The 2003 PRO at rest.

The new Center Box, and improved clutch.

An improvement in power delivery can be attributed to the new Dellorto flat-slide carb.

2003 Gas Gas PRO: Tiny Dancer 2.

In 2002, Gas Gas made a bold move to revolutionize the trials market, producing a sub-150 lb. bike with cutting-edge technology such as a super-compact 3 friction-plate clutch assembly inspired by the automotive industry and a system that lubricates the main bearings via gearbox oil instead of by pre-mix.

Last year, we dubbed the Pro "Tiny Dancer" because of its small size, light weight and extreme nimbleness. It was quite obvious when the Pro was introduced in late 2000 that every effort was made to make it the lightest and smallest bike available. The tiny engine is a mechanical marvel and is most certainly built with Swiss watch precision in order to incorporate all of its working components into such a small area. And while this year's version of the Pro doesn't sport any radical changes like last year's ground-breaking model did, it does offer several improvements that make the bike more potent in the hands of the average rider and more reliable overall.

So, What's new?

For 2003, Gas Gas concentrated its efforts on making the Gasser a more manageable mount and on improving some of last year's new components, such as the clutch and air box.

Last year's model, in some respects, lived up to its "Pro" nickname in that it was very quick in the handling department and very powerful, lending itself more to the top-level riders. To make the Pro a more suitable ride for Joe Trials Rider, the Gas Gas technicians made a couple of adjustments.

First off, the '03 is even lighter than last year's featherweight (142 lbs. dry, according to the importer), which, especially for the trick rider, will be an advantage at the nationals, now that stop-and-hop has been reinstated.

Secondly, Gas Gas has opened their new chassis manufacturing facility and Robot welding machines, with high-tech alignment jigs are in place. High quality German steel is now used for the chassis components in all models.

Minor changes have been made to the TXT Pro chassis to improve maintenance access, general component fit, and overall finish appearance. Strengthening gussets have been added at strategic points of maximum stress. Also in the Pro models, a geometry change has been made to add a small amount of additional steering rake for increased stability.

The swingarm has been changed in the area of the pivot point. New steel sleeves, seals, and needle bearings are isolated from the swingarm pivot shaft for added rigidity and smoothness of the rear suspension, allowing maximized protection from the elements, and longer component life.

For 2003, a new final drive chain will be fitted to all trial models. This chain is designed specifically for trial competition, is lighter in weight, stronger for longer life, as well as having a noticeable decrease in drive train drag.

Front and rear brake rotors are changed slightly for better braking and more resistant to crash damage.

Many small changes to chassis hardware, brackets, and component mounting are evident throughout the machine, but too numerous to itemize in this test. These changes reflect the constant evolution of the Gas Gas product line, as well as the companies' continuing efforts to reduce weight, improve maintenance procedures, and further strengthen their motorcycles for the rigors of competition worldwide.

For 2003, the Pro engine has been updated to reflect the lessons learned from championship competition. The engine center cases are now made of Magnesium. This alone is an 800-gram (1.76 lbs.) weight reduction. Minor modifications have been made to components in the clutch to improve clutch smoothness and overall operation.

A new cylinder head design has improved throttle response and tractability of the power delivery.

The airbox and seat assembly is redesigned. The plastic resin is changed and reinforcements have been added in strategic areas. The filter box has a transparent plastic resin deflector shield that covers the top area of the filter element to prevent water from entering the intake opening and dropping directly onto the filter. There are rubber flaps on the frame and in the area of the rear shock absorber to deflect water from potentially entering the filter box even in the deepest stream crossings. The air filter access cover is redesigned and has a seal around its perimeter to prevent water entry in this area.

The center exhaust and silencer have been redesigned for 2003 to obtain maximum performance. The mounting areas are strengthened to increase crash survivability of these components.

New graphic design for all models. TXT250/280 available in red or blue. TXT125/200 in yellow only. The Pro TXT125 and TXT200 now have the same airbox and seat as the larger Pro models. The rear brake fluid reservoir has also been relocated and is easier to access.

The bottom line is that the '03 is a combination of all of the 2002's positive attributes (great suspension and power, extremely light weight, superb maneuverability) with a slightly more stable overall feel and smoother power delivery.

Overall, the '03 Pro is a better machine for both the average rider and the Pro.

According to Gas Gas parts importer, Jim Snell, who just returned from a trip to the factory in Spain, in early 2003, GASGAS will begin production of a new 297cc Pro. The running prototypes are now being called the 'TXT300' Pro. The actual model designation may change as this had not been finalized at the time of this report. The bore and stroke of this model is 79X60mm. Currently, Gas Gas is experimenting with ignition curves, as well as cylinder head configurations to arrive at the best overall performance for this model. When these experiments and testing are finished, production will begin. As the cylinder, cylinder head, and piston are the only mechanical components that differ from the 250/280 engine, a kit to convert the smaller engines to the 297cc version is a good possibility. The feasibility of the cylinder/piston conversion kit will depend on the outcome of the tests on ignition curves. If a different ignition control module is necessary, this component may be included in the conversion kit. With an alternative curve, future experiments may yield the possibility of selecting ignition modules to suit each rider's needs, or riding conditions.