momentum up without being too agressive and making the bike hard work, allowing the excellent chassis to do its job.
Stick this engine into the chassis, which we both have already eulogised, and you have what is an undeniably great package, the smoothness of the motor combining with the sharp handling and supple suspension/ chassis to make the EC250 and incredibly stable, responsive bike that gives the rider loads of feedback and encourages smooth, enjoyable riding.
Undoubtedly, I was smoother and faster on the 250 than any other bike all day and is easily my top choice from the range.
GAS GAS EC300
Carl: My usual mount is a 300cc TM so I was keen to see how the EC300 Gasser would shape up and I wasn't let down. Along with the EC250, the 300 is the best selling bike in the range and it is easy to see why.
The bike has all of the characteristics that make the 250 such a good bike, the super-smooth, very torquey and user friendly power delivery, and excellent handling traits, but with just that bit more grunt from the motor in all the right places, and thanks to this low-down grunt I feel that the EC300 is probably the best pure 'enduro' bike in the range.
The increased power output over the 250 motor is noticable, especially from the mid-range upwards, although not in a way that makes it feel too much bike, but the most impressive aspect of the bike to me is its ability to chug along at low-revs through slow and technical sections.
In fact, if you rode the bike like this all day, short-shifting and riding in the torque band, the bike was incredibly strong and very economical to ride. I could have ridden the bike round like this in third gear all day long quite happily.
Also very noticable on the EC300 was the dual-switch ignition. In the softer 'rain' setting the bike was even smoother and for the slick conditions that we rode in was the ideal setting, and would also be for tight woods going or really boggy sections, but flick the switch to the 'sun' setting and bike becomes a different animal with increased mid-range hit and a real zip about it. For dry, grippy or sandy conditions it is ideal.
I really like the EC300 and for more advanced riders in particualr I think that it is an ideal enduro bike. I'd love to get it the woods back home to give it a real test in hard enduro conditions, I think it would really shine there.
Ben: The EC300 is another absolute corker of a bike, powerful, smooth and excellent handling like all the EC range, but if I'm honest it is just too much bike for a rider of my size and ability - and anyone who saw me fishtailing along, feet swinging in the breeze would agree.
The bike is only 50cc bigger than the 250, obviously, but I think you are starting to get into the realms of more experienced and talented riders with the bike. That is not to say that it is not a great Clubman bike, it is, but I think it will be much more suitable and appealing to riders with size, weight and some good experience on their side.
The bike is incredibly smooth and torquey, but it does pick-up speed very quickly so if your a big, strong guy who can really muscle a bike around then the EC300 is definitely the bike for you, and in my eyes a much better enduro bike than a four-stroke.
I really like the EC300, especially in rain settting, and feel that if I had it down in the woods it would be a much more useable bike for me, but on the fast, wet grass that we spent most of the day on it was too much for me to handle.
GAS GAS FSR450
Carl: One word sums up the FSR450 - power!
I'm going to be right up-front and say that four-strokes are not my thing at all, but as far as the 450 four-stroke market goes the new, improved FSR450 is a very capable machine, producing some good, useable power and handling very well indeed for a big four-stroke.
The engine modifications made over the 2006 model has enabled the engine to rev-out more and produce more power all the way through the rev-range and the bike is a big improvement all round.
I was impressed with the bike's ability to chug along at almost no-revs without stalling, which is a problem that many four-strokes have, and when you did crack open the throttle, response was instantaneous and cough-free building up smoothly through a strong, torquey bottom and mid-range.
The bike does rev-out better on the top end than in previous years, but to be honest it is not as impressive as some of the competition up top and if you ride the bike hard it does run out of legs and peak-off quite fast. In more techincal going or trail-riding situations this is not an issue, especially with the good handling, but on the wet stuff you could find yourself wanting more from the bike.
To me the bike is an ideal fun bike or trail machine, but not a thoroughbred racer.
VETS VIEW
THIRD eye on the Gassers from Editor, JD, representing the 'Grey Pound' which is all the Old Gits who can finally afford to buy bikes but can no longer ride 'em! There's a lot of us about and we know what we want, even though we can't do it justice anymore! Whatever, here's my view on all five Gassers after sampling them at the very slippery, snotty, venue which was a suitable tester for the bikes - much better than an MX track.
125: What a fabulous little bike. Well worth a test ride from anyone's point of view. Has nice, soft useable bottom-end power which builds smoothly up to a screaming top-end. No power steps or wild hits of power. Like all the Gas Gas 'family' of two-strokes the handling is totally glitch-free and the riding position is very natural. Rear sub frames have been lowered on all models and the seat height feels bob-on. Cracking bike.
200: Really wanted to like this one as I love the idea of a beefed-up 125. Not the case unfortunately. The 200, to me, is a real racer's model, disappointing bottom-end performance and then the power whangs in with a bang and you are off, fish-tailing wildly as the revs just soar. One for the young guns to ride with the throttle to the stop.
250: This is definitely the one; the all-purpose, off-the-peg two-stroke enduro bike that is so capable it almost rides itself. Good strong power from tickover to max revs that flows like a wide, strong river. Again the riding position is so natural you just jump on and start riding. Ergonomics are good, nothing sticks out or gets in the way and the brakes, especially the front (this applies to all the models) were strong but offered so much feel. They really made riding on the snotty, muddy hillsides a doddle. A sharp brake would have made it a nightmare. If you are looking for a cracking all-round enduro bike, look no further.
300: As for the 250 but with real muscle and great gobs of torque from absolutely zero revs. Being honest, this was not my favourite. It just seemed, to my limited ability, too much of everything. The way to ride the 300 is to short shift through the box, as short as you like, and simply ride on the torque, like an old-fashioned four-stroke. Our born-again ace Tiley loved it and his natural default bike was the 300. When he got choice of bikes, Carl sidled towards the 300.
450: The electric start is the big news on the Gas Gas thumper and if you LEAVE THE THROTTLE ALONE (I didn't and was put right in no uncertain terms by Shirty and Factory Kev) it will start first chuff every time.
It is actually quite an easy bike to ride (it would make a cracking trail bike) and does not try to pull your arms out - although believe me it can go a bit when you apply some right fist.
But the fact remains that the extra weight would make for a pretty tired rider come the end of a three hour Hare and Hounds, particularly if he is not the fittest pilot in the world. I hate being negative but as much as I enjoyed riding the bike all I could think was, ''Why would you?'' when the brilliant 250 two-stroke does the same job only so much easier. But if you are a four-stroke fan don't let that put you off, give it a go - and make your own mind up!
Overall, it's called horses for courses and my findings are that in their five bike range Gas Gas has a model to suit everyone. My choice? Split between 125 and 250.
Specification:
2007 EC125 TECHNICAL SPECIFICATIONS
ENGINE
Type: Liquid-cooled, two-stroke single cylinder with reed intake and exhaust valve
Displacement: 124cc
Bore x stroke: 54 x 54.5mm
Carburettor: 38mm
Ignition: Digital magnetic flywheel
Clutch: Hydraulic multidisc
Transmission: Six-speed. Primary gearing, secondary chain
Starting: Primary kick
CHASSIS
Frame: Deltabox type with rectangular-profile Cr-Mo tubing
SUSPENSION
Front: 45mm upside-down fork with 295mm travel
Rear: Aluminium swing-arm, progressive system with 310mm travel
WHEELS
Front: 90 x 90 - 21"
Rear: 140 x 80 - 18"
BRAKES
Front: 260mm disc brake with double-piston caliper
Rear: 220mm disc brake with single-piston caliper
DIMENSIONS
Wheelbase: 1,460mm
Seat height: 945mm
Fuel capacity: 9.5 litres
Dry weight: 92Kg
2007 EC200 TECHNICAL SPECIFICATIONS
ENGINE
Type: Liquid-cooled, two-stroke single cylinder with reed intake and exhaust valve
Displacement: 198cc
Bore x stroke: 66.4 x 72mm
Carburettor: 38mm
Ignition: Digital magnetic flywheel
Clutch: Hydraulic multidisc
Transmission: Six-speed. Primary gearing, secondary chain
Starting: Primary kick
CHASSIS
Frame: Deltabox type with rectangular-profile Cr-Mo tubing
SUSPENSION
Front: 45mm upside-down fork with 295mm travel
Rear: Aluminium swing-arm, progressive system with 310mm travel
WHEELS
Front: 90 x 90 - 21"
Rear: 140 x 80 - 18"
BRAKES
Front: 260mm disc brake with double-piston caliper
Rear: 220mm disc brake with single-piston caliper
DIMENSIONS
Wheelbase: 1,476mm
Seat height: 945mm
Fuel capacity: 9.5 litres
Dry weight: 98Kg
2007 EC250 TECHNICAL SPECIFICATIONS
ENGINE
Type: Liquid-cooled, two-stroke single cylinder with reed intake and exhaust valve
Displacement: 249.3cc
Bore x stroke: 66.4 x 72mm
Carburettor: 38mm
Ignition: Digital magnetic flywheel
Clutch: Hydraulic multidisc
Transmission: Six-speed. Primary gearing, secondary chain
Starting: Primary kick
CHASSIS
Frame: Deltabox type with rectangular-profile Cr-Mo tubing
SUSPENSION
Front: 45mm upside-down fork with 295mm travel
Rear: Aluminium swing-arm, progressive system with 310mm travel
WHEELS
Front: 90 x 90 - 21"
Rear: 140 x 80 - 18"
BRAKES
Front: 260mm disc brake with double-piston caliper
Rear: 220mm disc brake with single-piston caliper
DIMENSIONS
Wheelbase: 1,476mm
Seat height: 945mm
Fuel capacity: 9.5 litres
Dry weight: 98Kg
2007 EC300 TECHNICAL SPECIFICATIONS
ENGINE
Type: Liquid-cooled, two-stroke single cylinder with reed intake and exhaust valve
Displacement: 294.7cc
Bore x stroke: 72 x 72mm
Carburettor: 38mm
Ignition: Digital magnetic flywheel
Clutch: Hydraulic multidisc
Transmission: Six-speed. Primary gearing, secondary chain
Starting: Primary kick
CHASSIS
Frame: Deltabox type with rectangular-profile Cr-Mo tubing
SUSPENSION
Front: 45mm upside-down fork with 295mm travel
Rear: Aluminium swing-arm, progressive system with 310mm travel
WHEELS
Front: 90 x 90 - 21"
Rear: 140 x 80 - 18"
BRAKES
Front: 260mm disc brake with double-piston caliper
Rear: 220mm disc brake with single-piston caliper
DIMENSIONS
Wheelbase: 1,476mm
Seat height: 945mm
Fuel capacity: 9.5 litres
Dry Weight: 99Kg
2007 EC450FSR TECHNICAL SPECIFICATIONS
ENGINE
Type: Liquid-cooled four-stroke single cylinder with four-valve cylinder head
Displacement: 449cc
Bore x stroke: 97 x 60.8mm
Ignition: Integrated in the injection system
Clutch: Hydraulic multidisc
Transmision: Six-speed. Primary gearring, secondary chain
Starter: Electric starting with aditional kickstarter pedal.
CHASSIS
Frame: Deltabox type with rectangular-profile Cromoly D tubes
SUSPENSION
Front: 45mm upside-down fork with 290mm travel
Rear: Aluminium swing-arm, progressive system with 320mm travel
WHEELS
Front: 90x90 - 21"
Rear: 140x80 - 18"
BRAKES
Front: 260mm disc brake with double-piston caliper
Rear: 220mm disc brake with single-piston caliper
DIMENSIONS
Wheelbase: 1,465mm
Seat height: 940mm
Ground clearance: 370mm
Fuel capacity: 6.7 litres
Dry Weight: 118 Kg
