Trail Rider Magazine

H aving tested the 2012 GasGas just a few months back, the bikes��� performance was still fresh in my mind, making it easier to discern the improvements from a year ago. For this evaluation we headed out to Colorado to ride some different terrain. This was one of the more extensive tests we���ve done, having spent three long days on the bike in 3 different types of terrain. Day 1 was spent riding in the rocky, high desert hills at the PMI Facility just outside of Pueblo. Day 2 was spent carving through deep sand, whoops and steep sand banks of the Bijou sand track outside of Fort Morgan. We closed things out on day three by riding the twisty, choppedout single track of Fountain Motorsports Park in Fountain, CO. The 2013 GasGas XC 300 was provided to us by Bruce Dalton, owner of MotoAdventure (www.motoadventure.com) located in Loveland, Colorado. Bruce has been selling the GasGas line for a number of years and was instrumental in determining appropriate jetting specs for the unusually cold weather we endured. As was the case with the 2012 and 2013 KTM XC 250, the refinements to the 2013 GasGas made for significant improvements in terms of performance, particularly in the suspension department, which translated into the best handling GasGas to date. If you remember, the valving on the 2012 GasGas was too plush and when coupled with soft spring rates (.42 and 5.0), there was some consequent deflection. And when a bikes suspension is off, it derails the systemic sum of the parts known as handling. If you were a 150 lb. casual trail rider, you would have been well served by the stock 2012 model. For the rest of us, a revalve and a set of firmer springs was a necessity. While the stock spring rates are the same for 2013, the valving is much, much better. However, before we get too far ahead ourselves, take a look at the refinements for the 2013 model listed at the bottom of the page. Refinements for 2013: Suspension valving by HRG 13/50 gearing. New, one bolt filter access system New top roller guide for the chain with built-in New brace for the front mudguard Reinforcement on side plates of the radiator. Modern valve cover. New reinforced kick-start lever Testing a bike can be a tricky business at times. On the one hand you want to give an accurate account of its stock performance. On the other, a few sensible modifications can easily alter the tester���s opinion for the better ��� like different tires or springs. After basically destroying the 2013 Husaberg TE 250 in the greasy clay of Indiana, or suffering through the Delaware Enduro on a GasGas with springs that were too soft, I���ve decided that I���m done with running stock tires or spring rates that don���t fit the terrain or rider. We all change tires to suit our regional demands and most of us change springs if necessary. With that in mind, we junked the stock FIM compliant tires and mounted a Bridgestone M403 front tire and a Michelin S12 XC rear tire. And after a quick ride on the stock springs, we had Warren Healy of Enduro Spec Suspension (www.endurospec.com) swap the .42 front and 5.0 rear springs for .5 and 5.8 front and rear, respectively. We made this leap because our main test rider was within that specified weight range. We did have fun fiddling with the PFP and ended up with the PFP���settings backed all the way out for the more techncial terrain and then went two clicks in for the sand. We then added with a 40 pilot, 172 main and a Suzuki RM 250 NEDJ needle set in the second position from the top. The jetting was spot on for the cold temps. The first day of testing found us Pueblo Coloradao where New bell housing, with oil release holes for faster coolingand reliability New, thinner tank for better fit of the plastic New attachment for the brake line guide so that it does not touch the fork mudguard. New brake line cover to prevent the front wheel from catching it New frame guards February 2013 9

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