trek fuel ex frame only

Trek Fuel EX 2023 Review | A bigger, musclier & hugely adaptable trail bike

The not-so-minor details.

2023 Trek Fuel EX

https://www.trekbikes.com

$4,999 AUD - $8,999 AUD

- Sturdy, flex-free chassis - Superb geometry with adjustable head angle - Efficient & comfortable climbing performance - Coil shock, big fork & mullet compatibility - Mechanic-friendly frame furnishings - Internal storage

- Frame is on the heavy side - Rear shock tune lacks small-bump suppleness - Rattly rear thru-axle lever

Wil reviews the Trek Fuel EX 2023

Having undergone a ground-up redesign for 2023, the Trek Fuel EX has entered its burliest and biggest travel form yet. This latest model represents the 6th generation of Trek’s popular mid-travel trail bike, with the original having debuted all the way back in 2005. Trail riding has evolved a lot since then, and the new Fuel EX aims to keep up with that evolution by incorporating almost every mod-con you can think of.

Of course it’s big news whenever Trek releases a new Fuel EX, and given how important this bike is for the US brand, we were curious to see how the raft of updates would play out on the trail. We had a bit of an idea, having thoroughly enjoyed riding the electrified Trek Fuel EXe over the past few months. Would the muscle-powered version deliver the same good vibes? And how would it compare to the previous models that have given us so many fond riding memories over the years? We’ve been putting the Trek Fuel EX 2023 to the test to find out!

Watch our video review of the Trek Fuel EX 2023:

Along with the downtube storage, generous frame armour and size-specific chainstays, the Fuel EX appears to pack in almost everything you could possibly want in a modern trail bike.

An overview of the Trek Fuel EX 2023

For 2023, the Trek Fuel EX is built around an entirely new frame that’s produced in carbon and alloy variants. Suspension travel has increased by 10mm at both ends, with the new Fuel EX now sporting a 150mm fork and 140mm of rear travel via the ABP four-bar suspension design.

It’s worth noting that the frame will handle a 160mm travel fork, and thanks to the two-position Mino Link, it can also be run as a mullet. Borrowed from the Session downhill bike, there’s a two-position flip chip at the lower shock mount that offers linear and progressive settings. The latter option is what makes the new Fuel EX coil shock compatible.

On top of that, Trek will be offering aftermarket headset cups to steepen or slacken the head angle by a degree. Along with the downtube storage, generous frame armour and size-specific chainstays, the Fuel EX appears to pack in almost everything you could possibly want in a modern trail bike. It’s certainly an appealing package on paper, and one that’s ready to take on contemporaries like the Specialized Stumpjumper , Merida One-Forty , Canyon Spectral and Giant Trance X .

Trek Fuel EX price & specs

There are a number of different models available in the Trek Fuel EX 2023 lineup, though availability will vary depending on where you are in the world.

In Australia, prices currently range from $4,999 AUD for the Fuel EX 7, and go up to $8,999 AUD for the Fuel EX 9.8 XT model. The cheapest option is actually the Fuel EX 5, though that model carries over the previous generation frame. For a closer look at the specs, prices and all the new details, check out our Trek Fuel EX 2023 overview article for more.

Here we’ll be diving into our experience of testing the Trek Fuel EX 9.9 XX1 AXS model, which will be available in Australia in limited quantities through the custom Project One bike builder. It’s a media bike that was provided to us by Trek, and of course it comes dripping with lots of gold, carbon and wireless bits. However, as usual with our reviews, we won’t be going into detail about the Gucci-level spec. Instead, we’ll be concentrating on the important aspects that are shared throughout the Fuel EX lineup; the frame design, suspension performance and its on-trail handling.

2023 Trek Fuel EX 9.9 XX1 AXS

• Frame |  OCLV Mountain Carbon Fibre, ABP Suspension Design, 140mm Travel
• Fork |  Fox 36, Factory Series, GRIP2 Damper, 44mm Offset, 150mm Travel
• Shock |  Fox Float X, Factory Series, 185x55mm
• Wheels |  Bontrager Line Pro 30, OCLV Carbon Rims, 29mm Inner Width
• Tyres |  Bontrager SE5 Team Issue 2.5in Front & Rear
• Drivetrain |  SRAM XX1 Eagle AXS1×12 w/30T Crankset & 10-52T Cassette
• Brakes |  SRAM Code RSC 4-Piston
• Bar |  Bontrager RSL Integrated, OCLV Carbon, 27.5mm Rise, 820mm Width
• Stem |  Bontrager RSL Integrated, OCLV Carbon, 45mm Length
• Seatpost |  RockShox Reverb AXS, 34.9mm Diameter, Travel: 100mm (S), 150mm (M-M/L), 170mm (L), 200mm (XL)
• Saddle |  Bontrager Arvada, Austentite Rails
• Confirmed Weight | 14.4kg
• RRP |  $TBC

The chassis feels near-bombproof, and combined with the supportive suspension, powerful brakes and high volume rubber, you’re served up plenty of confidence for pushing the front wheel into steep chutes and over technical A-lines.

Trek Fuel EX size & geometry

From X-Small through to XX-Large, the Trek Fuel EX is produced in no fewer than seven different sizes. Seven! Given that many brands only offer four or sometimes even just three frame sizes, that’s impressive.

The two smallest sizes feature 27.5in wheels, while the Medium and above come standard with 29in wheels. The Small is the only option that is available in either wheelsize.

At 175cm tall I’ve been riding a Medium, which features a 450mm reach. Thanks to the use of short seat tubes, a rider of my height could easily upsize to the M/L size to get a longer 470mm reach. Personally, I’ve found the fit of the Medium to be spot-on.

As for geometry, the Fuel EX features a 64.5° head angle and approximately a 77.5° effective seat tube angle in its stock configuration. The rear centre length varies between sizes, going up to 450mm on the largest frame. On the Medium I’ve been riding, the rear centre is a compact 435mm.

Coming off the Fuel EXe, I found it easy to settle into the Fuel EX. The only modification I needed to perform was to chop the comically wide handlebars from 820mm down to a more reasonable 780mm.

Suspension & tyre setup

Getting the Fuel EX set up is made easy thanks to Trek’s detailed online suspension calculator . Input the bike model and your riding weight, and out spits suggested air pressure and rebound settings for both the fork and shock. It even suggests tyre pressures, giving you a good place to start before hitting the trail. When brands like Canyon struggle to provide any recommendations at all, Trek should be commended for helping riders to get the most out of their bike.

For my 68kg riding weight, Trek suggests setting up the Fox 36 fork slightly softer and slower than usual. Recommended rear shock sag is 29%, and the calculator’s suggestion of 158psi got me to exactly that figure. Initially I set the rebound at 6/15 clicks as recommended, but while everything felt quite balanced front to back, the suspension was a little sluggish and duller than I wanted. Speeding up the rebound by a couple of clicks in both the fork and shock helped to make the whole bike feel a bit more lively, while improving small-bump reactivity.

Although the Bontrager SE5 tyres feature reinforced Core Strength casings, I still fitted a CushCore Pro insert to provide some additional pinch-flat protection and insurance for the carbon rims. Tyre pressures were set as per Trek’s recommendations with 20psi in the front and 22psi in the rear.

Trek Fuel EX weight

Confirmed weight for our Trek Fuel EX test bike is 14.4kg. That’s with the tyres set up tubeless, but without the CushCore insert or pedals.

It’s on the heavier side for a high-end carbon trail bike, though the 2.5in tyres, stocky carbon wheels and AXS components aren’t exactly the lightest going. Of course weights do vary throughout the Fuel EX lineup depending on the spec, and you can see the weights for all the different models in our range overview .

A contributing factor to the overall weight is the new frame, which has gained almost 700g over its predecessor. Trek claims the carbon frame weighs 3.4kg with the rear shock, making it a bit of a porker alongside some of the competition;

• Scott Genius HMX Carbon: 2,249g
• Specialized Stumpjumper Carbon: 2,280g
• Giant Trance X Advanced Pro 29: 2,498g
• Specialized Stumpjumper EVO Carbon: 2,750g
• Canyon Spectral CF: 3,047g
• Trek Fuel EX Carbon: 3,400g

The new alloy Fuel EX frame is heavier again, coming in at a hefty 4.6kg with shock.

Of course weight isn’t everything, and it’s unsurprising that the new frame has gotten heavier given how much longer and slacker it is. Still, for those who are especially concerned by grams, there are certainly lighter options on the market.

What do we dig about the Trek Fuel EX 2023?

With its added heft and updated geometry, the Trek Fuel EX 2023 is no doubt the burliest iteration yet. The chassis feels near-bombproof, and combined with the supportive suspension, powerful brakes and high volume rubber, you’re served up plenty of confidence for pushing the front wheel into steep chutes and over technical A-lines.

Indeed it’s massively capable for a 140mm travel bike, with the slack 64.5° head angle and roomy wheelbase giving it a purposeful stance on the trail. The geometry is superb, with welcome updates that have brought the Fuel EX right up to speed.

The steeper seat angle is particularly noticeable over the old bike, providing a much improved seated position on steep climbs. Pedalling efficiency has also levelled up. Trek has lifted the main pivot above the chainring to increase anti-squat, which helps to reduce pedal-induced bobbing. The Float X shock has a two-position climb switch, but I never once needed to use it while riding off-road since the rear end is so well behaved.

It rips through the turns

Once up to speed on flower singletrack, the taut chassis means the Trek Fuel EX is highly responsive when rounding corners and pushing into berms.

With its boxy downtube, split top tube and the supporting strut for the lower shock mount, the front triangle is heavily braced to resist torsional flex. Along with the wide main pivot and boxy one-piece chainstays, the Fuel EX possesses a strong spine from its shapely head tube to the rear thru-axle. The muscly frame effectively translates handling inputs while resisting lateral deflection through the turns.

Likewise, the short rear end and generous 38mm BB drop are fantastic when threading your way through twisty sections of trail, keeping you connected to the terrain and contributing to the playful ride quality. The low-hanging BB did mean I caught the pedals occasionally, so those who frequent off-piste terrain and technical climbs will want to consider flipping the Mino Link into the High position to indulge in an extra 7mm of pedal clearance.

Otherwise the riding position and weight distribution are totally sorted. The handling is approachable, and the Fuel EX doesn’t demand a whole lot from you as the rider. Compared to the old bike it does need a more concerted lean when entering tighter corners, though this is a part of the natural evolution of modern trail bike geometry. Even if you’re coming off a 5-year old bike, you’ll only need a few rides to get accustomed to the Fuel EX’s steering behaviour.

Trail-tweakable

In addition to the Mino Link, we’ve also been experimenting with the lower shock flip chip on the Trek Fuel EX. Requiring just a single 6mm hex key, it’s a quick adjustment to make trailside, and the change in suspension behaviour is noticeable.

I ended up preferring the ‘Less’ setting, which provides a more linear leverage rate. With the shock set at the recommended sag, this position provides great pedalling support, along with more comfort and activity deeper into the stroke. There’s still a good deal of progression though. Combined with the large bottom-out bumper in the Float X shock, hitting full travel proved to be a well-controlled affair.

One of our fellow testers, who generally spends more time in the air than on the ground, preferred riding in the ‘More’ setting. This increases progression, providing a stronger ramp-up in the latter half of the travel. He also reduced the shock pressure by 5psi to further enhance small-bump compliance, while still being able to enjoy the additional big-hit support. Pedal efficiency isn’t as stable in this setting, but it does mean the Fuel EX takes to jumps like a duck to water, popping off lips enthusiastically and absorbing hard landings with a solid and flex-free touchdown.

One thing to note on the More/Less flip chip is that while you are altering the progression of the air spring, you’re also affecting the damper too. As well as adjusting air pressure, we found we needed to tweak the rebound and low-speed compression settings between the two positions. It is indeed a useful tuning tool, but it doesn’t dispel the need for air volume spacers entirely.

What does it struggle with?

With the Trek Fuel EX adopting a beefier frame, the added weight is noticeable compared to lighter bikes in this category. That’s compounded by the heavy-duty brakes, stocky wheels and chunky tyres, which mean there’s more inertia to overcome during micro-accelerations on an undulating climb.

For those who are looking for a sharper and sprightlier trail bike to whip through the trees along smoother singletrack, the latest Trek Top Fuel will be a better fit. In comparison, the new Fuel EX is a burlier beast that thrives on steeper and more technical terrain.

Curiously, it does feel stiffer than the electrified version, the Fuel EXe . Despite both our test bikes featuring carbon frames with a near-identical build kit, I’ve found the Fuel EX to transmit more trail feedback.

Some of this may be due to structural differences, and perhaps the more favourable sprung-to-unsprung mass ratio on the electric version thanks to the added weight of the motor and and battery. Either way, the Fuel EX doesn’t exactly exude off-camber compliance. As a lighter rider on very rocky terrain, I’ve found myself getting knocked around a little more than I would like.

This sensation reminded me of the Canyon Spectral 125 , which proved to be overly stiff and quite uncomfortable at slower riding speeds. The Fuel EX is more compliant overall than the Spectral 125, but it’s still pretty stiff.

It’s not as supple as Fuel EX models gone by

Contributing to this sensation, the suspension isn’t as plush as previous Fuel EX models, particularly those that featured the Thru Shaft shock. Those bikes did require the rider to make use of the compression lever to provide pedalling support, but it meant that in the open mode the rear end absorbed the terrain like melted butter.

You may have noticed that Trek has been making a conscious move away from proprietary suspension components lately, and that’s coincided with building bikes that offer more neutral pedalling performance. The increased anti-squat is one part of the equation on the new Fuel EX, and the other part is the custom-tuned Float X, which Trek has configured with a digressive compression tune on the main piston. This creates a decent low-speed threshold, which provides a level of support that sits between the Open and Medium settings on the previous RE:aktiv damper.

The result is that you can ride with the shock fully open, and the Fuel EX still offers great stability under pedalling inputs, with no real need to activate the climb switch. If you detest remote lockouts and having to flip shock levers all the time, this will certainly be appealing.

The downside is that the suspension isn’t as supple over smaller rubble and at slower speeds. Along with the stiff chassis and carbon wheels, more of those vibrations are transmitted to the rider. As such, careful consideration with tyre pressure is needed to maximise grip and comfort.

Because there is more support however, the Fuel EX gives your feet a stronger platform to push off of, with greater feedback during high-load scenarios. Indeed the harder and faster you push, the better the Fuel EX responds. In that sense, it’s less of a comfy cruiser like its predecessors, and more of a mid-travel bruiser that loves to ride hard and fast.

Component highs & lows

As a complete bike, the Trek Fuel EX is a solid package that puts the emphasis on capability over light weight.

The Bontrager SE5 tyres are a good example, coming in at 1,100g each on our workshop scales. They roll reasonably well given their weight and size, and we’ve found them to provide consistent grip on rocky, hard-packed soil, which will suit most Aussie trail riders. The tread is a little shallow though, and the compound isn’t the softest, which sees them struggling to latch on when the conditions are wet and loose. We’d prefer something a little stickier and toothier up front, like a Maxxis Minion DHR II with 3C MaxxGrip rubber.

While the carbon Bontrager Line Pro rims are quite stiff, they have proven to be plenty tough. We’ve tested five of these wheelsets across various bikes over the past few years and we’ve not encountered a single issue. The y also come with a two-year crash replacement guarantee, which is great insurance given the hell that you can put this bike through. Furthermore, the frame itself comes with a lifetime warranty for the original owner.

There’s still plenty of real-world protection though, including a generous two-piece armour plate that bolts to the underside of the downtube. There’s also a metal chain-suck guard behind the chainring, and a full-coverage chainstay protector. Along with the fully guided internal cable routing, the Fuel EX is an impressively quiet and rattle-free bike on the trail. Well, except for the rear thru-axle lever, which I removed after the first ride.

Otherwise the finishing details are all sound. The adoption of a bigger 34.9mm seat tube diameter is welcome, as it accommodates a stiffer and stronger dropper post, particularly for the larger sizes. Mechanics will be happy to see a threaded BB shell, and we’re fans of the downtube storage. The trap door has none of the play that we encountered on the last Fuel EX we tested, with a tight fit and a nice lever action.

It’s certainly a high quality chassis, and many riders are likely to appreciate the in-built versatility. We’re looking forward to trying out the adjustable head angle once the aftermarket cups become available, and we’d also be keen to try out the Fuel EX with a coil shock. Setting it up as a mullet will be more straightforward, especially as you only need to buy an air spring to extend the Fox 36 up to 160mm of travel.

Trek Fuel EX vs Specialized Stumpjumper

Alongside the Trek Fuel EX, the Specialized Stumpjumper is one of the most popular and well-known trail bikes in this category. In terms of travel and the overall build, the Fuel EX sits right in between the regular Stumpjumper and the Stumpjumper EVO. However, it’s the regular Stumpy that I’ve been spending the most time on lately, both in its stock configuration and with a burlier mullet setup .

Compared to the Fuel EX, the Stumpjumper has a touch less travel with a 140mm fork and 130mm at the rear. It also uses a simpler suspension layout, with the carbon models employing a flex-stay design. Combined with its slimmer tube profiles, the carbon Stumpjumper frame is very light. Specialized claims it weighs just 2.28kg including the shock, which is over a kilo lighter than a carbon Fuel EX.

This theme extends to the Stumpjumper’s build kit, with Specialized electing for the skinnier Fox 34 over the 36. Along with an in-line shock, lighter brakes, wheels and tyres, there’s a considerable difference in the overall bike weight. For example, the Stumpjumper Pro we tested weighed 12.84kg.

While the geometry is pretty similar between the two bikes, the Specialized Stumpjumper rides much lighter on the trail compared to the Trek Fuel EX. It offers more comfort, with its lithe chassis and smooth suspension performance providing better compliance over rough terrain. It’s quite sporty and sprightly, though its active suspension design does need taming on the climbs by making use of the rear shock’s compression lever.

In comparison, the Fuel EX is more naturally efficient. It’s also more planted at speed, with its sturdy chassis and supportive suspension providing better big-hit capability. It feels more like a short travel enduro bike, which will suit heavier and harder riders.

Both bikes will handle a longer fork and can be set up as a mullet, though Specialized makes a specific link for the Stumpjumper to maintain the stock geometry. There is greater versatility in the Fuel EX chassis, with the option to adjust the head angle and fit a coil shock.

As for value, the Fuel EX offers a more appealing spec package. A Stumpjumper Expert sells for $9,800 AUD and comes with a Fox 34 GRIP2 fork, SRAM G2 brakes, an X01 drivetrain, alloy wheels and handlebars. In comparison, an equivalent Fuel EX 9.8 XT sells for $800 AUD less. It gets a simpler GRIP damper for its Fox 36 fork, though it does feature a piggyback shock, a Shimano XT groupset, a carbon one-piece RSL cockpit and carbon wheels with that 2-year crash replacement guarantee.

Flow’s Verdict

For many trail riders, the Trek Fuel EX 2023 is likely to tick just about every box on your new bike wish list. It’s as up to date as it gets, featuring loads of adjustability, internal storage and a nuanced approach to its size-specific geometry. Along with the increased travel and muscly frame, it offers greater stability and big-hit control over its predecessor, while still being a fun and involving bike to ride on modern flow trails.

It is a bit of a chonker though, so those who are looking for a lightweight and speedy trail bike may be better served by the latest Top Fuel .

The stiff chassis and supportive suspension also mean the Fuel EX tends to transmit more feedback, making it less comfortable to ride over rocky terrain. We’d be curious to try out a lighter shock tune to see how much of a difference that would make to the overall ride quality, but in its stock form the Fuel EX isn’t as plush as competitors like the Giant Trance X and Specialized Stumpjumper .

It is impressively efficient though, and the stable suspension gives you a load of support when you’re really giving it the beans on the descents. In this sense, the Fuel EX is closer in feel and performance to an enduro bike. You’ll still want to look towards the Slash if you’re serious about racing, but outside of the tape the Fuel EX will handle just about everything a modern trail centre or bikepark could throw at it. And for those who really want to up the limits, the adaptable chassis can easily be configured for some pretty aggressive riding.

Indeed for those who are chasing maximum capability without going to a big, spongy enduro bike, the Fuel EX is a mighty appealing option.

You’ll still want to look towards the Slash if you’re serious about racing, but outside of the tape the Fuel EX will handle just about everything a modern trail centre or bikepark could throw at it.

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Field Test: Trek Fuel EX - Evolution Underlined

Cool Features

Trek Fuel EX Review

by Kyle Scott | Jan 4, 2021 | Bike , Mountain Bikes , Short Travel Mountain Bikes

Table Of Contents

Build options.

• The Bottom Line
• Price Comparison
• Climbing Ability 80% 80%
• Downhill Ability 80% 80%
• Overall Fun 80% 80%

Travel: 130mm rear/ 140mm fork

Head Tube Angle: 66

Seat Tube Angle: 75

Reach: 470mm (large frame)

Weight: 28.94 lbs

Price: $5,499

What We Like: Down tube storage

What We Don’t: Suspension sag while climbing

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• Climbing Ability 90% 90%
• Downhill Ability 90% 90%
• Overall Fun 90% 90%

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Bottom bracket has had some issues.

Head Tube Angle: 66.5

Seat Tube Angle: 76

Reach: 475mm (large frame)

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Reach: 473mm (large frame)

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Slow on climbs.

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Expensive build options.

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Yeti SB 115

• Downhill Ability 70% 70%

New Rear Linkage

Not different enough from the yeti sb100.

Head Tube Angle: 67.6

Seat Tube Angle: 74

Reach: 450mm (large frame)

Trek Fuel EX

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Down Tube Storage

Suspension sag while climbing.

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Left hand only water bottle access.

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• Climbing Ability 100% 100%
• Overall Fun 70% 70%

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Low bottom bracket, under bottom bracket water bottle attachment..

Head Tube Angle: 66.1

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Reach: 454 (large frame)

A new frame design is one of the first things that you notice on the Fuel EX , making for a much better-looking bike, in my humble opinion. The geo has also, as with most bikes this year, become slacker and longer. With a reach on a large frame of 470mm, it is not as long as some of the other bikes on the list, but it is longer than the predecessor. A decently slack 66.5-degree head tube angle coupled with a 75.5-degree seat tube angle adds the requisite steeper and slacker parts of the equation. Throw in a 435mm chainstay on every frame, and the geo starts to sound pretty interesting.

The Trek Fuel EX has 130mm of rear travel and a 140mm fork. Now with the new frame design, they have added a Knock Block in the head tube. This keeps the crown of the fork from smacking against the downtube of your shiny new bike. Trek does state that it is light, and that makes for a more precise front end. We’ll let you be the judge of that.

With 130mm of rear travel, there will likely be some suspension sag while grinding up a steep FSR. Trek also designed the rear suspension with the pedal-assist lever in mind, so you may be reaching for the lockout switch more often than on other bikes. Is this a game-changer? I don’t think so, as it takes less effort than grabbing your water bottle and can help save your legs for the sprint to the cooler at the end of the ride.

The new Fox suspension designed for the Trek seems to mute the small rattly roots and rocks that can zap your body of energy over a long day of riding. Though it adds some sag during the climb, it really shines in the descent.

As with all of the new bikes with modern geometry, the world that the Trek belongs in just got a whole lot wider. The confidence-inspiring head tube angle and 36 fork give the rider a lot of forgiveness when the descents get spicy. The Bontrager tires that come on the Trek also add a lot of traction and help to keep the front end pointed down the trail or on the correct line around a safety berm when the geo gives you more confidence than it should have. This bike can be poppy too and may keep you in the air longer than you expected, but that’s only ever a bad thing sometimes. We say—enjoy the freedom of flight!

The Shimano brakes are also solid and keep the speed in check for when the descents get steep and the rider gets confident. This Fuel EX is more versatile than its predecessor but may feel almost too safe for some riders. It is a great bike for someone looking for a capable and comfortable mountain bike for long days in the saddle that will keep you in check if the trail gets squirrely.

As you can expect with Trek there are about a thousand build options for the Fuel EX. The bonus of that is that there really is a Trek for every price range and component conscious buyer. Starting with the fancy pants, Trek does offer a wireless drivetrain build using SRAM’s latest and greatest X01 Eagle AXS drivetrain, and it will only set you back $11,999. The Trek Fuel carbon frame family ranges from $5,299 up to $10,649. The aluminum framing options range from $2,499 up to $4,299. There are also four frame only options ranging from $2,499 up to $3,999. So, really there is a Fuel for every wallet size, and the company’s scale does help to get as many people on bikes as they can.

The Bottom L ine

Is this a bike for adrenaline junky, speed demons who want to pick the gnarliest line and dance their way down it? Well no. The Trek Fuel EX is a safe buy for riders who want to know that their bike can handle the ups as well as the downs but which, during the downs, has enough suspension and traction to really keep them out of trouble. It will feel almost like the bike isn’t beneath you, which for some riders is great and for others who like the feel of the trail cruising along under them can be a negative.

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^ Back to Top ^

2023 Trek Fuel EX 9.9 XX1 AXS review: A widely capable trail bike with a high-end build

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I’ll admit, climbing is not my favourite part of a ride, but when you get a bike that climbs like Trek’s new Fuel EX, cranking uphill gets a lot more enjoyable! The 2023 Fuel EX will serve as Trek’s mid-travel do-everything trail bike, and it offers a near perfect ‘quiver-killer’ package with its aggressive climbing ability, slack steering angle and 140/150mm travel. Add adjustable geometry and shock progressivity to that, and you’ve got one versatile trail machine.

I picked up the Fuel EX 9.9 XX1 AXS during Crankworx Whistler, giving me a few weeks to get a handful of rides on it. Right away I can say the bike climbs like a hyperactive goat, but my area demands a bike that can descend well too. The Fuel EXs steering angle is slack enough for any trail, so the bike only finds its limit on really rough terrain that challenges its 140mms of rear travel.

2023 Trek Fuel EX – basic specs:

In this article we’ll discuss how the new Fuel EX rides. Here’s few basic specs, but check out my launch post for all the details on the new Fuel EX’s features, geometry and build kit options.

The Fuel EX frames are offered in both aluminum or carbon, with 140mm rear travel and a 150mm fork (except the entry level EX 5 which carries over the outgoing frame with 130mm travel). Most sizes ride on 29” wheels, but the XS frames run 27.5” only and the smalls offer the option of 27.5” or 29”. The 29ers can be converted to mullet setups, but Trek recommends adding a 160mm fork.

Between Trek’s Mino Link chip and optional angle adjust headset cups for the Fuel EX, there’s plenty of variation in frame geometry depending on settings. Some angles and measurements change with frame size as well, particularly the rear end lengths which are now size-specific.

To summarize it quickly, the Fuel EX’s head tube angle can range from 63.5° to 66° with the optional cups in play. Without the cups, the Mino Link gives you the choice of 64.5 or 65°. Seat masts are pretty steep at 76 to 78.9° across all sizes/settings.

Trek stretched out some pretty lengthy reaches on the Fuel EXs; The M/L bike I’m testing measures 470mm. Out back, Trek leaned towards the middle with their new size-specific chainstay lengths. The M/L frame I rode has 440mm stays, which are not short but not long either.

The top-of-the-line Fuel EX 9.9 XX1 AX S weighs 32.76lbs (with pedals).

Ride Impressions: Suspension

I am quite familiar with Trek’s suspension, as I’ve owned a Remedy for the last few years. I wasn’t surprised to find the Fuel EX climbs even better, and offers about 95% of the Remedy’s downhill prowess.

Trek’s ABP linkage is a very supportive climber, especially with the rear shock in its firm position. With the shock’s help, the rear end firms up enough that the rear wheel starts floating over pockets between roots and rocks, rather than diving into them. You’ll still use about 50% of the rear travel on singletrack trails in firm mode, so I still find traction is ample and the ride remains fairly comfortable.

What’s great is how the Fuel EX is a solid climber without any help from the shock too. Climbing technical singletrack in open mode, I only dipped into 2-3mms more travel than climbing in firm mode. The ride does get a bit more forgiving and slightly more grippy in open mode (without losing much efficiency), so it’s a practical option for rougher ascents.

Somehow, despite how supportive the Fuel EX’s ABP linkage is going uphill, it’s a whole different beast going down. It’s as if the linkage is speed-sensitive, as it responds very well to all kinds of high-speed impacts and has an impressive ability to round off sharp hits. Whether it’s small chatter or a full-on rock garden, the Fuel EX smooths out the trail very nicely. The rear wheel always feels well planted, and the linkage gives the bike a plowy feel through rough terrain. I do find Trek’s bikes aren’t super poppy on jumps, but they do have ample mid-stroke support to pump well through rollers and berms.

I have some delightfully rough trails in my area of B.C. and I did find moments where more than 140mm travel would have been ideal! That said, I don’t think you could do much better with 140mms of suspension than the Fuel EX has. While it’s really the slack steering that allows this bike to tackle pretty serious terrain, the adjustable shock rate also raises this bike’s tolerance for fast, rough riding.

I had no trouble getting full travel from the bike in its more linear LESS mode, and being a lightweight rider this is the mode I’d keep the bike in. It was perfectly dialed – I was enjoying full travel on descents but not frequently thrashing the bike with harsh bottom-outs.

When I flipped the chip into MORE mode, it did make a noticeable difference to the ride, but didn’t have much effect on how much travel I was using. I expected the bike to feel stiffer than preferred and that I’d need a good hard hit to bottom out the bike with the added progression. Instead I wound up using all the bike’s travel on any typical descent, although there was a palpable difference in how the bike felt. I could tell the linkage was resisting hard, fast impacts more than before, so I’d bet fans of coil shocks, or heavier and more aggressive riders would appreciate the difference the chip makes. In my case, it just made the ride a bit firmer than it needed to be. If I was a competitive racer I’d probably prefer MORE mode, but I ride recreationally so I keep things on the soft side!

Fit-wise, the first thing I noticed about the Fuel EX is its generous reach. At 470mm on the M/L frame, it’s about the longest bike I’ve ridden yet. This nearly straightens my arms, so I don’t think I’d want to go any longer, but it did feel roomy and comfortable on the trails. Of course the steep 77.5 degree seat mast leans you over that lengthy front end, so you wind up well centered between the wheels.

I liked the 440mm chainstay length on the M/L Fuel EX. It’s not so long that the bike feels like an enduro sled, but it is long enough to provide a stable ride and great climbing traction on steep uphill sections.

I am also a fan of slack steering angles. I didn’t have the optional headset cups for the Fuel EX so I couldn’t go to 63.5°, but my demo bike was set up at 64.5°. That’s a great number for rowdy trails, and definitely allows this mid-travel bike to take on enduro-level terrain. I have not found running a slack steering angle causes any real penalty on climbs, so I’m happy with a slack trail bike.

The Fuel EX comes with the Mino link in Low position, which is definitely the preferred setting for my local terrain. The BB does ride pretty low in this position at 335mm, but I must be getting used to low BB’s because I didn’t have any problem with pedal strikes on this bike.

Standover height on the Fuel EX is not particularly low, but not problematic for me. If I wound up near the head tube I could damage some sensitive bits, but in front of the saddle there’s ample clearance for standing comfortably.

On-Bike Tools and Storage:

In recent years, Trek has jumped on board with on-bike storage and tools. The Fuel EX, in either aluminum or carbon, offers a frame storage compartment in the down tube. The included Bontrager BITS tool roll is designed to hold a tube, co2 canisters, an inflator head and tire levers.

The high-end Fuel EX 9.9s also come with tools in the steerer tube. The Bontrager tool offers a chainbreaker, and a removable multi-tool with seven allen keys, a torx and a flathead screwdriver bit.

Components:

The Fuel EX 9.9 XX1 AXS boasts a pretty top-of-the-line build kit, and gave me my first experience with SRAM’s AXS electronic drivetrain. I really like the feel and ergonomics of SRAM’s dropper post and shifter remotes, as the light push-button action is undeniably easier than throwing paddles on a traditional cable shifter. Performance-wise, the AXS drivetrain was great but not perfect – about once on every ride I’d get a bit of a hesitation when shifting (not always the same gear), and once the derailleur harshly jumped back into a gear after I rode a rough downhill section. Otherwise, the shifting was quick and precise, so for my short test I didn’t attempt to reconfigure the shifting. I had no real mechanical issues with any of the AXS components on my rides.

Aside from the XX1 AXS drivetrain I’d say it’s the one-piece handlebar/stem that gives the top-tier Fuel EX a really high performance look. The Bontrager RSL bar/stem offers a 27.5mm rise, 820mm stock width, and a 45mm stem length with zero rise.

SRAM’s Code RSC brakes offered ample power for any descent, but I was a bit surprised to feel how much squeeze they required to get full braking force. Of course, their modulation is great but compared to the TRP DH-R EVO’s I’ve been riding the Code RSC’s required more effort to almost lock up a wheel.

When I picked up the Fuel EX Trek’s people had it all set up for me, and I didn’t have to touch any adjustments on the fork or rear shock throughout my testing. Not surprisingly, the top-notch Fox Factory 36 EVOL fork with its Grip 2 damper left me nothing to complain about, as did the Fox Factory Float X rear shock.

Bontrager’s Line Pro 30 carbon wheelset offered that pleasant, slightly damped feeling carbon rims can provide, and survived my testing with no damage to speak of. The Bontrager SE5 Team Issue tires don’t match Maxxis’ Minions or Assegais in terms of overall grip, but they’re still fairly good for traction and they’re a fast rolling tire. To make sure you can get those wheels moving over anything, the Fuel EX 9.9 XX1 AXS comes with a small 30t front chainring and a 10-52t rear cassette.

I had no comfort issues with the Bontrager Arvada saddle, and no other mechanical concerns with any other components.

I’ve described how well the Trek is set up for all-around trail riding, but one thing I really appreciate is the relatively low weight of the Fuel EX 9.9 XX1 AXS. I’m a small guy, so I find lighter bikes a pleasure to climb, as they’re easy to heave up over bumps and power up steep sections. I’d bet Trek could have gone even lighter, but probably not with all the functionality plus the bells and whistles this bike includes.

The Fuel EX 9.9 XX1 AXS retails for $10,749.99 .

Want more tech info on the new Trek Fuel EX? Check out our in-depth post here . 

trekbikes.com

Steve Fisher is a staff contributor for Bikerumor. Steve has been writing about trail, enduro and downhill mountain biking (plus a few commuter bikes) for seven years. Prior to that, Steve wrote for Whistler Traveller Magazine and Mountain Life Magazine. Steve is based in Pemberton, British Columbia, an area that offers plenty of challenging world-class singletrack and makes for great photos!

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I rode a lower end version of this bike ( 9.7?) earlier this year in Moab, and I was equally impressed. I called it a hero bike because I rode like I’ve never ridden before – my grey haired friends amazed to see me going off 5+ foot drops and riding past them when they got off to walk ( both up and down!).

The yellow is absolutely terrible. It looks like a GT. Seems like a great bike nothing but positive things to say. Good job Trek

I hope this signals a reduction the “TREK” logo size across their bike line-up. Some of the high end trek road bike have embarrassingly large logos.

32+ lbs for the very top spec seems a little heavy? Otherwise it sounds like a great trail bike.

The Fuel EX 8 (aluminium frame) has put on 1.8 kg, which seems crazy.

Nice review, Steve. While you’re at one end of the travel needs spectrum, I’m at the other, trying to figure out whether I really need a bike with this much travel.

Love the yellow. So tired of Boring Black…..

Looks like Trek outsourced frame design to Astro. A definite step backwards in aesthetics. Hopefully the bike rides much better than how awful it looks.

I am definitely out of touch with today’s standards of what’s light and what climbs well

Have Trek given up on the through shaft damper? I have an 2018 Fuel Ex which I love, wondering if it’s now obsolete.

I hope they have

I noticed that they shortened the crank arms on the larger sizes to 170mm

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The New Trek Fuel EX Puts On Weight, Punches Harder, and Expands Its Reach

Trek's new Fuel EX is bigger, more capable, and more adjustable

The Takeaway: The new EX is bigger and more capable. It faces tougher competition, but its performance, features, and adaptability make it a compelling option.

• 10mm more travel: now 140mm rear and a 150mm fork
• Two different geometry adjustments, plus adjustable shock rate
• Most aluminum frames now get internal storage
• Eight builds with the new platform starting at $3,700

Price: $2,700 to $10,750. As tested $10,750 (EX 9.9 XX1 AXS) Weight: 30.2 lb. to 35.2 lb. (claimed. 31.2 lb. as tested (EX 9.9 XX1 AXS, size medium)

Trek tries to cover a lot of ground with this one bike, which is why it has so many features and adjustments, plus a wide range of models and sizes. By trying to do so much with one bike, I worried that in making a bike to satisfy everyone, Trek made a bike that satisfies no one. After riding it I don’t think that’s the case. It’s no Holy Grail, but it is a fine machine for many riders, and a variety of terrain.

Trek Fuel EX Gallery

Trek Fuel EX—Builds, Prices, and Weights

The new Fuel EX launches with eight stock builds (three aluminum models and five carbon). The least expensive model, Fuel EX 5, uses the old frame platform (130mm rear travel with 140mm fork), while the rest use the new 140/150mm platform. Prices start at $2,700 for the EX 5 and top out at $10,750 for the EX 9.9 XX1 AXS.

Claimed frame weights are 3.4kg (7.5 lb.) for the carbon frame and 4.6kg (10.1lb.) for the aluminum frame. Complete bike weights start at 13.71kg (30.2lb) for the 9.9 XTR and go up to 15.96kg (35.2lb).

If you’re not feeling the stock options, the Fuel EX will drop into Trek’s Project One customization program (eventually) if you want to pick your paint and parts.

Trek Fuel EX – What’s New

Comparing the previous generation Fuel EX to this one, it is obvious this bike isn’t a mid-cycle refresh but a ground-up redesign of the brand’s mid-travel trail bike.

Outwardly, the Fuel EX displays a new frame design direction for Trek. First seen on the sibling EX-e electric bike , the new frame is more swole, with additional trusses linking the top tube to the seat tube and the seat tube to the down tube.

Part of the reason for the stouter-looking frame is a 10mm bump in travel at both ends: The rear increases to 140mm, paired with a 150mm fork. An additional change to the suspension is a two-position leverage-rate flip chip which offers a more and a less progressive setting. This is much easier than swapping volume spacers inside an air shock and also (in the more progressive position) makes the EX compatible with coil-spring shocks for the first time. But note that changing the leverage rate on the shock affects the spring and damper while changing volume spacers affects only the spring.

Trek also approved most of the new EX frames for the stouter RockShox Zeb and Fox 38 forks in up to 160mm travel.

With the bump in travel, the EX features revised geometry. The TL;DR: A 10 to 20mm longer reach, 1.5-degree slacker head tube angle, about a two-degree steeper seat tube angle, and size-specific chainstay lengths. As before, the EX has Trek’s two-position Mino Link in the rocker (which alters head and seat angles and BB drop.) New to the party are angle-adjusting headset cups which offer three head angle possibilities with no effect on bottom bracket drop/height. And if you like your wheel sizes mixed, the new EX is rated for that too.

The seat tube sees revisions that help it fit longer-travel dropper posts, and the post diameter was bumped up to 34.9mm. Your mileage may vary, but I’ve found the 34.9mm droppers operate more smoothly and are less likely to bind than 31.6 or 30.9mm droppers.

Trek added full-length guides to the EX’s internal routing to make assembly and maintenance easier, plus they can’t slap around in the downtube anymore. The guides also mean the hoses and hosing don’t interfere when you’re stuffing the repair kit burrito into the EX’s downtube. And talking of that downtube storage, it’s now built into the aluminum frames, in addition to the carbon.

The bottom bracket shell is now threaded, and there is a whole mess of plastic bolted to the downtube for impact and shuttle protection. Features carried over from the previous generation include Trek’s ABP suspension system, ISCG ’05 tabs, and the Mino Link flip chip in the rocker link.

Trek Fuel EX—No More Proprietary Shocks

One of the less conspicuous (but very significant) changes to the new EX is the adoption of a stock shock. Gone is the Thru Shaft design —which required a screw-in lower extender for the shock shaft—and the regressive Re:Activ damper tune . In its place is a standard shock, although it is custom-tuned for the frame (a step that all reputable brands take).

Abandoning suspension features has been somewhat of a theme for the Fuel EX. Follow the progression of EX since its debut in 2005, and you will see Trek adding new rear suspension technologies only to remove them for later iterations. This includes Full Floater (dynamic upper and lower shock mounts), DRCV (dual rate control valve) shocks (some EX forks had DRCV also), RE:Activ, and Thru Shaft. If you add in other since-abandoned features like Knock Block (a stop which limited handlebar rotation), and Press Fit 92 bottom brackets, previous generation EXs are a boneyard of forsaken technologies.

Why are Thru Shaft and Re:Aktiv gone? I asked Trek that question and am yet to receive a response. I sense that Trek will say the same thing they said when I asked why they eliminated Full Floater from the 2020 Fuel EX : That the newest generation of shocks (like Fox‘s Float X ) make those proprietary technologies redundant.

The benefit to the rider is the new Fuel EX uses a standard trunnion mounted shock, which means they can choose to ride a wide variety of options. Trek says they’ve confirmed fitment of all Fox, RockShox, and DVO air and coil shocks. Plus, it fits the Push ElevenSix and EXT’s Storia coil.

Trek Fuel EX—Updated Geometry, More Adjustments, Mullet Compatible

As previously mentioned, the Fuel EX receives all-new geometry. And it gets expanded geometry adjustment options. There are now two geometry adjustments: Head tube angle cups (three options: zero, plus-one degree, minus-one degree), and Mino Link (two positions: alters head and seat angles +/- 0.5 degrees and bb height +/- 8mm). That results in six configurations in total.

There are seven frame sizes (extra small, small, medium, medium/large, large, extra-large, and double-extra-large) in aluminum and six in carbon (no double-extra-large). And the EX now has size-specific chain stay lengths and seat tube angles. And the extra small and small come with 27.5-inch wheels, while the rest come with 29-inch wheels (size small is available with either 29" or 27.5" wheels.) AND Trek made the EX (with 29" wheels) compatible with mixed wheel sizes, but when running a 27.5 rear wheel, Trek recommends 160mm fork travel (10mm more than stock) and putting the Mino Link in high mode.

Is it any wonder that Trek has a dynamic geometry tool on its website to help you parse all the different configurations?

All this makes comparing the geometry to the previous EX difficult, but to get a flavor of the changes, I’ll compare the old size large to a new size large. With both in “stock” geometry configuration (Mino Link in low for both, the new frame with the neutral headset cup), the new bike measures up as follows:

Reach - 15mm longer (485 vs. 470mm) Stack - about eight millimeters taller (621.3 vs. 613mm) Effective seat angle - 2.5 degrees steeper (77.2 vs. 75 degrees) Head angle - 1.5 degrees slacker (64.5 vs. 66 degrees) Trail - almost 10mm longer (129.3 vs. 119mm) Chainstays - three millimeters longer (440 vs. 437mm) Wheelbase - almost 40 millimeters longer (1250.2 vs. 1211mm)

I’m not going to bother pasting the nine different geometry charts Trek sent me into this story (because that would be ridiculous.) The stock head angle is 64.5 degrees: If you want to nerd out on the rest of the numbers, dial-up Trek’s geometry tool and dig in.

Trek Fuel EX—Ride Review

The biggest mistake I made during my first rides on the new EX was comparing it to the outgoing 130/140mm EX. I loved the previous generation , and I liked its somewhat unique positioning between 120mm trail bikes like Evil’s Following and bigger trail bikes like the Pivot Switchblade.

But the new EX is not the old EX: It’s a bigger and more capable bike. It can be ridden harder and in rowdier terrain. But because it is heavier, longer, slacker, and has more travel, the new bike doesn’t feel as snappy as the outgoing bike. And it doesn’t feel as crisp on the climbs either. If you’re looking for a trail bike more like the old EX, the closest you’ll get in Trek’s current line is a Top Fuel with a 130mm fork upgrade.

Once I got my head straight about what the EX was all about, I began to groove with it. The Fuel EX is an excellent trail bike. Well, I have one complaint. I was getting some noise from the front end. I solved this by pulling the entire headset assembly, cleaning, greasing, and reinstalling it—chuckling to myself the whole time because Trek’s product team said they designed the system the way they did because they found competitors' adjustable head angle systems were noisy.

With six possible geometry settings—nine if I fitted a 27.5 rear wheel, which I, so far, have not—there wasn’t time to evaluate them all adequately before today’s launch. So, I’ve done all my rides on the EX in the stock setting (Mino Link in low, headset in the neutral position). And in that setting, the EX is a well-rounded trail bike.

I did my first ride on the EX in Whistler, British Columbia where I ground up the steep climbs and then pointed down tight, rough, and frequently very steep and technical trails that dot the landscape. The EX held its own, offering a comfortable climbing position and an efficient and supportive pedaling platform on the climbs. On the descents, it was reassuring; equal parts precise and confidence-inspiring. I decided to run the shock rate in the progressive position for this ride and was happy I did as the rear end returned suppleness with plenty of support and bottom-out resistance.

I expect some riders will find the EX, even with its new and more muscular body, is not quite enough bike for Whistler-style riding, which I can understand. But it can hold its own while the old EX would be out of its element.

I got the rest of my rides on the new EX in Durango, Colorado. Compared to B.C. riding, the climbs in Durango typically aren’t as steep, and the descents are faster, more open, and not as consistently technical, but the altitude is much higher. The EX felt a bit more in its sweet spot here, and I used the less progressive shock rate, which gave me a deeper-feeling suspension. With the lightest EX coming in at over 30 pounds, I’m not going to say I’m thrilled to hammer out a multi-hour singletrack climb at five-figure altitudes on this bike. It is efficient and accurate enough on climbs that I will ride it up because the payoff on the descents is so worthwhile.

I can’t say that I found any one thing, or things, in my testing of the EX so far that rocked my world. It seems to do everything it is supposed to do well. It’s appropriately stiff and feels solid, the suspension works well over a wide range of situations, and the pedaling and braking performance is good also. Performance-wise, it seems to be in the same ballpark as the other good trail bikes of similar travel I’ve ridden.

But I think this EX will be a slow burn. A bike I enjoy more and more as I spend additional time on it. I have no science to back that feeling up, just a gut sensation based on years and years of testing bikes. I have experienced other bikes sneak up on me and become a favorite after being lukewarm about them at first. And I do love how much Trek built into this bike: There’s a ton going on with it when you dig into the details, and much of it will help riders dial in the bike better for their conditions and preferences. In the long run, this should make the new EX easier with which to live.

Sometimes it’s the quiet ones that are the most special.

A gear editor for his entire career, Matt’s journey to becoming a leading cycling tech journalist started in 1995, and he’s been at it ever since; likely riding more cycling equipment than anyone on the planet along the way. Previous to his time with Bicycling , Matt worked in bike shops as a service manager, mechanic, and sales person. Based in Durango, Colorado, he enjoys riding and testing any and all kinds of bikes, so you’re just as likely to see him on a road bike dressed in Lycra at a Tuesday night worlds ride as you are to find him dressed in a full face helmet and pads riding a bike park on an enduro bike. He doesn’t race often, but he’s game for anything; having entered road races, criteriums, trials competitions, dual slalom, downhill races, enduros, stage races, short track, time trials, and gran fondos. Next up on his to-do list: a multi day bikepacking trip, and an e-bike race. 

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Results have arrived, trek fuel ex bikes & framesets for sale, shop new & used trek fuel ex bikes, framesets at tpc - the pro's closet. find reviews, specs, weight info, and prices on various models (5, 9.7, 9.8, 9.9) and popular years (2020, 2021, etc)..

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2023 Trek Fuel EX 9.8 - Weight, Specs, Price

Trek fuel ex reviews.

REVIEWING THE NEW TREK FUEL EXE EMTB

Ebike light redefined.

Words by Drew Rohde Photos and Video by Brian Niles/Treeline Cinematic

SPONSORED CONTENT

When we got word of a new game-changing lightweight eMTB, the Trek Fuel EXe, we were excited to see what it was all about. Admittedly, the mid-power eBike category, or eBike Light as we call it, isn’t our favorite. Our crew has converted to being full-power prophets, preaching that All Boost, All the Time lifestyle. It’s not that we don’t want a lighter and more playful eBike, we absolutely do. It’s just that when it came down to evaluating the available time to ride and the amount of mileage and vert we wanted to conquer in that time, the capabilities of bikes that had been available up until this point just didn’t compel us to give up the extra range (A.K.A DH time) of a full power eBike. After a couple of weeks riding Trek’s Fuel EXe new eMTB, it looks like it could be the first of the next generation eBike Lights to have us considering a switch. Let’s dive into the complete Dissected review of the new Trek Fuel Exe eBike.

For those riders (purists) on the other end of the spectrum – the ones who’ve resisted the E-side because they did not want the monstrous power, bulbous frame shapes and loud electric motor noise – the Trek Fuel EXe may once again be the bike that tempts you to make the switch. Let’s dive into why we think so.

As with all of our Dissected Features , this is not intended to be a long term review or endorsement of a product but is instead a chance for our viewers and readers to get a deep dive look into some of the newest tech and products in the mountain bike space. We thank Trek Bikes for the opportunity to create this feature and getting you some valuable beta on this new, lightweight eMTB.

Like any other bit of technology or product in the early years, just getting a product to market meant you were likely to be successful. However, as products, consumer demand and companies evolve, simply having an eBike that weighs less than 48lbs isn’t enough to lead the category these days. Riders want more, brands want more, and in this case, Trek’s own staff is full of riders who were motivated to build the eBike they wanted to ride…and so, the Trek Fuel EXe was born.

WHAT’S SO SPECIAL?

That in-house determination to build the eBike Trek’s own employees were dreaming of is what led to this unique and impressive machine. While there’s a lot of tech and features to talk about, some of which other bikes and brands can compete with, we’ll start with Trek’s ace in the hole – the deathly silent TQ HPR50 motor.

TQ is a German robotics manufacturer that has not only a wealth of knowledge in producing impressively complicated components, but also a very high percentage of staffers that are passionate about cycling. Their experience creating technology in use on the Mars Rover, for space travel, aviation, and daily consumer electronics has no doubt been an asset to the development of the Trek Fuel EXe. One component specifically – TQ’s patented Harmonic Pin Ring transmission, or HPR – was developed in TQ’s Drive department . The Drive department is a TQ-Group which is focused on creating the world’s leading drive systems and is a founding partner of the German Aerospace Center.

The Harmonic Pin Ring unit is what makes this drive system (and this entire bike) stand out. Made entirely in Germany, the TQ HPR50 drive unit is incredibly light at only 1,850 grams and delivers 50Nm of torque with up to 300 Watts of peak power. With just a couple of moving parts inside the HPR50 drive unit, reliability and efficiency are claimed to be huge benefits of TQ’s system. Similarly, the tone and sound, or lack thereof, are pleasant side effects. No gear lash: no belts to make noise or wear out; and fewer moving parts within the concentric design, should equal a long-lasting drive unit that we can’t wait to tally miles aboard.

SILENCE IN ACTION

One of the most impressive things we learned about the development of the Trek Fuel EXe emtb, was the acoustical science field and how important it was in refining the eBike. Many of you are likely familiar with decibels (db), or even sones if you’re an audio nerd. Rather than focus on those units however, Trek and TQ worked on tonality, which is a psycho-acoustic measure of how sound is perceived. Essentially, it’s a truer measure of the type of effects that the sounds you are hearing are having on you, the rider. For example, some ranges of sound can be more negatively perceived, even at a lower volume than a more-pleasant louder sound. For myself, the sound of a relentless chirp from a fan belt or the buzz of a lightbulb could be much quieter (db) than the purr of a V8 motor idling, but I can certainly tolerate one sound longer than the other.

What’s crazy is that according to Trek’s studies – and our experiences during the review – the new Fuel EXe is closer in the amount of perceivable sound to a regular mountain bike than any other eBike tested, light or full power. With a tonality reading of just over 0.1, the TQ HPR50 puts the Fuel EXe into the Barely Perceivable range, while other eMTBs range well over 0.4 up to 0.6 and therefore fall into the distracting range. We don’t like to be distracted from the ride, so this can only be a good thing.

TECHNOLOGY INTEGRATIONS

Being that TQ is a technology company, we shouldn’t be surprised that the integration of the display, corresponding apps and handlebar controller are impressively sleek on the new Trek Fuel EXe. The 2-inch integrated screen sits flush in the top tube and displays the vital information, which can be toggled to suit your preference. At the time of writing this feature and filming our video, neither Trek’s new Central app, nor the TQ app have been finalized to experiment with. However, we’ve been shown samples of the features and what can be done once connected, and we look forward to trying them out for ourselves. Everything from drive unit tuning through to range and trail estimation, and fitness tracking can be done.

Of course, on this top-of-the-line model, SRAM’s AirWhiz and TyreWhiz technologies come included, and SRAM’s app works quite well at allowing you to set up your preferred pressures, giving you a green or red light to indicate if your bike is ready to ride or needs some attention.

AVAILABLE MODELS

Trek will be offering the new Fuel EXe in their OCLV carbon only, with six build options at prices beginning at $6,499.99. All bikes will come with the TQ HPR50 drive unit, a 360Wh internal battery, and will work with a 160Wh range extender that can be purchased separately. We have received the $13,999.99 Trek Fuel EXe 9.9 XX1 AXS model for our Dissected Feature and will be using that to conduct our long-term review moving forward.

Model Builds are located at the bottom of this page.

THE WOLF’S FIRST IMPRESSION

As with all our Dissected Features, this project was made in collaboration with Trek and is not intended to be an endorsement or full-on product review. We’ve only got about 45 miles on Trek’s Fuel EXe eBike so far and look forward to lots more before we report back for a long-term review.

That being said, this eMTB shows great promise with the few riders who’ve tried it so far having a good time, and we can’t wait to pass it around our whole crew. Now that we’ve got some initial miles on it, we’ll be trimming down the bars and going with a 160mm fork upgrade to get a slightly slacker head tube and some more travel for our type of riding.

Standout features from the get-go include the near instantaneous drive unit engagement, and blissful silence. Whether you’re starting on flat ground or if you’ve bobbled on a techy hill climb and want to restart, the cranks instantly engage. It’s like riding a hub with instant engagement versus a cheaper hub that has several degrees of play before spinning the drivetrain. As far as how loud the bike is, we’re not acoustics experts, but that “Barely Perceivable” rating seems about right. For 90% of our climbing time, we didn’t hear the motor over the sound of our tires on the ground. Only on the steepest of pitches could we hear a little bit of sound, and what we did hear was not nearly as high pitched or electrical sounding as other eMTBs. We hope it stays that way as we ride the bike more, but time will tell.

We are a bit concerned as to how we’ll adapt to the range of the smaller battery as we admitted earlier, since we are huge fans of Boost, or Turbo mode riding. At one of our favorite spots to test and film, we found that a Boost ride quickly put us in the red and left us with significantly less downhills than the Trek Rail we have. Of course, at 40lbs, the Fuel EXe is a whole lot lighter and more playful than the Rail too, so you do get that benefit to offset the reduced range. Perhaps we’ll have to adjust to dropping power and riding a bit slower on the climbs again until those range extenders come into stock.

If you’re not a full-boost rider and you prefer a lighter bike, with a natural feel and just a little bit of assistance to help take the edge off, then this bike is likely going to be at the top of your list. That increased agility compared with a full fat eMTB is notable and the reduced fatigue when working the bike hard through undulations or tight and techy terrain is greatly appreciated. So far It has proved to be capable of being ridden hard and into terrain far beyond what you’d expect a 140mm bike to feel confident on too. That said, we think a bump up to a 160mm fork is going to level this bike up even further, so we’re excited to make that happen and see what the Fuel EXe is truly capable of.

Though we may sound a little negative about the eBike light category as a whole, after our initial review and film rides, the Trek’s Fuel EXe has our whole crew excited. If things hold up and the bike stays as solid and quiet as it is right now, this bike could truly be the new standard for the eBike Light category. Stay tuned for a long-term review of the Fuel Exe in the coming months, and head to trekbikes.com now to pick yours up if you’ve heard enough.

TREK FUEL EXe 9.5

Price: $6,499.99

Frame: OCLV Mountain Carbon | 140mm travel Fork: RockShox 35 Gold RL DebonAir spring | 150mm travel Shock: RockShox Deluxe Select+ RT | 205mm x 60mm

Drive Unit: TQ HPR50 | 50nm Battery: TQ 360Wh Controller: TQ OLED display with Bluetooth & ANT+ connectivity

Handlebar: Bontrager Rhythm Comp, alloy | 15mm rise, 750mm width Stem: Bontrager alloy, Blendr compatible | 7 degree, 50mm length Saddle: Bontrager Arvada, steel rails Seatpost: TranzX  | 170mm travel | 34.9mm

Rims: Alex MD35 | Tubeless Compatible Hubs: Bontrager Alloy Tires: Bontrager XR5 Team Issue, Tubeless Ready, aramid bead, 120 tpi, 29×2.50″

Derailleur: Shimano Deore M6100, long cage Shifter: Shimano Deore M6100, 12 speed Crankset: E*thirteen E*spec Plus, 34T | 165mm length Cassette: Shimano Deore M6100 | 10-51 | 12 speed Chain: Shimano Deore M6100 | 12 speed Brakes: Shimano MT420

TREK FUEL EXe 9.7

Price: $8,099

Frame: OCLV Mountain Carbon | 140mm Fork: Fox Rhythm 36, Float EVOL air spring, GRIP damper | 150mm Shock: Fox Performance Float X | 205mm x 60mm

Handlebar: Bontrager Line Alloy | 27.5mm rise, 780mm width Stem: Bontrager Elite | 0 degree, 45mm length Saddle: Bontrager Arvada, Austenite Rails Seatpost: TranzX  | 170mm travel | 34.9mm

Wheels: Bontrager Line Comp 30 | Tubeless Ready Tires: Bontrager XR5 Team Issue, Tubeless Ready, aramid bead, 120 tpi, 29×2.50″

Derailleur: Shimano XT M8100 Shifter: Shimano SLX M7100 Crankset: E*thirteen E*spec Race alloy, 34T | 170mm Cassette: Shimano SLX M7100, 10-51 | 12 speed Chain: Shimano SLX M7100 | 12 speed Brakes: Shimano M6120

TREK FUEL EXe 9.8 XT & GX AXS Options

Price: $9,199.99 (XT) | $10,999 (GX AXS)

Frame: OCLV Mountain Carbon | 140mm Fork: RockShox Lyrik Select+, DebonAir spring, Charger 2.1 RC damper | 150mm Shock: RockShox Super Deluxe Select+ RT | 205mm x 60mm

Bar/Stem Combo: Bontrager RSL OCLV Carbon, 27.5mm rise, 820mm width, 45mm stem length Saddle: Bontrager Arvada, Austenite Rails Seatpost: Bontrager Line Elite Dropper | 200mm

Wheels: Bontrager Line Elite 30, OCLV Mountain Carbon, Tubeless Ready Tires: Bontrager SE5 Team Issue, Tubeless Ready, Core Strength sidewalls, aramid bead, 120 tpi, 29×2.50″

XT DRIVETRAIN Derailleur: Shimano XT M8100 Shifter: Shimano XT M8100 Crankset: E*thirteen E*spec Race Carbon, 34T | 165mm Cassette: Shimano XT M8100 | 10-51, 12 speed Chain: Shimano Ultegra/XT M8100 Brakes: Shimano XT M8120

GX AXS DRIVETRAIN Derailleur: SRAM GX Eagle AXS Shifter: SRAM GX Eagle AXS Crankset: E*thirteen E*spec Race Carbon, 34T | 165mm Cassette: SRAM Eagle XG-1275 | 10-52, 12 speed Chain: SRAM GX Eagle Brakes: SRAM Code R

TREK FUEL EXe 9.9 XTR & XX1 AXS Options

Price: $12,999 (XTR) | $13,999 (XX1 AXS)

Frame: OCLV Mountain Carbon | 140mm Fork: RockShox Lyrik Ultimate, AirWiz, DebonAir spring, Charger 3 RC2 damper | 150mm Shock: RockShox Super Deluxe Ultimate AirWiz, RCT2 damper | 205mm x 60mm

Bar/Stem Combo: Bontrager RSL OCLV Carbon, 27.5mm rise, 820mm width, 45mm stem length Saddle: Bontrager Arvada Pro, Carbon rails Seatpost: Bontrager Line Elite Dropper | 200mm

Wheels: Bontrager Line Pro 30, OCLV Mountain Carbon, Tubeless Ready Tires: Bontrager SE5 Team Issue, Tubeless Ready, Core Strength sidewalls, aramid bead, 120 tpi, 29×2.50″

XTR DRIVETRAIN Derailleur: Shimano XTR M9100 Shifter: Shimano XTR M9100 Shadow Plus Crankset: E*thirteen E*spec Race Carbon, 34T | 165mm Cassette: Shimano XTR M9101 | 10-51 Chain: Shimano Dura-Ace/XTR M9100 Brakes: Shimano XTR M9120

XX1 AXS DRIVETRAIN Derailleur: SRAM XX1 Eagle AXS Shifter: SRAM Eagle AXS Crankset: E*thirteen E*spec Race Carbon, 34T | 165mm Cassette: SRAM Eagle XG-1299 | 10-52 Chain: SRAM XX1 Eagle Brakes: SRAM Code RSC

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Out of the Centre

Savvino-storozhevsky monastery and museum.

Zvenigorod's most famous sight is the Savvino-Storozhevsky Monastery, which was founded in 1398 by the monk Savva from the Troitse-Sergieva Lavra, at the invitation and with the support of Prince Yury Dmitrievich of Zvenigorod. Savva was later canonised as St Sabbas (Savva) of Storozhev. The monastery late flourished under the reign of Tsar Alexis, who chose the monastery as his family church and often went on pilgrimage there and made lots of donations to it. Most of the monastery’s buildings date from this time. The monastery is heavily fortified with thick walls and six towers, the most impressive of which is the Krasny Tower which also serves as the eastern entrance. The monastery was closed in 1918 and only reopened in 1995. In 1998 Patriarch Alexius II took part in a service to return the relics of St Sabbas to the monastery. Today the monastery has the status of a stauropegic monastery, which is second in status to a lavra. In addition to being a working monastery, it also holds the Zvenigorod Historical, Architectural and Art Museum.

Belfry and Neighbouring Churches

Located near the main entrance is the monastery's belfry which is perhaps the calling card of the monastery due to its uniqueness. It was built in the 1650s and the St Sergius of Radonezh’s Church was opened on the middle tier in the mid-17th century, although it was originally dedicated to the Trinity. The belfry's 35-tonne Great Bladgovestny Bell fell in 1941 and was only restored and returned in 2003. Attached to the belfry is a large refectory and the Transfiguration Church, both of which were built on the orders of Tsar Alexis in the 1650s.  

To the left of the belfry is another, smaller, refectory which is attached to the Trinity Gate-Church, which was also constructed in the 1650s on the orders of Tsar Alexis who made it his own family church. The church is elaborately decorated with colourful trims and underneath the archway is a beautiful 19th century fresco.

Nativity of Virgin Mary Cathedral

The Nativity of Virgin Mary Cathedral is the oldest building in the monastery and among the oldest buildings in the Moscow Region. It was built between 1404 and 1405 during the lifetime of St Sabbas and using the funds of Prince Yury of Zvenigorod. The white-stone cathedral is a standard four-pillar design with a single golden dome. After the death of St Sabbas he was interred in the cathedral and a new altar dedicated to him was added.

Under the reign of Tsar Alexis the cathedral was decorated with frescoes by Stepan Ryazanets, some of which remain today. Tsar Alexis also presented the cathedral with a five-tier iconostasis, the top row of icons have been preserved.

Tsaritsa's Chambers

The Nativity of Virgin Mary Cathedral is located between the Tsaritsa's Chambers of the left and the Palace of Tsar Alexis on the right. The Tsaritsa's Chambers were built in the mid-17th century for the wife of Tsar Alexey - Tsaritsa Maria Ilinichna Miloskavskaya. The design of the building is influenced by the ancient Russian architectural style. Is prettier than the Tsar's chambers opposite, being red in colour with elaborately decorated window frames and entrance.

At present the Tsaritsa's Chambers houses the Zvenigorod Historical, Architectural and Art Museum. Among its displays is an accurate recreation of the interior of a noble lady's chambers including furniture, decorations and a decorated tiled oven, and an exhibition on the history of Zvenigorod and the monastery.

Palace of Tsar Alexis

The Palace of Tsar Alexis was built in the 1650s and is now one of the best surviving examples of non-religious architecture of that era. It was built especially for Tsar Alexis who often visited the monastery on religious pilgrimages. Its most striking feature is its pretty row of nine chimney spouts which resemble towers.

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