FULL TEST–2026 GPX 300cc TWO-STROKE

[MotoFactory]

You don’t have to tell anyone anything. When you’re on a GPX, people will ask a bunch of questions. They start with “What’s that?” and usually include “Isn’t that a new Spanish bike?” Notice that the question includes the preferred answer. You don’t have to say, “No, this is a really cheap Chinese bike.” That would be a social faux pas and might forever ban you from the cool-guy group. No, it’s not Spanish. The GPX is made in China and imported by USA Motortoys up in Utah. We understand why people are confused. The GPX looks very European, which is why it gets confused with Rieju. It looks even more like a 2022 KTM 300XC; in fact, you could go as far as to say it’s a copy of a pre-fuel-injection KTM two-stroke.

The most enticing feature of the GPX remains its price: $6999 including tariff.

It has a 300cc case-reed motor with a counterbalancer, and it’s housed in a steel frame. But, we have to give the GPX guys credit. The 2026 version has new bodywork that no longer screams KTM. It’s a truly good-looking bike with excellent fit and finish, and it’s showing early signs of developing its own identity. The price is still the biggest attraction of all. It comes in under $7000 despite all the noise about tariffs.

CULTURAL EVOLUTION
Last year we tested the GPX TSE300R, which was so KTM-like, it even had no-link rear suspension. Now it has a new frame with conventional linkage suspension and an “L” suffix to point that out. It’s also showing evidence of some in-house testing and development. Beyond the new chassis and bodywork, there is a long list of changes, including a new exhaust system, a more powerful battery, tool-less seat removal, a bigger lithium battery, a brighter headlight and a new digital odometer that looks like a video game when you turn it on. The suspension components are still made in China by SZC. The fork is fully adjustable (including preload), and the triple clamps, hubs and footpegs are beautifully machined from billet.

The brakes are made by SZC as well, and the clutch is hydraulic—all very Brembo-like in appearance. The tires are Cordial semi-gummies. It has handguards, a full skid plate, and lighting that gets it halfway to being street-ready in some states. It has high and low beams, plus an operational brake light and a keyed ignition. It’s not legitimately street-legal or approved by the EPA, so calm down. The states that allow you to license a well-trained bison will give you a license plate, just like always, and then let local law enforcement deal with equipment violations. The GPX just needs turn indicators to pass a superficial roadside inspection. The GPX TSE300L might have started off as a KTM knockoff, but it’s now developing its own identity.

The fit and finish are excellent and rival anything from Austria or Japan.

MOVING RIGHT ALONG
Last year we were amazed at the finish and the quality of all the individual parts. It was, however, a somewhat skin-deep veneer of quality. It ran like a two-stroke from the ’80s. The power was sleepy down low, followed by an abrupt, brief hit. Then it was done. Now, the power starts much earlier and has a smoother transition to the midrange. On top, it’s not the fastest bike in the world, but it’s certainly not slow.

We discovered that last year’s bike benefited from power-valve tuning. The GPX motor not only looks like a pre-injection KTM two-stroke, it has many of the same design features, like an adjustable power valve. In the KTM world, there are endless blogs with tips on how to adjust your power valve. In truth, almost any adjustment away from the standard setting makes the bike run worse. It’s not that way with the GPX. The adjuster on the right side of the motor might or might not be in the optimal position as delivered. It’s up to you to find the right setting. Ours was very close this year, but ran better with a half turn clockwise. Your results may vary.

A pre-fuel-injection KTM motor provided the inspiration for the GPX motor.

How does it compare to other twostrokes? It’s not far off a Yamaha YZ250X, but with a softer, smoother power delivery. The GPX has less power in the midrange, but similar low end and over-rev. The GPX also has super-clean jetting from the Chinesemade Nibbi PWK carburetor—maybe a little too clean and lean. It never misses a beat or needs to clean out. When you put it under a load, you can hear some mild detonation. If we were to take it racing, we would richen it up a little; Nibbi jets aren’t that hard to find online.

Another big improvement is the suspension. The fork, especially, is pretty good on the trail. It’s soft enough to deal with rocks and ruts but still doesn’t dive or bottom. The rear is a little harsh, but some of that impression is exacerbated by a very stiff seat. You have to keep in mind that the GPX is a trail bike, and the harder you ride it, the more that becomes apparent. The rear suspension needs tinkering for almost every type of terrain. We gave it more rebound damping and less compression and were happy with moderate trail speed. We’re not quite sure where to go beyond that, but don’t expect big gains. It simply isn’t that far off to start with.

Same goes for overall handling; there’s nothing that far out of the ordinary to complain about. We wouldn’t be surprised if the GPX frame geometry is identical to that of the KTM. It turns well and is reasonably stable. It does feel a little heavy in tight turns and on steep downhills. That impression is backed up by the numbers. On our scale, the GPX is 245 pounds without fuel. It gained a little weight compared to last year’s no-linkage model.

Without fuel, the TSE300L comes in a little porky at 245 pounds on our scale.

THE BALANCE SHEET
In quality and performance, the GPX is completely legit. So what do you give up? It’s all about little details. As mentioned, the seat is stiff and is also thin, making for a tight rider position. The throttle spring is stiff, the hydraulic-clutch master cylinder bottoms out internally before the lever hits the bars, and shifting is stiff. We didn’t especially care for the tires or brakes, the exhaust is loud, and even though the footpegs look nice, they are narrow and don’t grip well. But, on the other hand, you get a bunch of extras that are usually aftermarket items. It has front and rear rescue straps, a disc guard and tie-down grommets. Besides all that, the lower shock clevis has three mounting holes that allow you to adjust the seat height.

With all that, there’s no denying that the GPX is a good product at a great price with no hidden traps. In the past, bikes from mainland Asia often had false value, requiring investment after the initial purchase that negated the low MSRP. That’s not the case here. You can ride the TSE300L without spending a dime beyond the purchase price. The bottom line is that the GPX is a much better bike than it was this time a year ago. It will probably be even better by this time next year. How you deal with the social ramifications is up to you.

 

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