LONG TERM REVIEW: GASGAS ECC 6

GasGas is most likely a new brand to most mountain bikers, but the company has been producing motorcycles since the 1980s. It started as a Spanish brand that specialized in trials before expanding into enduro and motocross motorcycles. Then, in 2019, it was acquired by the Pierer Mobility Group, the parent company of KTM and Husqvarna.

Since then, GasGas has expanded its line to electric motorcycles and electric-assist mountain bikes, including the all-new enduro-race-focused ECC. This SRAM powertrain-driven eMTB is more than just a 29-inch-wheel, 160mm-travel trail smasher; it brings cone-valve technology from the brand’s motocross division for the very first time on a mountain bike.

DRIVE SYSTEM

Driving the ECC is SRAM’s Eagle Powertrain coupled with a 630Wh battery. Designed to complement the Eagle Transmission drivetrain systems, the Powertrain allows for personalization through the AXS app and incorporates Auto and Coast Shift features. The SRAM motor, designed in conjunction with German manufacturer Brose, delivers a claimed maximum torque of 90 N/m and peak power of 680 watts.

This system is managed by the AXS Bridge Display located on the top tube, which shows system information on a compact, full-color screen that’s controlled wirelessly by the AXS Pod controllers. Customization of Pod button functions is facilitated through the AXS app, offering up to eight different functions using short and long holds.

SRAM’s Eagle Powertrain system is designed to enhance the rider experience through its Auto Shift and Coast Shift features. Auto Shift employs an algorithm to automatically adjust gears based on power and cadence, while Coast Shift allows gear changes without pedaling, enabling the chainring to spin freely from the cranks.

Ride modes for the Powertrain simplify operation with only two—Range and Rally—options. Range mode optimizes battery range for less demanding trails or low-power situations, while Rally mode provides maximum power for challenging climbs. Both modes are fully customizable via the AXS app, offering flexibility to adapt the 90 N/m of power to individual preferences.

FRAME

GasGas builds the ECC models with a full-carbon front and rear end. The battery door on the bottom of the downtube opens tool-free, but the battery is secured by a single hex key. A plastic fairing that’s made to imitate the look of motorcycle radiator shrouds attaches to the top and downtube with pegs that go into rubber inserts in the frame. It pops off in seconds for cleaning or for those who simply do not like the look. There is a set of bottle-cage bosses on the downtube and low-durometer chainstay protectors to keep the chain from slapping on or damaging the drive-side stay.

Geometry is fixed on the dedicated 29-inch-wheel GasGas frame, and there are three sizes: small, medium and large. Our size-large test bike came in with a 64-degree head angle and 75-degree seat-tube angle. Reach is a whopping 500mm long, so GasGas was very aggressive with this measurement. Chainstay length comes in at 461mm across all three sizes; although, GasGas says it has size-specific rear triangles that add to the tailored ride feel.

SUSPENSION

WP (also part of the Pierer Mobility Group) developed its cone-valve technology for motocross applications where it has been used in its high-end aftermarket forks for years. Since WP was new to mountain biking, it leaned on DVO’s experience to develop the technology for mountain bike applications. The two teams worked together for two and a half years to come up with a combination that worked not just in the fork, but in the shock as well.

The cone valve is a completely different concept from a traditional piston and shim-valving setup. Instead of oil flowing through ports in the piston and regulated by a stack of thin shims, a spring-loaded cone sits in a seat on the piston and is used to control the flow of oil. As pressures increase from high-speed impacts, the cone is pushed away from the seat, allowing oil to flow and the fork to move. Different combinations of cone taper, spring pressure and spring preload, as well as float (a gap between the cone and its seat to allow oil to freely flow before engaging the cone) offer an unthinkable number of combinations.

When DVO looked at existing WP cones used in motocross forks, testing found that existing shapes would work for mountain bike applications. The cone-valve system has what DVO says is a very unique damping curve because it is generally considered digressive when compared to the traditionally used piston-and-shim design, which generates a progressive profile. What does this mean for the rider? DVO says that since the pressure required to open the spring-backed cone valve is higher at slower speeds, the rider may feel less small-bump compliance. But, when speeds increase, generating more internal pressure, the Cone Valve easily opens and dumps oil, eliminating any high-speed harshness.

This cone valve resides in the DVO Onyx D1CV fork chassis, which is essentially the same as DVO’s new Onyx D1 38 design. It is set up for 170mm of travel, and its air spring features DVO’s OTT technology that lets you tune small-bump sensitivity. The fork also offers high- and low-speed compression adjustments, as well as adjustable rebound. The DVO Jade X CV coil shock also features cone-valve technology in its compression-valve assembly that features externally adjustable high- and low-speed compression, as well as rebound.

COMPONENTS

There are three models of ECC being offered by GasGas. Prices start at $6,999 for the ECC 4 model that comes with the same carbon frame and SRAM Powertrain drive unit as the ECC 6 we tested but has RockShox suspension and a SRAM GX mechanical drivetrain. Our test bike costs $10,999 and features an XO Eagle Transmission drivetrain and Code RSC brakes.

The rear derailleur is powered by the bike’s main battery, so that’s really nice. We wish SRAM would develop similar technology for the ECC 6’s Reverb AXS seatpost, too, but it worked well nonetheless. Our large came with a 170mm drop, but our taller test riders who fit this bike really wanted something with 200mm or more of travel.

Newmen Evolution SL aluminum wheels with 30mm-internal-width rims did a workman’s-like job, going unnoticed throughout testing, and that’s a good thing on ebikes. Maxxis’ Assegai front and Minion DHRII rear tires need no introduction and are approaching legendary status for their all-around performance.

Newmen’s Advanced carbon bars are mated to a 40mm-long Evolution aluminum stem and GasGas-branded lock-on grips. The handlebar setup is comfortable and performs well overall; no need to upgrade anything here. Selle Royal’s Terra Aidon X5 saddle is fairly supportive and comfortable, too.

CLIMBING

This is our second test bike with SRAM’s Powertrain drive unit. We like the integrated nature of the drive unit with the drivetrain and it remained trouble-free throughout testing.

Overall climbing performance is great considering that this is a gravity-inspired enduro race bike. The bike pedals well overall with good support from the suspension. The seat angle feels steeper than the claimed 75 degrees and puts you in a good position over the pedals to comfortably produce power.

Although SRAM advertises 90 N/m of torque, it still feels a touch off in grunt compared to other motor systems when hills get super steep, even with all of the motor-tuning adjustments maxed out. On more gentle grades, the motor feels punchy and quick, so it’s only in extreme situations that other bikes are able to walk away.

One interesting difference between the GasGas and Transition Repeater test bike is the difference in Auto Shift function. Ridden back to back, the GasGas has a tendency to shift more often and sometimes fires off multiple shifts in a row, whereas the Transition was more methodical in its Auto Shift changes. And, this was in the exact same settings. We can only speculate that it has something to do with the suspension designs’ anti-squat differences and chain-torque input to the motor’s sensors. Regardless of the reason, riders who liked Auto Shift on the Transition didn’t use it on the GasGas unless descending.

DESCENDING

Right off the bat, test riders could feel there was something different about the WP cone-valve suspension. At lower speeds, there is more feedback from both ends. No adjustment made this sensation go away completely. You feel what’s going on under the tires, but it’s not harsh or chattery. As speeds pick up, that sensation melts away and is replaced with a smooth yet controlled feel.

The harder you ride the bike, the better the suspension seems to work. And, the steeper the descent, the more stable the chassis feels. This is particularly true under hard braking and any time the rider makes big shifts in weight.

The long reach on our test bike made even our 6-foot-plus test riders wish for a size medium. It gives the bike amazing straight-line stability, but it comes at the cost of nimbleness. Between the suspension’s performance and long chassis, the ECC feels planted, predictable and, dare we say it, kind of like a dirt bike. Where other ebikes like to pop and dance with the trail, the ECC plows and smashes its way through with composure. Depending on your riding style, this can be considered a pro or a con, but in terms of generating speed and beating a clock, the ECC does both quite well.

WHAT DID WE LOVE?

We really like the clean look of only brake hoses being run from the bars. SRAM’s wireless system and integration with the Drive unit are simply stellar. The display is also really nice. Style is highly subjective, but we really like the bright-red paint and styling that just screams race. It’s also great to see new technology introduced to mountain bike suspension. We feel that the cone-valve technology has a lot of potential and will appeal to faster and more aggressive riders as is.

WHAT DID WE HATE?

We got mixed reactions from the plastic frame’s add-on plastic pieces. A few liked the look, but most hard-core mountain bikers did not get along with the styling. Thankfully, it’s easily popped off in seconds, but it does leave somewhat unsightly mounting points behind on the carbon frame.

SRAM’s Code brake spec came at an unfortunate time, because we were also testing the brand’s new and far more powerful Maven brakes during the same period. The Codes come with Centerline rotors and would benefit from an upgrade to SRAM’s more robust HS2 rotors.

SRAM’s motor dips lower than many others, reducing ground clearance. Thankfully, the GasGas comes with a beefy aluminum skid plate that we bashed on more than one occasion.

BOTTOM LINE

GasGas has brought something new and different to the table with the ECC 6. Between its styling and suspension technology, they seem to be targeting this bike towards motorcycle enthusiasts more than mountain bikers. However, you don’t have to be a throttle twister to get along with the ECC. It’s a well-rounded electric enduro bike that craves speed and aggression, and those are traits that any aspiring enduro racer or hard-charging rider can appreciate.

GASGAS ECC 6

www.gasgas.com

CATEGORY: Electric Enduro

WHEEL SIZE: 29″

SUSPENSION: 170mm (front), 160mm (rear)

Price: $10,999
Weight: 55.5 pounds (without pedals)
Sizes: S, M, L (tested)
Frame tested: Carbon, 160mm travel
Motor: SRAM Eagle Powertrain Drive Unit, 250W, 90 N/m
Controller: SRAM Eagle Powertrain AXS Bridge Display
Battery: SRAM Eagle Powertrain, 630 Wh
Shock: DVO JadeX CV Coil
Fork: DVO Onyx D1CV OTT, Air, 170 mm travel
Wheelset: Newmen Evolution SL E.G. 30mm wide aluminum rim
Tires: Maxxis Assegai 29″ x 2.5″ front, Maxxis Minion DHRII 29″ x 2.4″ rear

Seatpost: RockShox Reverb AXS (170mm travel)
Saddle: Selle Royal Terra Aidon X5
Handlebar: Newmen Advanced, 800mm wide, 25mm rise
Stem: Newmen Evolution
Grips: GasGas MTB, lock-on grips
Headset: Acros AZX-579 ZS56/ZS56
Brakes: SRAM Code RSC, 4-piston
Rotors: SRAM Centerline 220mm (f)/200mm (r)
Rear derailleur: SRAM X0 Eagle Transmission
Shifters: SRAM AXS Pod Ultimate Controller
Crankset: SRAM X0 Eagle eMTB
Cassette: SRAM XS-1295, 10-52T
Chain: SRAM X0 Eagle Transmission Flattop
Chainrings: SRAM XX Eagle Transmission 36-tooth

GEOMETRY SIZE LARGE

Head tube angle: 64°
Effective seat tube angle: 75°
Reach: 500mm (19.7″)
Stack: 676mm (26.6″)
Bottom bracket height: 330mm (13″)
Chainstay length: 461mm (18.1″)
Wheelbase: 1,322mm (52″)