GasGas ECC 5 test: The new GasGas - what can the race enduro with WP suspension do?

Hardly any other manufacturer has ever achieved such a turnaround. Just two years ago, GasGas only built affordable aluminium bikes without any great innovative spirit. Now the brand, which, like Liteville, Husqvarna and KTM Motorrad, is part of the Pierer Group, with its own racing team in the E-Enduro World Cup and a matching bike at the start. The GasGas ECC has a full carbon frame, Sram's Eagle Powertrain motor, its very own suspension elements and shares almost only the logo on the head tube with its cheaper aluminium predecessors.

As a result, the price for the race enduro developed in Munich and supported from Mattighofen is high. It starts at 7,000 euros for the GasGas ECC 4 with Rockshox suspension, while the more exciting ECC 5 and 6 models with the unusual DVO-WP suspension cost as much as 9,000 to 10,000 euros. The decisive question: Is the GasGas ECC only a thoroughbred racer for extremos, or can the E-Enduro also convince more normal riders off-road?

The facts about the GasGas ECC 5

• Motor: Sram Eagle Powertrain, 90 Nm max. torque
• Battery: 630 Wh (removable)
• Frame material: Carbon
• Suspension travel: 170 / 160 mm
• Wheel size: 29 inch
• Frame sizes: S, M, L
• Price: 8999 Euro
• Weight: 24.98 kg (test bike in size L, EMTB measurement)
• Permissible total weight: 130 kg (manufacturer's specification)

Before the practical test, let's first look at the facts: In the ECC installs GasGas Srams Powertrain system with Brose motor (tested here) and 630 watt hours in the battery. Despite the price of 9,000 euros, our ECC 5 test bike only has some really high-quality add-on parts. Braking is provided by the G2 RS trail brake from Sram - which we felt was clearly undersized for an enduro bike with competition aspirations. GasGas also installs an in-house dropper post as standard instead of the Reverb AXS with radio technologywhich lowered the saddle on our test bike. The bike also rolls on in-house aluminium wheels.

Highlights in terms of value: the GX transmission radio gearstick, which can also change gears automatically and on the move if required. And, of course, the extensively adjustable suspension developed especially for the ECC 5. The highlight is the special damping technology from WP, which was previously only available in motorbikes. The so-called Cone-Valve is designed to provide more comfort in the compression stage without a lack of support or damping elsewhere. The pilot is relieved and can ride faster for longer, according to WP's philosophy.

• Fork / Damper: DVO Onyx D1CV SL / Jade X CV Coil
• Gear system: Sram GX Transmission (12-speed)
• Brakes: Sram G2 RS 220/200 mm
• Wheels: Mach1 ML Trucky rims with GasGas hubs
• Tyres: Maxxis Assegai Exo+ MaxxGrip, 29 x 2.5'' / DHR II DoubleDown, 29 x 2.4''
• Special features: Auto-Shift with Eagle Powertrain, DVO-WP special chassis, interchangeable frame panelling

Eagle Powertrain: Motor & battery in the GasGas ECC 5

The ECC 5 is powered by the Sram Eagle Powertrainwith a rather meagre 630 watt hours in the battery. The hardware for the motor is from the well-known Brose Drive S-Mag, the software is supplied by shifting giant Sram and connects the motor in the Powertrain system with the shifting system. This enables automatic shifting under load as well as when coasting.

The controls on the GasGas are sporty. A compact display with the most important information (speed, battery status, auto-shift setting) on the top tube, plus the minimalist pods for operating just two speed settings. Infotainment fans will probably find this too spartan.

At 630 watt hours, the battery only offers a medium range, but can be removed from the down tube at the front. To do this, you have to use a tool to loosen two screws. This is not the quickest way to remove the battery, but it sits securely and rattle-free in the frame.

Large, but not too extreme: the geometry of the ECC 5

GasGas avoids extremes with the ECC. What is particularly striking is that the frames are extremely large. The M frame of our test bike has more classic L dimensions, which limits the choice for smaller riders. Otherwise, GasGas combines rather long chainstays for less front wheel climb with a long wheelbase and a steep seat angle. Thanks to the moderate reach and high stack, the riding position is nevertheless not too extreme.

EMTB measurements at a glance (frame size M)

• Seat tube length: 435 mm
• Wheelbase: 1290 mm
• Reach: 476 mm
• Stack: 665 mm
• Steering angle: 64.3 degrees
• Seat angle: 78 degrees
• Chainstay length: 462 mm

Practical test: How the GasGas ECC 5 rides

Before you hit the trail, you first need to get the setup right. In order to find a sensible basic setup with the many suspension adjustment options, you need to take a lot of time and study the comprehensive suspension guide. Sram's drivetrain system, on the other hand, is plug-and-play. Just sit on it and ride off. Even the automatic gearshift can be easily adjusted while riding. The Brose motor pushes powerfully as usual, but only offers two riding modes, which are powerful ex works. If you want range, you have to use the app.

Unusual: The long geometry of the bike is hardly noticeable when riding. On the GasGas you sit comfortably and pleasantly front wheel orientated, the high front relieves the wrists. This should also work excellently for longer tours. When the uphill gets demanding, the long rear end keeps the ECC well in check. The sensitive rear suspension with steel spring provides strong traction and the Brose motor generates power in all situations. Tight bends require a practised hand with the GasGas, but otherwise the ECC scores a lot of points on the climbs.

When the trail leans downhill, the GasGas also rides differently than the geometry would suggest. The rider stands stretched out over the bike, which fits in with the racing aspirations. In fact, the suspension surprises with its fluffy absorption capacity and the bike runs very smoothly. Nasty bumps and large braking bumps are filtered out in a particularly comfortable manner. "Extremely energy-saving", noted the riders in the test sheets.

However, the setup of the fork and shock tested our patience. Even after various adjustments, we were not 100 per cent satisfied. Overall, we had to tune the fork and shock significantly harder than suggested in the setup guide. Nevertheless, the GasGas is in its element on fast straights. On steep terrain, the fork feels a little low in its travel - it doesn't always feel perfectly balanced.

Nice to see: Despite its massive length and high weight, the bike doesn't become a ponderous tanker on flat trails, but remains lively. At least if you opt for the smaller frame size - the M is more like an L. The tyres on the ECC 5 offer perfect grip, but the short standard dropper post and the brakes, which are undersized for the price and range of use, are not good for the noble racer. In addition, the ECC 5 rattled noticeably downhill and parts of the moto-inspired plastic panelling kept coming loose.

EMTB assessment of the GasGas ECC 5

Strengths

• Performance up- and downhill, yet uncomplicated to ride
• Special chassis with remarkably high suspension comfort

Weaknesses

• Range only mediocre
• Very expensive compared to the equipment
• Heavy, somewhat cumbersome setup

The EMTB conclusion

With its ECC 5 racer, GasGas does a lot differently to the competition and does some of it really well. A successful debut for the underdog who wants to conquer the World Cup!

Interview with Martin Forster, WP: "A unique suspension set-up for every wheel"

EMTB: There are already many good suspension elements on the market. What motivated you to go your own way with WP?

Martin Forster: The appeal that WP has in the motorbike sector plays a role. On the other hand, our approach with WP is that we create a completely unique suspension tune for each bike. This is common practice for motorbikes, but bicycles normally only use one of three ready-made shim stack tunes. Our own tuning brings a clear plus in performance and would not be possible with other suppliers.

What are the strengths of your chassis?

The WP-DVO suspension comes with WP's Cone-Valve technology. Compared to a classic shim stack, the Cone-Valve responds faster and enables a higher oil flow rate. This allows the suspension to react better to sudden, hard impacts. This provides more grip and a noticeably more comfortable ride without sacrificing damping or control elsewhere.

With OTT and Bladder, DVO-WP offers two more adjustment options than usual. What's behind this?

With GasGas, we are launching very race-orientated bikes and want to give experienced riders the opportunity to adjust details such as the negative spring to suit their needs. However, we were surprised at how well the simpler SL fork, as in the ECC 5, works without the separate negative spring adjustment.

Don't the many settings overwhelm the customer?

High-speed and low-speed compression can also be found on many of our competitors' bikes. We even decided against a split high and low-speed setting for the rebound. In fact, only the bladder and OTT are really specific to the DVO-WP suspension. This requires a bit of explanation, but we offer a comprehensive setup guide that every rider can use to find a good basic setup. The ECC is explicitly a race bike, so you can assume that the customer has a corresponding interest in the technology.

The WP suspension is now also available from Liteville as well as GasGas. Can you imagine expanding this further?

We can well imagine that.