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“Simply put, nothing comes closer to the Fuel EX-e when you paint the picture of the mountain bike experience as a whole.” - Pinkbike

“We’d go as far to say that it’s probably going to be the most significant bike launched this decade.” – Singletrack

“...I was in love with this bike. In fact, I’ve going to declare that this is one of the best mountain bikes - powered or unpowered - I’ve recently ridden.” – Bicycling

“Trek officially unveils the new Madone and it’s nothing we’ve seen before.” - Cyclingnews

“The new design ticks all of the requisite boxes for top-tier road racing machines: Lighter-weight, more aerodynamic, and more integration.” – Bicycling

“The brand new Trek Madone comes with a revolutionary design, but retains the neat and powerful look of its previous iterations.” – Rouleur.cc

Dual Sport+

“SO FUN!” The assist is perfect - I won’t be sweaty when I get to work! - Will, Sonoma County, CA

“SO SMOOTH!" What a light and nimble bike! I love the 1x drivetrain up front and the beautiful frame design. The bike feels solid and is very easy to control. – Colin, Houston, TX

*****(Five Stars) I love everything about it, this bike. Pedals smooth and quiet with no effort. The shifter is easy to user and makes changing gears smooth and seamless. Great bike for the new rider. – Jeff, Greenville, SC

Jack of all trails, master of fun.

Domane SLR & SL

Long live the road ride.

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XR4 tan wall tires

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2023 Trek Domane+ e-road bike review: Ultra-quiet, ultra-stealthy

Flagship model weighs just 12.21 kg, and us-spec bikes get a genuinely useful 45 km/h cutoff from the new tq mid-drive motor..

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Trek has today announced the third generation of its Domane+ e-assist road bike, and it’s quite the change from the one that came before. There’s a new motor from German company TQ, a brand-new carbon fiber frame with more advanced carbon fiber content and construction, more tire clearance, and in general, a sleeker and lighter total package that looks and feels more like a “regular” road bike.

It sounds like quite the complete package on paper, and it mostly is in reality – with some caveats, of course. 

The lightning pace of e-bike motor development 

Trek clearly isn’t shy about switching motor suppliers. Each generation of the Domane+ has used a different brand of motor: Bosch on the first generation one, Fazua on the second iteration, and now TQ on this latest third-generation model. 

Why the switch, you wonder? Because it seems like quite the advancement in a number of key areas.

First and foremost, the TQ HPR-50 motor is legitimately tiny, so much so that in profile, you almost wouldn’t guess at all that the Domane+ is an e-bike. Unlike the previous Bosch and Fazua units, the TQ is hidden completely inside a painted-to-match shroud at the bottom bracket with little on the outside to give anything away. Of course, a closer look reveals clues such as the cooling port on the underside of the cover, but even the battery is fully integrated inside the down tube.

Trek is also touting the HPR-50’s unusually quiet operation, which comes about thanks to a unique interior configuration that does away with the usual array of reduction gears and/or belts, and is claimed to reduce internal friction, too. Trek’s official press materials also make mention of the lower Q-factor as compared to the Fazua unit, but don’t get too excited; it’s only down 2 mm in total, and the 163 mm figure is still about 12 mm wider than what you get with Shimano GRX, or 17 mm wider than most dedicated road cranks. 

Be that as it may, the specs of the TQ HPR-50 motor are impressive. The official maximum power output is 300 W (or 50 Nm of torque), and it’s powered by a 360 Wh Li-ion battery in the down tube that Trek claims is good for “up to” 145 km (90 miles) in Eco mode. An optional range extender battery tucks into a water bottle cage for another 160 Wh, and the system can even run on just the range extender battery alone should you want to fly with your new Domane+ and need to tuck in under typical airline battery size restrictions.

Three levels of e-assist are available, each of which can be customized using the Trek Central smartphone app. Switching between the three assist levels is literally at your fingertips thanks to convenient remote buttons positioned next to the brake lever hoods, while the various mode screens on the high-resolution LCD panel on the top tube are accessed directly on that panel. Among the available screen pages are windows for remaining battery life (expressed numerically as both a percentage and time to empty, and visually with bars), current power output, speed, and distance – and when you’re charging the system, the display even gives you a precise countdown to when the battery is full. 

Frame design implications

The bigger benefit of switching to the TQ HPR-50 motor is arguably how it affects the latest Domane+’s frame design. Trek sought to have this version look as much like a non-powered bike as possible, and aside from some generally inflated proportions, that goal seems to have been met.

The motor’s smaller form factor makes for a more normal-looking bottom bracket area, and although the down tube is notably bulbous given the internally housed battery, the whole frame looks surprisingly proportional. The Q-factor may not have changed much, but the more typical chainline has allowed Trek to switch to a standard 142 mm-wide rear hub in place of the “Road Boost” 148 mm one on the previous-generation Domane+, which is a great move for wheel compatibility.

The 2023 Domane+ marks the first time Trek has used its top-end OCLV 800 carbon fiber content. Combined with the integrated down tube battery – meaning there’s no need for a large hatch – Trek claims to have lopped 450 g from the previous Domane+ chassis. Claimed weight for an unpainted 56 cm frame is around 1,250 g. Adding to that is 1,850 g for the motor, 1,835 g for the 360-Wh battery, plus a few more grams for mounting hardware.

That claimed frame weight includes the latest version of Trek’s IsoSpeed pivoting seat cluster concept. This incarnation isn’t adjustable, but it does use a conventional (albeit proprietary) telescoping carbon fiber seatpost instead of the integrated seatmast of previous IsoSpeed-equipped bikes. 

All in, my 52 cm flagship sample with a SRAM Red eTap AXS wireless electronic 1×12 groupset and Bontrager Aeolus RSL 37V carbon clinchers tips the scales at a comparatively svelte 12.21 kg (26.92 lb).

Save for a 10 mm increase in chainstay length – a consequence of the TQ HPR-50’s motor casing size – frame geometry is the same as the non-powered Domane, down to the millimeter. Stack and reach figures are more upright and relaxed as compared to the Madone or Emonda, but both are still pretty sporty overall, and trail figures in the low-60s across the board are intended to provide fairly nimble handling manners. 

Despite those virtually identical dimensions, the Domane+ is approved for tires up to 40 mm-wide, whereas the non-powered Domane tops out at 35 mm. Keep in mind those are Trek’s official ratings, which account for a minimum of 6 mm of space all around. Actual maximum tire sizes will almost certainly be bigger, though that’ll depend on your comfort level for potential frame rub. 

Either way, adding fenders to the hidden front and rear mounts will drop that maximum tire size by 5 mm. 

Naturally, cabling is fully hidden, although the manner in which Trek has gone about it for the new Domane+ isn’t nearly as maddening as it could have been. Lines are run externally on the handlebar before being routing alongside the underside of (not through) the stem and then into ports in the dedicated upper headset cover. Keeping things visually tidy are a cosmetic cover bolted to the bottom of the stem and profiled headset spacers that are also split for easier bar height adjustment. 

Models, availability, and pricing

Trek will offer the new Domane+ in six different build kits, all using the same frame and motor package. There are only three price points, though, with each one offering a SRAM and Shimano variant. Interestingly, all SRAM-equipped bikes will come with 1×12 drivetrains and 40 mm-wide Bontrager gravel tires, while Shimano bikes are set up with 2×12 drivetrains and more tarmac-oriented 32 mm-wide slicks. As usual for Trek’s premium models, Project One custom builds are available in most models, although whichever way you slice it, the prices are awfully high.

Topping the list is the Domane+ SLR 9 eTap P1 (US$13,000 / AU$n/a / £12,900 / €14,500), built with a SRAM Red eTap AXS 1×12 electronic groupset, 25 mm-wide Bontrager Aeolus RSL 37V carbon clinchers, and 40 mm-wide Bontrager GR1 Team Issue gravel tires. Claimed weight is 12.15 kg (26.79 lb).

Sitting alongside that is the Domane+ SLR 9 P1 (US$13,000 / AU$n/a / £12,500 / €14,000), equipped with a Shimano Dura-Ace Di2 2×12 electronic groupset, 21 mm-wide Bontrager Aeolus RSL 37 carbon clinchers, and 32 mm-wide Bontrager R3 Hard-Case Lite slicks. Claimed weight is 11.75 kg (25.90 lb).

The middle child is the Domane+ SLR 7 eTap P1 (US$10,000 / AU$n/a / £9,750 / €11,000) with a SRAM Force eTap AXS 1×12 electronic groupset, 25 mm-wide Bontrager Aeolus Pro 3V carbon clinchers, and 40 mm-wide Bontrager GR1 Team Issue gravel tires. Claimed weight is 12.50 kg (27.56 lb).

Alternatively, the Domane+ SLR 7 P1 (US$10,000 / AU$n/a / £9,450 / €10,600) comes with a Shimano Ultegra Di2 2×12 electronic groupset and the same wheel-and-tire package. Claimed weight is 12.20 kg (26.90 lb).

There’s also a slightly less expensive non-Project One Domane+ SLR 7 (US$9,500 / AU$14,500 / £8,900 / €10,000).

Looking for the fancy TQ motor on a “budget”? The Domane+ SLR 6 eTap P1 (US$9,000 / AU$n/a / £8,900 / €10,000) is equipped with SRAM’s Rival eTap AXS 1×12 electronic groupset, 25 mm-wide Bontrager Aeolus Pro 3V carbon clinchers, and 40 mm-wide Bontrager GR1 Team Issue gravel tires. Claimed weight is 12.60 kg (27.78 lb).

If you prefer Shimano, there’s the Domane+ SLR 6 P1 (US$9,000 / AU$n/a / £8,890 / €9,600) with the same wheel-and-tire package, but Shimano’s latest 105 Di2 2×12 electronic groupset. Claimed weight is 12.40 kg (27.34 lb).

Finally, there’s the non-P1 Domane+ SLR 6 (US$8,500 / AU$13,000 / £8,340 / €9,000).

All of the new Domane+ models are supposedly available for ordering and/or purchase starting today.

Like an ever-present hand on your back

I should first point out in this review that your own experience on the new Domane+ will vary greatly depending on where you are. In the US, the TQ HPR-50 motor is allowed to operate at full power up to 45 km/h (28 mph). However, the cutoff in Europe is just 25 km/h, while most other countries will be at various points in between. I did this test in the United States, so take my commentary with a grain of salt if you live in a different region. 

It’s also important to remember that there are essentially two major categories these days: so-called full-power ones such as what you normally see from brands like Bosch and Shimano, and lightweight models such as this new Domane+. Full-power ones are usually rated for around 250 W or so of power (and around 85 Nm of torque), but keep in mind that’s a nominal figure. Peak outputs are usually much, much higher – often more than 800 W. 

But like other e-bikes in this “lightweight” category, the output of the TQ HPR-50 motor is far more modest. It’s rated at 300 W, but that’s the most you’ll ever get out of it (give or take a few watts). Likewise, maximum torque is capped at 50 Nm. The benefit of that reduced output is a huge weight advantage for the motor and battery itself, plus everything else on the bike can be made lighter as well.

That all said, while I know opinions are definitely mixed out there with respect to e-road bikes, I’d be lying if I said I didn’t have one heck of a good time testing this thing.

Those full-power e-bikes are undoubtedly fun (so much power!), but the experience can also be so far removed from purely human-powered pedaling that it can almost seem like something other than bike riding. But this Domane+? It’s more like you’ve always got a hand on your back, or the feeling you get when you’re having a really, really (really) good day. 

Trek intends for the Domane+ to feel like a regular road bike, and for the most part, I’m inclined to agree. Power from the TQ motor doesn’t come suddenly like a kick, but more like a building wave. It’s surprisingly subtle, so much so that when you rise out of the saddle to sprint, it almost seems like nothing’s happening – but then you look at your speed and your times, and it’s pretty clear that isn’t the case.

The way that power comes on is interesting, though. It’s not simply a direct proportion of your own output, but a more complex calculation that also takes other factors into account like speed and cadence. From what I can tell, it’s almost like the system has two goals.

One is helping you maintain your speed. For example, when casually cruising at 150 W (and with the highest-power setting selected), there are times the system is putting out 200 W or more. At other times, it’s kicking out almost nothing. But in either case, how much power the system produces depends on how much help it thinks you need, and it does an uncannily good job of figuring that out. 

It’s also pretty impressive when flirting with that 45 km/h cutoff. One of the main drags heading back into town is mostly flat, but with some small rollers and often just enough of a tailwind that you can really build a head of steam. The Domane+ was more than happy to give me a nudge to get me to that magical 45 km/h mark, and then just barely enough power to let me stay just shy of that figure so as to not trigger the cutoff. And when I did cross that line, the cutoff is remarkably gentle, so much so that I kept peeking at the top tube display to see if the system really wasn’t doing anything.  

It’s when climbing that the TQ HPR-50 comes into its own. There, the motor doesn’t seem to just want you to maintain your speed; it wants you to feel like a superhero (at least in full-power mode). Needless to say, the feeling of climbing like that is addictive, but it also highlights the power limitations of the system. Say you’re climbing steady at 200 W and the system is kicking out another 300 W. But if you put down more than that, it’s still topped out at 300 W. Granted, that’s still an awful lot more than I can maintain on my own, but proportionally speaking, it’s more noticeable that the system is cutting power than when you’re hitting the speed limit. 

But it’s still fun.

Unfortunately, there’s another limit to that fun, and Trek’s range claims strike me as a bit ambitious (which isn’t surprising). Granted, range claims are always more than a little fuzzy, and the mountainous terrain of my local stomping grounds certainly has a lot to do with that. One ride in particular covered just 38 km (23.5 miles), but almost 800 m (2,600 ft) of elevation gain – all at maximum power assist (have I mentioned how much fun this bike is?). But when I got back home, the battery capacity was down to a middling 27%. Granted, I could have done that same ride on a lower power setting, but where’s the joy in that?

Here’s where that lightweight vs. full-power thing comes in again. While lightweight models like this Domane+ indeed feel more like non-powered bikes most of the time, there’s no substitute for watt-hours. To put that into perspective, I played around with a Canyon Grail:On gravel e-bike a couple of years ago, which is equipped with a full-power Bosch system and a much bigger battery. One ride I did on that bike covered more than 47 km (29.5 miles) with just shy of 1,200 m (3850 ft) of elevation gain – and there was enough juice left at the end that I almost could have done that ride twice. 

Granted, that bike was more of a bruiser than this Domane+, which does really feel a lot like a good, non-powered road bike in many respects. While it’s fun to blast around in full-power mode, kicking things down a notch or so dramatically extends battery life. There’s some noticeable friction in the TQ motor when pedaling without power at all – more from the bearing seals than parasitic mechanical losses, from what I can tell – but it’s not bad at all, and it certainly pales in comparison to what the motor is putting out.

Aside for the extra weight, the Domane+ genuinely feels pretty normal – certainly enough so that you don’t feel like you have to be in full-power mode all the time. And just as promised, the TQ HPR-50 motor is remarkably quiet so you’re not always audibly reminded what you’re riding, either. There is a whir that grows proportionally louder with pedaling cadence, but even at its loudest, you can barely make it out from the hum of your tires. At higher speeds, it’s drowned out entirely by wind noise. It’s easy to forget about it.

About that speed cutoff

As I mentioned earlier, your experience on an e-road bike will vary greatly depending on where you’re riding it (or perhaps more specifically, where you’ve purchased it). Although I found the Domane+ to be incredibly entertaining, it would have been very different had the motor cut out at 25 km/h as it would in Europe. There, the Domane+ would still be a blast when climbing, or perhaps more as a dedicated light-duty gravel rig with those 40 mm-wide tires. However, I’m not sure how much fun it’d be otherwise (and I know CyclingTips senior tech editor Dave Rome agrees on this one ).

Kudos to Trek and TQ for so thoroughly engineering the motor assist cutoff when you do bump up against that mandated speed limit. Unlike many other e-bikes I’ve ridden, the power drops off gently and seamlessly, rather than feeling so abrupt that you wonder if a wire has suddenly come loose. 

But even then, the 25 km/h cutoff that much of the world would see on this thing also severely cuts into its utility. It’s virtually guaranteed that someone riding a Domane+ wouldn’t be able to enjoy a bunch ride with friends since they’d essentially be dragging an ineffective anchor all the time, and even more gradual climbs would likely be frustrating as the motor continually cuts in and out. It’d still be a boon for longer climbs if you’re ok with taking it a bit slower, and certainly on steeper ones. But aside from that, I’d urge anyone considering their first e-road bike purchase to seriously ponder the effects of that speed limit. 

What about the non-motorized bits?

Handling mostly feels like the regular Domane (and you can expect a review of the new non-powered Domane SLR from me shortly, too), although there are some caveats. I find it interesting that Trek equips the Domane+ models with such a broad spread in tire sizes, as it does affect the steering. I first tried my test bike with the stock 40 mm-wide Bontrager GR1 Team Issue gravel tires, and it was… ok. The steering felt heavy off-center, and the bike wasn’t nearly as eager to initiate turns as I would have expected. But when I switched to 35 mm-wide Schwalbe G-One RS tires, the handling instantly became much more natural, easily diving into turns and flowing through corners as it should. 

Switching tires also highlighted another downside. Although the stock Bontrager gravel tires are quite grippy on hardpack and tarmac, they’re also surprisingly slow-rolling. With those Schwalbes installed, the bike felt much faster and alive (and I’m sure there’s a positive impact on battery range, too). 

Ride quality improved with the tire change, too, but it still couldn’t completely mask the imbalance between the front and rear ends. Trek’s IsoSpeed feature continues to work brilliantly, offering an incredibly smooth and compliant feel that (at least for me) never feels overly bouncing or intrusive. But even with the bigger Bontragers fitted, the front end is dramatically stiffer. Even medium-sized impacts jar your hands, and trying to attack washboard sections of packed dirt is absolutely brutal. My guess is the massively oversized down tube has a lot to do with this, which is something I’ve noticed on other e-bikes with similar proportions. 

There are some other quirks, too.

One of the TQ display screens is supposed to separately show your output and that of the motor. The motor figure seems believable enough, but the display of your output seems dramatically low. Granted, I didn’t verify this with a separate power meter, but I know what 200 W feels like, and when I see 150 W on the display, something seems off.

Aside from the tires, I don’t have much to complain about regarding the spec. The 10-44T cassette and 42T chainring offer plenty of range, and shift quality is very good. The jumps between sprockets are still a little bigger than I’d prefer for group road rides, but it’s fine when out solo. And kudos to TQ for powering the rear derailleur directly by the main system battery. It’s clean and convenient, and one less battery to worry about (although that also means if the system is totally, completely dead, you now can’t shift, either). 

The Bontrager finishing kit is generally excellent. The snub-nosed Verse Pro saddle is comfy, the Aeolus RSL 37V wide-format carbon wheels are fantastic, and kudos to whoever at Trek specified this wonderfully grippy and squishy bar tape. But the handlebar underneath that tape? I’m sure someone likes it, but it’s definitely not my cup of tea. The short reach and deep drop are an odd combo, and I was never able to find a remotely comfortable position for my hands in the drops. Thankfully, Trek’s solution for concealed cabling allows you to use any bar with a 31.8 mm clamp diameter.

Super fun, but keep the limitations in mind

Trek’s move to the TQ motor platform is interesting, if for no other reason than its longstanding relationships with other (and much better established) motor suppliers. However, the company clearly sees advantages in what the TQ HPR-50 provides, and after riding it myself, it’s hard to argue with Trek’s decision: it looks better, it’s quieter, and while TQ’s long-term reliability still needs to be proven, the simpler mechanical layout at least bodes well since there’s less to go wrong in there.

As promised, the Domane+ does feel a lot like a regular road bike in a lot of ways, and it’s undeniably fun to ride. But as I mentioned earlier, the experience will vary greatly with where you’re riding it. Although I found the bike incredibly entertaining, it would have been very different had the motor cut out at 25 km/h as it would in Europe. There, the Domane+ would still be a blast when climbing, but I’m not sure how much fun it’d be otherwise.

Either way, those looking for the more visceral thrills of a full-powered e-road bike won’t be blown away by the TQ motor’s modest specifications, but if you’re after more of a traditional feel with a little bit of a boost – and live in the right country – this seems like a bike well worth considering. 

More information can be found at www.trekbikes.com .

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unreleased canyon road bike\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-gear\/f1-driver-valtteri-bottas-spotted-riding-an-unreleased-canyon-road-bike\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"f1 driver valtteri bottas spotted riding an unreleased canyon road bike\"}}\u0027>\n f1 driver valtteri bottas spotted riding an unreleased canyon road bike\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"\u0027he\u0027s the best i\u0027ve ever raced with\u0027: geraint thomas hails tadej poga\u010dar and his giro d\u0027italia supremacy","url":"https:\/\/velo.outsideonline.com\/road\/road-racing\/giro-ditalia\/geraint-thomas-hails-pogacar-and-his-giro-supremacy\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/giro-ditalia\/geraint-thomas-hails-pogacar-and-his-giro-supremacy\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"\u0027he\u0027s the best i\u0027ve ever raced with\u0027: geraint thomas hails tadej poga\u010dar and his giro d\u0027italia supremacy\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/giro-ditalia\/geraint-thomas-hails-pogacar-and-his-giro-supremacy\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"\u0027he\u0027s the best i\u0027ve ever raced with\u0027: geraint thomas hails tadej poga\u010dar and his giro d\u0027italia supremacy\"}}\u0027>\n \u0027he\u0027s the best i\u0027ve ever raced with\u0027: geraint thomas hails tadej poga\u010dar and his giro d\u0027italia supremacy\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"tadej poga\u010dar obliterates monte grappa strava kom with 900-watt giro d\u0027italia-winning attack","url":"https:\/\/velo.outsideonline.com\/road\/road-racing\/giro-ditalia\/tadej-pogacar-devastates-monte-grappa-strava-kom\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/giro-ditalia\/tadej-pogacar-devastates-monte-grappa-strava-kom\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"tadej poga\u010dar obliterates monte grappa strava kom with 900-watt giro d\u0027italia-winning attack\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/giro-ditalia\/tadej-pogacar-devastates-monte-grappa-strava-kom\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"tadej poga\u010dar obliterates monte grappa strava kom with 900-watt giro d\u0027italia-winning attack\"}}\u0027>\n tadej poga\u010dar obliterates monte grappa strava kom with 900-watt giro d\u0027italia-winning attack\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"tom pidcock went on a 140-mile recovery ride after winning the nov\u00e9 m\u011bsto\u00a0world cup","url":"https:\/\/velo.outsideonline.com\/road\/road-culture\/tom-pidcock-went-on-a-140-mile-recovery-ride-after-winning-the-nove-mesto-world-cup\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-culture\/tom-pidcock-went-on-a-140-mile-recovery-ride-after-winning-the-nove-mesto-world-cup\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"tom pidcock went on a 140-mile recovery ride after winning the nov\u00e9 m\u011bsto\u00a0world cup\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-culture\/tom-pidcock-went-on-a-140-mile-recovery-ride-after-winning-the-nove-mesto-world-cup\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"tom pidcock went on a 140-mile recovery ride after winning the nov\u00e9 m\u011bsto\u00a0world cup\"}}\u0027>\n tom pidcock went on a 140-mile recovery ride after winning the nov\u00e9 m\u011bsto\u00a0world cup\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"review: trek carback bike radar makes big promises","url":"https:\/\/velo.outsideonline.com\/road\/road-gear\/review-trek-carback-bike-radar-makes-big-promises\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-gear\/review-trek-carback-bike-radar-makes-big-promises\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"review: trek carback bike radar makes big promises\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-gear\/review-trek-carback-bike-radar-makes-big-promises\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"review: trek carback bike radar makes big promises\"}}\u0027>\n review: trek carback bike radar makes big promises\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"\u0027they eat like teenagers\u0027: why the giro d\u0027italia peloton gets to skip their greens before mountain stages","url":"https:\/\/velo.outsideonline.com\/road\/road-racing\/giro-ditalia\/why-the-giro-ditalia-peloton-passes-the-greens\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/giro-ditalia\/why-the-giro-ditalia-peloton-passes-the-greens\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"\u0027they eat like teenagers\u0027: why the giro d\u0027italia peloton gets to skip their greens before mountain stages\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/giro-ditalia\/why-the-giro-ditalia-peloton-passes-the-greens\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"\u0027they eat like teenagers\u0027: why the giro d\u0027italia peloton gets to skip their greens before mountain stages\"}}\u0027>\n \u0027they eat like teenagers\u0027: why the giro d\u0027italia peloton gets to skip their greens before mountain stages\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"opinion: 5 reasons why tadej poga\u010dar will win the tour de france","url":"https:\/\/velo.outsideonline.com\/road\/road-racing\/tour-de-france\/opinion-5-reasons-why-tadej-pogacar-will-win-the-tour-de-france\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/tour-de-france\/opinion-5-reasons-why-tadej-pogacar-will-win-the-tour-de-france\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"opinion: 5 reasons why tadej poga\u010dar will win the tour de france\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/tour-de-france\/opinion-5-reasons-why-tadej-pogacar-will-win-the-tour-de-france\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"opinion: 5 reasons why tadej poga\u010dar will win the tour de france\"}}\u0027>\n opinion: 5 reasons why tadej poga\u010dar will win the tour de france\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"\u0027we are paid to win\u0027: uae boss defends tadej poga\u010dar\u0027s giro d\u0027italia onslaught","url":"https:\/\/velo.outsideonline.com\/road\/road-racing\/giro-ditalia\/uae-boss-defends-pogacars-giro-ditalia-onslaught-we-are-paid-to-win-there-are-no-gifts\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/giro-ditalia\/uae-boss-defends-pogacars-giro-ditalia-onslaught-we-are-paid-to-win-there-are-no-gifts\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"\u0027we are paid to win\u0027: uae boss defends tadej poga\u010dar\u0027s giro d\u0027italia onslaught\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/giro-ditalia\/uae-boss-defends-pogacars-giro-ditalia-onslaught-we-are-paid-to-win-there-are-no-gifts\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"\u0027we are paid to win\u0027: uae boss defends tadej poga\u010dar\u0027s giro d\u0027italia onslaught\"}}\u0027>\n \u0027we are paid to win\u0027: uae boss defends tadej poga\u010dar\u0027s giro d\u0027italia onslaught\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"review: the time xpro 12 sl is what you want for climbing","url":"https:\/\/velo.outsideonline.com\/road\/road-gear\/review-the-time-xpro-12-sl-is-what-you-want-for-climbing\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-gear\/review-the-time-xpro-12-sl-is-what-you-want-for-climbing\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"review: the time xpro 12 sl is what you want for climbing\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-gear\/review-the-time-xpro-12-sl-is-what-you-want-for-climbing\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"review: the time xpro 12 sl is what you want for climbing\"}}\u0027>\n review: the time xpro 12 sl is what you want for climbing\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"giro d\u0027italia stage 20: tadej poga\u010dar reigns supreme, secures pink jersey with sledgehammer monte grappa attack","url":"https:\/\/velo.outsideonline.com\/road\/road-racing\/giro-ditalia\/giro-ditalia-stage-20-tadej-pogacar-reigns-supreme-secures-pink-jersey-with-sledgehammer-monte-grappa-attack\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/giro-ditalia\/giro-ditalia-stage-20-tadej-pogacar-reigns-supreme-secures-pink-jersey-with-sledgehammer-monte-grappa-attack\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"giro d\u0027italia stage 20: tadej poga\u010dar reigns supreme, secures pink jersey with sledgehammer monte grappa attack\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/giro-ditalia\/giro-ditalia-stage-20-tadej-pogacar-reigns-supreme-secures-pink-jersey-with-sledgehammer-monte-grappa-attack\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"giro d\u0027italia stage 20: tadej poga\u010dar reigns supreme, secures pink jersey with sledgehammer monte grappa attack\"}}\u0027>\n giro d\u0027italia stage 20: tadej poga\u010dar reigns supreme, secures pink jersey with sledgehammer monte grappa attack\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"bike check: lael wilcox\u0027s around-the-world specialized roubaix","url":"https:\/\/velo.outsideonline.com\/road\/road-gear\/bike-check-lael-wilcoxs-around-the-world-specialized-roubaix\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-gear\/bike-check-lael-wilcoxs-around-the-world-specialized-roubaix\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"bike check: lael wilcox\u0027s around-the-world specialized roubaix\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-gear\/bike-check-lael-wilcoxs-around-the-world-specialized-roubaix\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"bike check: lael wilcox\u0027s around-the-world specialized roubaix\"}}\u0027>\n bike check: lael wilcox\u0027s around-the-world specialized roubaix\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"notebook: poga\u010dar now one of cycling\u0027s greats, but did merckx-like domination make it a boring giro d\u0027italia","url":"https:\/\/velo.outsideonline.com\/road\/road-racing\/notebook-pogacar-now-one-of-cyclings-greats-rating-this-giro-ditalia-and-was-it-boring\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/notebook-pogacar-now-one-of-cyclings-greats-rating-this-giro-ditalia-and-was-it-boring\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"notebook: poga\u010dar now one of cycling\u0027s greats, but did merckx-like domination make it a boring giro d\u0027italia\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/notebook-pogacar-now-one-of-cyclings-greats-rating-this-giro-ditalia-and-was-it-boring\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"notebook: poga\u010dar now one of cycling\u0027s greats, but did merckx-like domination make it a boring giro d\u0027italia\"}}\u0027>\n notebook: poga\u010dar now one of cycling\u0027s greats, but did merckx-like domination make it a boring giro d\u0027italia\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"unbound updates: fat tires are in, aero number plates are out, and drafting is still allowed (for women)","url":"https:\/\/velo.outsideonline.com\/gravel\/gravel-racing\/unbound-gravel-2024-updates\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/gravel\/gravel-racing\/unbound-gravel-2024-updates\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"unbound updates: fat tires are in, aero number plates are out, and drafting is still allowed (for women)\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/gravel\/gravel-racing\/unbound-gravel-2024-updates\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"unbound updates: fat tires are in, aero number plates are out, and drafting is still allowed (for women)\"}}\u0027>\n unbound updates: fat tires are in, aero number plates are out, and drafting is still allowed (for women)\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"another teen mega-talent hits the big time: visma-lease a bike signs 18-year-old through 2027","url":"https:\/\/velo.outsideonline.com\/road\/road-racing\/another-teen-mega-talent-hits-the-big-time-visma-lease-a-bike-signs-18-year-old-through-2027\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/another-teen-mega-talent-hits-the-big-time-visma-lease-a-bike-signs-18-year-old-through-2027\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"another teen mega-talent hits the big time: visma-lease a bike signs 18-year-old through 2027\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/another-teen-mega-talent-hits-the-big-time-visma-lease-a-bike-signs-18-year-old-through-2027\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"another teen mega-talent hits the big time: visma-lease a bike signs 18-year-old through 2027\"}}\u0027>\n another teen mega-talent hits the big time: visma-lease a bike signs 18-year-old through 2027\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"ready to rumble: rogli\u010d, evenepoel back in action in key tour de france test at dauphin\u00e9","url":"https:\/\/velo.outsideonline.com\/road\/road-racing\/roglic-evenepoel-back-in-action-in-key-tour-de-france-test-at-dauphine\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/roglic-evenepoel-back-in-action-in-key-tour-de-france-test-at-dauphine\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"ready to rumble: rogli\u010d, evenepoel back in action in key tour de france test at dauphin\u00e9\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/roglic-evenepoel-back-in-action-in-key-tour-de-france-test-at-dauphine\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"ready to rumble: rogli\u010d, evenepoel back in action in key tour de france test at dauphin\u00e9\"}}\u0027>\n ready to rumble: rogli\u010d, evenepoel back in action in key tour de france test at dauphin\u00e9\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"richard carapaz not selected to defend olympic gold medal","url":"https:\/\/velo.outsideonline.com\/news\/richard-carapaz-not-selected-to-defend-olympic-gold-medal\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/news\/richard-carapaz-not-selected-to-defend-olympic-gold-medal\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"richard carapaz not selected to defend olympic gold medal\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/news\/richard-carapaz-not-selected-to-defend-olympic-gold-medal\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"richard carapaz not selected to defend olympic gold medal\"}}\u0027>\n richard carapaz not selected to defend olympic gold medal\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"poga\u010dar gifts pink jersey in class act after \u0027accidental\u0027 giro d\u0027italia win that leaves rivals in awe","url":"https:\/\/velo.outsideonline.com\/road\/road-racing\/giro-ditalia\/pogacar-gifts-pink-jersey-in-class-act-after-accidental-giro-ditalia-win-that-leaves-rivals-in-awe\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/giro-ditalia\/pogacar-gifts-pink-jersey-in-class-act-after-accidental-giro-ditalia-win-that-leaves-rivals-in-awe\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"poga\u010dar gifts pink jersey in class act after \u0027accidental\u0027 giro d\u0027italia win that leaves rivals in awe\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/giro-ditalia\/pogacar-gifts-pink-jersey-in-class-act-after-accidental-giro-ditalia-win-that-leaves-rivals-in-awe\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"poga\u010dar gifts pink jersey in class act after \u0027accidental\u0027 giro d\u0027italia win that leaves rivals in awe\"}}\u0027>\n poga\u010dar gifts pink jersey in class act after \u0027accidental\u0027 giro d\u0027italia win that leaves rivals in awe\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"3-time tour de france stage winner matej mohori\u010d is racing unbound gravel","url":"https:\/\/velo.outsideonline.com\/gravel\/gravel-racing\/3-time-tour-de-france-stage-winner-matej-mohoric-is-racing-unbound-gravel\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/gravel\/gravel-racing\/3-time-tour-de-france-stage-winner-matej-mohoric-is-racing-unbound-gravel\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"3-time tour de france stage winner matej mohori\u010d is racing unbound gravel\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/gravel\/gravel-racing\/3-time-tour-de-france-stage-winner-matej-mohoric-is-racing-unbound-gravel\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"3-time tour de france stage winner matej mohori\u010d is racing unbound gravel\"}}\u0027>\n 3-time tour de france stage winner matej mohori\u010d is racing unbound gravel\n \n \n \n \n \n\n \n \n \n \n \n\n \n "}]' > >", "name": "footer-menu", "type": "link"}}'>advertise >", "name": "footer-menu", "type": "link"}}'>privacy policy >", "name": "footer-menu", "type": "link"}}'>contact >", "name": "footer-menu", "type": "link"}}'>careers >", "name": "footer-menu", "type": "link"}}'>terms of use >", "name": "footer-menu", "type": "link"}}'>site map >", "name": "footer-menu", "type": "link"}}'>my newsletters manage cookie preferences privacy request healthy living.

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2023 Trek Fuel EXe Review | This brand new lightweight e-MTB is the stealthiest we’ve ever tested

The not-so-minor details.

Trek Fuel EXe 9.9 XX1 AXS

https://www.trekbikes.com

$13,999 USD

- The near-silent motor performance - Solid chassis with excellent weight distribution - Great geometry and all-round handling - Supportive suspension offers exceptional control at speed - Sleek frame is low on e-bulk - The 9.8 model is surprisingly well priced

- Highly damped RockShox suspension isn't the plushest - TQ motor can lag - Not as light as some of its competitors - Rear axle lever makes noise while riding - Crankset Q-Factor is very wide

Mick & Wil review the Trek Fuel EXe

Following two years of development, the Trek Fuel EXe launches as a brand new electric mountain bike for 2023. Aiming to straddle the gap between the Rail (Trek’s full-powered, big travel e-MTB) and the regular Fuel EX, the Fuel EXe is built around a unique, never-before-seen motor that is claimed to be one of the quietest and lightest on the market. Along with its slim battery and carbon frame, the Fuel EXe is purported to weigh around 18kg in its lightest configuration, which is a good 5kg lighter than the Rail. That puts it into direct competition with the Specialized Levo SL and Orbea Rise ; two bikes that have had a significant head start in the lightweight e-MTB category. So what exactly does the new Trek Fuel EXe bring to the party? And how does its new motor perform on the trail? We’ve been testing it for the past few weeks to find out!

Watch our Trek Fuel EXe review here:

Overall it’s a very clean system, and combined with the compact motor and slim downtube, the Fuel EXe does a remarkable job of not looking like an e-MTB.

An overview of the Trek Fuel EXe

Whereas the Rail is based upon the Slash enduro bike, the Trek Fuel EXe is essentially an electrified version of the Fuel EX trail bike. It features 29in wheels, though it gets a touch more travel with a 150mm fork and 140mm of rear wheel travel courtesy of the ABP four-bar suspension platform.

OCLV Mountain carbon fibre has been employed to construct the Fuel EXe frame, while a two-piece alloy rocker link drives the rear shock via a trunnion bearing mount. Unlike the regular Fuel EX, Rail and Slash that feature Trek’s proprietary Thru Shaft damper, the Fuel EXe relies on a conventional rear shock.

The compact TQ motor

Powering the Trek Fuel EXe is a brand new and extremely compact motor that has been developed in collaboration with Bavarian company TQ.

TQ has previously been known for producing the 120Nm monster motor found within the Haibike Flyon. Taking the same patented Harmonic Pin-Ring (HPR) mechanism, those clever Germans have shrunken it right down to create what it believes is the lightest and smallest e-MTB motor on the market.

Comprised of just two moving parts, the HPR drive unit doesn’t require a belt or additional cogs, and it spins at an RPM that is three times lower than a conventional motor. Thanks to its simplified construction, the HPR design is claimed to result in fewer operating frequencies, reducing not only the overall decibels produced by the motor, but also lowering the ‘tonality’ (read: annoyance) of the sound.

Despite its compact form, the German-manufactured HPR50 motor delivers a healthy 50Nm of torque and a peak power output of 300W. TQ claims this motor has the highest torque density on the market, while offering seamless power delivery with virtually no lag.

It’s bloody light too

According to TQ, the HPR50 motor weighs just 1.85kg. That’s lighter than Specialized’s SL 1.1 motor (1.95kg), Fazua’s Ride 60 motor (2.3kg), Shimano’s EP8 (2.6kg) and Bosch’s Performance CX (2.79kg).

To make the most of its weight advantage, the HPR50 motor is paired to a modest 360Wh battery. This is claimed to weigh 1.83kg, which is notably lighter than the 360Wh battery used in the Orbea Rise (2.2kg), and about the same weight as the Specialized Levo SL’s smaller 320Wh battery (1.8kg). The compact battery allows the downtube to be made much slimmer, which results in further weight savings.

Putting the motor and battery together, here’s how the total system weight compares between the new Fuel EXe and its two main competitors;

• Trek Fuel EXe (50Nm motor & 360Wh battery) – 3.68kg 
• Specialized Levo SL (35Nm motor & 320Wh battery) – 3.75kg
• Orbea Rise (60Nm motor & 360Wh battery) – 4.8kg

Unlike the Levo SL and the Rise, the Fuel EXe’s battery can be easily removed from the frame without having to drop out the motor. This means you can charge it in the bike, or separately if you don’t have a power point in your shed. Trek claims you can fully charge the battery in just two hours with a fast charger.

Trek will also be offering a 160Wh Range Extender battery that customers can purchase separately for $1,199 AUD. Boosting range by a claimed 40%, the piggyback battery is designed to fit into a standard water bottle cage with the addition of a built-in retention strap for security. Unfortunately the Range Extender battery won’t be available in Australia until late 2022 however.

Tidy, integrated display

Just like the Specialized Levo and Rocky Mountain Altitude Powerplay , the Trek Fuel EXe features a display that’s integrated directly into the top tube. This 2in O-LED screen forms the control hub for the bike, with a single button that turns the system on and off. This same button is then used to cycle through four pages that display key metrics including battery status, riding speed, average speed, rider power, motor power, and estimated range. Because of its integrated display, the Fuel EXe doesn’t have room for the Knock Block steering limiter, and so omits it entirely.

A discreet two button controller sits next to the left-hand grip, allowing you to toggle between the Eco, Mid and High assist settings. Holding the top button also engages the Walk mode, which delivers power to the rear wheel when you’re off the bike and pushing uphill.

Bluetooth and ANT+ capability allows the TQ system to pair with your GPS head unit and mobile phone. Further functions can be unlocked via the Trek Central app, which offers navigation and integration with third party apps. You can use the app to tune the motor’s assistance levels, and it’ll also provide you with tyre and suspension pressure recommendations if you’re using a TireWiz and AirWiz.

Geometry & mullet capability

Without a bulky motor getting in the way, there are few compromises forced upon the suspension layout and geometry of the Trek Fuel EXe. For example, the chainstay length sits at an impressive 440mm, which is quite short given the 29in rear wheel and 2.5in tyre clearance. Trek has also chosen to stick with conventional Boost hub spacing and a 55mm chainline, so there’s nothing funky in terms of standards.

With the Mino Link flip chip set in the Low position, the Fuel EXe features a 64.7° head angle, a 76.7° seat angle and a 38.5mm BB drop. In the High position those angles steepen by 0.5° and the BB lifts by almost 7mm.

In that same High setting, Trek also states that the Fuel EXe can be run as a mullet with a 27.5in rear wheel. This will affect the motor’s output and 25km/h cutoff point however, as there’s currently no way for users to adjust the rear wheel circumference in the TQ system.

Trek Fuel EXe price & specs

Globally, there will be six Trek Fuel EXe models offered for 2023. Only three of those models will be available in Australia, with prices starting at $9,499 AUD for the Fuel EXe 9.5, and maxing out at $12,999 AUD for the Fuel EXe 9.8 XT.

All Fuel EXe models make use of the same TQ-HPR50 motor, 360Wh battery and OCLV carbon frame. There will be no alloy models for the foreseeable future.

The bike we’ve been testing is the top-end Fuel EXe 9.9 XX1 AXS, which in the States will come with a staggering retail price of $13,999 USD (that’s approximately $20,000 AUD!). It features RockShox Ultimate-level suspension, Bontrager Line Pro carbon wheels, a one-piece RSL carbon bar and stem, a SRAM XX1 AXS drivetrain, Code RSC brakes and a Reverb AXS dropper post. While this model won’t be available in Australia, aside from the wireless bits the spec isn’t drastically different from the 9.8 XT. As usual though, our review won’t be focussing a whole lot on the individual components, but rather the important stuff that’s shared throughout the range; the frame, handling, suspension and drive system.

2023 Trek Fuel EXe 9.8 XT

• Frame | OCLV Mountain Carbon Fibre, ABP Suspension Design, 140mm Travel
• Fork | RockShox Lyrik Select+, Charger 3 Damper, 44mm Offset, 150mm Travel
• Shock | RockShox Super Deluxe Select+, RT Damper, 205x60mm
• Drive Unit | TQ-HPR50, 50Nm Peak Torque
• Battery | TQ 360Wh
• Wheels | Bontrager Line Elite 30, OCLV Carbon Rims, 29mm Inner Width
• Tyres | Bontrager SE5 Team Issue 2.5in Front & Rear
• Drivetrain | Shimano XT 1×12 w/e*thirteen E*spec Race Carbon 34T Crankset & 10-51T Cassette
• Brakes | Shimano XT 4-Piston
• Bar |  Bontrager RSL Integrated, OCLV Carbon, 27.5mm Rise, 820mm Width
• Stem | Bontrager RSL Integrated, OCLV Carbon, 45mm Length
• Seatpost | Bontrager Line Elite, 34.9mm Diameter, Travel: 100mm (S), 150mm (M), 170mm (L), 200mm (XL)
• Saddle | Bontrager Arvada, Austentite Rails
• Claimed Weight | 18.1kg
• RRP | $12,999 AUD

2023 Trek Fuel EXe 9.7

• Fork | Fox Rhythm 36, GRIP Damper, 44mm Offset, 150mm Travel
• Shock | Fox Float X, Performance Series, 2-Position Damper, 205x60mm
• Wheels | Bontrager Line Comp 30, Alloy Rims, 29mm Inner Width
• Tyres | Bontrager XR5 Team Issue 2.5in Front & Rear
• Drivetrain | Shimano SLX 1×12 w/e*thirteen E*spec Race Alloy 34T Crankset & 10-51T Cassette
• Brakes | Shimano Deore 4-Piston
• Bar | Bontrager Line, Alloy, 27.5mm Rise, 780mm Width
• Stem | Bontrager Elite, 45mm Length
• Seatpost | TranzX Dropper, 34.9mm Diameter, Travel: 100mm (S), 150mm (M), 170mm (L-XL)
• Claimed Weight | 19.05kg
• RRP | $10,999 AUD

2023 Trek Fuel EXe 9.5

• Fork | RockShox 35 Gold RL, Motion Control Damper, 44mm Offset, 150mm Travel
• Shock | RockShox Deluxe Select+, RT Damper, 205x60mm
• Wheels | Bontrager Sealed Bearing Hubs & Alex MD35 Alloy Rims, 34mm Inner Width
• Drivetrain | Shimano Deore 1×12 w/e*thirteen E*spec Plus 34T Crankset & 10-51T Cassette
• Brakes | Shimano MT420 4-Piston
• Bar | Bontrager Rhythm Comp, Alloy, 15mm Rise, 750mm Width
• Stem | Bontrager Alloy, 50mm Length
• Claimed Weight | 19.93kg
• RRP | $9,499 AUD

Noise isn’t everything, but geez it’s nice when you’re on a quiet bike. And in this regard, the Fuel EXe sets a whole new benchmark that we expect other brands will attempt to follow over the coming few years.

Trek Fuel EXe sizing & fit

Deviating from the regular Fuel EX, which comes in six sizes, the Trek Fuel EXe will only be available in four. To suit our 175-178cm testers we chose the Medium, which features a 452mm reach.

We had few complaints with sizing, though the stock handlebars are comically wide at 820mm. Those were promptly chopped down to a more conventional 780mm width, which proved to be a better fit with the 45mm ‘virtual’ stem length.

While the big diameter seat tube is nice and short, the 150mm dropper post limited our freedom of movement when riding down steep descents and along jump trails. We’d prefer to see a 170-180mm dropper on a bike that’s as capable as this.

Otherwise the Fuel EXe cockpit is a comfortable place to be thanks to the agreeable Bontrager saddle and lock-on grips. The seat tube angle isn’t too steep, with neutral weight distribution that doesn’t put a load of pressure on your hands. There’s plenty of adjustability thanks to the long saddle rails for those who do want to shunt it forward for a more aggressive climbing position.

Where the Fuel EXe definitely feels like an e-MTB is in its Q-Factor. Although the TQ-HPR50 motor is very compact, the fat e*13 carbon crank arms see the pedalling width blow out considerably. We measured the Q-Factor at 195mm, which is wider than any other e-MTB we’ve tested, and around 20mm wider than a regular mountain bike. Many riders will be unfazed by the difference, and indeed the wider stance can improve your overall stability on the bike. However, flat pedal riders will need to be wary when riding through deep ruts, and those with sensitive knees may simply find the Q-Factor to be too wide for comfort.

Suspension setup

The rear shock on the Trek Fuel EXe is designed to be run with 30% sag, a process that’s made easy thanks to the anodised gradients on the RockShox Super Deluxe.

Jose Gonzalez of Trek’s Suspension Lab explained to us that the Fuel EXe does have a slightly lower leverage rate compared to the regular Fuel EX, and the rear shock has been valved with a medium compression tune. The aim here is to provide more support to handle the additional weight of the battery and motor. Because of the greater damping forces generated by the shock, we trended towards having the compression adjusters backed off from the neutral setting. High-speed was set at minus two clicks (fully open) and the low-speed dial was set at minus one click. Rebound was set a couple of clicks faster than halfway to suit our 68-75kg testers.

Up front is the new 2023 RockShox Lyrik that features the new DebonAir+ spring and Charger 3 damper. RockShox recommends an extra 10psi for this fork when it’s fitted to an e-MTB, but we found this pressure to be too high when paired with the highly supportive Charger 3 damper. We ended up running 10psi less than recommended on the chart, set the rebound on the faster side, ran the high-speed compression at minus one click, and set the low-speed adjuster a few clicks lighter than neutral.

Trek Fuel EXe weight

Confirmed weight for our Trek Fuel EXe XX1 AXS test bike is 18.6kg, weighed without pedals and with the tyres set up tubeless.

That’s an impressive weight for a full suspension e-MTB, especially when you factor in the aggressive Bontrager tyres, powerful brakes and piggyback shock. Still, it’s not quite as light as some of its competitors;

• Specialized Levo SL Expert – 17.84kg
• Orbea Rise M10 – 18.38kg
• Trek Fuel EXe XX1 AXS – 18.6kg
• Specialized Kenevo SL Expert – 19.12kg

When you consider that the Fuel EXe is the only bike in that list with carbon wheels and crank arms, as well as a one-piece cockpit, its weight becomes a little less impressive. Given that the Fuel EXe supposedly has the lightest drive system out of the lot, we suspect some of the additional weight is found in the frame itself. That’s no bad thing, especially if it equates to having a stiffer and more robust chassis.

What does the Trek Fuel EXe do well?

When riding the Trek Fuel EXe the first thing you notice, or more accurately don’t notice, is just how quiet the TQ-HPR50 motor is. No doubt about it, this is easily the quietest e-MTB we’ve ever ridden.

The overall decibel output is low, and the motor’s pitch is significantly less prominent than other motors we’ve ridden. Rather than droning or whining, the TQ-HPR50 motor emits a more discreet sound that’s a bit like a gentle breeze whistling through the trees. Furthermore, there’s no annoying clacking noise on the descents like you’ll find with the latest Shimano and Bosch drive units. The TQ motor does feature an integrated freewheel that allows the drive wheel to disengage from the cranks to minimise drag, but despite this we couldn’t detect any obvious noise when descending on rocky trails.

Indeed the motor and chassis are well damped, with very little vibration or rattling present. While riding back-to-back with our Canyon Spectral:ON test bike, which features a cavernous downtube and a Shimano EP8 motor, the difference in trail noise was stark. Noise isn’t everything, but geez it’s nice when you’re on a quiet bike. And in this regard, the Fuel EXe sets a whole new benchmark that we expect other brands will attempt to follow over the coming few years.

Initially the muted motor gave the illusion of providing us with less assistance. This is because the power delivery is less obvious than a louder, whinier motor. However, a glance at our average riding speeds had us soon correcting that illusion.

Of course there’s not as much punch compared to the bigger 85-90Nm motors on the market, which is to be expected. During our standardised range test (more on that below), climbing speeds aboard the Fuel EXe hovered around 14km/h, compared to 18km/h on an EP8-equipped bike. This means you’ll be working harder on the Fuel EXe if all your pals are riding on full-powered e-MTBs.

Still, if you only ever ride singletrack aboard your e-MTB in the Eco or Trail assist settings, the TQ motor is likely to meet your needs. This will especially be the case for lighter and fitter riders, who will find the 50Nm output to be just about perfect for trail riding.

Well-damped suspension & no-fuss handling

It isn’t just the motor that’s quiet either, with the Trek Fuel EXe delivering a nicely damped ride quality that’s complemented by the distinct lack of any slurping noises from the fork’s new Charger 3 damper.

The carbon chassis feels stout and reliable, with no hint of twisting or excessive flex under load. It somehow manages to achieve this sensation without feeling harsh or pingy, and instead offers an accommodating platform that allows you to push it quite hard without fear of being punished for less calculated line choices.

The top-notch suspension plays into this beautifully when you’re smashing down rowdy descents. The Lyrik’s mid-stroke is particularly good, offering a heap of support with plenty of big hit damping control that encourages you to let off the brakes when gravity takes over.

While the suspension is good, it’s worth acknowledging that the Fuel EXe is not as plush as the Rail. Along with its lower overall weight, it can’t monster-truck down wide-open terrain like the Rail can.

The Fuel EXe takes the upper hand as the trail gets squigglier though, with less exaggeration required from your handling inputs. The smaller and shorter battery puts less weight up towards the head tube, helping to centralise and lower the bike’s centre of mass. Combined with the stout frame, there’s very little understeer present with the Fuel EXe. Compared to bigger and heavier e-MTBs, it never feels like it’s trying to push wide or ride away from you.

The excellent handling and weight distribution makes the Fuel EXe an easier bike to ride for less experienced riders. For more advanced pilots, the Fuel EXe delivers a thoroughly involving ride quality. Yes it’s still an 18kg bike, but it’s far more playful than the heavier Rail, with the shorter chainstays helping to encourage front wheel popping shenanigans.

It dips into corners without requiring constant persuasion, and it takes to the air well too, maintaining a steady trajectory without making you feel like you’re an unwilling passenger. There’s a heap of support from the suspension for soaking up ill-timed landings when things do go awry, with the shock’s Hydraulic Bottom Out ramping up the travel in the final 20% of the stroke. While the O-ring indicated we’d used full travel on many occasions, not once were we able to detect it while riding.

What does it struggle with?

Though the progressive RockShox suspension on the Trek Fuel EXe offers bucketloads of high-speed control, it does feel quite aggressively damped on smaller chatter. This is more so the case with the new Lyrik, which hasn’t amazed us with its small-bump compliance, transmitting more feedback through to our hands.

The fork on our test bike has improved noticeably over the first dozen rides as the seals and bushings have bedded in, and there’s no denying the incredible support and control that the Charger 3 damper brings. However, the Fuel EXe hasn’t exactly delivered a cloud-like ride quality, certainly not compared to the floaty Spectral:ON we’ve been testing alongside it. For this reason, we’d be curious to try out the Fuel EXe 9.7 to see whether its Fox suspension package brings about a more supple ride.

We’ll point out that heavier and more aggressive riders may not encounter the same experience as us. And it has to be said that the damping support does make the Fuel EXe a highly responsive and rewarding bike to ride. Still, those eager for the cushiest ride on the chunkiest of terrain will likely be better served by the Rail.

Overall we’ve been impressed by the usable and natural-feeling support from the TQ-HPR50 motor. It doesn’t spike or surge, offering a nicely progressive power band that makes it predictable and easy to modulate on tricky climbs. The 25km/h cutoff point is about as seamless it gets, and because the motor is so quiet, it’s difficult to tell when the motor has disengaged from the cranks.

It took us a few rides to get used to though, as it can occasionally lag before the power starts to come on. Spinning a lower gear at a slightly higher cadence seems to be its preferred input, though we’ve not found it to be as adept at responding to rapid changes in RPM compared to some other e-MTB motors.

There are options to tune the TQ motor via the Trek Central app, which allows you to tweak the pedal response, assist factor and the maximum power of each of the three settings. Unfortunately the app hasn’t been available prior to the Fuel EXe’s public launch, so we’re yet to play around with those tuning options. We’ll be exploring more of that functionality over the coming weeks of riding.

What range can you get with the Trek Fuel EXe?

Depending on the terrain, most of our rides on the Trek Fuel EXe have typically racked up 1,000-1,300m of elevation gain over a distance of 30-38km. We’ve mostly utilised the Mid power setting, which strikes a nice balance for general trail riding.

It’s been mighty helpful having the battery status displayed as a percentage, and the remaining ride time and range estimations have proven to be surprisingly accurate. When you do get down to the final 10% on the battery, the motor’s power output automatically lowers a few notches to help conserve what’s left. It doesn’t totally limp home though, retaining a usable level of support all the way down to 0%. When you have finally cooked the goose, the lack of drag through the TQ motor means it’s not an awful experience to ride the Fuel EXe on human power alone.

To see how the Fuel EXe’s efficiency compares directly to some of the other e-MTBs we’ve reviewed, we subjected it to our standardised range test. This involves the same rider pedalling up a road climb with a 10% average grade, with the motor set to its most powerful setting, before bombing back down a singletrack descent. The idea is to see how much elevation, and how many laps each bike can rack up on a single charge, while keeping the variables as constant as possible.

Here’s how the Fuel EXe faired in our range test;

• Norco Sight VLT (Shimano EP8, 900Wh Battery) – 2,478m climbing (12.8 runs)
• Rocky Mountain Altitude Powerplay (Dyname 4.0, 720Wh Battery) – 2,108m climbing (10.9 runs)
• Cube Stereo Hybrid 160 (Bosch Gen 4, 625Wh Battery) – 1,800m climbing (9.3 runs)
• Canyon Spectral:ON (Shimano EP8, 630Wh Battery) – 1,570m climbing (8 runs)
• Orbea Rise (Shimano EP8-RS, 360Wh Battery) – 1,388m climbing (7.2 runs)
• Specialized Levo SL (SL 1.1, 320Wh Battery) – 1,377m climbing (7.1 runs)
• Trek Fuel EXe (TQ-HPR50, 360Wh Battery) – 1,312m climbing (6.8 runs)
• Specialized Kenevo SL (SL 1.1, 320Wh Battery) – 1,053m climbing (5.5 runs)

As you can tell by those figures, the Fuel EXe managed to achieve considerably more range than the Kenevo SL, and not just because it has a larger capacity battery. The Fuel EXe is also lighter, comes fitted with faster-rolling tyres and features a more efficient suspension platform.

It didn’t get quite as much as the Levo SL however, and there are reasons for that. The 35Nm output of the Levo SL’s motor is naturally less demanding in terms of its fuel requirements, since it delivers a slower average riding speed. This makes the Fuel EXe a noticeably quicker bike on the climbs, which isn’t accounted for in our range test data.

Given the Orbea Rise has the same capacity battery as the Fuel EXe and a more powerful motor on paper, how did it achieve more range? The simple explanation is the tyres. The Rise M10 we tested was fitted with a lighter and much faster rolling Maxxis Dissector and Rekon tyre combo, which likely accounts for the difference.

Of course it’d be possible to get more range out of the Fuel EXe by fitting lower profile tyres, and you can also utilise the lower assist settings to reduce power consumption. Once the Range Extender batteries are available, Fuel EXe owners will have the opportunity to boost range by up to 40%, which will see it get closer to some of those bigger capacity e-MTBs.

Component highs & lows

As mentioned earlier, we won’t be dwelling on the components of our Trek Fuel EXe 9.9 XX1 AXS test bike. And truth be told, there’s not a lot to be said about the ultra high-end build kit that we haven’t discussed before.

We’ve largely ignored the TireWiz and AirWiz gizmos to begin with, partly because we’ve been experimenting with tyre and suspension setup. However, we’ll be delving more into their functionality now that we have access to the Trek Central app that pairs with the sensors to provide live readings and recommendations.

It is worth touching on the new Bontrager SE5 tyres, which are spec’d on each Fuel EXe model. These 2.5in wide tyres feature a Minion DHR II-inspired tread pattern and a dual compound mix that combines a firmer 61a rubber in the centre tread, and softer 50a rubber for the cornering blocks. They’re built upon the Core Strength casing, which combines sidewall protection with a sub-tread reinforcement for puncture protection. The result is a solid, durable and well-damped tyre that isn’t overly stiff on the trail, while also feeling predictable across a broad range of surfaces. They’re decent all-rounders, though they aren’t as tacky as a Maxxis 3C compound or a Specialized T9 tyre. If this were our bike, we’d likely be fitting something softer up front for a little more bite.

There have been some mild annoyances on our test bike, like the rattling thru-axle lever at the rear dropout. Thankfully this lever can be removed, though you do lose its handy 6mm hex key. That didn’t matter too much as the fork’s steerer tube comes loaded with a Bontrager BITS multi-tool inside. The tool can be a bit tricky to remove, and we also found the bits have a habit of coming loose, allowing them to rattle around inside the steerer. Once tightened up, the Fuel EXe returned to its blissfully silent state.

We love how the TQ display sits flush with the top tube, though it’d be nice to see a clock offered on one of the data screens. The option to display cadence would also be useful, especially while getting accustomed to the TQ motor’s output. The controller offers a nice tactile platform with an audible, yet discreet ‘beep’ whenever you switch assist levels. However, accessing the Walk mode requires you to constantly press down the top button with your thumb, which is awkward when you’re holding onto the bars and pushing the bike up a steep and slippery incline.

Otherwise all the electrics on the Fuel EXe have proven to be totally functional. Being able to easily remove the battery will be a welcome feature for anyone who needs to charge it separately to where the bike is stored, and we like that the main charge port is located high up on the downtube where it’s protected by a thick rubber plug. Internally there’s also an automatic lock built into the main battery’s connector, basically eliminating any chance of the cable coming loose while bouncing down the trail. Sure they’re only small details, but they’re also clear signs of a well-considered design.

Trek Fuel EXe vs Specialized Levo SL vs Orbea Rise

Over the past year we’ve spent a load of time aboard two of the Trek Fuel EXe’s main rivals; the Specialized Levo SL and Orbea Rise. So how do these bikes compare?

Specialized Levo SL

Specialized launched the Levo SL at the start of 2020, which shows just how far behind Trek and most other brands have been. No, the Levo SL wasn’t the first lightweight e-MTB to hit the market, but it is the bike that has legitimised the category.

The Levo SL is built around the SL 1.1 motor, which you’ll also find in the Kenevo SL and the Creo e-Road bike. This motor dishes out 35Nm of peak torque, making it considerably less powerful compared to the TQ motor in the Fuel EXe. It’s also much noisier, emitting an annoyingly whiny pitch that takes a while for the rider to tune out. However, the SL 1.1 motor does offer more intuitive power delivery, and it’s also better at handling high-cadence pedalling spurts.

In terms of ride quality, the Levo SL delivers noticeably plusher and more active suspension performance, which makes it a comfortable bike to pedal over choppy terrain. It does have 10mm more travel at the rear, though the suspension kinematic and shock tune also feels lighter compared to the Fuel EXe. We have found it easier to bottom out the Levo SL, and the sensation is harsh with the Float DPX2 shock.

The Levo SL’s handling is nice and lively, though the front-end steering is a little light with the 51mm fork offset, resulting in some twitchiness at speed. In comparison the Fuel EXe feels better balanced across a range of riding speeds thanks to its solid chassis and well-damped suspension. It’s no doubt the more modern bike of the two, making the two year-old Levo SL feel a little outdated.

It also has to be said that the Fuel EXe kills it on value compared to the Levo SL. The Levo SL Expert we tested features a Fox 36 GRIP2 fork and Float DPX2 shock, alloy Roval wheels, a SRAM GX/X01 drivetrain and Code RS brakes. In comparison, the Fuel EXe 9.8 XT gets a similar level of suspension albeit with a Shimano XT groupset, carbon wheels, carbon cranks and a one-piece carbon cockpit. Despite featuring a higher-end spec, the Fuel EXe sells for $2,100 AUD less , making for a far more appealing package.

The Orbea Rise arrived not long after the Levo SL at the tail-end of 2020, though it took a slightly different tact by taking an off-the-shelf Shimano EP8 motor and de-tuning it to reduce the peak torque output to 60Nm. Orbea also developed its own ‘RS’ firmware for the Japanese motor, which aimed to provide a more natural feel to the power delivery while improving efficiency. This was then paired to a smaller 360Wh battery and a gorgeously svelte carbon frame to deliver complete bike weights from as low as 16.2kg.

The more sensibly-spec’d Rise M10 we tested came in at 18.38kg, though it was fitted with lightweight Maxxis tyres that felt somewhat out of place. With more appropriate rubber, the Rise would likely come in at a similar weight to the Fuel EXe.

While value for money from Orbea is better than Specialized, it’s still not as impressive as the Fuel EXe. The Rise M10 comes with blingy Factory Series Fox suspension, a Shimano SLX/XT drivetrain and alloy Race Face wheels, but sells for two grand more than the Fuel EXe 9.8 XT.

On the trail the Rise is a closer match to the Fuel EXe. The geometry is pretty similar, though the Rise chassis doesn’t feel quite as stout when being pushed hard. This also comes down to the steeper head angle (65.5° vs 64.7°), and it’s also due to the suspension, which is marginally more sensitive off-the-top. It delivers terrific traction and a comfortable ride quality, though it’s not as supportive as the Fuel EXe.

Speaking of suspension, we wouldn’t be opposed to seeing both the Rise and Fuel EXe equipped with 150mm of rear travel like the Levo SL. Sure these are lightweight e-MTBs, but travel is travel, and we’re still talking about 18+kg bikes that are capable of going very fast on rough terrain. That said, any increase might see them encroaching too far into the territory of their bigger travel, full-powered siblings (the Wild FS and Rail).

We found there to be terrific power on tap from the Rise’ EP8-RS motor, and the E-Tube app allows you to tweak the acceleration response and assistance character of each setting, depending on how you want the power to come on. The stock tune works mighty well though, with the Rise being an efficient performer that feels natural and intuitive on the trail, with just a fraction more punch available for scaling crux features on a technical climb.

As mentioned earlier, the Shimano EP8 drive unit is much noisier than the Fuel EXe’s TQ motor, which is basically silent in comparison – both on the climbs and on the descents. We also prefer the clean integration of the TQ system, with its bright and easy-to-read top tube display. The standard display on the Rise is a rather austere junction box that features a couple of tiny LEDs. You can upgrade this to the Shimano EM800 display for an additional fee, though it comes with additional wires that add clutter to the cockpit. It’s plenty functional, just not as tidy as the Fuel EXe.

Flow’s Verdict

The Trek Fuel EXe is a terrific example of just how far e-MTB technology has come. Not only is it a fantastic looking bike that’s low on bulk, it also manages to deliver a load of performance out of an impressively lightweight package.

The unique TQ motor is stunningly quiet, and for many riders its 50Nm output will be ideal. Heavier folks and those chasing maximum power with maximum range will still be better served by the Rail and is full-powered Bosch motor. The Rail also features a plusher ride quality that suits brainless bombing down the roughest descents.

In comparison the Fuel EXe is a more involving bike to ride, and it rewards an active pilot that seeks to work and play with the terrain. It’s responsive and fun to ride on twisty singletrack, with the sort of on-point handling and geometry that we expect we’ll be seeing in the next generation Fuel EX.

While the suspension isn’t buttery smooth over smaller chatter, it does produce a heap of support and incredible control at higher speeds. Along with the stout chassis, the Fuel EXe exhibits a well-damped ride quality that shrugs off the big hits and awkward landings despite not having a tonne of travel.

Indeed for those riders who are looking for that hallowed middle-ground between a regular mountain bike and an e-MTB, the Fuel EXe presents one of the most compelling options to date.

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All-new Trek bikes and gear are here

The best new bikes for your best-ever rides.

This collection of all-new Trek bikes will change the way you experience the road, city, or trail forever. Explore the groundbreaking lineup of all-new 2023 models here, and get ready for a full year of fun!

“Simply put, nothing comes closer to the Fuel EX-e when you paint the picture of the mountain bike experience as a whole.” - Pinkbike

“We’d go as far to say that it’s probably going to be the most significant bike launched this decade.” – Singletrack

“...I was in love with this bike. In fact, I’ve going to declare that this is one of the best mountain bikes - powered or unpowered - I’ve recently ridden.” – Bicycling

“Trek officially unveils the new Madone and it’s nothing we’ve seen before.” - Cyclingnews

“The new design ticks all of the requisite boxes for top-tier road racing machines: Lighter-weight, more aerodynamic, and more integration.” – Bicycling

“The brand new Trek Madone comes with a revolutionary design, but retains the neat and powerful look of its previous iterations.” – Rouleur.cc

Dual Sport+

“SO FUN!” The assist is perfect - I won’t be sweaty when I get to work! - Will, Sonoma County, CA

“SO SMOOTH!" What a light and nimble bike! I love the 1x drivetrain up front and the beautiful frame design. The bike feels solid and is very easy to control. – Colin, Houston, TX

*****(Five Stars) I love everything about it, this bike. Pedals smooth and quiet with no effort. The shifter is easy to user and makes changing gears smooth and seamless. Great bike for the new rider. – Jeff, Greenville, SC

Jack of all trails, master of fun.

Domane SLR & SL

Long live the road ride.

The best all-new gear for your best adventures

From water bottles to wheelsets, adventure bags to all-new apparel, great gear makes great experiences. Whatever your style and whatever you roam, there is something new to inspire every rider in this collection of all-new gear.

Kovee wheels

Say hello to the lightest XC mountain bike wheel we’ve ever made.

Cycling apparel

Explore road, city, and mountain bike apparel made for comfort, style, and performance in our collection of bike shorts, cycling jerseys, and more!

Recycled products

Using recycled materials helps to provide second life to unwanted end of life plastics.

Aeolus saddle

Streamlined for speed, sculpted for comfort.

XR4 tan wall tires

Incredible traction and cornering for loose and rocky trails, wet or dry.

Adventure bags

Fashion and function meet with our huge range of bags built take you wherever you want to go— and get your gear there safely, too.

Water bottles

Stay hydrated on every road, mountain, and city ride with bike water bottles and bottle cages that keep refreshments close at hand.

If you’re riding, you should be all lit up!

What’s all the buzz about? Visit us to see for yourself.

Close up with the new Trek Madone: Mads Pedersen's Tour de France bike

We take a closer look at the Trek-Segafredo rider's steed as the eagerly anticipated Trek Madone 2023 is finally revealed in Copenhagen

Teased as the "ultimate race bike" in the build-up to its release, Trek finally unveiled the new Madone at the Tour de France with several new features.

The most striking aspect of the design is a new IsoFlow seat tube technology that replaces the previous model's IsoSpeed system. The seat tube splits and forks outward to join the seat stays, resulting in an almost diamond-shape hole below the seat which screams out for attention.

So we took a closer look at Trek-Segafredo rider Mads Pedersen 's new bike to get to grips with the new upgrades.

The IsoFlow system not only adds compliance for a smoother ride, says Trek, but also brings gains in aerodynamics and weight-saving.

In fact Trek says the new Madone is 60 seconds per hour faster than the previous generation thanks to its new aero frame alongside a redesigned integrated handlebar and stem. The hoods on the handlebar are 3cm narrower than the drops which Trek says allows for an improved, more aero rider position.

The new Madone will come with Bontrager's Aeolus RSL 51 carbon tubeless-ready wheelset, but Pedersen's bike was fitted with deeper 62mm rims in Copenhagen.

It was also equipped with SRAM's Red eTap AXS 12-speed groupset.

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Ben has been a sports journalist for 16 years, covering everything from park football to the Olympic Games. As well as cycling, his passions include podcasts, tennis and speaking enough Italian to get by on his snowboarding trips to the Dolomites. A DIY rider who is almost as happy in the toolbox as he is in the saddle, he is still trying to emulate the feelings he experienced as a nine-year-old on his first Peugeot racer – he couldn’t fathom the down-tube friction shifters then and he’s still wrestling with groupsets now. When he isn’t making a beeline for the nearest Chiltern hill, he is probably tinkering or teaching his kids how to clean a bike properly. He rides a heavily modified 1980 Peugeot PVN10 Super Competition (steel is real) when the road is smooth and dry, and a BMC Alpenchallenge when it’s not.

• Peter Stuart Editor

Spotted: New Wilier race bike ridden by Lenny Martinez

Why is Unbound Gravel mud so bad, how can racers cope, and can we predict where the worst sections will be in 2024?

'Lorena will be the leader' - Dutch team go all-in for sprinter at Paris Olympics

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The Lidl-Trek era has officially begun

What will change in the Lidl-Trek era? Everything, and nothing

The Lidl-Trek era is here, and a lot is changing at the surface level of the program. There’s a new name, new kit, and a whole new set of ambitions thanks to even greater resources now available to the team. 

The team formally introduced itself Wednesday at a Lidl store in Bilbao, Spain, where the 2023 Tour de France will begin this Saturday. With the biggest race in road cycling as a backdrop, Lidl-Trek signaled its intentions: To win at the highest levels the sport can offer. 

And yet, deep down, not much is changing at all. At the top, Lidl-Trek will still be led by some of the finest minds in cycling, starting with general manager Luca Guercilena. And the team will operate under the same philosophies and values that have already made it a success on the WorldTour. At its core, Lidl-Trek is a team that puts rider development and a family atmosphere first.

The Lidl-Trek men's team showing off the kit for the first time in Bilbao.

The Danish Duo of Mads Pedersen and Mattias Skjelmose rolling up to the event on a Fetch+ 2.

“Over the years, we’ve invested a lot in young riders who are developing at a high level,” Guercilena said. “Loyalty to the team has been fundamental to reaching our potential. That will never change.”

With Lidl as a partner, Lidl-Trek will be able to realize its vision at a scale that the program never could have imagined before. The goal is to be the most successful team in the peloton, no matter where and when they line up.

The team has always prioritized rider development . 2019 World Champion Mads Pedersen, recent Tour de Suisse winner Matthias Skjelmose, and inaugural Tour de France Femmes best young rider Shirin van Anrooij are all examples of the team’s successes. As Lidl-Trek, the road program will double down on its commitment to young riders by creating a development team for the men’s team, and adding Under-23 racers to the women’s team.

Jasper Stuyven speaking on behalf of Lidl-Trek's Tour de France squad.

The new kits are sure to make a splash across France.

“Our foundation will always be investing in riders that fit our mentality while always keeping an eye on young generation,” Guercilena said. “This is why we’re creating a development men’s team and investing even more into young women’s riders.”

The men’s development team will be based in Deinze, Belgium, where the Trek Factory Racing service course is located, and consist of 14 riders competing at the UCI Continental level. Accommodations will be made for the young riders, including an option to stay at an apartment in Girona, Spain, where they can enjoy pristine training roads. The Lidl-Trek women’s team will add five young riders directly to its roster. All of the young riders will take on a carefully-curated schedule of races to help them gradually acclimate to WorldTour racing.

Pop the confetti.

Quinn Simmons in his brand new U.S. National Champion's kit.

The road program has always taken a judicious approach to veteran signings. Free agent riders not only need to fulfill an open role on the squad, but they need to fit culturally, too. Guercilena prizes loyalty. Developing riders in a family atmosphere is another good way to make those riders stick around. 

But Guercilena isn’t blind to the realities of the sport. And the increased financial support with Lidl as a partner will help the team keep its roster intact, while also allowing it to strategically pursue free agent cyclists and increase its firepower wherever and whenever necessary.

“We’re very thankful for the financial support of a great company like Lidl in addition to Trek,” Guercilena said. “Not only can it help us keep our riders, but we will be able to increase the level of the whole team and pursue our biggest goals.”

This next chapter is going to be so much fun.

Winning is great, of course, but it’s even sweeter when you can have fun along the way. Lidl-Trek will embody The Bicycle Company’s “ride bikes, have fun, feel good” ethos right down to its playful new kits and bike schemes. The riders continue to win your heart even when they don’t win on the road. 

The Trek road racing program has always had a unique vision of what it wanted to accomplish, and how. The Lidl-Trek era will take that experiment to a whole new level. Get ready to watch the same ‘ol program like you’ve never seen it before. 

“We are building up an ambitious team with the goal to achieve the highest ranking in the world. No excuses,” Guercilena said. “This will be a big task, and we are all ready for it at Lidl-Trek.”

In this story

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Why young Trek athletes broke out in Nové Město

RACE GALLERY – The Giro, third and final chapter

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BIKE CHECK: the CiclaMILAN bike

• luca guercilena
• Giulio Ciccone
• Alex Kirsch
• Juan Pedro Lopez
• quinn simmons
• Mattias Skjelmose
• Tony Gallopin
• Jasper Stuyven
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BIKE CHECK: Mads Pedersen’s Chroma Ultra-Iridescent P1 Madone

This is a work of art!

The 13 Best Electric Bikes of 2024, Tested and Approved

We’ve tested dozens of electric bikes in every category—commuter, cargo, cruiser, folding, mountain, and city. Here are the ones worth considering in a range of styles and prices.

Gear-obsessed editors choose every product we review. We may earn commission if you buy from a link. How we test gear.

While bicycle prices continue falling—you'll find lots of sales and discounts right now from brands and retailers—there is possible change on the horizon. What may impact the industry in the next few months is action by the Biden administration to increase tariffs on imported goods from China—and that includes electric vehicles.

The reason for the new tariffs is to give American automakers an edge over the Chinese brands. It is uncertain at this time if the tariffs will include e-bikes as well. Inventory that has been in warehouses and bike shops for months won't be affected, but pricing for new e-bikes entering the U.S. could be.

In the meantime, our roundup of the best e-bikes offers helpful reviews so you can find the right option for you. We focused on a range: lower and mid-price options from brands you can purchase directly online, some recommendations for e-bikes available through bike shops, and more expensive models that our bike testers loved.

Brands like Aventon , Ride1Up , and Lectric offer affordable models you can buy online that perform well in our ride testing. If you want to purchase an electric bike in person or test ride before you buy, established players like Specialized and Trek offer many types of e-bikes and have hundreds of dealers nationwide. Additionally, REI has many locations across the country offering its Co-op e-bikes and models from other popular brands.

Check out Bicycling’s 2024 Bike Awards for 13 exceptional, high-performing e-bikes rigorously vetted by our editorial team.

The Best E-Bikes

• Best Overall : Aventon Level.2
• Best Utility: Co-op Cycles Generation e1.1
• Best Fat Tire : Aventon Aventure.2
• Best Fat Tire Commuter : Rad Power RadRover 6 Plus
• Best E-MTB: Aventon Ramblas eMTB

How We Test E-Bikes

Our full electric bike reviews, things to consider when buying an e-bike, how to buy a used e-bike.

Our experienced bike test team evaluates each model included here on its overall quality, safety features, handling, motor, and battery life. We also assess whether the components and features add to the overall quality of the ride. Bicycling editors tested these bikes on local roads, commuting to and from work, using them to stock up on groceries and beer, and running their batteries down to see how long they last on one charge.

Deputy editor Tara Seplavy , the author of this article, also worked in bicycle product development for two decades and led product management for major bike brands. Plus, she commutes to Bicycling's headquarters daily on an e-bike.

While we rode most of the e-bikes in this story, sometimes we can’t get our hands on a great electric bike. In those cases, we rely on the expertise of our test team, interviews with product managers, and rigorous research to compare the bikes’ value and performance against similar models we’ve tested.

Aventon Level.2 Electric Bike

Although we loved the original Level , its update is an improvement in practically every way. A smoother ride than its predecessor, it sports a new torque sensor that evenly distributes power, resulting in a more natural ride feel that’s easier to control and manage. Its update also adds visibility, not just with integrated lights, but a full color, easy-to-read display. The Level.2 isn’t just one of our favorite e-bikes—at its price, comfort level, and premium features, we think it just might be the best.

Our only gripe is with its Zoom Aria suspension fork, which can’t handle bigger bumps, though the lockout feature works well. When it hits these large bumps, the fork's rebound is unpredictable and rapid, and it tends to bottom out. Still, if you need an e-bike for doing just about anything, from commuting to work to zipping around pavement on the weekend, the Aventon Level.2 is our top nomination.

Aventon Aventure.2 Electric Bike

Aventon has been on a roll with its new models and continuous revisions to existing platforms. The brand’s update to its Aventure fat-tire e-bike is no exception. At first glance, there are few significant visual differences between the original Aventure and this second-generation model. However once you ride it, the small changes add up and feel huge.

Compared to the original Aventure, this second gen rides much more smoothly. The new torque sensor allows more control over the acceleration of Aventure’s 750W rear hub motor; lighter-weight testers found the previous model to have too much torque, but the latest Aventure remedied this fault. Additional updates include a new head unit interface, integrated turn signals, a front light, a rear rack, and fenders for keeping clean.

The Aventure.2 is an excellent fat-tire e-bike for commutes, especially on snowy days and gravel pathways. Off-roading, it excels on doubletrack trails, but with this burly bike’s weight and components, it has limited functionality on singletrack and more aggressive mountain trails.

More of the Best Fat-Tire E-Bikes

Aventon Ramblas eMTB

The Aventon Ramblas is a category-defining hardtail e-MTB that impressed us during trail testing. Its trail-forward components include a 1x12 SRAM Eagle drivetrain that can handle most climbs, powerful 4-piston SRAM brakes, a solidly stiff 35mm RockShox fork, a comfy dropper seatpost, and cushy 2.4-inch wide tires. These are unmatched by any other hardtail e-MTB, especially given its price.

"The Ramblas has no true competitors for comparatively priced, trail-ready e-MTBs," says Seplavy. "Every so often a bike comes along that entirely shifts the bicycle market—the Ramblas might do that for mountain biking. And once more bike brands see and ride the Ramblas, I expect several will soon follow Aventon’s lead with sharp-priced, trail-capable hardtail e-MTBs."

Read Full Review

Rad Power Bikes RadRover 6 Plus Electric Bike

Brawny, big, and bold, the RadRover 6 Plus is powerful at its best and sluggish at its worst. With its 750W rear hub, 4-inch-wide tires, and RST spring suspension fork (with 60mm of travel), it’s cushy and stable enough to tackle potholes as well as dirt, rocks, and snow.

Compared to its predecessor, an updated display and solid hydraulic disc brakes make the RadRover 6 Plus a more comfortable and relaxed ride. It also comes in at just over $1,ooo making it reasonably priced.

With its extreme weight of 74 pounds (without a rack), we wouldn’t dare to roll this thing upstairs. If you need a do-it-all bike to help get you to and from work or the grocery store and frequently battle the elements while doing it, or if you have a lot of land you’d like to tear up, the RadRover 6 is your beast. But anyone living in a small space might have trouble handling this steed.

Lectric One eBike

A big reason to consider Lectric’s One, according to Test Editor Dan Chabanov, is Pinion, a German brand that manufactures high-end and fully enclosed gearbox units—sort of like an internally geared hub, he notes, except mounted in the bottom bracket.

Most consumers don’t know about the brand, explains Chabanov, because Pinion products are typically found on very pricey and niche bikes. Having this system on a $2,000 commuter e-bike, he notes, is very exciting, especially since it’s a part usually reserved for bikes triple that price.

Chabanov was impressed with not only the Pinion system’s smoothness and precision, but the hub motor as well. While the improved cadence sensor was better than others he’s used, Chabanov notes it was still very much a cadence sensor. “Like most cadence sensor-equipped bikes, the One feels disconnected from the motor,” he says. “This feeling is from a combination of lag (though very slight in this case) and because the force put into the pedals does not relate to the motor’s output. Both factors result in a slightly unnatural motor response.”

Still, it didn’t take Chabanov long to get used to how the One delivers its motor assist. The One is an ideal option for riders who seek a dependable, low-maintenance, all-weather commuter bike with the bells and whistles of a bike that usually costs much more.

Ride1Up Cafe Cruiser Electric Bike

Sometimes, you just want a classic cruiser to take out on the weekends. And if that casualness is your desired style, the Ride1Up’s Cafe Cruiser is your best bet. Strapped with a built-in rack, front and rear lights, a 750W motor, hydraulic disc brakes, a decent suspension fork, and 3-inch-wide tires, this upright bike is stable enough for newer e-riders, and with an added passenger kit , the little one, too.

Our testing found that the bike had plenty of oomph to climb short hills despite its weight and laidback geometry. But, like several wide-tire bikes, it has some handling issues. It’s capable of speeds up to 28 mph (and 20 mph using the throttle), which is more than enough power to get you where you need to be.

Ride1Up Portola Electric Bike

Ride1Up’s new Portola folding bike packs a lot of punch for how small it is. Folding down to a compact 19- x 29.5- x 33-inch footprint, this bike features a 750W rear hub motor with 65Nm torque, hydraulic disc brakes, a Shimano 8-speed drivetrain, and an integrated rear rack with 130-pound carrying capacity.

For less than $1,000, this is a great deal for bimodal commuters, RVers, vanlifers, or folks living in a small apartment. The standard 10.4Ah battery has a claimed range of 20 to 40 miles. Or bump the range up to 45 miles with an optional 13.4Ah battery for an additional $100.

Specialized Globe Haul ST Electric Bike

If you need to haul it all, go with our 2023 Bike of the Year : Specialized’s Globe Haul ST. With a carrying capacity of a whopping 419 pounds, it’s good for a range of riding tasks, from grabbing groceries to dropping Fido off at doggy daycare.

Specialized designed this bike with the average commuter in mind, motivating riders to swap those short- and medium-distance car trips with a bicycle instead. The result is a well-designed short-tail cargo bike with wide 20- x 3.5-inch tires that can eat bumps while keeping you stable and low to the ground. It’s also a blast to ride.

Our test editor Dan Chabanov says it feels much more like a traditional bike than a souped-up e-cargo, which is to say, it’s actually fun. “If you haven’t ridden an e-cargo bike, you might take this for granted,” he says. “But the reality is that even some of the more compact e-cargo bike options out there often don’t ride like a typical bike, or worse, they simply ride poorly. As a cyclist, one of the Haul ST’s most enamoring traits is how much it rides like a ‘normal’ bike. Well, that and the ability to carry a week’s worth of groceries on it.”

Cannondale Treadwell Neo 2 Electric Bike

We’re fans of the unpowered Treadwell for its clean looks and upright rider position. It’s not quite a hybrid but also not a foot-forward-style cruiser. The line is comprised of unique, practical bikes for city commuting or riding around town.

The Treadwell Neo 2 improves on this by offering electric assistance without a big weight penalty. This makes for a light and zippier riding bike at a low price. A Class 1 rear hub motor moves the Treadwell along smoothly at up to 20 mph with pedal-assisted power. The 7-speed drivetrain and a wide-range cassette help you get up long hills, and the Maxxis 650b tires roll fast on pavement.

Velotric T1

Hybrid bikes combine elements of road bikes (lightweight frame, 700c wheels) and mountain bikes (flat handlebar, wide-range gearing, and sometimes suspension). These bikes offer a compelling combination of traits that can make hybrids the best choice for many riders’ commuting, fitness, or leisure needs.

One of Seplavy’s top choices is Velotric’s T1. Sporty and quick, the bike handles much like some road bikes. Credit that snappy feel, she says, to the T1’s 350W rear hub motor and road bike-like geometry, but also from its weight at 36 pounds.

Velotric packs plenty of tech features into the T1, too. There’s a torque sensor for a smooth and natural pedaling feel and a light-sensing headlamp that turns on when it gets dark. For security, there is a fingerprint lock on the bike plus GPS tracking and theft alert via Velotric‘s app.

Specialized Turbo Vado 4.0 Step-Through Electric Bike

Specialized’s Turbo Vado 4.0 is smart and comfortable, with solid brakes, a terrific fork, a sleek design, and a clean iPhone companion app. We’ve ridden a lot of e-bikes over the years, and the Specialized Turbo models consistently test amongst the best in all categories.

The brand puts a ton of development time into its Turbo series e-bikes by refining the motor tune and carefully selecting parts. This work pays off with best-in-class ride quality. If you have hesitated to try an e-bike because you think it won’t feel like your favorite non-assist bike, try a Specialized Turbo. You’ll quickly become a convert.

Specialized offers the bike at several price levels between $3,250 and $5,500. You can purchase Turbo Vados with traditional or step-through frame styles, derailleur or internal hub drivetrain configurations, and several color offerings.

Bluejay Premier Edition

If you’re looking for a fun bike for summer rides around town or to the beach, Bluejay’s Premier Edition should be on your list. Bluejay combines elements of classic cruisers and townie bikes into a stylish electric bike. We found the bike ideal for trips to the farmers’ market, morning coffee, or weekend brunch, and rides with the kids or friends.

A 350-watt Bafang mid-drive motor (powered by a removable 550Wh battery) is at the heart of the Premier Edition. It uses a torque sensor for smooth pedal response and has a maximum assisted speed of 20mph. Shifting duties are handled by Shimano’s low maintenance 8-speed Alfine internal hub.

Bluejay sells this model in two sizes (small for riders 5-feet-5-inches and under, and large for riders 5-feet-6-inches and taller) and 15 fun and poppy colors (including Luxe Camel, Hot Pink, Citrus Orange).

While the Bluejay is a little pricier than some other e-bike options, it comes fully loaded with front and rear racks, lights, fenders, a bell, and an adjustable stem. The rear rack can accommodate up to 55 pounds of cargo and is compatible with a Thule Yepp Maxi child seat (sold separately).

Trek Verve+ 3 Lowstep

Seniors come in all shapes and sizes, so it’s difficult to recommend just one e-bike model for every type of rider. But based on conversations with Bicycling members and our experience working in bike shops and at cycling events, many older riders seek a few common traits in an electric bike. They want something that’s easy to get on and off, simple to use, low maintenance, and smooth riding.

Trek’s Verve+ 3 Lowstep checks off each of those boxes. The Verve+ is powered by the trusted and smooth-riding Bosch Active Plus motor system. The 250W mid-drive motor has 50Nm of torque and powers the rider up to 20 mph. This Trek also features a wide-range Shimano 9-speed drivetrain for getting up hills. Powerful and reliable Shimano hydraulic disc brakes handle stopping duties.

The Verve+ 3 Lowstep uses a step-through style frame (it is lower than many other e-bikes) that makes getting on or off the bike easy. It also features a suspension seatpost to smooth out potholes and bumps on the road, and an adjustable height and rise step to dial in your riding position.

Since Trek has hundreds of dealers and company-owned stores throughout the country, you’re never far away from a Trek shop if you need service or repair. Plus, the Bosch and Shimano components are among the most-trusted and durable parts in the category.

A Few E-Bike Terms to Know

.css-1f6aja5{-webkit-align-items:center;-webkit-box-align:center;-ms-flex-align:center;align-items:center;background-color:#ffffff;border:0;border-bottom:none;border-top:0.0625rem solid #e8e8e8;color:#000;cursor:pointer;display:-webkit-box;display:-webkit-flex;display:-ms-flexbox;display:flex;font-style:inherit;font-weight:inherit;-webkit-box-pack:start;-ms-flex-pack:start;-webkit-justify-content:flex-start;justify-content:flex-start;padding-bottom:0.3125rem;padding-top:0.3125rem;scroll-margin-top:0rem;text-align:left;width:100%;}@media(min-width: 64rem){.css-1f6aja5{scroll-margin-top:3.375rem;}} .css-jtmji2{border-radius:50%;width:1.875rem;border:thin solid #6f6f6f;height:1.875rem;padding:0.4rem;margin-right:0.625rem;} .css-jlx6sx{display:-webkit-inline-box;display:-webkit-inline-flex;display:-ms-inline-flexbox;display:inline-flex;width:0.9375rem;height:0.9375rem;margin-right:0.625rem;-webkit-transform:rotate(90deg);-moz-transform:rotate(90deg);-ms-transform:rotate(90deg);transform:rotate(90deg);-webkit-transition:-webkit-transform 250ms ease-in-out;transition:transform 250ms ease-in-out;} torque.

Measured in Newton meters (or Nm), torque is a rotational measurement of force—and the number to pay attention to when you want an idea of an e-bike motor’s output. More torque means more power off the line and more boost to your pedaling. 

The heavier the bike, the more torque it needs. Lighter road bikes typically have 30 to 40 Nm of torque, and trail and cargo models (generally) have at least 80 Nm. Most commuter bikes fall somewhere in between.

The size of an e-bike’s battery is measured in watt-hours (or Wh). This measurement represents the energy stored in the battery and how many watts it can deliver each hour. The higher the number, the longer the range, but the faster you go, the faster you drain the battery.

So, if a 504Wh battery paired with a 500W motor gives you one hour of ride time at the highest assist, riding at about half that power will double your range.

Locking Battery

Many e-bike brands seamlessly integrate batteries to make the bike look sleeker (and more like a traditional non-assist bike). Most batteries lock to the bike and come with a key that lets you unlock and remove it, which serves multiple purposes: You can remove the battery and charge it off the bike, plus a locked battery deters (and hopefully prevents) a thief from stealing it. And an e-bike with the battery removed is safer for hauling on a bike rack and lighter for carrying up steps.

Stability and Control

Since e-bikes can maintain higher speeds for longer than standard bikes, you want extra control when riding. Wider tires provide better traction and the freedom to leave the pavement with little penalty, and a suspension fork will help tame some of the rougher roads you might explore. Good disc brakes are a must, too, for slowing a heavy bike at high speed. This is not a place to skimp.

Integrated Lights

Some e-bikes have an integrated lighting system that turns on when you power up the bike. While this is a great feature, it’s not a deal-breaker if your bike doesn’t come equipped this way. It’s just as easy to attach your own since so many great bike lights are available.

Warranty and Service

E-bikes need regular maintenance and repair to stay in good working condition. Because they’re heavier and go faster than non-assist bicycles, e-bikes often require more regular service on parts like brakes, tires, and drivetrain components. We recommend having a good relationship with a local bike shop experienced in e-bike repair to keep your equipment running smoothly.

E-bikes use electronics for their motors, batteries, and displays. These parts are often proprietary to bike brands or even specific e-bike models, making replacement more difficult than parts on non-electric bicycles. Make sure to use the correct electronic replacement parts to avoid damaging your e-bike (or it catching fire).

Established brands usually (but not always) have a good supply of these parts for replacement, even for years after a bike goes out of production. Bosch and Shimano are two e-bike motor manufacturers with some of the most compatibility between bikes and stock parts for previous generations of systems.

Look for e-bikes from brands that offer at least a one-year warranty on electronic components (many brands’ warranties are longer) and make items like replacement batteries for your bike. These parts are usually not cheap (sometimes up to half the cost of a new bike), but it’s the difference between having an e-bike that can be repaired or becomes a bicycle-shaped paperweight if something goes wrong.

Certification

Following a dramatic increase in fires caused by the lithium-ion batteries used in electric bikes, there is a push from local officials, regulatory agencies , and advocacy groups across the U.S. for improved safety certification of e-bikes, batteries, and motor units. On September 16, 2023, a New York City law went into effect requiring that any e-bike sold in the city “has been certified by an accredited testing laboratory for compliance with Underwriters Laboratories (UL) standard 2849”. And in November 2023, Amazon announced it ceased sales of illegal batteries to New Yorkers.

However, just because something is marketed as UL 2849 compliant, tested to UL 2849, or even “certified to UL 2849” does not mean it is UL Safety Certified. Ibrahim Jilani, UL’s Global Director of Consumer Technology, notes: “Certification is always earned by a manufacturer and not a given when they undergo a product submittal. The UL Mark, or any authorized certification mark, can only be issued upon successful demonstration of meeting the requirements of the safety standard.” You can find UL’s updated list of products Certified to UL 2849 here .

We contacted many e-bike brands on this topic. Most companies informed us they are working toward the certification process. So, expect the list of certified e-bikes to grow in the coming months. If owning a UL 2849-certified bike is important to you, ask the brand from which you plan to purchase it for proof of certification. You can cross-reference OSHA ’s Nationally Recognized Testing Laboratories if you want to dive deeper into the topic.

Conversion Kits

Several manufacturers offer kits to add pedal assistance to a non-electric bike. We purchased a few popular conversion kits, fitted them to bikes, and rode them. We do not currently recommend these kits for use. While converting an old bike to an electric assist sounds good in theory, it rarely makes practical sense. Plus, it can lead to rider injury or failure of the bike.

Manufacturers do not design non-electric bikes to accommodate the extra weight and forces incurred when adding an e-bike motor, battery, and control equipment. This puts more stress on the bicycle frame and other components and can lead to breakage or failure of the bike.

Selecting most conversion kits requires knowing fitment details about your bike and might require specialized tools for installation. Many do not have a straightforward installation process, and it can be a challenging project for novice mechanics. If you want a shop to install a conversion kit, check with the shop before purchasing it. Since most non-electric bikes are not engineered to accommodate electric conversions, many shops will not install these kits.

Many economical e-bikes do not cost much more than the total price of a conversion kit plus the installation cost. We recommend buying a purpose-built e-bike for the best and safest experience.

The Three Classes of E-Bikes

After determining which style of bike is right for you, the next consideration is which class of e-bike best fits your needs. In the U.S., there are three e-bike classifications. These are defined by the type of assist and how fast the motor will propel you. Most electric bikes are defined as class 1 or 3. Class 1 bikes have a motor (max 750W) that assists while pedaling up to 20 mph. Class 3 (sometimes known as “speed pedelec”) can have up to a 750W (aka 1-horsepower) motor but can assist you up to 28 mph. Both are allowed in most states and cities without needing a license.

Class 2 models have become more popular with riders, especially at lower prices. These models have a throttle that can propel a bike up to 20 mph without needing continuous pedaling.

Some bikes blur the lines. Aventon’s popular Pace 500 , for example, is technically a Class 3 e-bike in that it reaches speeds up to 28 mph, but it also has a throttle that tops out at 20 mph (the maximum legal speed for a throttle).

Good quality e-bikes can cost a lot of money; purchasing a pre-owned bike is one way to save some cash and get a better model. If you want to shop for a used e-bike in person, some bicycle stores offer refurbished units. Shopping in person allows you to check the integrity and condition of the bike before you buy it. When purchasing from a shop, make sure that the retailer is experienced with e-bike service and that the bike includes the proper charger and battery.

If purchasing a used e-bike directly from another owner on a third-party site, it’s wise to have the bike inspected by an experienced e-bike shop or mechanic before handing over your money. E-bikes experience higher wear-and-tear than non-assist bicycles, and many e-bikes use proprietary parts or require special tools to service or update software.

With the boom in e-bike sales, a few websites have recently sprung up selling reconditioned and certified e-bikes. Often, these e-bikes have low mileage or were sales floor samples at shops—some are even brand new or are new old stock of a previous model year. While it costs more than purchasing from an individual seller, buying a used bike from these sites usually means you have some sort of warranty on your e-bike and ensures that it was inspected properly.

Two sites offering high-quality, certified pre-owned e-bikes include Upway and TPC.

As Deputy Editor, Tara Seplavy leads Bicycling’s product test team; after having previously led product development and sourcing for multiple bike brands, run World Championship winning mountain bike teams, wrenched at renowned bicycle shops in Brooklyn, raced everything from criteriums to downhill, and ridden bikes on six different continents (landing herself in hospital emergency rooms in four countries and counting). Based in Easton, Pennsylvania, Tara spends tons of time on the road and trail testing products. A familiar face at cyclocross races, crits, and bike parks in the Mid Atlantic and New England, on weekends she can often be found racing for the New York City-based CRCA/KruisCX team. When not riding a bike, or talking about them, Tara listens to a lot of ska, punk, and emo music, and consumes too much social media.  

Kevin Cortez is an editor for Runner's World, Bicycling, and Popular Mechanics covering reviews. A culture and product journalist for over ten years, he’s an expert in men’s style, technology, gaming, coffee, e-bikes, hiking, gear, and all things outdoors. He most recently worked as the Style Editor for Reviewed, a top product recommendation site owned by USA TODAY. He also helped with the launch of WSJ's Buy Side commerce vertical, and has covered the music and podcast industries for Mass Appeal, Genius, Vulture, Leafly, Input, and The A.V. Club. Equally passionate about leisure as he is his penmanship, Kevin dedicates his spare time to graphic novels, birding, making cold brew, and taking long, meandering walks.

Bill Strickland is the Rider-in-Chief of Bicycling . His equal passions for cycling and writing have led to the books Ten Points: A Memoir ; Tour de Lance: The Extraordinary Story of Cycling’s Most Controversial Champion ; Mountain Biking: The Ultimate Guide to the Ultimate Ride ; and The Quotable Cyclist . His Bicycling story, “100 Pedal Strokes” won a National Magazine Award for Interactive Feature in 2008. In 2009, he assigned and edited the story “Broken,” which won the National Magazine Award for Public Interest. “The Escape,” the December, 2011, edition of his Bicycling magazine column The Pursuit, was named a Notable story by  The Best American Sports Writing . Various editions of his books have been translated into Dutch, German, Hebrew, and Japanese. He uses commas by rhythm and sound, which is a terrible way to do it but makes him happy.

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Trek FX 3 Disc

• AUS $ NZD $ USD $ CAD $ GBP £ EUR €

Size / XS, SM, MD, LG, XL, XXL

At a glance

Where to buy.

Specifications

• Frame Alpha Gold Aluminum, DuoTrap S compatible, internal cable routing, flat mount disc, rack & fender mounts, 135x5mm QR
• Fork FX Carbon, rack and fender mounts, flat mount disc, 405mm axle-to-crown, ThruSkew 5mm QR
• Hubs Formula DC-22, alloy, 6-bolt, Shimano 8/9/10 freehub, 135x5mm QR
• Wheels Bontrager Tubeless Ready Disc, 32-hole, Presta valve
• Tires Bontrager H2 Comp, wire bead, 30tpi, 700x32c
• Chain KMC X10, 10 speed
• Crank Size: XS, S, M, Prowheel alloy, 40T narrow-wide ring, 170mm length; Size: L, XL, XXL, Prowheel alloy, 40T narrow-wide ring, 175mm length
• Rear Derailleur Shimano Deore M5120, long cage
• Shifters Shimano Deore M4100, 10 speed
• Brakeset Shimano hydraulic disc, MT201 lever, UR300 caliper
• Handlebar Size: XS, S, M, Bontrager Satellite Plus IsoZone, alloy, 31.8mm, 15mm rise, 600mm width; Size: L, XL, XXL, Bontrager Satellite Plus IsoZone, alloy, 31.8mm, 15mm rise, 660mm width
• Saddle Bontrager H1
• Seatpost Bontrager alloy, 27.2mm, 12mm offset, 330mm length
• Stem Size: XS, S, Bontrager alloy, 31.8mm, Blendr compatible, 7 degree, 90mm length; Size: M, L, XL, XXL, Bontrager alloy, 31.8mm, Blendr compatible, 7 degree, 100mm length
• Grips Bontrager Satellite IsoZone Plus, lock-on, ergonomic
• Headset 1 1/8'' steel threadless

Q: How much is a 2023 Trek FX 3 Disc?

A 2023 Trek FX 3 Disc is typically priced around $1,049 USD when new. Be sure to shop around for the best price, and also look to the used market for a great deal.

Q: Where to buy a 2023 Trek FX 3 Disc?

The 2023 Trek FX 3 Disc may be purchased directly from Trek .

Q: What size 2023 Trek FX 3 Disc should I get?

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2023 Trek Checkpoint SL6 AXS w/ power meter, size 52

Kamas , UT | 2 Days

Description

Selling 2023 Trek Checkpoint SL6, Crimson Red/Carbon Red Smoke, with Sram Rival AXS wireless electronic 1x12 drivetrain and upgraded SRAM Rival Quarc left crank power meter. Bike is a few months old and is practically brand new ridden about 200 miles. It’s in perfect condition with no dings or scratches anywhere. Everything is stock besides the upgrades listed below.

- Zipp Service Course SL-70 XPLR drop bars, 40cm width, 11 degree flare

- Zipp Service Course stem, 60mm, 6 degree (have 80mm stem I can throw in)

- Bontrager Verse Comp Short Saddle, 145mm

- SRAM Rival Quarc left crank Power Meter, 170mm

Located in Park City area, but can meet up in the Salt Lake valley

Feel free to message me if you are interested.

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