Gas Gas 125
GAS GAS 125
IT’S SPANISH FOR ENDURO ENDURO
YOU DON’T LOOK TO SPAIN
to find an off-road bike
unless you’re in the market
for a trials mount or a vin-
tage Bultaco. But that was
before a tiny company called Gas Gas began producing something other than trials bikes. Used to be, the Spanish factory would take Italian-made Husqvarnas and change the plastic to make Gas Gas off-road bikes. Now, it builds its own machines.
Though trials bikes are the mainstay of the Gas Gas factory, this 125, a large-wheeled 80 and a soon-to-bereleased 250 constitute a surprising stab at the enduro market. The bikes are being imported into the U.S. by Gas Gas USA, Inc. (7801 Eastside Dr. Kansas City, MO 64152; 816/7417615) and are set to retail for $5249.
The Gas Gas 125 gets its unique style from a chrome-plated chromemoly perimeter frame. The whole bike seems molded right into the frame, and this makes the Gas Gas the thinnest dirtbike on the market by a good margin. The top of the seat is 36.5 inches from the ground, but the bike rides short; you don’t feel its altitude until you go to put your feet down. When standing on the footpegs during slow going, large riders may find the 125’s layout a bit cramped, but for most others, it is near-perfect.
The engine, though, is a different story. The Italian-made TM 125cc mill is less than spectacular. As delivered, the jetting was a little too lean and needed to be richened quite a bit to get the motor to pull strongly. Power delivery is smooth, but the engine has very little snap. If the bike is hooked up and pulling, the power is usable and linear. Oddly, clutching doesn’t produce the same quick leap in rpm that it does in other twostroke dirtbikes. The engine likes to have its throttle rolled open, with the rider using the torque to pull the bike. Compared to a Japanese 125cc, the Gas Gas feels like a lOOcc.
Even at that, the Gas Gas is an impressive machine. The overall light feel, not indicative of its 221 -pound dry-weight, combined with its thinness, gives the rider incredible control. In addition, the seat is 2 inches longer than that of any other bike. This extra length allows the rider to move far forward for turning, or to slide over the back during braking. The only impediments to such gymnastics occured when the radiator shrouds caught the knees of some test riders. Also, the bike is so thin that the exhaust system sticks out enough to contact the rider’s leg during turning. Both of these problems seemed to disappear as riders got accustomed to the bike.
The conventional Marzocchi fork is very plush and resists bottoming, even though it could use stiffer springs. The Öhlins rear shock is just as plush. Its spring rates are perfect and, using only rebound and compression clickers, is one of the most adjustable shocks on any production motorcycle.
So, does the Gas Gas roost roost? It depends. Novice riders will benefit from this good-handling bike. And even if the engine lacks snap, it is very user-friendly. Experts will need more power, but most still rode through the tight stuff faster on the Gas Gas than on a 125cc motocrosser.
If someone can find just a little more power for this bike, watch out, watch out. Jimmy Lewis
