GASGAS
MC 250F

Built in, not stuck on

Graphics

Red, with black where it counts. The graphics are in-mould (IML), so they are part of the plastic rather than a sticker on it — they do not peel at the edges or fade under the pressure washer, and the white logo still reads from the far side of the track after a season. Seat cover, handlebar and rims are blacked out to match.

Grip it with your knees

Bodywork

Smooth-profile bodywork with large contact surfaces at the knees and shins, so you grip the bike with your legs and move around it without catching on a step or an edge. The seat cover is black and properly grippy — under hard acceleration you stay where you put yourself, not sliding back towards the fender.

Hold on, not too tight

Neken handlebars

Black Neken aluminium bars, Ø 28/22 mm tapered, in mounts with a larger contact area against the bar so they are less likely to twist when you go down. Lock-on ODI grips in a medium compound — no glue, no wire, a two-minute swap between motos. A comfortable set-up is not a luxury; arm pump is where the last five minutes go.

Breathe in deep

Airbox

One-piece air intake, stiff enough not to deform under load, so the engine gets a clean, unrestricted feed of air without exposing the filter. Filter mounting is tool-free: pull the left side panel, check, clean or replace, done. Less time on the stand, more time with the gate in front of you.

7.9 litres

Fuel tank

7.9 litres, sitting inside the bodywork on a substantial rubber support that holds it firmly and stops it chafing the frame. The fuel pump is integrated inside the tank, so it picks up fuel through a long sand moto without starving — and there is less hanging off the outside to catch a rock.

Boot hold

Footpegs

Large-surface footpegs for grip when you are standing, mounted so they are less likely to catch the edge of a deep rut or a take-off when you scrub. Light, and shaped so mud does not pack around them — a peg that has turned into a lump of clay is not a peg any more.

To 14,000

Engine

249.9 cm³, 81 mm bore, 48.5 mm stroke, compact and light, placed in the frame to centralise mass so the bike feels lighter than the scales say and you can push harder for longer. Torque low down for riders who short-shift, and a top end that keeps pulling all the way to 14,000 rpm for those who hang on to every gear. The versatile engine is the best thing about the bike.

• 249.9cm³
• 14,000rpm
• 102 kgwithout fuel

Titanium and DLC

DOHC cylinder head

Twin-cam head with large titanium exhaust valves and Diamond-Like-Carbon-coated finger followers for minimal friction at high rpm. It is built to be revved: the 250F spins freely to its 14,000 rpm limit and makes strong, usable power on the way there, not only in the last thousand revs.

14.5 to 1

Cylinder and piston

High-strength aluminium cylinder and a forged CP bridged-box piston, professionally engineered as a pair. The larger 81 mm bore lifts compression to 14.5:1 — which is where the extra torque out of the turn and the extra peak power at the end of the straight both come from.

Five, by Pankl

Transmission

Five-speed gearbox made by Pankl Racing Systems: precise engagement, proven reliability and race-level quality. The shift-lever design sheds dirt rather than collecting it, so the box still shifts cleanly in deep ruts and heavy mud at the end of a wet moto.

90 hours between

Crankshaft

Up and down, round and round, at 14,000 rpm — a 250F crank leads a hard life, so this one is built for 90-hour service intervals. It is positioned to centralise the oscillating masses, which is what gives the bike its agile, lightweight feel, and it is designed for performance and durability in the same breath.

Thin walls, strong case

Crankcases

High-pressure die-cast crankcases: thin walls, high strength, lowest possible weight. The internals are placed so every shaft sits as close to the centre of gravity as it will go — the case is part of how the bike handles, not just a box for the gears.

Short and quiet

Exhaust system

Two-piece header pipe wrapped tightly around the engine, feeding a short, compact aluminium silencer. Maximum performance at the lowest possible weight, with mass pulled towards the centre of the bike, and updates to the exhaust and airbox that keep sound levels inside the latest AMA and FIM limits — the power stays, the decibels do not.

Steel, single piece

DS clutch

A Diaphragm Steel clutch: robust, reliable and part of why the engine is as compact as it is. The basket is CNC-machined from a single piece of steel for longevity, and inside it a single diaphragm steel pressure plate replaces the traditional set of coil springs — consistent feel, even wear.

Small, light, fast

Engine management

A Keihin engine management unit that is small, light and quick at processing what the sensors tell it. It engages an engine map tailored to each gear, feeds the hour meter, and carries a rollover sensor that cuts the ignition in a big crash. Fit the Map Select Switch (an accessory — ask us to spec it) and it synchronises plug-and-play, unlocking launch control, traction control, the quickshifter and two maps.

Ask us to spec it

Map Select Switch

The Map Select Switch is a GASGAS Technical Accessory rather than standard fitment, and we recommend ordering it with the bike — ask us to spec it. Plug and play, it gives you launch control for the gate, traction control for hard-pack and slick conditions, a quickshifter for full-throttle upshifts, and two maps: Map 1 (Mellow) is linear and predictable for most tracks and riders; Map 2 (Aggressive) is sharp.

Tune it from the phone

CUO & GPS sensor

Engine tuning in the rider's hands: pair the GASGAS+ app with the Connectivity Unit Offroad (CUO) and the GPS sensor — both available as Technical Accessories — and you get three sections. ENGINE customises the power delivery for style or conditions; SUSPENSION gives recommended settings for different types of circuit; RIDER records lap times and lets you analyse how the bike is running. Set-ups can be saved and recalled.

Direct response

44 mm throttle body

44 mm Keihin throttle body with the injector positioned for the most efficient flow of mixture into the combustion chamber. The throttle cable mounts directly to the body, so what your wrist does, the engine does — an immediate response with nothing in between.

Press and go

Electric start

Electric start, every time, with the engine-stop button in the same housing as the start button to keep the bars clean. The lithium-ion battery weighs roughly a kilo less than a lead battery, so the convenience costs you nothing on the scales. Stall in a rut, press, go.