Jack & Wil review the GasGas ECC
Get ready electric mountain bike fans, because the GasGas e-MTB range is about to launch in Australia in a big way! Bolstered by its popularity in the moto world, the Spanish brand has been garnering plenty of attention on the E-Enduro race circuit over the past couple of seasons thanks to its distinctive ECC 6 race bike. It’s one of the few e-MTBs on the market to feature the SRAM Powertrain, and combined with its sharp pricing, unique WP suspension tech and polarising aesthetic, there is a lot to get excited about here. To see if it lives up to the hype, we got our hands on the GasGas ECC 6 to put to the test.
Watch our video review of the GasGas ECC here:
It looks fast standing still, and thanks to its burly component package and race-focussed geometry it also happens to go like a bat out of hell!
An overview of the GasGas ECC
The GasGas ECC is the biggest and burliest e-MTB in the Spanish brand’s lineup. And in case the firetruck red paint job and garish graphics hadn’t given you any clues, it has very much been bred for flat-out e-Enduro racing.
With a keen focus on speed and grip, the ECC is a dedicated 29er that comes equipped with a 170mm travel fork and 160mm of rear travel. Out back is a conventional four-bar suspension platform with a large rocker link driving the trunnion-mounted coil shock.
The frame is a full carbon affair that’s built around the SRAM Powertrain. The Brose-manufactured drive unit pumps out up to 90Nm of torque and is structurally similar to what you’ll find in a Specialized Levo. Inside the downtube is a removable 630Wh battery, and SRAM offers an optional 250Wh range extender should you wish to increase the total capacity to 880Wh.
Geometry & size chart
The GasGas ECC is only produced in three sizes; Small, Medium and Large. The geometry is long and low-slung, having been optimised for stability on the steepest and roughest race tracks.
You’ll find a 64° head angle, a generous reach and a tall stack height across the size range. The chainstays are very long too, with the rear centre length varying from 461mm on the Small and going up to a whopping 469mm on the Large.
There are no flip chips to be found on the ECC frame, and that means it’s not designed to be run as a mullet with a 27.5in rear wheel. It seems that if you want to go fast, GasGas reckons you should be on dual 29in wheels.
GasGas ECC 6 price & specs
There will be three GasGas ECC models coming into Australia later this year. All of them feature an identical carbon frame, SRAM Powertrain motor and 630Wh battery. Prices start at $11,899 AUD for the ECC 4, which looks like a great option with its SRAM GX drivetrain, RockShox Zeb fork and Super Deluxe coil shock. Check out the specs and prices for the entire ECC and MXC lineup in our first look article.
Our test bike is the most expensive option in the range; the ECC 6. It’s equipped with DVO suspension that features WP’s patented Cone Valve inside the fork and shock. A technology brought over from the moto world, the Cone Valve is designed to increase support and ride-height while providing a high-speed blowoff that provides greater oil flow through the damper when you encounter bigger impacts. The Cone Valve-equipped DVO suspension is also found on the ECC 5 model.
2024 GasGas ECC 6
- Frame | Carbon Fibre, Four-Bar Suspension Design, 160mm Travel
- Fork | DVO Onyx D1CV OTT, 170mm Travel
- Shock | DVO JadeX CV Coil, 205x65mm
- Motor | SRAM Eagle Powertrain, 90Nm Peak Torque
- Battery | SRAM Eagle Powertrain, 630Wh
- Wheels | Newmen Evolution SL E.G 30, Alloy Rims, 30mm Inner Width
- Tyres | Maxxis Assegai 3C MaxxGrip EXO+ 2.5in Front & Minion DHR II 3C MaxxTerra DoubleDown 2.4in Rear
- Drivetrain | SRAM X0 Eagle AXS Transmission 1×12 w/Alloy Crankset & 10-52T Cassette
- Brakes | SRAM Code RSC 4-Piston w/220mm Front & 200mm Rear Rotors
- Bar | Newmen Advanced, Carbon, 25mm Rise, 800mm Width
- Stem | Newmen Evolution, 40mm Length
- Seatpost | RockShox Reverb AXS, 34.9mm Diameter
- Saddle | Fizik Ridon X5
- Claimed Weight | 24.1kg
- Actual Weight | 24.06kg
- Price | $15,699 AUD
Combined with the plush coil-sprung suspension, the massive footprint means the whole bike is insanely planted on even the most hair-raising descents.
Sizing & fit
We were sent a Medium size GasGas ECC 6 to suit our 174-175cm tall testers.
Featuring a 475mm reach and 663mm stack, it has to be said that this is a very big bike for a Medium. In fact, this would qualify as being a Large in most other brands. However, thanks to the steep seat tube angle (which I measured closer to 78° at my saddle height) the cockpit is relatively short making for a comfortable and upright riding position.
Indeed much of the geometry is on the progressive side, with the exception being the long seat tube. At 440mm on the Medium frame (and 470mm on the Large!), that’s going to present some limitations when it comes to fitting a longer stroke dropper. It’s not an issue for the stock Reverb AXS, which features a miserly 150mm of travel that’s far too short for a modern e-MTB these days.
Dropper post grumbles aside, overall the ECC 6 has been a great fit for young Jack, whose personal enduro bike features similar dimensions. I’m a touch shorter and at times struggled with the huge wheelbase. Given I tend to prefer a reach closer to 450mm, I’d be inclined to go for a Small.
Suspension setup
The last time we tested DVO suspension was back in 2019 when Giant was spec’ing it on higher end Trance and Reign models. We had mixed experiences then, so we weren’t sure how the latest offerings would stack up against the likes of Fox and RockShox that we’re far more familiar with.
To help us get acquainted with the Onyx and JadeX, DVO offers a comprehensive setup guide that takes you through the process step-by-step.
Also helping, our test bike was shipped from GasGas Australia with a 350lb coil spring to suit Wil (67kg) and a 450lb spring to suit Jack (75kg). Both of these hit the recommended 30% sag with just a few turns of preload required.
In addition to the spring rate, it’s possible to adjust air pressure for the JadeX shock’s IFP bladder. This alters the level of back-pressure that pushes oil through the damper during the rebound stroke. Since the IFP is relative to the spring rate, a heavier coil spring will require more air pressure. We went with the recommended settings and did the same with the rebound and compression damping.
The Onyx fork took a bit more time to dial in due to the adjustable coil negative spring, which DVO calls the OTT (Off The Top) adjuster. You need to let all the air out of the main chamber, before using a 5mm hex key to dial in the OTT setting. This adds preload to the coil negative spring and is said to increase or decrease the initial sensitivity in the first 30mm of the travel.
After adjusting the OTT you’ll then need to inflate the fork to your chosen pressure. Again we went with DVO’s recommendations for rebound, low and high-speed compression damping, which gave us a solid starting point.
GasGas ECC 6 weight
Our GasGas ECC 6 test bike weighed in at 24.06kg with tyres set up tubeless and without pedals. It’s not bad for a full-powered e-MTB, but isn’t setting any records either.
Of course it does come with a heavy coil shock, and the fact that it uses an open downtube to facilitate a removable battery adds weight compared to a frame with a fully enclosed downtube. The thick metal skid plate shielding the motor undoubtedly adds a few grams too.
The performance and durability-focused approach also extends to the tyres. We’re stoked to see a sticky Maxxis Assegai EXO+ up front and a Minion DHR II DoubleDown on the rear, which is a great combo for flat-out riding and racing.
What do we dig about the GasGas ECC 6?
The GasGas ECC 6 is fast. Like, seriously fast.
It’s reminded us a lot of the Orbea Wild, which is another dual 29er e-MTB that is very much focussed on racing. Both bikes offer incredible high-speed stability thanks to a tall front end and long wheelbase, though it’s worth noting that the ECC 6 is even longer due to its enormous chainstays. Combined with the plush coil-sprung suspension, the massive footprint means the whole bike is insanely planted on even the most hair-raising descents. Grip is plentiful and predictable, with both wheels following the terrain closely.
Given the overall proportions and sensitive suspension, we were surprised that the ECC 6 actually has some pop to it. It isn’t inherently playful, but there’s reasonable support from the JadeX shock and progressive leverage rate when you need to make an airborne transition.
No doubt the 630Wh battery helps here. It’s claimed to weigh 2.9kg, which is lighter than the 750-800Wh batteries you’ll typically find in other long travel e-MTBs. Along with the generous stack, monumental feats of human strength aren’t necessarily required to get the front wheel up off the ground.
Indeed, providing you take an assertive approach the ECC 6 delivers well-rounded handling. We’ll note that on our Medium-size test bike there’s a fairly even ratio between the reach and rear centre length. The result is nicely balanced weight distribution, with plenty of room to move around the cockpit to shift your weight between the axles as needed.
Paired to the low-hanging BB and sticky tyres, cornering grip is superb. The long rear end naturally pushes more of your weight onto the front tyre, helping to drive it into the dirt. Yes it requires a strong and active rider to hook it into quicker and sharper turns, but as long as you commit you’ll be rewarded with a safe and secure platform to dig those cornering edges into.
Going up!
That traction and feeling of security is very much apparent on the climbs too. While we were initially concerned that the tall front end would result in some lifting on steeper inclines, the long chainstays ensured that was never a real issue. The overall stability allowed us to stay seated more of the time, with the supple rear suspension maintaining grip on properly rough and loose technical climbs.
Tight uphill switchbacks can be difficult to negotiate due to the limousine wheelbase, which warrants a dynamic riding style in order to clear awkward features and thread it around sharp bends. Overall though, it is a really comfortable and stable climber that makes short work of steep and techy trails.
We’ve been impressed by the smooth and progressive power delivery from the SRAM Powertrain motor. It never surges uncontrollably so there’s little risk of the rear wheel spinning out. It does well to match what your legs are doing, and even in the Rally mode it won’t spit out full power unless you’re putting in a good amount of effort at the pedals. As you push harder you can feel the assistance ramping up, giving it a similar feel to Bosch’s adaptive eMTB mode.
The Powertrain also possesses a nifty ability to shift gears when you’re not pedalling. This is called Coast Shift, and it’s made possible due to the integration between the motor and AXS rear derailleur. Hit the controller to shift and the motor will spin the chainring so that the chain can switch sprockets. This is particularly handy for changing gears when getting over an obstacle, or when hitting a corner that leads into a sharp climb.
What don’t we like?
Although we were surprised by the balanced handling of the GasGas ECC 6, there is no getting around that huge wheelbase when the trail gets tight and twisty. There’s a lot of bike trailing behind you, and that makes it more challenging when you need to pivot around sharper bends in the trail.
There were also moments on steeper descents where we struggled to get our weight back far enough due to the long rear end and short dropper post. A 27.5in rear wheel would likely help to improve the agility of the ECC 6, but as mentioned before it isn’t a viable option due to the lack of any geometry-compensating flip chips.
As it stands the ECC 6 takes conscious effort to initiate corners, and it can feel cumbersome when flip-flopping through successive chicanes. That makes it hard work on machine-built flow trails, which is exacerbated by the soft suspension that tends to absorb a lot of your handling inputs. Cruising along flowy singletrack isn’t really what this bike was designed for though. It’s built to excel racing at high speeds under an experienced pilot, and it’s on rougher and more natural off-piste terrain where its outrageous stability and grip shines through.
If you’re after more of an all-rounder we reckon you’ll be better off looking at the GasGas MXC, which shrinks the travel down to 160/140mm and features a dedicated mullet setup with shorter chainstays.
As for other downsides, we can’t say we were stoked on the performance of the DVO Onyx fork. Despite it having been rebuilt and checked for proper lubrication levels prior to the bike being shipped out to us, there has been noticeable stiction during the fork’s initial compression. It hasn’t improved over time, nor could we get around it by increasing the OTT setting, reducing spring pressure or opening up the damping.
The feedback tends to be more noticeable on trails littered with smaller rocks and roots, where more of those vibrations are transmitted up to your hands. It is less of an issue when hitting bigger impacts at speed, where the weight of the ECC 6 tends to overcome that stiction. Still, we found the lack of sensitivity to be quite noticeable given just how plush the rear suspension is.
Range testing with the GasGas ECC 6
The SRAM Powertrain system provides you with just two assist modes; Range and Rally. The former is a lower-powered mode that’s designed to eke out the most amount of riding from the 630Wh battery. We mostly tested the GasGas ECC 6 using the Rally mode, which provides you with maximum support more of the time. In that setting, we’d typically get around 40-45km of riding with up to 1,400m of elevation gain.
We also put the ECC 6 through our standardised range test to see how it would compare to the competition;
- Norco Sight VLT (Shimano EP8, 900Wh Battery) – 2,478m climbing
- Canyon Spectral:ON (Shimano EP8, 900Wh Battery) – 2,451m climbing
- Cube Stereo Hybrid 160 (Bosch Performance CX, 750Wh Battery) – 2,320m climbing
- Merida eOne-Sixty (Shimano EP801, 600Wh Battery) – 2,114m climbing
- Rocky Mountain Altitude (Dyname 4.0, 720Wh Battery) – 2,108m climbing
- Scott Patron (Bosch Performance CX, 750Wh Battery) – 2,079m climbing
- GasGas ECC 6 (SRAM Powertrain, 630Wh Battery) – 1,882m climbing
- Focus JAM² SL (Fazua Ride 60, 430Wh Battery) – 1,665m climbing
- Scott Lumen (TQ-HPR50, 360Wh Battery) – 1,567m climbing
- Orbea Rise (Shimano EP8-RS, 360Wh Battery) – 1,388m climbing
- Norco Fluid VLT (Bosch Performance SX, 400Wh Battery) – 1,361m climbing
- Trek Fuel EXe (TQ-HPR50, 360Wh Battery) – 1,312m climbing
- Scott Voltage (TQ-HPR50, 360Wh Battery) – 1,311m climbing
- Specialized Levo SL (SL 1.2, 320Wh Battery) – 1,307m climbing
- Giant Trance X E+ Elite (SyncDrive Pro, 400Wh Battery) – 1,057m climbing
- Specialized Kenevo SL (SL 1.1, 320Wh Battery) – 1,053m climbing
With nearly 1,900m of elevation gain, the ECC 6 achieved a good amount of range before the battery ran flat. However, it did fall short of the Merida eOne-Sixty despite having a slightly bigger battery (630 vs 600Wh).
A contributing factor here is the way that the SRAM Powertrain continues providing you with maximum support from the motor all the way down to 5% remaining battery. At this point the assistance drops off significantly, leaving you with an emergency eco mode for the final portion. In comparison, the Shimano EP801 motor on the Merida starts dropping its assistance a lot sooner, which helps to eke out more range at the expense of assistance.
Component highs & lows
Far from being cheap, you can’t deny that the GasGas ECC 6 is a whole lot of bike for the money. To put things in perspective the Transition Repeater, which features the same SRAM Powertrain and a similar spec, will set you back an extra $5,300 AUD.
As a complete package the ECC 6 has mostly performed well. We like the slick Newmen alloy wheels and the well-proven Maxxis tyre combo. The SRAM Code RSC brakes offer good stopping bite thanks to their big rotors, though we can see the newer Mavens being an even better match for this bike.
As mentioned earlier, the DVO Onyx fork leaves a bit to be desired in terms of stiction and overall sensitivity. We also noticed some rattling on rougher trails, which sounded like it might have been from the coil negative spring.
The plastic fairings on the frame also rattled a lot, to the point where we removed the top tube piece to try and quieten things down. If you’re not fussed by the noise, the extra protection is useful to have, and we’re particularly fond of the metal skid plate underneath the motor.
We’re less enamoured by the bottle clearance though, which is extremely tight on the Medium frame. The only option we were able to fit without frame contact was a tiny 450ml Fidlock Twist Bottle, so that’s something to bear in mind if you don’t like riding with a hydration pack.
What about the SRAM Powertrain?
This was our first experience with the SRAM Powertrain, and to sum things up, it really does sound and feel like the motor on a Specialized Levo. There’s no clacking noise on the descents, and the overall power delivery is smooth and intuitive.
This shouldn’t come as a surprise given the Levo uses the same Brose Mag S motor, though SRAM is keen to point towards its unique software that dictates how the Powertrain performs on the trail. This includes the optional Auto Shift function that sees the X0 derailleur shifting up and down the cassette on its own. There are seven levels of adjustment for how slow or fast you want that cadence range to be, which you can select using via the top tube display or with the SRAM AXS app. The app also allows you to adjust the support and maximum power level for both the Range and Rally modes, and it lets you configure each of the buttons on the Pod controllers.
Out on the trail the Auto Shift function works pretty well. We reckon it’ll be a great tool for newer riders, though it definitely suits terrain that is more distinctively up or down. Along undulating trails where you’re regularly dipping in and out of gullies, we found the system struggled to change gears fast enough despite dialling the pedal speed up to the maximum level (+3). That’s because the system is only making decisions based on your riding speed and cadence, and isn’t able to read the terrain ahead. Get caught in too tall of a gear when facing a steep incline and the Powertrain motor would stall for a moment before it would get sufficient torque to the rear wheel, requiring us to override the system and downshift using the Pod controller. After trying it out for a few rides, we switched back to manual shifting and left it there.
Otherwise we love the wireless controls of the SRAM AXS system, and the user interface is tidy if somewhat basic. The crisp display looks similar to Specialized’s MasterMind TCU but there’s way less data on offer. It doesn’t show your riding speed, distance or elevation gain, so you’ll really need to ride with an additional GPS head unit if you want those metrics. Perhaps SRAM will have some updates in the future to expand on the functionality of the display and app for further customisation.
Flow’s Verdict
With the GasGas ECC 6, the Spanish brand has done a bang-up job of distilling its moto heritage into this big and bold e-MTB. It looks fast standing still, and thanks to its burly component package and race-focussed geometry it also happens to go like a bat out of hell!
It certainly isn’t the most agile or playful e-MTB we’ve ridden, and we reckon it’s a shame that GasGas hasn’t built any mullet compatibility into the ECC 6 chassis. That said, riders who are looking for a more versatile all-rounder will likely be better served by the shorter travel MXC range.
If it’s rough and rowdy riding that floats your boat however, the ECC 6 offers a hugely confidence-inspiring stance and tonnes of grip from its plush suspension. Combined with the SRAM Powertrain and sharp pricing, we expect this is going to be a very desirable option for the moto crowd.
ABOUT THE REVIEWER - Wil Barrett
Bendigo, Victoria
175cm