2023 GASGAS TXT Racing test: “kinder and more logical”

We had the opportunity to get on the new 2023 GASGAS TXT Racing the day after the factory tour. The truth is that it was a magnificent opportunity that we took full advantage of, since all the technical staff was with us, so we could contrast the dynamic sensations with the live technical feedback.

FRIENDLIER DRIVING

The first thing that strikes you about the 2023 TXT is that it doesn’t look like a GASGAS as soon as you get behind the wheel.

It loses that part of that markedly sporty character to show itself a friendlier, more predictable and stable bike; Basically, you feel like you’re looking at a familiar bike that’s easy to ride. Obviously, it is impossible to make a bike that pleases all levels, but at GASGAS they were clear that it is time to fall in love again with that user who landed in competing brands in order to find a more effective bike for an amateur level.

The finishes are well resolved, although it will be interesting to see how the fender mounts age and these small technical fixes that the 2023 TXT receives. Perhaps, in the aesthetic realm, it is excessively sober; We miss a little more graphics in the central area of the bike, as it gives the feeling that “something else is missing” to finish off the good work of the new aesthetic. It reminds us, of the first TRRS One 2016, which came out very sober in terms of graphics, but took little time to reload. We’ll see if they follow the same path.

MAINTAINS THE ESSENCE OF ITS MECHANICS

On the mechanical side, as we have been discussing, there are few changes. The essence of the GASGAS engine remains, where you find a lot of power and the ability to rev up quickly. We have always argued that in the case of GASGAS, where performance is very high, it is interesting to assess the lower displacements, such as 250cc or 280cc.

The TXT Racing 300 is a bike designed for a high level of riding, or those who love to ride and are looking for a lot of torque and to work in high gears at low revs.

In the 250cc and 280cc versions there is more coherence with the message conveyed by the chassis part. That is to say, if you consider a bike that is friendlier in terms of the frame, it makes sense that we look for a mechanic whose elasticity is to the same extent, since it is not so much an absolute power differential, but how it delivers it in the different rev ranges.

Our impressions during the session were very positive. The interesting thing, from now on, is to understand if KTM’s hand really appreciates itself in the way it ages on the GASGAS and improves the reliability of its mechanics. Of course, externally there is a greater order in the components, with a fan that allows it to be bypassed in the event of a breakage of the electric fan, the new way of organizing the electrical system or the “man overboard” stop system that can be easily disconnected if the activation magnet is lost.

CONCLUSIONS

In short, we value very positively the effort made by GASGAS in this new range. A change that comes linked to a significant rise in prices that is also beginning to be generalized in the rest of the brands, so more than ever, it is important to offer in return a product that is up to the task in terms of technology, quality and performance.

We are talking about a price that touches the barrier of €8,000, while the TXT GP version, of which there were no test units, is almost €1,000 above, taking the 300cc version as a reference in both cases.

On the other hand, the change of the new TXT is not very ambitious in the mechanical realm. There is not a step forward in terms of technical evolution, incorporating, for example, an electric start option system that works so well for TRRS throughout its range, an element that is very well received in the market.

There’s also no step forward in terms of electronics, maps, or the ability to dynamically customise the bike’s response. And perhaps it seemed obvious to all of us that this new GASGAS would incorporate electronic injection, but it’s not on the radar either. We’re not saying that the carburetor is better or worse, just that perhaps it would be logical to take a step forward in the technical evolution of the bike, taking advantage of the great knowledge of this power system and electronics in the KTM groupset.