trek superfly 100 al elite 29er price

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Trek Superfly 100 AL Elite

• AUS $ NZD $ USD $ CAD $ GBP £ EUR €

Size / 15.5", 17.5", 19", 21", 23"

At a glance

Where to buy.

Specifications

• Frame Alpha Platinum Aluminum w/ABP Convert, E2 tapered head tube, magnesium swing link, G2 Geometry, 110mm travel
• Wheels Bontrager sealed cartridge bearing, 15mm alloy axle, front hub; Bontrager sealed cartridge bearing, alloy axle, rear hub w/ Bontrager Mustang 28-hole disc rims
• Wheel Size 29"
• Tires Bontrager 29-1 Expert, 29x2.20"
• Crank Shimano Deore, Shimano M552, 42/32/24
• Front Derailleur Shimano SLX, Shimano SLX
• Rear Derailleur Shimano XT, Shimano Deore XT Shadow
• Shifters Shimano SLX, Shimano SLX, 10 speed
• Brakeset Shimano SLX, Shimano SLX hydraulic disc brakes
• Handlebar Bontrager Race Lite Low Riser, 31.8mm, 5mm rise
• Saddle Bontrager Evoke 2, chromoly rails
• Seatpost Bontrager Rhythm Elite, 31.6mm, zero offset
• Stem Bontrager Race Lite, 31.8mm, 7 degree
• Headset FSA NO.57SC, E2, semi-cartridge bearings

Q: Where to buy a 2013 Trek Superfly 100 AL Elite?

The 2013 Trek Superfly 100 AL Elite may be purchased directly from Trek .

Q: What size wheels does the 2013 Trek Superfly 100 AL Elite have?

The 2013 Trek Superfly 100 AL Elite has 29" wheels.

Q: What size 2013 Trek Superfly 100 AL Elite should I get?

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Trek Superfly AL Elite 29er Hardtail

• Frame: Alpha Platinum Aluminum
• Tires: Bontrager 29-1 Expert, 29x2.2"
• Shifters: Shimano SLX M660-10, 10 speed
• Crank: Custom Shimano M772, 42/32/24
• Cassette: Shimano HG62-10 11-36, 10 speed
• USER REVIEWS

Great ride, great feel, great looks!

Remote lockout on the front fork would be nice...but not a big deal.

I am reviewing a 2013 model, in the Pewter/clear coat and orange accents. This is a gorgeous bike and it delivers. I bought a new comparable Cannondale and returned it within 3 days, and looked long and hard at the Superfly AL but decided on the AL Elite. This bike has a solid and maneuverable feel, is a joy to ride. This is my first 29er and this thing flies. Highly recommend.

Stiff, responsive, and stable. Parts spec is above respectable.

The wheels feel a bit sluggish, and stock tires are limiting. Just a bit.

I was in the process of buying a 29'er for the first time after riding 26 since 1994. I was riding a 6 year old custom built Ti 26'er that I had loved, but was always a touch small. It loved the corners, but was never really stable underneath. So, when my old man upgraded to a 29'er and began to rant and rave about it, I had to check it out. He's been riding since 1994, also on 26'ers. He's the same height, a little lighter and claims to be faster. I test rode the Breezer Lightning Team, the Niner SIR and AIR, the Giant and Specialized in this range. The Trek and the Breezer stood out. It was a duel between the Breezer and Trek, which both looked and felt great. In comaparison to the other test rides, these two beasts just felt more natural and less skitchy then the others. Both handled sick. Being a former shop rat, it basically came down to the cool factor of the Breezer versus the tech of the Trek. The tech won. My dad beat me to it and grabbed the last 2012 SF AL Elite from the shop, and it sold me. I got to beat it up on a few trails in the area, and it took all comers with precision and stability. From swoopy sandy river trails to flowing single track, to climbs and rocky descents, this bike is killer. I'm a big rider (6'2", 220 lbs) and the flex in the Breezer was what ultimately sold me on the Trek. This bike just disappears under you. No question, no flex, no complaints. I test rode it side by side with my 26'er, a steel 29'er, and a Trek 8900 (26'er, about the same spec). It is amazing how the feel of the Superfly just blew them all away. It's just a damned fine ride. It looks bigger then it handles, and that comes from the G2 geometry, which is second to none. It took a while to adjust to the stable feel of the bike, and you feel sluggish, especially coming from a 26'er, but the times don't lie, and they went down on the new steed. I put less effort in keeping the bike up to speed. But the handling I noticed on the test rides definitely converted on to the trail, and once I got to trust the bike and really lean in on it, it held up great. No knocks on the Breezer, I think a lighter rider would love everything about it, but for me, the Superfly was too dialed in to pass up. So, I sold the old racer and ordered the 2013. I gotta beat the old man, somehow, right?

Similar Products Used:

No 29'ers, except for test rides. Last bike was a Ti 26'er with custom XO spec who was sold to an adventure racer, god bless her soul.

Fram crank front derailer breaks

I have shifting problems from first real ride out side parking lot and have to adjust rear derailer every time I take off tire rims r weak get wobbly guick I only had 2 months

So far its been more maintenace then riding when I finally get a ride handling is good I ride 4 days a week for an hour balls to wall.

Stiff, very precise handling, and well conceived geometry. Great components, the slx/xt mixture made the bike a great value. The breaks make only satisfying, nearly instantaneous "clicks" when applied, and can slow the bike down STUPID fast!

Not very forgiving. Rear wheel is heavy, and spins rather slowly (in terms of hub behavior).

The G2 geometry makes the bike not only quick and precise in the handling department, it also makes handling very easy with proper technique. Slipping the tires in-between bowlders and brushing trees at suicidal speed felt like nothing more than a daily ride with and added adrenaline rush. The front wheel surprised me with how stiff, light, and strong it seemed to be. The first few times I took the bike to the single track I thought I may have made a mistake. It beat me up rather well and I'm in great shape and I'm only 22 (to top it off I spoke to a man with a 32oz. beer in his hand who said my local trail was one of the smoothest he has ever ridden). I kept at it and within a month I was leaving the rockiest and most technical trails within 200 miles, feeling better than I felt when I arrived.

Trek x-caliber, Gery Fisher HiFi

What sold me on this bike was that it came with such great components for the price: XT crank and rear derail, Fox CTD Fork, SLK breaks. The paint color is a tinted clear coat so you can see the brushed aluminum - pretty cool. I was skeptical about Fox's new CTD fork, but it's been a non issue and it responds well to how I ride (5'10'' 175lbs) Trek did a great job with this bike.

My only complaint is that Trek didn't have a 2x10 drivetrain option. I'll probably replace the tires since they're not conducive to most of my riding condition.

I bought the 2013 model. This is probably the best equipped aluminum frame bike on the market.

2008 Gary Fisher X-Cal

Handling, cornering, cable routing, SLX disc brakes, tires, wheelset

seat clamp, front fork, frame made in Taiwan.

I am 6'-4", 296 lbs. The brakes are incredible and do not make any noise like my fellow riders less expensive brakes. Tires track well for this dry east coast style riding. Wheelset has held up fantastic considering my weight and not smooth riding technique. Cable routing is fantastic compared to my last bicycle (2001 I-drive race). I ride with the front fork locked out most of the time because it dives so much if I brake hard on the downhill. It's limited to 125 psig max and is pretty squishy under my weight. Overall after getting used to the disc brakes and larger wheels this is with out a doubt the best bike I have ever riden. Every ride is more enjoyable than the next. I would recommend this bike and 29" wheels to my friends. This bike seems like it will provide lasting value, I have riden it 12 - 15 times and it continues to hold up.

GT I-drive race (26er), Cannondale Raven (26er), Cannondale Killer V 900 (26er)

The new Frame design (beefy chainstays and Tapered Fork) compared to my G1 style Paragon.

None (because I bought all my own components with my first Paragon frame)

The frame design improved on everything that made the Paragon so great!! Gary Fisher Dialed in the 29er (the geometry is the best around) PERIOD!!! I got a new Superfly 2012 AL Elite frame and put my upgraded parts from my Paragon which included: WTB Wheelset, XT Crank (bought a new XT front derailer), SRAM X-9 Drivetrain with Elixer R brakes, Bontrafer RXL Stem and Race seatpost, Salsa Bar, Ergon Grips and WTB Rocket V saddle. I am also upgrading to a G2 Tapered Ford (maybe 15mm with a new wheelset)

Gary Fisher Paragon

very stable on downhills and steep drops, rolls over everything. Great for XC. Absolutly no complaints about the ride. Will probably never go back to full suspension!

Just a tad on the heavy side but I do have a larger 19inch frame, Over time I will upgrade to lighter and better parts as I find deals etc. Really wish I had seven grand to drop on the superfly pro

I been riding MTB for very long time, this is my first 29er....Very impressed. I moved to NC from California. Having bigger tires really helps to get over roots bloody roots.

Frame is light and compliant. Parts are a great mix for the price. Geometry is absolute perfection - seriously..... perfection.

I would like more adjustability from the forks, but they are wonderful if you like the default setup. Tire sidewalls seem a bit thin. I had the first sidewall tear I have ever had on this bike and I am getting more pinch flats than I would like. That said, I really love the tread on these tires, they roll brilliantly and grip quite well. I would go tubeless but the kit is out of stock.

This is the best bike I have ever owned in 20+ years of off-road riding. I demo-ed six different bikes plus the one I was replacing and nothing rode like the Trek 29er. The slacker head tube is brilliant thanks to the extra offset on the forks. The highlight of this bike is the frame, it is absolutely outstanding for an aluminium frame. I came off a nice steel frame and this bike is not beating me up at all, plus there is a noticeable increase in stiffness under the pedals. I even got a week on the equivalent carbon superfly. It was much lighter, but I was surprised how well this AL bike rode in comparison with the much more expensive frame. 800kms later, I am enjoying the bike more and more with every ride. I could have picked up an equivalent Giant for the same price (or less) and it had a much better spec on paper. However, the parts on this bike have been flawless over the first 800km or so. There is nothing on here I feel like I need to upgrade, the cranks are last year's XT, which are really nice, and the SLX brakes are a joy. I really can't say enough good things about this bike. I have owned higher spec bikes, but I don't notice a difference in practice. I have owned fancier frames, but this one matches them all. All this at an incredible price.

Salsa El-Mariachi, Norco Rampage, Giant ATX (getting back a bit now...), and on it goes.

Comfort, climbing ability and confidence on all trails

The rider! And it's desirability,. It got Stolen after a week!

I bought this bike to race in marathons - the Canberra Capital Punishment 100klm in March 2012 being my first. After a week of owning it, it was stolen. Luckily it was insured, and after two and a bit weeks I have a new one, ready to put together today. Coming from my SCOTT Spark 60 duallie, the first thing I noticed was speed! This this is incredibly fast and smooth over any and all surfaces. There are sections of my local trails that I just could never climb on the 26", and this thing eats them up. Also, being a fairly novice level MTB rider, the change from dual to hardtail was a bit of a shock (no pun intended), but after a short time and a couple of tweaks, felt very much at home. This bike handles tight single track very well, and for the little time I had the first one, felt very good at pace in open environments. I can't say anything bad about any of the components, as everything was silky smooth. Can't wait to get back on this great bike. I could ride this all day - thankfully considering the use I bought it for, and would recommend it to the XC racer who want to shop at the top of the aluminium tree. I also tested the GT Zaskar and Giant's 29er hardtail. Both were good bikes, but this is great. My bike is a 17.5" size, and I am 182cm (6' even) and weight 100kg's. It is a fantastic fit for my size. The 19.5" was just too much of a stretch to the bars. Thanks Mr Fischer for designing this awesome bike. (I wonder if the wife will let me have a Rig SS as well? :) )

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Trek superfly 100 al elite review.

Superb performance, decent value and build kit, and impressive speed, the entry-level Trek Superfly 100 packs a punch. It’s fast everywhere, the lively suspension tames rough trails and the handling is precise and predictable.

The Superfly 100 has a balanced and composed ride with extremely good handling that is easy to live with. The suspension provides speed, comfort and efficiency on the trails, with a playfulness that many cross-country bikes (and, dare I say it, some 29ers) fall short on. Not so with the Superfly 100 though.

The geometry has been honed over many years, Fisher have been doing big wheels a very long time, and the G2 geometry produces handling that is well-mannered and lacking the ‘wagon wheel’ complaints often levelled at 29ers. It’s also a playful bike, for one that is aimed clearly at cross-country, it’s easy to loft the front wheel and launch it into the air, place the tyres precisely where you want them, and makes light work of the most technical trails.

It’s clearly a cross-country bike and covers terrain with a ferocious appetite. Just point it where you want to go, stamp on the pedals and it launches forward. It climbs, descends and traverses rocks, roots and dirt with startling ability. The plush suspension copes with any situation you can put it in. It’s very active and copes with everything from small ripples to large drops.

The Superfly 100 gives you the confidence to rip up any trail at warp speed. It’s stable at high speeds and in the air, it’s precise and nimble at slower speeds through fiddly techy trails. The big wheels eat up the miles and give buckets of traction, and the 28lb weight, which some may see as a tad porky, wasn’t noticeable during riding.

You really can leap on the Superfly 100 and forget you’re on a 29er. So you can concentrate on enjoying the ride. The Superfly 100 rides extremely well. Can you tell I like it?

The Alpha Platinum Aluminium tubeset is manipulated into a smart looking frame with oversized profiles where it needs beefing up. The curved chunky downtube forms the basis for the frame, with a straight top tube under which the suspension linkage and Fox shock are mounted. There’s plenty of standover clearance on this 19in size.

So much centres on chainstay length with 29ers and the Superfly’s 452mm chainstays are a little on the stretched side, but certainly not by very much. The Specialized Camber I recently tested has only slightly shorter 447mm chainstays, but the Superfly boasts a shorter wheelbase, 1139mm compared to 1147mm.

The only hallmark of the Gary Fisher heritage in the Superfly, aside from the small signature on the top tube, is the G2 geometry. Fisher was an early advocate of larger wheels, and his approach to the geometry was a fork with an offset crown. This gives the fork a steeper angle without upsetting the head angle or wheelbase of the bike, and the head angle is 71.0°. It works too, producing precise handling with none of the vagueness and ‘slowness’ of some 29ers.

There’s loads of clearance around the rear triangle for mud to fall through, and it happily takes 2.3in tyres with space to spare. Trek employs the excellent ABP (Active Braking Point), which provides very active suspension even under braking.

Up front there’s a tapered head tube to stiffen the front end, and there’s a press fit bottom bracket, allowing the downtube to be very wide for a large weld junction, all ensuring the frame offers a decent level of stiffness. It isn’t the stiffest frame though, and compared to the Santa Cruz Tallboy it doesn’t feel as tight when the going gets fast and erratic. It’s not enough to deter from the ride performance though.

The Float Evolution CTD rear shock provides 110mm of travel and has a very active feel. The shock provides a wide range of damping options at the flick of a lever, from nearly locked out to fully open. For general riding the trail mode offered the best balance for 90% of situations, saving the descend mode for the longer descents. The suspension feels very active with a slight linear characteristic. Support in the mid-stroke is good, preventing wallow when loading up through bermed corners.

Setting the suspension is also straightforward with the clip-on sag clip, but Specialized’s Autosag is hard to beat for sheer simplicity.

The Fox 32 Float Evolution fork has 100mm of travel and shares the new CTD low-speed compression dial, I found the trail setting offered the best damping compromise for most riding. In descend mode it would blow through the travel too easily on rougher faster descents. The 15mm bolt-thru axle combines with the Convert quick-release rear axle, which can be switched to a 142x12mm setup.

The suspension really impressed. It’s controlled with good damping, the rear never kicks back under high loads, and it’s very efficient. There is stacks of grip on offer, particularly at the rear wheel, which makes even the loosest rockiest steep climbs scale-able. The fork was controlled and provided good support and paired well with the rear suspension.

At around £2,000 the AL Elite represents the entry point into the Superfly 100 range and is built up with hard-working kit that has sailed through the test period. Shimano SLX shifters, XT Shadow rear mech and a M552 triple chainset all worked brilliantly with no attention required. With the 11-36 cassette out back the triple provides a huge raft of ratios, but a 2×10 setup would suit this bike better. Shimano don’t do an affordable 2×10 chainset yet, but the next model up in the Superfly 100 range makes the switch. Triple chainsets just feel a bit dated in this day and age.

Shimano’s SLX brakes are excellent stoppers, really some of the best on the market for this bracket of bike right now in my opinion. The brake levers are a bit on the stubby side but there’s enough power for easy one-finger braking. The knurled dial makes easy lever reach adjustment on the fly. The brakes bedded in quickly and the pads are still showing good life in them yet, and never made a noise.

Bontrager’s Mustang 32-hole wheels are good rollers but I had to switch the Bontrager 29-1 Expert 2.2in tyres after the first ride. I replaced them with a pair of Continental Mountain King 2.2in tyres to provide the sort of traction that the stock tyres just can’t offer on anything but bone-dry trails, and those are rare in this country.

The fact this is a bike aimed at cross country shows in the speccing of a 105mm stem and 690mm bars. I switched them both out for a 60mm stem and 740mm bars, as much for personal preference as anything, but the shorter/wider cockpit really opened up the Superfly 100 on the more exciting trails, and livened up the handling as well.

Super quick and adept at tackling trails at blistering speed, the Superfly 100 lives up to the bill of being a rapid cross country bike. It belies its 28lb weight with decent speed on the climbs and the excellent suspension helps to cover ground fast. Gary Fisher has been designing 29ers longer than most and that shows in the Superfly 100, it’s a very accomplished bike. But it is its playfulness and handling that makes it a very adept and entertaining trail bike for those who just like to enjoy a weekend blast and want to have fun. It’s very similar in nature to the Specialized Camber, but the Superfly 100 just edges ahead.

Price: £2,200 More information: Trek Superfly 100 AL Elite

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Trek Superfly 100 Elite SL review

29er full-suspension race bike.

You can trust Cyclingnews Our experts spend countless hours testing cycling tech and will always share honest, unbiased advice to help you choose. Find out more about how we test.

This article originally published on BikeRadar

Trek set out on an aggressive weight-saving campaign for the latest Superfly 100, and by all accounts its engineering team was largely successful.

Even with a not-incredibly-light Shimano Deore XT group and mid-range wheels, our medium-size Superfly 100 Elite SL test bike weighs just 10.90kg (24.03lb) without pedals. The lack of mass is noticeable on the trail but, unfortunately, so is the lack of stiffness and so-so pedaling performance.

Ride & handling: Lightweight with good suspension but lacking in efficiency

The revamped Superfly 100 platform feels right at home on fast and flowy trails with lots of wide open, high speed sections.

The long wheelbase and relatively low bottom bracket provide a very stable feel through sweeping corners. And even though it's lost 10mm of movement compared to its predecessor, the remaining 100mm of rear suspension is active and pleasantly progressive, impressively sucking up smaller trail chatter without bottoming out harshly on bigger impacts while maintaining a lively feel throughout.

The rear end offers a good amount of pop for leaping out of berms and dips. And, as we've noted in the past, Trek's G2 geometry, with its increased-offset fork crown, goes a long way towards neutralizing both the big feel of 29in wheels and its unusually long wheelbase.

Steering feels light and natural without requiring much in the way of excessive rider input, and it's usually only in very tight switchbacks that you notice the Superfly 100 Elite SL's considerable overall length.

Like the Giant Anthem X Advanced 29er we tested last year, though, the Superfly 100's chain stays are still a little long at 452mm. Therefore, it's not the most natural bike to manual or wheelie.

Such handling traits would generally be no big deal in the Superfly 100's intended context of cross-country racing, where speeds are usually higher and there often aren't as many technical features as in general trail riding or enduro. However, the Superfly also doesn't pedal that efficiently, either.

Switching the Fox Float CTD rear shock to its middle Trail setting is a must nearly any time pedaling is required, and we frequently resorted to the firmest Climb position even on short sections of fireroad. We saved the fully open Descend setting for extended downhills only. Otherwise, there's far too much movement and a somewhat dull feel under power, particularly when you're hammering along in the big ring.

Nor did we find the Superfly 100 Elite SL's new carbon fiber frame particularly rigid. Front triangle stiffness is admittedly quite good, with the large diameter, nominally round main frame cross-sections and tapered head tube.

That's largely squandered out back, though, with an appreciable amount of out-of-plane flex, particularly in high-load situations such as bermed corners or excessively rough sections of trail. Here, instead of the rear wheel tracking precisely behind the front one, we repeatedly noticed the rear loading up – only to spring back when unloaded, which occasionally sent us off-line.

One simple test verified our suspicions, too: stand beside the Superfly 100 Elite SL with one hand atop the rear tire and the other on the saddle, push forward on one side while pulling back on the other, and you can see the top of the seat stays moving side to side relative to the seat tube more easily than one would expect from a bike of this caliber.

We should note that two BikeRadar testers independently came to identical conclusions on two separate test samples. Naturally, Trek has expressed concern over our findings.

"We're going to be testing that bike to evaluate stiffness testing," said Trek mountain bike brand manager Travis Ott. "I trust you felt what you experienced. Numerous sessions with pros and test riders haven’t exposed any weakness with the rear end stiffness.

"At this point, we’re concerned about repeating what you experienced so we can better figure it out. We’re also retesting stock frames currently. Point being, we take this seriously and when we get conflicting reports, we try and get to the bottom of it.

"As for the suspension spec and pedal bob, four out of five Trek Factory Racing riders also use the same rear shock tune. They wanted a very stiff lockout and we were able to achieve that with this tune. Thus far, the feedback and results from our pro riders have been exceptional. To date, we’ve been happy with the feedback on the bikes from our testers and pros."

Frame: Elegant lines and light weight but could use more brawn

The Superfly 100 Elite SL's performance is particularly disappointing given that the new frame is a gorgeous piece of hardware. The low-slung, molded carbon fiber front triangle features nominally round tubes devoid of superfluous kinks, bulges, or edges, while the one-piece molded carbon fiber seat stay assembly is similarly sleek and clean looking.

As opposed to the original Superfly 100 – or the current Superfly 100 Pro SL flagship model – this version uses TIG-welded aluminum chain stays, which adds some weight but should prove beneficial in terms of long-term durability.

Linking everything together up front is a minuscule swing link – molded from short-strand carbon fiber, of course – driving Fox's superb Float CTD rear shock.

The back end of the bike features Trek's ABP (Active Braking Pivot) concept, with suspension pivots situated concentrically about the rear axle to produce a pseudo-floating brake effect. Those ABP pivots are so cleanly integrated that you could be forgiven for thinking the rear end was one solid unit, although the axle path is strictly single pivot in nature.

The rear end is effectively a single pivot in terms of axle movement

The main pivot is situated inline with the curved seat tube, about halfway between the inner and outer chainrings in terms of height – about where we'd expect it to be. Moving it a touch higher, however, would make for more neutral pedaling performance in the big ring, and add more anti-squat when clawing up grades in the inner ring. Moreover, the Superfly 100 Elite SL's pedaling performance could further benefit from more aggressive compression tuning.

Other features include thru-axles front and rear, Trek's extra-wide BB95 bottom bracket with bearing seats molded directly into the shell, a tapered 1 1/8in to 1 1/2in head tube (again, with bearing seats directly molded in), a direct-mount front derailleur, post-mount rear brake caliper tabs (sized for 140mm rotors and up), and internal cable routing – including for the hydraulic rear brake.

The latter will be cumbersome if you ever decide to swap brake models (although we're not sure why you would – more on that below). Otherwise, though, Trek's internal routing solution is reasonably easy to service despite not being guided from end to end.

Exit ports are fairly large, the paths are clean and kink free, and the whole operation runs impressively quietly, thanks in part to clamps at either end of the brake hose to keep it from rattling around on the trail.

Further dulling sounds is the thick plastic guard on the underside of the down tube. Unfortunately (and rather inelegantly) it's held in place with a couple of giant o-rings.

Actual frame weight for our 17.5in sample is 2.13kg (4.7lb) including rear shock, seatpost collar, rear derailleur hanger, and water bottle bolts – slightly lighter than the previous edition, which is impressive considering the switch to aluminum chain stays. Riders who place a priority on weight will appreciate the lack of heft, but otherwise we'd rather Trek invested the mass currency on bolstering the chassis.

Equipment: Brilliant Deore XT components and Fox suspension plus solid Bontrager gear

There's little to fault when it comes to the Superfly 100 Elite SL's build kit, with Shimano's faultless Deore XT 2x10 transmission and brakes, a perfectly matched Fox 32 Float 100 CTD fork and Float CTD rear shock, and the remainder filled out with bits from Trek house brand Bontrager.

Shift performance is fantastic, with quick and precise chain movement, impressively hushed running, and excellent shifter ergonomics despite the I-Spec integrated clamps' lack of independent shifter angle or shift paddle adjustment. Gear ratios are smartly chosen, too, with versatile 26/38T chainrings up front and a wide-range 11-36T cassette that works well for both racing or general trail riding provided you've got a reasonable amount of fitness.

Unless you've been living under a rock for the past few years, it goes without saying that the matching hydraulic disc brakes are among the best on the market. Power is ample even with just 160mm rotors fitted front and rear, it's very easily controllable even in slippery conditions, and lever feel is arguably second to none.

Riders in extremely mountainous regions might wish for Shimano's finned brake pads and their greater heat capacity, but we never noticed any fade even on longer descents in Colorado.

We were mostly pleased with the Bontrager cockpit components, too. The Race X Lite Carbon handlebar is suitably light and rigid, with just 5mm of rise to help keep the front end low. However, we would prefer something wider than 690mm for more leverage – it's easy to cut things down if need be but you generally can't make a narrow bar wider.

Ditto for the forged aluminum Race X Lite stem, which is always a solid performer, albeit one whose profile hasn't changed in ages and could stand a larger cross-section in this application.

Saddles are, of course, a personal issue. The Evoke 3 should suit most rear ends with its fairly flat profile and densely padded top with rounded rear corners that help boost maneuverability. We've no complaints on the Rhythm Elite aluminum seatpost, either, with its secure two-bolt head and what should be reliable forged construction.

Rolling stock is a little more of a mixed bag, though. The Bontrager Race Lite TLR Disc CL 29 wheels are fairly light (1,640g per pair, claimed), easy to set up tubeless (although Trek doesn't include the requisite rim strips and valves), reasonably stiff, and held up well during testing with no truing required. We feel the 19mm internal width is a touch narrow for general trail use, although most cross-country types probably won't mind much.

Bontrager wraps the otherwise-capable wheels with their rather narrowly focused 29-1 tires, though, which don't even measure 2in across and aren't designed to be run tubeless (although we managed the conversion anyway).

Rolling resistance is noticeably very low, but it comes at the price of traction in anything other than tacky dirt, what with its hard rubber compound and tightly spaced array of small knobs. We'd advise at least swapping out the front for something a little more secure and saving the extra one for a spare, fast-rolling rear.

Price: US$5,569.99/£4,250 Weight: 10.90kg (24.03lb, complete bike, 17.5" size, without pedals); 2,133g (4.70lb, frame only, including rear shock, seatpost collar, rear derailleur hanger, and water bottle bolts) Pros: Good high-speed geometry, lively rear suspension performance, lightweight Cons: Not very efficient, not very stiff, very long wheelbase BikeRadar verdict: 3 stars More information: www.trekbikes.com

Complete bicycle specifications

Frame: Trek Superfly 100 Elite SL, 100mm travel, OCLV Mountain Carbon main triangle and seat stays, aluminum chain stays Available sizes: 15.5, 17.5 (tested), 19, 21, 23" Rear shock: Fox Float CTD Performance Series Fork: Fox 32 Float 100 CTD Performance Series Headset: Cane Creek IS-3, 1 1/8-to-1 1/2" Stem: Bontrager Race X Lite Handlebars: Bontrager Race X Lite Carbon, 5mm rise, 690mm width Tape/grips: Bontrager Race Lite lock-on Front brake: Shimano Deore XT BR-M785, 160mm SM-RT81 rotor, standard (non-Ice Tech) pads Rear brake: Shimano Deore XT BR-M785, 160mm SM-RT81 rotor, standard (non-Ice Tech) pads Brake levers: Shimano Deore XT BL-M785 Front derailleur: Shimano Deore XT FD-M785-E2 Direct Mount Rear derailleur: Shimano Deore XT Shadow Plus RD-M786-SGS Shift levers: Shimano Deore XT SL-M780-I Cassette: Shimano Deore XT CS-M771-10, 11-36T Chain: KMC X10.93 Crankset: Shimano Deore XT FC-M785, 38/26T Bottom bracket: Trek BB95 by Enduro Pedals: n/a Wheelset: Bontrager Race Lite TLR Disc CL 29 Front tire: Bontrager 29-1 Team Issue, 29x2.2" Rear tire: Bontrager 29-1 Team Issue, 29x2.2" Saddle: Bontrager Evoke 3 Seat post: Bontrager Rhythm Elite

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Bike Test: Trek Superfly 100 Elite SL

The Trek Superfly 100 (Superfly FS for 2014) comes in six models: Three with carbon fiber frames from $3890 to a little over $9000, and three with aluminum frames from $2260 to $3890. The Elite SL is second from the top. 

WHO IS IT MADE FOR? While the Superfly 100 Elite SL is the second model from the top, the step to the top is a big one. You would have to spend an extra $3460 to move up to the more expensive components (SRAM XX drivetrain and RockShox SID World Cup fork) and carbon fiber stays of the Pro model. The Elite SL model uses a lower-priced component mix and aluminum stays that make it more affordable while remaining a competitive choice for cross-country racing.

WHAT IS IT MADE FROM? Trek starts with its Optimized Compaction Low Void (OCLV) Mountain carbon fiber for the main frame. The “Mountain” designation means the OCLV carbon is reinforced in areas where mountain biking takes a toll on a frame. For added protection, a layer of vinyl is applied to the downtube in the area most likely to be pinged by trail debris. A removable bash guard comes with the bike if you race in rocky conditions. The frame features G2 geometry, which, combined with a custom-offset fork, is supposed to deliver great low-speed quickness without compromising high-speed stability. The chainstay and seatstays are aluminum. The frame uses an E2, integrated, tapered head tube; BB95 bottom bracket; a Flow Mold carbon swing link; and internal cable routing (even routing for a dropper post, should you plan to upgrade). The rear axle runs inside Trek’s Active Braking Pivot (ABP) to keep the rear suspension active under braking. The front derailleur is pivot-mounted, eliminating a band clamp and excess complexity. The rear brake is post-mounted. Yes, Trek really sweats the small stuff.

HOW DOES IT PERFORM? The setup: Trek understands that the best suspension design is worthless if not set up properly. The Elite SL comes with sag-measuring tools that snap on the shock and fork, taking the guesswork out of setting sag. Trek also delivers the bike with a suspension pump. Trek’s recommended sag settings are ideal.

On the trail: The Elite SL’s riding position feels like slipping on an old baseball glove. It fits like it was formed just for you. With the rider seated in a slightly aggressive yet comfortable position, with his weight slightly biased to the rear, the internal cables and well-designed frame and stays will never contact the rider. The saddle is on the firm side, while the bar width and bend feel custom.

Acceleration: The Shimano XT drivetrain gives the rider plenty of options for flatland or uphill starts, while the bike’s light weight and Bontrager 29-1 Team tires make the Elite scream from the moment you drop the hammer. You have to remind yourself you are on a 29er. It just feels too quick. On our dry trails, we had our best results leaving the shock in Trail mode and staying in the saddle to keep weight on the rear wheel.

Cornering: This G2 geometry stuff is not a gimmick. The Elite hides its large hoops when negotiating tight corners and switchbacks while still giving you tons of traction. It is the best of both worlds. In Trail mode, the rear suspension is free of braking influence, thanks to the ABP, so you can brake later into corners without losing control or traction. You can feel the rear tire starting to come close to the edge of traction and react by lightening up on the brakes before you start to skid. Pay attention and you will be a better rider.

Descending: Flip the shock and fork to Descend mode and the G2 geometry and big wheels deliver as promised. We already mentioned how light-steering the bike is, but that doesn’t come with a trade-off in downhill stability. The Elite SL is comfortable and predictable to ride at speed down pretty nasty stuff. Again, the rear end stays active under braking, adding to the bike’s downhill chops.

BUYING ADVICE While we see plenty of Superfly 100s on our local trails, Trek makes it clear this is a cross-country race bike, and they steer trail riders toward their Fuel EX. By doing this, Trek has been able to optimize the Elite SL for the cross-country racer. The Superfly 100 Elite SL gets that single job done well with speed and grace. It is the type of bike that will make you the best rider you can be. Riders always ask, “What do you do with the test bikes when you are done with them?” Well, we send them back. In the case of the Superfly 100 Elite SL, however, that is going to be one very sad day. 

________________

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2013 Trek Superfly AL

A 29″ aluminum frame crosscountry bike with high-end components.

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Superfly AL

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On a long ride or during the wee small hours out on track at a 24hr race, it’s not unusual to get a song stuck in your head. Traditionally it’s something dire, like Peter Allen’s ‘Rio’. But on board this bike, the groove is strong; feel the soul, channel the year 1972. It’s Superfly. We …

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Gary Fisher Bikes Price Guide

Priceonomics.

Image credit: Bike Magazine .

Gary Fisher Company Profile

By Paul Carroll

Gary Fisher the man and Gary Fisher the bike company are hard to separate. The Fisher name has become synonymous with the history and evolution of mountain biking. And for good reason: Gary Fisher was on the ground floor in the early days of the legendary “Repack” race down the hillsides of Marin County, California in the mid-1970s. He modified early Schwinns with drum brakes and multiple gears to give them more control and gearing for the steep ups and downs of the bucolic coastal hills.

Fisher and housemate-partner Charlie Kelley started “Mountain Bikes” in 1979 and built their pioneering off-road bicycles until 1983 when the company dissolved. Fisher went on to start his own company and in 1991 – as mountain biking was taking off worldwide – sold to Taiwanese firm Anlen, staying on as president of his own brand. The Fisher name and brand was then acquired by bike industry behemoth Trek in 1993. With the manufacturing and marketing capacity taken care of, Fisher was able to focus on his innovations and creativity to help the Fisher brand become a key part of the Trek Corporation.

In 2010, Trek announced the “Gary Fisher Collection, a line of Trek bikes that will replace the standalone Gary Fisher brand” according to Trek’s press release. Gone are the days of Fisher’s bikes sporting his iconic name. Now the Trek name and logo is the main logo. But the DNA remains pure Fisher: fun, performing, and designed to inspire the cyclist in all of us.

Mountain Bikes in the Trek Gary Fisher Collection

Trek lists 34 models in the Fisher Collection under its mountain bikes. It makes it hard to tell where the true Gary Fisher bikes end and the Trek ones begin. But given that Trek lists more the 80 models of mountain bikes overall – with strict downhill racers and technical singletrack lines distinct from the Fisher Collection – there is some degree of separation to be made.

The Fisher Collection of mountain bikes begins with the entry-level Wahoo for about $630 new and has the lowest grade components and features that one would expect at this price point. The designs and their features progress steadily up the chain to the top-end Superfly 100 Pro SL at just over $9,000. Suffice to say that with nearly three dozen models to choose from, everyone from the first-time off roader to the most elite racer can find their fit.

Since Trek is known for its racing bikes, there are no Fisher Collection pure road bikes. But there is a menu of ‘cross bikes under the Fisher line. Two complete Ion models and one frameset; and two Cronus bikes and a frameset. Ion represents the lower end of the ‘cross selection, but at $1700 the Ion CX is no cheapie. It features an aluminum frame and Shimano 105 components along with Bontrager wheels and headset.

The upper echelon Cronus models are pricer – the CX Pro is offered at $2,940 and will get you Trek’s patented OCLV carbon frame, Shimano 105 brakes and shifters, FAS cranks and a SRAM 10 speed cassette. Other parts are of the quality one would expect at this price.

The “DS” and “Neko” model lines purport to be versatile and all the bike you need if you can only have one. These designs and set-ups are reminiscent of the “hybrid” bikes from the 1990s when road and mountain bike features were merged to provide some of both. The result often turned out to be the lesser of both worlds; but with new materials and designs, Trek – using the Fisher philosophy of just getting people riding – may have learned from the past.

Trek offers nine models in its Dual Sport line. There are six “DS” models beginning with the DS 8.1 and going up in price and quality from there to the DS 8.6. The entry-level 8.1 retails for $530 and features an aluminum frame, a mix of entry level Shimano components, 700c wheels and V-brakes. The 8.6 is essentially the top of the line with the same frame but substantially upgraded components – a mix of Deore XT drivetrain and shifters and hydraulic disc brakes. Depending on your price point and desires, each model provides a bit more quality for about $200 more per step.

The three models that make up the Neko line range for $560 to about $900 and are basically “women’s versions” of the DS line, but with curved top tubes and different color schemes. All told, the Trek-Fisher “Dual Sport” line has 11 bikes that top out at well under $2,000. Not about performance on the road or on the trails, these are designed to be versatile.

Finally, Trek is meeting the market demand for truly utilitarian bikes with its two Transport models under the Fisher Collection. The Transport, at $1,390, offers an extended rear frame complete with racks, a center kickstand, and features that make cargo carrying and day/night riding safe and convenient. The Transport+ comes in at $2,800 and includes an electric motor rear hub for those times when a little help is needed.

With Trek evolving its product line and altering the Gary Fisher stamp on its products to the current approach of “honoring” his legacy, we may be witnessing the slow vanishing of the purebred Fisher machine. Gone are the days of seeing a Fisher Hoo Kee E Koo or Tassajara cruise along fire roads. The Trek brand is now front and center, with simply a nod to the contribution of Fisher. The imprint the man has made on cycling – particularly mountain biking – is being recognized. Trek will do well by staying true to his passion and innovations.

Published March 14, 2013 by Priceonomics

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Trek Superfly review

Proven and well-natured performer

justin loretz

Trek, or more specifically Gary Fisher, were the first big name to really ‘get’ 29ers. This understanding of the big-wheel phenomenon is clear from their design philosophy. Their bikes look different and ride differently to other 29ers.

• Highs: The Superfly is easy to ride fast and easy to ride slow
• Lows: It needs a bigger front tyre
• Buy if... You want a go-anywhere, do-anything racer with upgrade potential

Trek’s commitment to carbon is one of the longest-standing in the industry. Their Optimum Compaction Low Void (OCLV) monocoques have 20 years of iterative tweaks to offer frames that are stiff, light and blessed with a comfort factor that makes many other bikes feel like church pews.

Gary Fisher’s G2 geometry reduces trail (the distance between a line to the floor through the centreline of the steerer and a line falling vertically to the ground), which Trek use to increase steering stability. Many mountain bikers like this characteristic, as it enhances performance and confidence on steep or loose surfaces. Add in a tapered head tube for a stiffer front end and a wide, strong, press-fit BB90 bottom bracket, and the Superfly frame is ready for your power.

The Shimano transmission and brakes mix eye-catching XT rear and SLX front derailleurs, a non-series triple chainset, SLX brakes and that solid workhorse, a RockShox Reba fork. The rest of the bike is a trip through the Bontrager catalogue, with everything from grips to tyres from the Trek component arm. No one liked the overuse of blue anodising, which cheapens an otherwise tidy bike. We’d like a slightly more aggressive front tyre too.

All of our testers commented upon the Superfly's easy-riding nature. It goes exactly where it’s pointed, exploiting whatever grip the fast-rolling 2.2in Bontrager 29-1 tyres can find. The Trek gets you doing the basics right – climbing in the saddle without having to over reach, carving turns, railing around uphill switchbacks and letting you take liberties on line choice. Not having to jig about in the saddle to bring both wheels into play is refreshing.

This bike has a proven track record for performance, with the same frame being ridden to numerous World Cup podium spots. That the Trek was also popular with less experienced riders speaks volumes – it has a true pedigree not just as a speed machine, but for riding on dirt. There are more glamorous bikes, but few that ride as well as the Superfly.

This article was originally published in What Mountain Bike magazine, available on Apple Newsstand and Zinio .

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