WORKSHOP MANUAL / WERKSTATTHANDBUCH

MOTOR EC Enducross

200 / 250 / 300

INTRODUCTION

This manual was created by GAS GAS Motos, S.A. for the use of official GAS GAS services. It is principally directed at operators with a basic knowledge of the principles of mechanics and repair techniques. It contains precise instructions for making all the repairs, in addition to the necessary technical data to carry out the maintenance of the motorbikes. There is also considerable information about the special GAS GAS tools and equipment that will be of great help in optimising repair processes. In successive editions, we will keep you informed of all the updates and evolution of the motorbikes in this family. Particularly important information in the manual is preceded by one of the following symbols.
Note: indicates points of particular interest for more efficient and convenient operation. Warning: indicates special instructions or procedures which should be followed to the letter to avoid damaging the equipment. Danger: indicates special instructions or procedures which must be followed to the letter to avoid physical injury to the operators.

GAS GAS Motos, S.A

CONTENTS
Sect. P. IV VI GENERAL INFORMATION TABLE OF TECHNICAL DATA REMOVING THE ENGINE FROM THE CHASSIS FITTING THE ENGINE ON THE CHASSIS DISMOUNTING ENGINE SERVICE AND REPAIR OF THE ENGINE COMPONENTS ASSEMBLING THE ENGINE ELECTRICAL SCHEMAS
GENERAL INFORMATION Certain safety and maintenance norms should be remembered when carrying out repairs to the vehicles. Some of the more important norms are listed below: Safety - Do not smoke or cause sparks or naked flames in the work area. Petrol is highly inflammable and may be explosive in certain conditions. - Use cleaning products appropriate to each task, ensuring that they have been approved. - Always wear protective eye equipment when using electric tools such as drills, sanders or grinders. - Apply a protective hand cream before commencing dismantling work. This protects the skin from infection and makes subsequent cleaning easier. Ensure that hands are not slippery. - Remember that prolonged contact of the skin with engine oil can be damaging to health. - Keep loose clothing away from moving parts. - Do not wear rings, wristwatches, etc while working on the engine, especially the electrical system. - Keep the work area tidy, it is easy to trip over elements left on the floor. - Avoid leaving oils, grease or other fluids on the floor of the work area to avoid slipping on them. - Use suitable tools for compressing or decompressing springs to prevent these from escaping suddenly. - Take special care not to inhale dust from parts containing asbestos (for example: clutch discs), this product is extremely dangerous for your health. - Avoid inhaling fumes from petrol or cleaning fluids, these can be highly toxic. Ensure that the work area is well-ventilated. Maintenance - Always use original GAS GAS spare parts and lubricants recommended by the manufacturer. Other spare parts may damage the engine. - Only use the tools specified for this vehicle. - Always replace all the gaskets, seals and O-rings during service and assembly. - After dismounting, clean components with non-inflammable dissolvent. - Lubricate all work surfaces before assembly, except the conical couplings. - Oil all the paired parts and bearings when assembling. - When removing, servicing and assembling parts, only use metric-sized tools. Metric screws, nuts and bolts are not interchangeable with parts with Imperial measurements. - All the surfaces receiving gaskets, seals and O-rings must be carefully cleaned. - Carefully examine all the circlips before assembly and replace any which are damaged. Always replace the piston pin circlip after each use. - After assembly check all the components are correctly fitted and the mechanisms are working perfectly.

Dismount the centrifugal operating system of the exhaust valve - Take the shaft and pinion off the water pump. - Undo the screws -arrows- and remove the support -1- from the exhaust valve control shaft. - Remove the centrifugal mechanism from the exhaust valve -2-.
Dismantling the starter pinion unit - Dismount the spring -1- using pliers and remove the starter pinion unit. - Remove the circlip -2-, remove the spacer washer, and take off the inner starter pinion.
Dismantling the gear selector unit - Remove the complete selector rod -arrow- by pulling outwards.
- Remove the selector rod bushing -arrow-.
Engine 200 cc / 250 cc / 300 cc EC ENDUCROSS WORKSHOP MANUAL 03-08 DISMOUNTING ENGINE Ed: 07/05
- Loosen the spring -arrow- of the gear lock using pliers. - Remove the screw -1- and take out the gear locking unit -2-.
Dismantling crankshaft flywheel Warning: The locking nut of the crankshaft is loosened to the right!
- Block the crankshaft pinion and loosen the nut -arrow- (the 200 cc engine is fitted with a hexagonal screw).
Note: The 200 cc engine is not fitted with flywheel.
- Remove the nut, the bevelled washer, the crankshaft pinion, the flywheel and the crankshaft pin.
Dismounting the reed valve - Undo the screws -arrows- and remove the reed valve.
Engine 200 cc / 250 cc / 300 cc EC ENDUCROSS WORKSHOP MANUAL Ed: 07/05 DISMOUNTING ENGINE 03-09
Removing the half crankcases - Undo the screws -arrows- fastening the half crankcases. - Turn the bench so that the left-hand half of the crankcase is facing upwards and remove the nut fastening the engine to the bench.
- Install the extractor ref. ME25950000 threading the feet into the openings of the ignition stator as shown in the image.
Note: The height of the extractor feet is adjustable; they should be parallel to the surface of the half crankcase.
- Activate the extractor until the left-hand half of the crankcase is completely separated from the right-hand half. - During the extraction, remove the spacer hub from the engine pinion -arrow- which is located on the shaft.

- Thoroughly clean the surface where the new inner ring of the bearing will be fitted. - Heat the inner ring of the new bearing on a heating plate, oven or similar to approx. 150 C. Danger: When fitting the inner ring of the crankshaft bearing, heat-resistant gloves must be worn.
- Immediately fit the inner ring of the bearing on the crankshaft, ensuring that the lower lip of the inner ring faces downwards. - Press on the inner ring until it is completely fitted onto the crankshaft. Crankshaft: outer dimension - Measure the distance between the crankshaft counterweights at opposite points. Maximum difference between faces 0.05 mm
Crankshaft: eccentricity - Measure the eccentricity of the crankshaft by placing it on the bench to check the crankshaft run out ref. MFS450450025. Maximum eccentricity 0.05 mm
SERVICE AND REPAIR OF THE ENGINE COMPONENTS 04-03
Connecting rod Note: The bearing of the connecting rod big-end is replaced together with the crankshaft journal, the connecting rod and the spacer washers.
- Check the connecting rod small-end bearing and housing for seizure, signs of rolling and play.
- Measure the play of the connecting rod big-end by pushing it to one side and inserting a feeler gauge on the opposite side. Connecting rod big-end play STD: 0.80 mm Limit: 1.00 mm
Piston - Check the piston for scratches, signs of seizure and damage from overheating. - Check the grooves of the rings (cleanliness, absence of carbon deposits, breakage, etc). If necessary, clean with a wire brush that will not damage the piston surface. - Check that the locking pins of the rings are in their housing and are firmly seated. - Check that there is no excess play between the rings and the piston grooves. Piston: assembly play Note: The play at assembly of the piston is determined by subtracting the smallest cylinder diameter from the largest piston diameter.
Play of the piston at assembly

200 cc: 250 cc: 300 cc:

STD: 0.05 mm Limit: 0.10 mm STD: 0.055 mm Limit: 0.10 mm STD: 0.06 mm Limit: 0.10 mm
Engine 200 cc / 250 cc / 300 cc EC ENDUCROSS WORKSHOP MANUAL 04-04 SERVICE AND REPAIR OF THE ENGINE COMPONENTS
Piston: opening at the end of the ring - Insert a piston ring in the cylinder, approximately 20 mm from the upper end. - Measure the distance between the ends of the ring -A- with a feeler gauge. Opening at the end of the ring 200 cc: 250 cc: 300 cc: STD: 0.3 mm Limit: 0.6 mm STD: 0.4 mm Limit: 0.7 mm STD: 0.5 mm Limit: 0.8 mm

Piston pin - Check the piston pin for seizure, signs of rolling and overheating. - Measure the diameter of the piston with a micrometer at three different points. Diameter of the piston pin STD: 17.994 mm Limit: 17.98 mm
Cylinder Cylinder: interior measurement - Check the cylinder for scratches, signs of seizure, notches or breakage in the intake or exhaust port. - Measure the diameter of the cylinder, approximately 20 mm from the upper end and in different places, in order to obtain an exact idea of the possible ovality of the cylinder. Cylinder diameter 200 cc: 250 cc: 300 cc: STD: 62.50 mm Limit: 62.60 mm STD: 66.38 mm Limit: 66.50 mm STD: 71.99 mm Limit: 72.10 mm
Cylinder Head - Check the cylinder support surface of the cylinder head is not damaged. - Thoroughly clean the interior of the cylinder head, which should be free of carbon deposits.
SERVICE AND REPAIR OF THE ENGINE COMPONENTS 04-05
Operation of the exhaust valve
1. Screw aTightening torque: 6 Nm 2. Bearings 3. Washer 4. Left exhaust valve 5. Screw aTightening torque: 6 Nm 6. Exhaust valve lever 7. Exhaust valve bearing separator 8. Bearings 9. Exhaust valve bearing spacer 10. Right exhaust valve 11. Screw aTightening torque: 6 Nm 12. Short exhaust valve shaft 13. Central exhaust valve 14. Long exhaust valve shaft 15. Circlip 16. Pin 17. Centrifugal shaft 18. Centrifugal pinion
19. Centrifugal spring 20. Bearing plate 21. Exhaust valve needle cage 22. Centrifugal separator bearing 23. Needle bearing plate 24. Centrifugal hood 25. Centrifugal balls 26. O-ring 27. Centrifugal star 28. Pin 29. Bolts aTightening torque: 6 Nm 30. Rod and lever unit 31. Centrifugal lever shaft 32. Control shaft support 33. Centrifugal output lever 34. Screw aTightening torque: 6 Nm 35. Needle
Engine 200 cc / 250 cc / 300 cc EC ENDUCROSS WORKSHOP MANUAL 04-06 SERVICE AND REPAIR OF THE ENGINE COMPONENTS Ed: 07/05
Dismantling - Undo screws -1- and -11-. - Take out the bearings -2- using an extractor tool together with the washer -3- and the left-side exhaust valve -4-. - Remove the long exhaust valve shaft -12-. - Release the right exhaust valve through the casing of the left exhaust valve -10-, the spacer -9- and the bearing -8tapping gently with a tappet. - Remove the short exhaust valve shaft -14- tapping the inside of the screw hole gently with a tappet either -1- or -11-. - Remove the central exhaust valve through the cylinder exhaust port. Note: To dismantle the centrifugal mechanism, first compress the spring -19- until the pin is released -16- and then remove the mechanism.
Testing Centrifugal shaft -17- Check that the centrifugal shaft does not show signs of seizure or rust. The housing -24- should slide along the shaft easily. Centrifugal pinion -18- Check that the pinion does not show signs of wear in the contact area of the teeth. Exhaust valve needle cage -21- Check that the needle cage does not show signs of seizure or stiffness on turning and that the plates -23- do not show signs of rolling. Centrifugal balls -25- Check the condition of the centrifugal balls. They should be spherical and should not show signs of wear or contact. Diameter of the centrifugal balls 8 mm

Needle -35- Check that it is firmly fastened to the centrifugal output lever -33-. Centrifugal output lever -33- Check that it is firmly fitted on the shaft of the centrifugal lever -31-. - If it is necessary to remove it, mark its position with respect to the shaft of the centrifugal lever -31-, e.g. with a permanent marker.
SERVICE AND REPAIR OF THE ENGINE COMPONENTS 04-07
Valve control shaft support -32- Check that the shaft of the centrifugal lever -31- moves freely within the support. Exhaust valve bearings -2- and -11- Check that the exhaust valve bearings do not show signs of seizure or stiffness on turning. Note: The exhaust valve bearings must be replaced together.
Left exhaust valve -4-, central -13- and right -10- Check the valves for cracks, signs of seizure or damage from overheating. - Clean the valves of carbon deposits using a wire brush that does not damage the surface of the valves. Short exhaust valve shaft -14- and long shaft -12- Check the shafts for cracks, signs of seizure or damage from overheating. - Clean the shafts of carbon deposits using a wire brush that does not damage the surface of the valves.
Central exhaust valve assembly position -13- Fit the central exhaust valve with the curved surface facing the inside of the exhaust port.
Engine 200 cc / 250 cc / 300 cc EC ENDUCROSS WORKSHOP MANUAL 04-08 SERVICE AND REPAIR OF THE ENGINE COMPONENTS

Crankcase

1. Allen key 6x70 aTightening torque: 6 Nm 2. Left crankcase (outer side) 3. Cylinder studs 4. Crankcase centring bushing 5. Water intake sump plug 6. Fibre washer 14x20x2 7. Oil filler cap 8. Copper washer 9. Left crankcase (inner side) 10. Central crankcase gasket 11. Copper washer 8x12x1 12. Allen key 8x14 aTightening torque: 15 Nm 13. Oil cap O-ring 12x2 14. Oil drain cap with magnet aTightening torque: 9 Nm 15. Right crankcase 16. Clutch cover gasket 17. Clutch cover 18. Allen key 6x25 aTightening torque: 6 Nm
SERVICE AND REPAIR OF THE ENGINE COMPONENTS 04-09
Right half crankcase, inner side - Remove the centring bushings -1- and the centring pin of the selector spring -2-.
- Before making any repairs to the right half crankcase, check the deformation to the same in the entire perimeter using a feeler gauge, both on the inside and the outside. Maximum deformation of half crankcase 0.05 mm

Note: To remove the bearings of the right half crankcase it should be heated to approximately 150 C using a heating plate, oven or similar. When it is hot, only a standard extractor tool is required, a soft metal or wooden rod, to completely remove the bearings. In exceptional cases it may be necessary to use a press to dislodge the bearings.
- Take out the right crankcase seals using a seal extractor or by carefully levering with a screwdriver. Note: All gaskets, seals and O-rings should be replaced whenever the engine is dismounted partially or completely.
- Place the right half crankcase on a heating plate and heat to approximately 150 C. Danger: When handling the crankcase after heating it, heat-resistant gloves should be used to protect hands.
Engine 200 cc / 250 cc / 300 cc EC ENDUCROSS WORKSHOP MANUAL 04-10 SERVICE AND REPAIR OF THE ENGINE COMPONENTS
- Remove the right crankcase bearings.
Crankshaft bearing -1- Remove the ball bearing from the crankshaft by pressing from the outside of the crankcase inwards. - Fit the new ball bearing in the crankcase housing. The stamped face of the bearing should face the inside of the crankcase. - Press on the new ball bearing until it fits level with the inner surface of the crankcase.
Primary cam bearing -2- Remove the ball bearing from the primary cam by pressing from the outside of the crankcase inwards. - Fit the new ball bearing in the crankcase housing. The closed face of the bearing should face the outside of the crankcase. - Press down on the bearing until it fits completely in the right crankcase housing.
Warning: When removing and fitting the ball bearing take care not to apply excessive pressure on the casing area of the bearings. If too much pressure is applied the crankcase may be damaged!
Secondary cam bearing -3- Remove the ball bearing from the secondary cam by pressing from the outside of the crankcase inwards. - Fit the new ball bearing in the crankcase housing. The stamped face of the bearing should face the inside of the crankcase. - Press down on the bearing until it fits completely in the right crankcase housing.
Desmodromic bearing -4- Remove the needle bearing from the desmodromic by pressing from the outside of the crankcase inwards. - Fit the new needle bearing in the crankcase housing. The stamped face of the bearing should face the inside of the crankcase. - Press down on the bearing until it fits completely in the right

SERVICE AND REPAIR OF THE ENGINE COMPONENTS 04-11

crankcase housing.

Warning: Be careful when removing and fitting the needle bearings so as not to put too much pressure on the bearing housings. If too much pressure is applied, the crankcase could be damaged!
- Check the opening for lubricating the crankshaft bearing -arrow-. It should be free of obstruction and clean. Right half crankcase, outer side
- Take out the right crankcase seals using a seal extractor or by carefully levering with a screwdriver.
Note: All gaskets, seals and O-rings should be replaced whenever the engine is dismounted partially or completely.
- Place the right half crankcase on a heating plate and heat to approximately 150 C.
Engine 200 cc / 250 cc / 300 cc EC ENDUCROSS WORKSHOP MANUAL 04-12 SERVICE AND REPAIR OF THE ENGINE COMPONENTS Ed: 07/05
Danger: When handling the crankcase after heating it, heat-resistant gloves should be used to protect hands.
Centrifugal shaft bearing -1- Remove the ball bearing from the centrifugal pinion using a bearing extractor ( max. 8mm) from outside the half crankcase. - Fit the new ball bearing in the crankcase housing. The closed face of the bearing should face the inside of the opening of the casing. - Press down on the bearing until it fits completely in the right crankcase housing. Pinion shaft bearing of water pump -2- Remove the ball bearing from the water pump pinion shaft using a bearing extractor ( max. 8mm) from outside the half crankcase. - Fit the new ball bearing in the crankcase housing. The closed face of the bearing should face the inside of the opening of the casing. - Press down on the bearing until it fits completely in the right crankcase housing. Crankshaft seal -3- Fit the new crankshaft seal in the crankcase housing. The seal lip should face the outside of the crankcase. - Press down on the seal with a rod until it fits completely in the right crankcase housing. Warning: When fitting the seal take care not to damage the seal lip!
Starter ratchet plate -4- Remove the starter ratchet plate by undoing the screws -5-.
Engine 200 cc / 250 cc / 300 cc EC ENDUCROSS WORKSHOP MANUAL Ed: 07/3 2
SERVICE AND REPAIR OF THE ENGINE COMPONENTS 04-13
- Fit the plate by applying thread-lock on the screws -5Centring bushings -6- Check the existence and condition of the centring bushings -6-. - Replace non-existent centring bushings where necessary. Note: If there are no centring bushings, a correct seal is not guaranteed when the crankcases are fitted.

Left half crankcase, inner side - Before making any repairs to the left half crankcase, check the deformation to the same in the entire perimeter on the inside using a feeler gauge. Maximum deformation of half crankcase 0.05 mm
Note: To remove the bearings of the left half crankcase it should be heated to approximately 150 C using a heating plate, oven or similar. When it is hot, only a standard extractor tool is required, a soft metal or wooden rod, to completely remove the bearings. In exceptional cases it may be necessary to use a press to dislodge the bearings.
- Take out the left crankcase seals using a seal extractor or by carefully levering with a screwdriver. Note: All gaskets, seals and O-rings should be replaced whenever the engine is dismounted partially or completely.
- Place the left half crankcase on a heating plate and heat to approximately 150 C.
Engine 200 cc / 250 cc / 300 cc EC ENDUCROSS WORKSHOP MANUAL 04-14 SERVICE AND REPAIR OF THE ENGINE COMPONENTS Ed: 07/05
- Remove the left crankcase bearings.
Crankshaft bearing -1- Remove the ball bearing from the crankshaft using a bearing extractor (max. 38 mm) from the inside of the crankcase inwards. - Fit the new ball bearing in the crankcase housing. The stamped face of the bearing should face the inside of the crankcase. - Press on the new ball bearing until it fits level with the inner surface of the crankcase. Primary cam bearing -2- Remove the ball bearing from the primary cam by pressing from the outside of the crankcase inwards. - Fit the new ball bearing in the crankcase housing. The stamped face of the bearing should face the outside of the crankcase. - Press down on the bearing until it fits completely in the left crankcase housing. Warning: When removing and fitting the ball bearing take care not to apply excessive pressure on the casing area of the bearings. If too much pressure is applied the crankcase may be damaged!
SERVICE AND REPAIR OF THE ENGINE COMPONENTS 04-15
Warning: Be careful when removing and fitting the needle bearings so as not to put too much pressure on the bearing housings. If too much pressure is applied, the half crankcase could get damaged!
Desmodromic bearing -4- Remove the needle bearing from the desmodromic using a bearing extractor ( max. 25 mm) from the inside of the crankcase inwards. - Fit the new needle bearing in the crankcase housing. The stamped face of the bearing should face the inside of the opening of the casing. - Press down on the bearing until it fits completely in the left crankcase housing.
Warning: When removing and fitting the needle bearing take care not to apply excessive pressure on the casing area of the bearings. If too much pressure is applied the crankcase may be damaged!

- Remove the clutch cover bearings.
Centrifugal shaft bearing -1- Remove the ball bearing from the centrifugal shaft using a bearing extractor ( max. 8 mm) from the inside of the clutch cover. - Fit the new ball bearing in the clutch cover housing. The closed face of the bearing should face the inside of the opening of the casing. - Press down on the bearing until it fits completely in the clutch cover housing. Pinion shaft bearing of water pump -2- Remove the ball bearing from the pinion shaft of the water pump using a bearing extractor ( max. 10 mm) from the inside of the clutch cover. - Fit the new ball bearing in the clutch cover housing. The closed face of the bearing should face the inside of the opening of the casing. - Press down on the bearing until it fits completely in the clutch cover housing.
Engine 200 cc / 250 cc / 300 cc EC ENDUCROSS WORKSHOP MANUAL 04-18 SERVICE AND REPAIR OF THE ENGINE COMPONENTS Ed: 07/05
Starter shaft seal -1- Fit the new starter shaft seal in the clutch cover housing. The seal lip should face the outside of the clutch cover. - Press down on the seal with a rod until it fits completely in the clutch cover housing. Warning: When fitting the seal take care not to damage the seal lip!
SERVICE AND REPAIR OF THE ENGINE COMPONENTS 04-19

Clutch

1. Screw 6x20 aTightening torque: 6 Nm 2. Clutch pump O-ring 3. Hydraulic clutch calliper 4. Line washer 5. Bleeder 6. Bleeder cap 7. Clutch rod 8. Clutch hub 9. Washer 10. Clutch housing bushing 11. Clutch housing rivets 12. Clutch housing bearing 13. Clutch housing crown 14. Rubber silentblock 15. Washer clutch crown 16. Clutch housing washer 22.1x42x2.8 17. Covered clutch disc 18. Iron clutch disc 19. Clutch rod 20. Needle bearing 21. Needle plate 22. Clutch press 23. Circlip 15 24. Allen key 6x20 aTightening torque: 6 Nm 25. Clutch spring bushing 26. Clutch spring
Engine 200 cc / 250 cc / 300 cc EC ENDUCROSS WORKSHOP MANUAL 04-20 SERVICE AND REPAIR OF THE ENGINE COMPONENTS Ed: 07/05
Clutch spring -26- Check the condition of the springs and their length. Length of the springs Min. 45.7 mm Limit: 44 mm
Note: The clutch springs are replaced as a set.
Clutch press -22- Check the condition and the contact surface with the clutch discs for scratches and excessive wear. Bearing -20- and rod -19- Check the clutch bearing and the rod for seizure, signs of rolling and play.
Covered clutch discs -17- Check the thickness of the covered clutch discs. Thickness of the covered clutch disc STD: 2.75 to 2.85 mm Limit: 2.68 mm
Iron clutch discs -18- Check the condition of the clutch disc for scratches and warping or deformation. Maximum deformation of the iron clutch plate 0.05 mm
SERVICE AND REPAIR OF THE ENGINE COMPONENTS 04-21
- Check the thickness of the iron clutch disc. Thickness of the clutch disc Limit: 1.45 to 1.55 mm Limit: 1.40 mm
Clutch rod -7- Check the clutch rod deformation. Maximum deformation of the clutch rod 0.05 mm

Clutch hub -8- Check that the clutch disc housings -arrow- are not out of line due to excessive wear. - Check the condition and the contact surface -1- with the clutch discs for scratches and excessive wear. - Check that the oil circulation openings -2- are free from dirt and metal particles.
Clutch housing crown -13- Check the contact surface of the bearing -1- for seizure, signs of rolling and play. - Check on both sides that the lubrication grooves -2- are free from dirt and metal particles. - Check there is no play between the housing -3- and the crown -4-. - Check that the clutch disc housings -arrow- are not out of line due to excessive wear. Clutch housing bearings -12- Check the clutch housing bearings and the bushing for seizure, signs of rolling and play.
Engine 200 cc / 250 cc / 300 cc EC ENDUCROSS WORKSHOP MANUAL 04-22 SERVICE AND REPAIR OF THE ENGINE COMPONENTS

Gearshift mechanism

1. Desmodromic bearing 2. Allen key 6x25x8.8 aTightening torque: 6 Nm 3. Flat washer 6x16x1.5 4. Gear locking spring 5. Gear lock plate bushing 6. Gear lock 7. Desmodromic 8. Fork V-VI 9. Short fork shaft 10. Desmodromic bearing HK3512 11. Long fork shaft 12. Forks I-II-III-IV 13. Centring pin selector shaft 14. Selector shaft bushing 15. Selector shaft 16. Scorpion spring 17. Scorpion 18. Scorpion guide bushing 19. Selector spring
SERVICE AND REPAIR OF THE ENGINE COMPONENTS 04-23
Selector shaft -15- Check that the selector shaft shows no signs of excessive wear or contact marks. - Check that the selector rod bushing -14- is in good condition and without excess play. Scorpion guide bushing -18- Check that the guide bushing does not show signs of excess wear in the contact area with the scorpion -17-.
Selector shaft assembly - Insert the selector shaft bushing -14- at the end. The assembly position should be with the conical side -arrow- facing the side opposite the scorpion -17-. - Insert the scorpion guide bushing -18- in the end of the selector shaft -15-. - Insert the scorpion -17- in the selector shaft guide. - Place the selector spring -19- on the shaft support and support the lower foot (straight foot) on the end. - Using pliers, pass the upper foot (curved foot) over the end until it is supported on the opposite side to the lower foot. - Insert the ends of the scorpion spring -16- on the supports of the selector shaft -15-and of the scorpion -17-. Gear lock -6- Check that the bearing at the end of the lock is in good condition, turns easily and does not show signs of excess play. Desmodromic -7- Check the rolling tracks of the desmodromic bearings -1for seizure, signs of rolling and play. - Check the inside of the desmodromic channels for dirt and particles and make sure the channels are not excessively worn.
Short -9- and long -11-fork shaft - Check the fork shafts for deformation. - Check the shafts for signs of wear or grooving. The forks should slide easily across the shafts. Maximum deformation of the fork shafts 0.05 mm

Forks -8- and -12- Check that the fork is neither damaged nor bent. - Check that the interior of the fork ride opening shows no signs of wear or grooving.
Engine 200 cc / 250 cc / 300 cc EC ENDUCROSS WORKSHOP MANUAL 04-24 SERVICE AND REPAIR OF THE ENGINE COMPONENTS Ed: 07/05
- Check the play between the fork and its housing in the pinion. Play between the fork and. its housing in the pinion STD: 0.15 mm Limit: 0.25 mm
SERVICE AND REPAIR OF THE ENGINE COMPONENTS 04-25
1. Primary shaft 2. Needle bearing K25-29-10 3. Primary pinion V 4. Washer 25.2x31.5x1 5. Circlip D25 recessed 6. Primary pinion III and IV 7. Primary pinion VI 8. Serrated washer 31.5x1 9. Primary gear II 10. Shift washer 18x31.5x0.7 11. Circlip D25 12. Secondary pinion II 13. Secondary shaft 14. Needle cage bearings KD22x25x9.8 15. Secondary pinion VI 16. Secondary pinion III 17. Secondary pinion IV 18. Secondary pinion V 19. Washer 20.8x29x1 20. Secondary pinion I 21. Needle bearings K20-24-10
Engine 200 cc / 250 cc / 300 cc EC ENDUCROSS WORKSHOP MANUAL 04-26 SERVICE AND REPAIR OF THE ENGINE COMPONENTS Ed: 07/05
- Check the contact surface of the bearings for seizure, signs of rolling and play. - Check the pinion teeth for wear or breakage. - Check the pinions and tracks are free of dirt. - Check that the lubrication grooves which include some pinions are free of dirt and metal particles. - After dismounting the parts of the cams, clean thoroughly and replace all the circlips.

VI III / IV

Primary cam -1- Thoroughly lubricate all the bearings when assembling.
Note: The assembly order of the pinions is: V - III / IV - VI speeds

VI III IV

Secondary cam -16- Thoroughly lubricate all the bearings when assembling. Note: The assembly order of the pinions is: II - VI III - IV speeds
SERVICE AND REPAIR OF THE ENGINE COMPONENTS 04-27

Starter mechanism

1. Circlip D15 2. Washer 24x15.15x0.8 3. Interior starter pinion 4. Starter ratchet plate 5. Allen screws 5x15 aTightening torque: 6 Nm 6. Starter ratchet spring 7. Starter ratchet 8. Circlip D20 9. Stop washer 27x20.2x1 10. Starter pinion 11. Starter shaft 12. Washer 20x40x1 13. Starter spring 14. Starter shaft centring bushing

Engine 200 cc / 250 cc / 300 cc EC ENDUCROSS WORKSHOP MANUAL 04-28 SERVICE AND REPAIR OF THE ENGINE COMPONENTS Ed: 07/05
Starter shaft -11- Check that the starter shaft teeth show no signs of excessive wear or contact marks. - Check the play of the shaft in the casing housing. - Check that the interior lubrication openings are clean and free of particles. Ratchet -7- Check that the ratchet teeth do not show signs of excessive wear. Starter pinion -10- Check that the pinion does not show signs of excessive wear or play. - Check that the starter pinion teeth show no signs of excessive wear or contact marks. Interior pinion -3- Check that the pinion does not show signs of excessive wear or play. - Check that the lubrication channels are clean and free of particles. - Check that the interior bushing of the pinion shows no signs of scratching or excessive wear.
SERVICE AND REPAIR OF THE ENGINE COMPONENTS 04-29

Reed valve

1. Allen screws 6x16 aTightening torque 6 Nm 2. Lower reed 3. Upper reed 4. Screws 5. Reed support 6. Reed valve gaskets 7. Reed spacing plate 8. Reed valve
Engine 200 cc / 250 cc / 300 cc EC ENDUCROSS WORKSHOP MANUAL 04-30 SERVICE AND REPAIR OF THE ENGINE COMPONENTS Ed: 07/05
Reeds -2- and -3- Check the reeds for cracks or splitting and for signs of ageing. - Check that the reeds sit firmly one on top of another and are dry. Reed spacer plate -7- Check that the spacer -7- does not have any deformed surfaces. Reed valve -8 - Check that the supporting surfaces of the reeds are in perfect condition.
SERVICE AND REPAIR OF THE ENGINE COMPONENTS 04-31

Ignition

1. Ignition rubber top 2. Allen screw 5x20 aTightening torque: 6 Nm 3. Flat washer 5x12x1.5 4. Magnetic flywheel Kokusan FP-8009 Multispark 5. Ignition Centring 6. Spark plug
Engine 200 cc / 250 cc / 300 cc EC ENDUCROSS WORKSHOP MANUAL 04-32 SERVICE AND REPAIR OF THE ENGINE COMPONENTS Ed: 07/05
Ignition rubber top -1- Check that the ignition rubber top is in good condition. Magnetic flywheel Kokusan -4- Carry out the following tests using a multi-tester. Measurement Impulse coil Exciter Charge coil Colour of wires Red - Green Yellow - Earth White - Yellow Resistance 100 0.67 0.16 +/- 20% +/- 20% +/- 20% +/- 20%
Black/Red - Red/White 12.7
Note: All measurements must be taken at a temperature of 20 C. Otherwise significant errors may occur in the measurement values.
Spark plug -6- Check that the spark plug shows no signs of knocks or cracks - Check that the spark plug is free of carbon deposits and particles. - Check that the electrode is not over worn or burnt - Check the electrode distance with a feeler gauge. Electrode distance 0.7 to 0.8 mm

Engine 200 cc / 250 cc / 300 cc EC ENDUCROSS WORKSHOP MANUAL Ed: 07/05 ASSEMBLING THE ENGINE 05-01
Notes: All the engine parts must be perfectly clean and in optimum conditions for commencing assembly. Before assembly, apply engine oil to all the moving and sliding parts.
- Place the right half crankcase on the workbench. Assembling the crankshaft - Lubricate the crankshaft bearing in the crankcase. - Insert the crankshaft in the crankcase bearing. - On the opposite side of the crankcase fit the O-ring and then the crankshaft seal bushing with the recessed side facing outwards. Assembling the selector rod and gears from the gearbox - Lubricate the bearings of the gear cams and of the desmodromic in the crankcase.
- Place the pinions of I and V gear -arrows-, the needle bearing and the adjustment washers in the crankcase.
Note: The 1st gear pinion should be positioned with the four notches -arrows- facing the crankcase.
Engine 200 cc / 250 cc / 300 cc EC ENDUCROSS WORKSHOP MANUAL 05-02 ASSEMBLING THE ENGINE 2 Ed: 07/05
- Carefully place together the gear cams of the primary -1and secondary -2- shafts.
- Place the pinion of 2nd gear -1- and the adjustment washer -2- on the primary gear cam. - Fit the desmodromic in the crankcase lining it up with the marks -arrows- made when dismounting.
- Position the forks -1- in the grooves of the gears and at the same time in the desmodromic grooves. - Next slide the shafts -2- (short) and -3- (long) across the forks to their housing in the crankcase.
Note: Check the transmission works correctly by turning the desmodromic by hand. Place the transmission gears in neutral position.
Joining the crankcases - Turn the bench so that the left-hand half of the crankcase is facing upwards and remove the nut fastening the engine to the bench. - Check that the contact surfaces of the left and right crankcases are perfectly clean - Fit the centring bushings in the left crankcase. - Position the new gasket. - Fit the right crankcase and gently tap with a plastic hammer until the two surfaces are joined together.
Engine 200 cc / 250 cc / 300 cc EC ENDUCROSS WORKSHOP MANUAL Ed: 07/1 ASSEMBLING THE ENGINE 05-03
Note: Remember to place the small gasket in the upper part of the crankcase -arrow-.
- Place the screws in the position shown in the diagram. Screws -1-: 70 mm Screws -2-: 60 mm Screws -3-: 65 mm - Adjust all the screws slightly and then tighten in diagonal pairs, starting at the centre. Tightening torque: 10 Nm - Check that the crankshaft and the transmission shaft turn smoothly, if this is not the case try to release the turn by tapping them with a plastic hammer. - Fit the chain pinion hub on the shaft. - Put the nut fastening the engine to the bench back again. - Check that there are no traces of the half crankcase sealant on the cylinder support surface.
Fitting the reed valve - Remove the remains of the crankcase gasket on the support surface of the reed box. - Place the reed box in its housing with the new gaskets. - Tighten the screws -arrows-. Tightening torque: 10 Nm Fit the dual-mass flywheel of the crankshaft

The international German motorcycle show is being held on September 15-19
GAS GAS INTRODUCES ITS 2005 RANGE AT THE INTERMOT SHOW IN MUNICH
The famous German exhibition is to be the venue for its international launch Salt (Gerona), September 15th, 2004. Confirming once again its relevant and expanding worldwide presence, GAS GAS Motos is sending to the Munich (Germany) Intermot show a total of 20 units from its new 2005 motorcycle range, for trade importers, distributors and professionals to peruse. The exhibition surface of GAS GAS 250-sqm stand is to be increased with a further 150 sqm supplied by Hebo, which shows in parallel its whole range of motorcycling sportswear, equipment, accessories and elements. The motorcycling products that GAS GAS is introducing to its worldwide customers in Munich are part of the Gerona-based companys new 2005 range, which includes motorcycles for all sorts of off-road applications. Most of the attention will centre on the new TXT Pro 2005 units, representing an extensive development of the widely acclaimed trial bikes produced by this company, with a constant improvement trend based upon the excellent test bed resulting from the participation in high-competition events by many talented pilots, among them Adam Raga, the current Indoor World Champion. Apart from showing a new, highly attractive decoration, the main novelties provided by the TXT Pro 2005 range centre on the incorporation of new variable-diameter handlebars in the 250cc and 300cc versions, by means of which GAS GAS has once more produced one of the easiest to handle, lightest motorcycles in the market. Instead of being fully homogeneous, the bar making up the handlebars, stretching
from grip to grip, has a thicker diameter in its mid section and thinner ones at both ends. Also, a new oil clutch pump has been fitted, which further improves the reliability of this machine and simplifies its maintenance operations. As for the suspension systems, GAS GAS has added a Sachs shock absorber with a new rating to the Marzocchi hydraulic front fork incorporated in 2004 (which increased the overall rigidity of the vehicle and helped to avoid potential deflections), whilst the rear suspension system keeps its adjustable progressiveness. These and other minor improvements explain why the GAS GAS TXT Pro 2005 range features among the most competitive, best-liked ranges in the world of trial motorcycles. Apart from the 250cc and 300cc versions, models TXT Pro 125 and 280 are also to be shown in Munich. The 50cc and 80cc TXT Boy and Rookie models will represent the units designed for kids. Concerning the rest of the 2005 catalogue, GAS GAS is introducing its Enduro units with twostroke engines in the Enducross (EC) 125cc, 200cc, 250cc and 300cc models. The main distinguishing feature of the new ECs is a number of design changes allowing a top combination of lightness and power, apart from including excellent suspension systems, first-class brakes, and great comfort for the rider. One of the most important novelties incorporated are the new settings applied to the front suspension system; the new ratings in this front suspension system provide an improved response from the assembly and achieve higher performance values, which add to the accuracy of the whole motorcycle. Both the crankcase and the wheel rims are now lighter in the higher displacement models. Also, models EC 250cc and 300 cc have been provided with a frame shape that makes handling the whole vehicle an easier task. Other developments worth mentioning in the EC series are the new Nissin-brand rear-brake pump with a built-in reservoir, and a fuel tank fitted with a larger-diameter polyamide cap, or alternatively with a devaporizer, in order to simplify the refuelling operations. The EC range also includes the 50cc and 80cc EC Boy and Rookie models, for children. The Motocross (MC) units benefit from many of the improvements added to the Enducross range, as per a parallel development project. However, they also include some novelties of their own, such as the new relief valves offering higher performances and lower rpm (125cc version), and a cylinder with a modified timing system, both in the 125cc and the 250cc models. The whole range has been fitted with a new desmodromic device and a newly programmed CDI Kokusan. A great novelty is the introduction of an MC model fitted with a 65cc engine, for the younger ones. Yet another long-awaited novelty is the introduction of the revolutionary FSE range
of four-stroke Enduro motorcycles. This fully developed product, nearly of all of which is new vis--vis the preceding model, has been substantially improved as far as both its finishing and its overall quality are concerned, thus becoming, together with the TXT and EC models, a new GAS GAS star product. GAS GAS is also taking to the German show its range of off-road four-wheel vehicles, the quads. One of the most outstanding items in this range is the GG Wild HP quad, built in four-stroke 450cc and two-stroke 240cc versions, the star models in a range that is adequate for both leisure-time use and competition purposes, since it also includes a two-stroke 300cc version and a two-stroke 50cc basic model. Visitors to Intermot will be shown two versions: the four-stroke 450cc and the two-stroke 300cc Reverse. The Supermotard range includes from the small 50cc Rookie to the 125cc, 250cc and 450cc four-stroke motorcycles, all of which are increasingly appreciated by the general public. A new model is also to be introduced, Endupam, a hybrid of another hybrid such as the two-stroke Pampera, but designed on the basis of the four-stroke FSE and 125cc and 400cc engines. This product is bound to be highly valued on account of its versatility and easy operation. As for the Pampera range, GAS GAS will exhibit two versions, one twostroke 250cc (2004 Range) and one four-stroke 250cc (2005 Range), thus making it possible to gauge the extent of the outstanding improvements carried out in one year. Intermot, a wide-scope exhibition Intermot has now reached its fourth edition, having managed to consolidate both as one of the greatest motorcycling world events and as an excellent exhibition platform for GAS GAS to introduce its products for every type of market. The whole GAS GAS range may be seen in Munichs new exhibition grounds (Hall A1, Stand 138) during five days of most intense sales and marketing activity. The location of this event is one of the main novelties in the 2004 edition, for now nine halls have been made available with over 100,000 sqm of exhibition surface, a figure that should allow an equal, or even a higher number of visitors than the 150,000 recorded in 2002. Intermot is to be open every day between 09:00 and 18:00 hours, and a total of 1,041 exhibitors from 38 countries will show their best motorcycling products. This important German exhibition is held every other year, alternating with the Milan-based EICMA event. It was first launched in 1998.

2005 GAS GAS TXT PRO

ANOTHER TURN OF THE SCREW FOR THE WORLD TRIAL CHAMPIONS
With excellent references and with an impeccable file after the successful season in Adam Ragas hands with the TXT Pro, the 2005 GAS GAS trial range starts from a much perfected initial base to apply a series of small improvements learnt in competition, the best testing bench for the development of the off-road leading manufacturers products. Visually compared to its predecessor, the new 2005 GG TXT Pro does not offer considerable modifications apart from the new and striking decoration. The colours identifying the cylinder sizes are the same as in previous years - Rookie TXT Pro 80 cc in red; 125 and 200 cc in yellow; 250 and 280 in red and blue; and silver for the biggest bike, the 300 - and the decoration is globally more racing, according to the philosophy transmitted in all the 2005 models. However, a closer look uncovers several details that make the new range a last-generation product, aiming at a featerweight figure again the GAS GAS is already one of the slimmest bikes in the WTC, but counts on an enviable character and overall toughness by taking grams off every possible part and leaving the total weight in just 69 kilos, 64 in the Rookie models. One of the determining factors in this task was the use of a new, variable diameter
handlebar this change affects the bigger bikes, from the 250 to the 300. The bar diameter is not constant from one end to the other: it changes from bigger in the centre to smaller in the ends. This has allowed the technicians in charge of the continuous development of the GAS GAS trial bikes to achieve the targeted weight reduction in contrast to the conventional handlebar, improving the riders mobility and comfort at the same time, as it allows the rider to keep the body more to the front with no remarkable physical effort. The handlebar also mounts new racing clamps and Hebo Zero grips. A look at the rear shows that the 2005 GG TXT Pro bikes mount a new number plate. It features lighter material and the new design is more elaborated. The brake light is also innovative. Technically called racing leds, it substitutes the classical bulb by a system where a set of leds is in charge of reflecting the light; this new system has been adapted in the new bikes because it is very unlikely to fuse and it is much lighter than a conventional bulb, following GAS GASs weight-saving line. A highly-improved engine The 2005 TXT Pro feature a single-cylinder, 2-stroke engine with reed-intake directly into the engine crankcase, DellOrto carburettor, and a GAS GAS-patented hydraulically-operated, 1/3 disk, adjustable progressivity, diaphragm clutch. The range also features a new oil clutch pump, where the brake fluid used up to the present has been replaced by mineral oil. The result is an easier-tomaintain and more reliable clutch-operating system. Any mechanic dismantling the clutch circuit will not have the problems caused by brake fluid should leaking occur in the process now. At the same time, the clutch line and the front brake line are teflon-covered in the outside. Teflon is an insulating material with extremely high resistance which is hardly affected by heat or humidity, a very important factor in off-road bikes. The clutch disks have also evolved with higher quality to ensure that their surface is slick at all times. The material used is different from the former bikes, with different width tolerances for a perfected clutch. The crankshaft bearing lubrication is continuous with an oil by-pass system in the crankcase. They feature built-in seals as a novelty in the 2005 models. This means that the two parts in the crankcase bearing and seal - in former models have become one, which makes the assembly much easier and, again, saves weight. Shaving off small parts is a determining factor in the eagerness to save weight. Another example is the radiator. This element features the thermo contact now, forming a very compact package and avoiding the introduction of unnecessary small pieces. The bike is also more homogeneous, with no performance loss at all. The modifications in the engine finish with the new ignition: It is a variable electronic ignition in the Rookie bikes and a digital, programmable magnetic flywheel CDI Kokusan in the rest of the models, except for the TXT Pro 300, which features a Ducati ignition. The exhaust curve has also been modified. A faultless suspension The chassis elliptic shape in Cro-Mo is the part that counts on less innovations in the 200 range, being already very advanced in the previous series. With the new, revolutionary biggerdiameter tele-hydraulic Marzocchi fork adopted in the 2004 range 40mm in the bigger bikes and

38mm in the Rookie, Pro 125 and 200 the overall stiffness was proportionally improved and, as a result, all the possible flexions of the mount were eliminated. The new range counts on a new Sachs shock absorber with new settings. The rear suspension keeps the variable progressivity system. Featuring new Michelin tyres tubeless at the rear all the new range models are fitted with 32spoke duraluminium rims, with a 185mm disc brake at the front and 150mm at the rear. The fuel tank capacity new in 2004, with improved finish and no de-vapourizing hole in 2005 is 3 litres for the Rookie and 3.1 litres in the rest of the models.

GAS GAS EC AND MC

NO LIMITS FOR 2 STROKE MODELS GAS GAS Motos, S.A. are introducing the new 2005 enduro and moto-cross bikes with 2stroke engines in the 125, 200, 250 and 300cc Enducross (EC) models, and 125cc and 250cc in the moto-cross versions (MC). These motorbikes are already being produced at the Salt factory in Girona, and in coming weeks they will reach the whole of the Spanish market and will cover the orders coming from the 52 countries where GAS GAS export their models.
Manageability and lightweight, inherent to the EC Starting from an excellent base with some particular modifications, the improved EC have made a new step ahead, resulting in a light as well as powerful motorbike with outstanding suspensions, state-of-the-art brakes and great riding comfort. The GAS GAS Enducross continue to be in the number one in off-road registrations month after month, which proves the great quality-price ratio that GAS GAS offer in all their models, their best visiting card. The changes to the range can be easily spotted and felt when riding the new bikes. Visually speaking, a much more aggressive decoration, totally integrated in the lines that outline the frame, keeps the yellow livery for the smaller models, the 125 and 200cc, red for the 250cc and blue for the biggest one, the EC 300.
New plastic side shields for the frame can also be distinguished, apart from a slightly bigger halogen headlight, making visibility much better at night or in extreme weather conditions. A new-design front mudguard, with new, more attractive aesthetics and more reduced than in the former model the rear one was already revised in the 2004 model and the newly-shaped, forged-aluminium stand complete the new looks of the motorbike. In the 125, the chassis is painted black. Regarding the handling and engine aspects, one of the most important innovations are the new front suspension settings in all the models. The GAS GAS EC feature Marzocchi suspension at the front end and hlins at the rear. The new settings at the front improve the overall response and the performance, thanks to higher cornering precision. Year after year, the Catalan manufacturer has chosen quite soft settings, tending to improve the riding comfort, which benefits from this type of suspension particularly on rough, rocky and slow ground. The crankcase and rims are lighter in the bigger bikes. The EC 250 and 300 feature new geometries, contributing to a swifter package; in the former two models, the EC range had been slightly modified at the front of the frame by closing the steering angle and relocating the engine at the front, which made it one of the best enduro structures regarding handling, according to most of the specialised magazines in the two-wheel sector both at a Spanish and international level. After the revision of the brakes in the 2003 EC, with new compound in the brake pads improving the performance particularly in high temperatures, now a new built-in reservoir Nissin caliper is introduced at the rear. At the same time, with the aim to make re-fuelling faster in competition, where all innovations applied to the GAS GAS products come from, the new range counts on a bigger-bore Polyamide fuel cap with built-in devapourizer. In the engine, the exhaust valves have been revised to offer better performance at the low end, particularly in the 125, the regining Enduro World Champion. In the bigger sizes the cylinder distribution has been modified to offer more elastic accelerations, and the cylinder is entirely new in the 125. The range is completed with the 50 cc childrens bikes EC Boy and Rookie. The MC also innovate Since the moto-cross GAS GAS bikes, the MC, derive directly from the enduro models, many of the modifications applied to the EC have also been adapted to this product in the 125 and 250 models, which also feature 2-stroke engines. Analysing the chassis, the front suspension settings have been modified, with better hydraulic retention and double compression adjustment in the shock absorber. They also feature the new Nissin brake caliper with built-in reservoir. Visually, the MC are closer to the EC models. At first sight, the lack of lights, the seat and the tyres seem to be the only differences between them, as the decoration is identical this year, with the same frame shields and the new crankcase, also lighter, together with the new front mudguard, which also counts on a new design. On the engine side, the re-designed bikes feature new exhaust valves offering better low-end performance in the 125cc and new, revised cylinder distribution in both cylinder sizes. The complete range benefits from a new desmodronic system and new-programme Kokusan CDI.

GAS GAS FSE 2005

THE 4 STROKES, IN THE SPOTLIGHT
The revolutionary development applied to the 2005 FSE range, the 4-stroke enduro bikes, must widen even further the extensive catalogue of excellent off-road GAS GAS bikes. This is an outstanding product of recognised and similar value to the 2-stroke trial and enduro bikes, the TXT and EC respectively, both World Champions in their specialities. With 100% enduro roots, the new GAS GAS FSE is extremely easy and manageable to ride thanks to the significant overall weight reduction it has undergone. However, the many small improvements introduced in the new product also deserve our attention because, together, they produce a bike much superior to its predecessor, with a remarkably better finish and final product quality.

Engine

Lighter crankshaft with new forge and machining The new, lighter crankshaft balance has been optimised for less engine inertia and reduced engine vibrations, resulting in less vibrations in the bike as well. Acceleration is also improved as a consequence. Forged piston with two piston rings The piston forge is new, with two rings instead of three, making it lighter and contributing
to the improvement in crankcase and engine balancing. At the same time, friction between the rings and the cylinder has been reduced for more power and performance. The package is 60 grams lighter. New centrifugal crankcase ventilation system The balance shaft features a crankcase ventilation system, providing more performance. This is achieved thanks to the new centrifugal system inside the balance shaft, improving the release of pressure from inside the engine. New central crankcase and starter housed behind the cylinder The central crankcase has been redesigned with the new location of the starter, now beneath the butterfly throttle, with a new, more developed protector. The new starter location, which has moved from the front to the rear part of the cylinder, means that: a) The exhaust connector route is not a problem anymore with the starter out of the way. b) The weight balance is better and more concentrated, favouring the swift character of the FSE. The motorbikes centre of gravity varies thanks to the new position of the 1.5kg starter package, improving in contrast to the former model. New-design starter clutch A tougher clutch system has been fitted to the starter, under the gearing, to prevent deterioration in the electric starter crown wheel bearing. Revised oil system The oil pressure system has been revised, and features an overpressure valve that opens when the pressure limit is exceeded, avoiding possible lubricant leaks and the deterioration of the circuit (oil filter, etc). The oil filter retention is finer, and the return aspiration bell sits lower, right down to the oil aspiration point, achieving excellent lubricant filtration into the tank, and avoiding any impurity in the process. Revised oil circuit Dimensions have been particularly revised to prevent oil pressure loss. Incorporation of the pick-up sensor inside the crankcase The external ignition pick-up sensor has been moved into the crankcase, thus avoiding potential damage from scratches, crashes and excessive deterioration. New, reinforced cylinder for better cylinder head sealing Two extra bolts have been added to the previous four in the cylinder head at the front and rear of the cylinder - for total sealing guarantee. Now the cylinder head sits on an hexagonal surface instead of the former square one, making it more robust. New cylinder head The casting of the new cylinder head is new and machining has been improved. New-material valve guides Although they are still in cast steel, the material composition and tolerance of the valve guides is now different for higher performance. Crankcase gaskets in Metalfoam The gaskets are not paper with silicone now, but Metalfoam, that is, aluminium and NBR foam. This outside film improves the crankcase sealing and their higher stiffness makes installation easier.

New desmodromic with smoother response The desmodromic has been re-designed, specially in the valve closure ramps, making speed changes smoother. APTC clutch, with anti-blocking system under retention This is a patented, new operation system that reduces the engine braking something very important when riding 4-stroke bikes avoiding and limiting potential engine overrevving under hard downshifting. Reinforced chain-sprocket distribution system This aspect has undergone improvements for a better distribution system. Camshaft The camshaft profile has been revised achieving more power and durability of the parts. Distribution angles have been particularly worked upon. Improved exhaust system The exhaust system has been redesigned, featuring a final stainless steel muffler for better sound and longer life. The exhaust has also been divided in two parts for easier work in the assembly chain and in servicing as well. New ignition coil Although significant improvement was made to the coil in 2004, this new modification affects the bikes power and the plug spark quality, guaranteeing a longer life.

Chassis

Evolution in geometry and new, small oil reservoir The FSEs geometry has changed its steering angle and several chassis parts for better handling, improving its agility and providing great riding comfort. The new, small oil reservoir, much narrower than in the previous model, also contributes to this factor, lowering the final overall weight and improving the weight balance. Front suspension The Marzocchi front suspension, rather soft but providing great stability, has always been one of the bikes strong points. Now it has been revised again and the aluminium part of the bars has changed colour from grey to anodised, totally anti-scratch black. The fork settings have also been improved to offer more resistance at the end of its travel. Rear suspension Settings have equally been revised for a smoother and more progressive response. New fuel tank The totally new, smaller and lighter fuel tank integrates the fuel pump at the front and the electronic injection box at the rear, improving the assembly finish quality as well. It keeps its return-less system with a single line connecting the butterfly body to the fuel pump, with an automatic valve and rapid connector in between the two. It has a 7.5-litre capacity.

Narrower side radiator panels The radiator panels feature a narrower design, similar to the 2-stroke models, for better riding position. New-design front mudguard The FSE features the same mudguard as the EC, with a new, more aggressive design. Seat The seat upholstery is new and its design narrower and flatter, contributing to the new, better weight balance and also to the manageability and riding comfort. Lighter electric package There is a new layout of the electric package, with smaller dimensions and most of the parts concentrated in the centre of the bike. Computer-modifiable electronic injection system, independent from the lights system. 35w halogen headlight. Carbon-fibre crankcase shield Carbon-fibre protection is superior and lighter. Kick starter The kick starter lever is longer, with improved geometry that makes kick-starting operation easier. The range, as in each new edition, counts on new decoration, in this case with very aggressive graphics and racing looks.

A VERY COMPLETE RANGE

Presentation of innovations in the Rookie, Boy, Supermotard, Pampera and Wild HP quad models As well as the innovations affecting the models that have made GAS GAS renowned in all continents, the constructor from Girona will be present in Munich with all the products from its wide range of two-wheeled and four-wheeled off-road vehicles. Following the keynotes for modifications applied to bikes with greater cylinder capacity, the TXT Boy trial motorbikes conceived for young riders have undergone a major restyling, although the greatest innovation is the application of 80-watt magnetic flywheel ignition. This new flywheel, previously with an internal rotor, greatly improves engine performance, especially in three points: Start-up is much easier as it now has greater spark intensity. More wattage power allows for mounting the same fan as in the TXT Pro 2005. Much more inertia gained for the engine, thus improving performance in trial practice for kids. This is consequently a great help for the start up, which is not always so easy for youngsters. After fitting this new flywheel to the GAS GAS motor, the TXT Boy has undergone the following modifications: New left casing and modified protector New left-hand crankshaft Newly designed flywheel cover Application of a new gear shift knob Fuel tank modified in the upper section. All these innovations apply to the 50 cc TXT Boy. As for the big sisters (designed for youngsters up to the age of 14), the 50 cc and 80 cc Rookies have also undergone slight modifications. To start off with, the chassis has been reinforced in the bracket area to ensure total reliability of the frame, and a new 38 mm diameter Marzocchi front suspension has been adopted, which guarantees the stability and precision of the whole set-up. The casing protector has also been redesigned in order to facilitate dismantling and, like the rest of the trial range, the new units have a change of face, in this case making them very similar to the TXT Pro'05.

Children's enduro bikes have also been innovated for 2005. For the EC Boy, with a 50 cc single cylinder two stroke engine with direct intake to the casing (with an optional Hebo kit to increase cylinder capacity to 68.18 cc), one of the main modifications has been to apply air cooling and a single speed gearbox. Moreover, the chassis has taken on an elliptic profile, produced in chromoly (CrMo). Equipped with a Marzocchi 140 mm hydraulic fork in front and a Boge 155 mm hydraulic rear racing fork, this small frame becomes a replica of her big sisters, offering the same features, but of course in mini size. As for the EC Rookie version, also 50 cc with a 6-speed gearbox and liquid cooling system, the main modification is centred on the front suspension, which has been supplied with a 160 mm Marzocchi hydraulic fork. The rear suspension maintains the progressive system with 250 mm Boge single absorbers. The Pampera, also in 4 stroke The Pampera, a vehicle 50% enduro type and 50% with the specifications of GAS GAS trial motorbikes, has undergone few changes for 2005, as it is a very successful frame and remains in line with the taste of its users. With the 125, 250 and 300 cc bikes, this 2-stroke single cylinder with a Deltabox chassis made with elliptic profile Cr-Mo tubes, has had its brakes reinforced, especially the front brake, whose disk is now 240 mm, with a 4-piston self-centering vice. The rear disk is still 200 mm. Nevertheless, GAS GAS presents a world exclusive on a new version of the 4-stroke Pampera, initially named the Endupam. Again, this is a hybrid based on 4-stroke enduros, the FSE, a model specially designed for a general public who is less enduro oriented but also enjoys riding an off-road frame. Along these lines, a more 'civilised' unit has been devised, resulting in an off-road bike with less radical geometrics, thereby moving towards a motorbike that is more docile but still has excellent qualities. This new product incorporates 4-stroke 125 and 400 cc engines. The first propeller is Taiwanese made and is oil cooled, while the second is the 2005 FSE 450 4T engine taken to 400 cc and softened in terms of response, power and performance. As well as being based on the FSE, this bike incorporates components from the 2-stroke Pampera, such as the brakes, as this is a bike designed more for touring than for competing, and so doesn't need as much brake power as the enduro-type frame. The overall price may also come out lower. This new GAS GAS product will be going into production this coming November. Moving on to the range of bikes designed for more urban riding, the GAS GAS Supermotard (SM) will also be on show at Intermot. Although no significant modifications have taken place since the innovations carried out this year, there is a major change affecting the smallest bike in the range, the SM 50 cc, which adopts a special 160 mm, 4-stroke adjustable hydraulic fork from Marzocchi.

As for four strokes, GAS GAS has introduced no significant changes in the quad range as this product is in constant evolution. This machine, with an aggressive but charming presence, continually adapts the main novelties that are introduced in the EC and FSE (from whose frame it takes the propeller, with electronic injection, and tank with a returnless system, among other minor changes). With new Ducati reverse ignition, the 2-stroke Wild HP 300, is perhaps the star product and the only model to date to incorporate electronic reverse gear with a rev limiter, a feature that will soon be applied to 240-2T motors (a quad that has been runner-up in Spanish competitions) and the 450-4T, (the current ace quad in international competition). This four-wheeler bike is also manufactured with a 2-stroke 50 cc engine.
HOW TO CONTACT GAS GAS GAS GAS MOTOS, S.A. Unicef, 17 Polgono Industrial Torremirona 17190 Salt (Girona) Tel. 902.47.62.54 Fax 902.47.61.60 officegg@gasgasmotos.es www.gasgasmotos.es
For GAS GAS written or graphical press releases JAS Info Service Raimon dAbadal, 08500 Vic (Barcelona) Tel. +34.93.885.22.56 Fax +34.93.885.64.98 gasgas@jas.es www.jas.es.