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The NEW 2023 Trek Fuel EX Gen 6

Trek Fuel EX release date: September 8, 2022

What type of mountain bike is the Trek Fuel EX?

The new Trek Fuel EX Gen 6 shows off what a modern trail bike should be. New features including longer travel and impressive on-the-fly adjustability serve riders that have a soft spot for the steep stuff. The size-specific build is customized to the rider and added features make you feel one with the mountain. As trail riding evolves, achieving the perfect fit and ideal suspension settings have never been so close at hand. There's nothing you can't ride with the Fuel EX.

• Wheel size: 29" (S-XXL) or 27.5" (XS-S)
• Front travel: 150mm
• Rear travel: 140mm
• Tire clearance: 2.5"
• Size range: XS - XXL
• Frame: Carbon or alloy
• Colors: Deep Smoke, Mulsanne Blue, Satin Baja Yellow, Crimson, Matte Pennyflake

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Or keep scrolling to compare and contrast each model.

Fuel EX Overview Fuel EX Video --> Fuel EX Features Fuel EX Geometry Fuel EX Size Chart Fuel EX Models Fuel EX FAQs

Who’s it for?

The updated Gen 6 model is for riders who love all trails, flowy, rocky, steep, loose, and otherwise. It's for the renaissance rider who rides it all.

The adjustable geometry and suspension flip chip appeal to mountain bikers who prioritize tuning their setup to the current conditions. 

The Fuel EX is the longer-travel sibling of the snappy Trek Top Fuel designed for lighter, more XC style trails.

Why you'll love it

The Fuel EX is in a league of its own when it comes to on-the-go adjustability. 

Riders can now easily customize their geometry and suspension progression at the flip of a chip and optimize their ride no matter the trail. 

You’ll enjoy full days of downhill shuttle runs more than ever thanks to the redesigned frame, downtube guard, and handy internal storage.

Click to watch the Fuel EX video

What's new on the 2023 Trek Fuel EX?

Check out the Trek Fuel EX overview below and learn about all its exciting updates.

More front and rear travel

Year after year, riders continue to push the limits of trail bikes and the Fuel EX Gen 6 delivers longer travel suspension for dominating steeper terrain. 

Front travel increases from 130mm to 140mm and the rear shock provides 150mm of cushion, up from 140mm on the previous model.

Adjustable Geometry

The 2023 Fuel EX also introduces an innovative adjustable headset that can alter the head tube angle by +/- 1 degree depending on the desired slackness. 

The head tube angle can be set between 63.5 and 65.5 degrees. 

The angle adjust cups combine with the Mino Link for a total of 6 possible geometry configurations.

Size specific builds

Trek has matched the frame sizes with appropriate wheel choices and chainstay lengths to ensure all riders achieve an ideal fit. 

XS models run nimble 27.5” wheels whereas frame sizes medium and up have 29ers. Small frames are available in both wheel options. 

All riders, regardless of their height, can find a bike that provides maximum control and handling.

New frame features

The reimagined frame boasts trendy tech, including a full length downtube guard for protection from debris and tailgates during shuttle runs. 

The new threaded BB and guided internal routing keep everything neatly tucked away and low-maintenance. 

The larger 34.6mm seat tube accommodates sturdier dropper posts and now all frames— carbon and alloy— come with handy downtube storage .

Adjustable suspension progression

Riders can effortlessly switch between suspension settings via a flip chip on the lower shock mount. 

Choose between the plush, less progressive setting for better trail feedback or the more progressive setting that’s better for aggressive riding. 

The progressive option avoids bottoming-out and performs great with linear coil shocks if you choose to upgrade later on.

Trek Fuel EX Geometry

The new Fuel EX features a steeper seat angle and longer reach for more efficient climbing and improved handling on demanding descents. 

This more aggressive geometry can be further fine-tuned from inside the headset with angle adjust cups (sold separately) as well as the rear triangle Mino Link, r esulting in 6 different geo configurations .

Trek Fuel EX Size Chart

Trek outfitted each frame option with the correct wheel size to optimize handling. XS models come with 27.5” wheels, frames M and up run 29ers. People who ride S frames are often caught in the middle, so those frames are available with both wheel options.

*Size XXL available in alloy only.

2023 Trek Fuel EX For Sale

Shop all our Trek Fuel EX models

Or compare and contrast them at a glance below:

Fuel EX 9.9 XX1 AXS

Frame : Carbon

Fork : FOX Factory 36

Shock : Fox Performance Float X

Drivetrain : SRAM XX1 Eagle AXS

Brakes : SRAM Code RSC

Wheels : Bontrager Line Pro 30

Price : $10,749

Fuel EX 9.9 XTR

Fork : Fox Factory 36

Drivetrain : Shimano XTR M9100

Brakes : Shimano XTR M9120

Price : $9,749

Fuel EX 9.8 GX AXS

Fork : Fox Performance 36

Drivetrain : SRAM GX Eagle AXS

Brakes : SRAM Code R

Wheels : Bontrager Line Elite 30

Price : $7,699

Fuel EX 9.8 XT

Drivetrain : Shimano XT M8100

Brakes : Shimano XT M8120

Price : $6,249

Fuel EX 9.7 SLX/XT

Fork : Fox Rhythm 36

Brakes : Shimano M6120

Wheels : Bontrager Line Comp 30 

Price : $4,699

Fuel EX 8 XT

Frame : Aluminum

Wheels : Bontrager Line Comp 30

Price : $4,299

Fuel EX 7 Deore/XT

Fork : RockShox 35 Gold RL

Shock : Fox Performance Float EVOL

Brakes : Shimano MT420

Price : $3,699

Trek Fuel EX FAQs

Is the trek fuel ex a trail bike.

Yes, the 140/150mm full-suspension setup and large wheels are best suited for trail riding all over the mountain, from the big climbs, flowy traverses, and steep descents.

How does the adjustable headset work?

Riders can swap out the standard headset cup for special angle adjust cups that alter the head tube angle by +/- 1 degree, either adding slack or increasing steepness. The upper cup can be dropped in whereas the lower cup needs to be installed using a headset press.

How much does a Trek Fuel EX weigh?

Depending on the model, a size M Trek Fuel EX weighs between 31.6 lbs and 35.21 lbs.

Do all Fuel EX frames use the same wheel size?

No, XS frames use 27.5” wheels and sizes M and up use 29” wheels. S frames are available in both wheelsets.

Is the Trek Fuel EX tubeless compatible?

Yes, all models from Fuel EX 7 and up come ready for a tubeless setup and include valves, sealant, and appropriate tires.

What is the Fuel EX’s tire clearance?

Both the 27.5 and 29 models have room for 2.5” tires.

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Explore Our Trek Buyer's Guide

2023 Trek Fuel EX

Wheel Size: XS: 27.5’’; Small: 27.5’’ and 29’’ options; M through XXL: 29’’; all 29’’ frames also mullet compatible with a 160mm-travel fork

Travel: 140 mm rear / 150 mm front

Material: Aluminum and carbon fiber versions available

Sizes Offered: XS–XXL

• Aluminum frame w/ Fox Float X Performance: $2,600
• Carbon frame w/ Fox Float X Factory: $3,900
• Complete bikes $3,700 to $10,750

Blister’s Measured Weight: 33.1 lb / 15.0 kg (Fuel EX 9.8 XT, size Large)

Reviewer: 6′, 170 lb / 183 cm, 77.1 kg

Test Location: Western Washington

Test Duration: 4 months

Trek’s Fuel EX has long been a popular all-round Trail bike, but the new version looks like a major departure from the bike it replaced, with more suspension travel, dramatically longer / slacker geometry, a ton of new adjustability, and a substantial cosmetic overhaul to go with it. There’s a lot to cover here, so let’s get right into it:

The sixth-generation Fuel EX includes loads of updates, starting with the wild amount of adjustability on offer. The prior-generation bike had a flip chip to toggle between two geometry settings, which the new bike retains, but it adds an optional offset headset that changes the headtube angle by +/- 1.0°, as well as a second flip chip that varies the amount of progression from the rear suspension — more on all that in a minute.

The overall aesthetic design of the frame has also been overhauled to match the new Fuel EXe lightweight e-bike, but Trek’s longstanding ABP suspension design carries over (now producing 140 mm of rear wheel travel, up by 10 mm from the outgoing bike), as does the option for aluminum and carbon frame construction. No matter which frame material you opt for, you get a storage compartment in the downtube, internal cable routing across the board, ample rubber guards on the seatstay, chainstay, and downtube, and a threaded bottom bracket shell. ISCG-05 tabs are also featured, and tire clearance is stated at 2.5’’. Trek’s sometimes-irritating Knock Block headset is nowhere to be found on the new Fuel EX. All sizes can fit a water bottle inside the front triangle, though the size of the bottle is limited on the smaller frame sizes.

The Fuel EX now has a second flip chip that toggles between two different levels of rear suspension progression, which Trek amusingly simply labels “Less” and “More.” It’s essentially the same system that they introduced on the Session last year. In the “More” progression setting, the leverage curve goes from about 2.9:1 to 2.3:1 in a nearly straight line (~21% total progression); the “Less” setting drops the starting leverage ratio to about 2.75:1 (for ~16% overall progression), and the curve flattens off somewhat near bottom-out.

Fit & Geometry

Again, there’s a lot going on here — the new Fuel EX has a huge amount of geometry adjustability between the geometry flip chip (Trek calls it a “Mino Link”), optional offset headset (sold separately), and the option to run the bike with a 27.5’’ rear wheel for a mullet setup (on frame versions designed around a 29’’ front wheel). We’ll get to the full geometry charts in a minute, but to break down the highlights:

• Trek offers the Fuel EX in a whopping seven sizes (XS through XXL, with an “ML” size snuck in the middle). The XS frame is 27.5’’ only, the size Small comes in options for 27.5’’ or 29’’ wheels (each of which gets a dedicated frame — no converting back and forth), and sizes Medium and up are 29ers. All the 29er frames can be run as a mullet with the flip chip in the “High” position (and Trek recommends bumping up to a 160mm-travel fork to raise the bottom bracket a little).
• The headtube angle is 64.5° in what is probably the default position for most people (headset in the neutral position, flip chip in low, which is how Trek will ship the Fuel EX) but you can set it anywhere from 63.5° to 66° depending on how you mix and match the settings with the stock wheel size.
• Going to a mullet configuration on the 29er frames slackens things out to 63.9° in the neutral headset position; you can vary that by one degree in either direction with the offset headset.
• Reach ranges from 400 to 545 mm; all sizes get a 70.8° actual seat tube angle, with the effective measurement starting at over 78° on the smaller sizes and dropping off to 76° by the XXL.
• Chainstay length is 435 mm on the XS through M frames (irrespective of wheel size), 440 mm on the ML and L, and 445 mm on the XL and XXL.

Got all that? The geo chart for the “default” option (stock wheel size, headset in “neutral”, Mino Link in “low”) is below, and you can check out all the other configurations on Trek’s website.

Trek offers the Fuel EX in seven complete builds, and as a frame-only in both aluminum and carbon fiber — a welcome and increasingly-rare option these days. As per usual for Trek, all builds with a non-decimal number feature aluminum frames, while the “9.X” builds are carbon fiber.

[Trek is also continuing to offer the Fuel EX 5 with the prior-generation frame as the most entry-level offering in the range but here we’re covering the builds that are offered on the new sixth-generation frame.]

• Fork: RockShox 35 Gold RL
• Shock: Fox Float DPS Performance
• Drivetrain: Shimano SLX shifter, XT derailleur, Deore cassette
• Crank: Shimano Deore
• Brakes: Shimano MT4100 4-piston
• Wheels: Bontrager Line Comp 30
• Dropper Post: TransX
• Fork: Fox 36 Rhythm
• Shock: Fox Float X Performance
• Drivetrain: Shimano XT
• Brakes: Shimano M6100 lever / M6120 4-piston caliper
• Drivetrain: Shimano SLX w/ XT rear derailleur
• Brakes: Shimano M6120 4-piston
• Fork: Fox 36 Performance
• Crank: Shimano XT
• Brakes: Shimano XT 4-piston
• Wheels: Bontrager Line Elite 30 Carbon
• Dropper Post: Bontrager Line Elite
• Drivetrain: SRAM GX AXS
• Crank: SRAM GX
• Brakes: SRAM Code R
• Fork: Fox 36 Factory
• Shock: Fox Float X Factory
• Drivetrain: Shimano XTR
• Crank: e*thirteen TRS Carbon
• Brakes: Shimano XTR 4-piston
• Wheels: Bontrager Line Pro 30 Carbon
• Drivetrain: SRAM XX1 AXS
• Crank: SRAM XX1
• Brakes: SRAM Code RSC
• Dropper Post: RockShox Reverb AXS

Some Questions / Things We’re Curious About

(1) The old Fuel EX was looking a bit dated, geometry-wise, but that’s not the case with the new one, at all. So how does it stack up to a lot of the other good mid-travel Trail bikes we’ve been on recently, including the Santa Cruz Hightower, Guerrilla Gravity Smash, and Commencal Meta TR?

(2) And how does the wild adjustability of the new Fuel EX pan out on trail? Does it feel like a coherent total package across the range of options, or does it start to get a little quirky at the fringes?

FULL REVIEW

Trek has historically been a little on the conservative side when it comes to the geometry and design of their Trail bikes, so when the new sixth-generation Fuel EX launched last year, it came as a surprise — a 140mm-travel Trail bike that could go as slack as a 63.5° headtube angle, with wild new design language, and a ton of adjustability. Now having spent much of the winter and early spring on the new Fuel EX, it’s indeed quite adaptable and well-rounded — and a bike that we think could work really, really well for a lot of folks.

Fit & Sizing

Trek offers the Fuel EX in seven sizes — XS through XXL, plus an “ML” in the middle — but despite the huge size range and relatively tight steps between sizes (particularly around the middle of the range), Trek’s recommended sizing puts me (6’ / 183 cm tall) squarely on a Large frame, with no overlap onto the ML or XL sizes. And at least for my preferences and proportions, that was definitely the right call. I had an easy time getting comfortable on the Large Fuel EX — and with reach, stack, and effective top tube numbers that are all in my typically preferred range, that wasn’t a surprise.

Interestingly, Trek also lists a recommended inseam range on their sizing chart, and despite being at the bottom end of the range (at 33’’) for the Large frame, I had way more than enough room to swap in a 200 mm dropper post in place of the 170 mm one that came stock. Trek does put a 200 mm post on the XL and XXL frames, and I’m sympathetic to the idea that it’s arguably better to err on the side of shorter (so that you don’t have folks who need to swap the post to be able to ride their desired frame size — it’s easier to live with a shorter-than-ideal one than one that’s too tall, for sure). But I wanted a 200 mm post, and I bet a lot of folks on the Large frame will feel similarly.

The Fuel EX’s massive geometry adjustability is much more focused on handling and ride characteristics than fit, and my overall take on fit and sizing didn’t really change much across the range of options (which I’ll cover in a lot more detail below). There are, of course, changes to the reach, stack, and effective top tube as you tweak things via the Fuel EX’s built-in geo adjustments, but they weren’t dramatic enough to change my assessment of the overall fit. The one slight caveat there is the stack height — the Fuel EX’s is a little on the shorter side, and the high flip chip and/or slacker headset settings both reduce it a little more. It wasn’t so short as to cause me real problems getting the fit sorted out, but I did need to swap in a higher-rise bar to help out, particularly in those lower-stack-height configurations to get things high enough — but as I’ll explain below, I wasn’t a fan of the stock bar and stem anyway, rise considerations notwithstanding.

A lot of Trek’s Trail / Enduro bikes in recent years — including the prior-generation Fuel EX — have skewed more toward the compliant, grippy end of the spectrum at the expense of some efficiency and snappiness under power. The new Fuel EX flips that around. It’s quite an efficient, quick-feeling bike under power, but does a notably good job of keeping a solid chunk of the ultra-planted, grippy nature of the earlier iteration — and again, that’s despite the new Fuel EX gaining 10 mm of travel at both ends.

That’s not to say that the Fuel EX is way off the end of the spectrum in terms of efficiency or anything like that, but I’d put it a solid notch above average for a 140mm-Travel trail bike, and it pulls that off while still being entirely respectable when it comes to grip and compliance under power. It’s a really nice recipe for a well-rounded, versatile bike, and while folks who specifically loved the ultra-plush feeling ride of the earlier Fuel EX might feel like the new one has lost a little bit of the magic, I think the new Fuel EX’s suspension performance under power feels more coherent for the bike’s intended use and is going to work better for more people.

In terms of low-speed handling and technical climbing prowess, the Fuel EX’s wildly adjustable geometry makes it a lot harder to give a concise single answer as to how it performs. I’m mostly going to focus on the neutral headset setting since that’s how the bike ships, and I think it’s how most folks are going to run the Fuel EX (and for what it’s worth, it’s also how I preferred to run things), but I’ll touch on the geometry settings and how they change things in more detail below.

Anyway, around the middle of the range of geometry settings, the Fuel EX’s low-speed handling feels quite intuitive and easy but biased a little more toward offering a big sweet spot that makes it easy to keep both wheels planted and gripping, at the expense of a bit of agility at really low speeds, especially as compared to the prior-generation Fuel EX. The new one is still a pretty good technical climber and feels a lot easier to just sit on and grind without having to work to keep the front wheel planted on really steep climbs, but also isn’t quite as easy to snake through really tight spots. Running the steeper, higher geometry settings speeds up the low-speed handling and adds to pedal clearance in really chunky sections but, of course, comes with tradeoffs in higher-speed descending performance. Again, more on the various geometry settings below.

But overall, I think the Fuel EX is an excellent climber for a 140mm-travel Trail bike. The pedaling position is well sorted, striking a nice balance between a steep-ish seat tube without going so far down that road as to feel awkward pedaling around on flat ground. The suspension feels efficient first and foremost but still offers good traction for that level of efficiency and pep under power, and its handling at lower speeds is predictable and intuitive. It’s quite good, especially if you’re inclined to favor a slightly more efficient pedaling platform over the most compliant and grippy suspension performance under power, but the Fuel EX is overall well-rounded and should suit a lot of people nicely.

On the way back down, the Fuel EX is, again, a really well-rounded, versatile bike that feels at home on a fairly wide spectrum of trails. Its massive adjustability (more on that later) doesn’t hurt either, but I don’t think that most folks are going to be toggling between different settings all that often — rather, I think they’re more likely to find a preferred combination and stick with it.

But especially in the middle part of the settings range (as I’ll explain more below, I found the low flip chip / neutral headset setting to be my personal favorite), the Fuel EX strikes a nice middle ground where it’s solidly stable at speed for a 140mm-travel Trail bike but doesn’t feel like it gives up a huge amount of agility to get there. It’s not the absolute quickest handling ~140mm-travel bike in very tight, super low-speed spots, but can still navigate them just fine, and once you’re moving just a little bit, the Fuel EX’s handling feels super intuitive. Its sweet spot in terms of preferred body positioning is notably wide, especially for what is not a wildly long bike overall, and the Fuel EX hits what I think is a really nice blend of being simultaneously moderately stable while also being reasonably quick handling when you need it to be.

And especially in the lower geometry flip chip setting, the Fuel EX corners really, really well. It offers a combination of having a big sweet spot and a lot of room to move around on the bike — in a way that I tend to associate with longer, more stable Enduro bikes — but does so without being as much work to muscle around as those sorts of bikes; this serves the Fuel EX especially well there. It’s not the absolute easiest bike when it comes to slashing the rear end around and oversteering all over the place, but it’ll do that with a little input, and really shines if you’re more inclined to load up the bike through the pedals and carve your way through corners.

The Fuel EX also feels notably plush and cushy in terms of its suspension performance. As I’ll get into more in the section on the build, below, I think a lot of that is down to the rear shock tune as opposed to anything inherent to the frame itself, but the Fuel EX offers a ton of rear-wheel grip over smaller chatter and doesn’t need to be going very fast or hitting stuff hard for its suspension to open up and feel very forgiving and comfortable. The flip side of that is that I did feel like the stock suspension was a bit quick to blow through the middle part of its travel when speeds picked up, especially in choppy, high-speed sections with a lot of sharp mid-sized hits. I’ll grant that this mostly showed up when I was riding the Fuel EX on trails that most folks break out a bigger Enduro bike for, and that I tend to favor firmer compression tunes and more support over the absolute maximum grip and compliance. So I think a lot of folks will be fine with (or specifically psyched about) the lighter compression damping. But it does feel notably light, especially at higher shaft speeds.

While this doesn’t quite fit cleanly into the “Climbing” or “Descending” categories, the Fuel EX really shines in rolling, varied terrain with a bunch of grade reversals and short ups and downs. I’d attribute this to its combination of (1) good pedaling efficiency for those punchy climbs, (2) well-balanced handling with a huge sweet spot in terms of body positioning that helps avoid getting caught out when the bike hangs up in an awkward spot, and (3) notably good traction and suspension compliance at lower speeds, when you’re not able really load up the bike to generate that grip. And while there are a lot of bikes out there that I’d say similar things about — the Santa Cruz Tallboy comes to mind — what sets the Fuel EX apart is that it’s more stable and capable when you point it down a longer, steeper descent than most of the (generally more compact, shorter-travel) bikes that I’d put in a similar camp on the rolling, punchy trails.

Adjustability

The large amount of geometry adjustability on the Fuel EX is an interesting part of the story of the bike. In short, I think Trek has done a good job of offering a host of adjustments that make substantial differences to how the bike rides, without making the range of settings so broad as to make it easy to wind up in a weird combination that rides poorly.

The two flip chips (a.k.a. “Mino Links” in Trek’s parlance) do about what you’d expect. The low setting makes the Fuel EX feel a little more stable at speed and a little slower handling in tight spots, but the bigger difference is that it puts the rider noticeably lower in the bike — eight millimeters of bottom bracket height is quite a bit — and results in feeling more “in” the bike, particularly in higher-speed corners, at the expense of some pedal clearance and some ease of initiating corners by leaning the bike over with more modest input. The “More” progression setting on the Mino Link (which, again, is separate from the geometry-adjusting one) makes the suspension ramp up a little more aggressively and feel more supportive deep in the travel than the “Less” progressive setting, but that difference is comparatively modest.

I also experimented with the optional offset angle-adjusting headset (which is sold separately for folks who want it) and those results were similarly as expected — slackening the headtube made the Fuel EX more stable at the expense of some nimbleness at lower speeds and also required a slightly more forward weight bias to keep the front wheel gripping properly; going steeper makes the low-speed handling quicker but diminishes the Fuel EX’s stability and composure when you start going faster.

I think Trek has done a nice job of working out adjustment ranges that make a real difference in how the bike rides without going so off the deep end as to introduce particularly quirky behavior at the ends of the spectrum, but I had the hardest time with the steeper headset setting, because the chainstays started to feel a bit long relative to the front-center of the bike. In that configuration, the Fuel EX both preferred a more centered, upright body position to not get too far out over the front end and felt like its sweet spot got substantially smaller. Folks who specifically want a very quick-handling ~140mm-travel Trail bike might still find something to like here, but I think the vast majority of people for whom the Fuel EX is a generally good fit are going to be best suited by the stock neutral headset position. And indeed, for the bike’s intended use, the neutral headset, low / more progressive Mino Link arrangement was my preference most of the time.

Though I don’t think all that many people really need to worry about it, I’m still a fan of the fact that Trek offers a clean, easy-to-use offset headset for the bike for the tinkerers out there. The lower cup does require a headset press to install, so it’s not a super quick-and-easy change that many people are going to want to do often, but it’s not hard to do a couple of times to experiment, and the drop-in top cup never gave me any issues with creaking or anything else.

I also tried a mullet configuration on the Fuel EX briefly, but only in the neutral headset position and with the fork still at the stock 150 mm of travel, rather than the 160 mm configuration that Trek recommends. As per usual for bikes that can toggle back and forth, the mixed-wheel layout made the Fuel EX feel a bit quicker handling (particularly in mid-speed corners), a little less stable in a straight line, and made the rear end feel shorter and easier to slash around. None of those differences were huge, and I personally got along better with the full 29’’ setup (as tends to be my preference) but the Fuel EX feels like a very viable mullet candidate for folks who are inclined to go that route.

The Build & Frame

I reviewed the Fuel EX in the mid-range 9.8 XT build, and for the most part, it’s pretty nice. The Shimano XT drivetrain and brakes are great, and this pair of brakes didn’t give me much trouble with wandering bite point, as is often an issue on Shimano’s brakes in general. Carbon wheels are a rarity at this price point ($6,250), and the Fox 36 / Float X suspension combo is solid, too.

But at least for my preferences, I found the compression tune on the rear shock to feel pretty light, particularly in terms of higher-speed damping. The stock shock feels quite plush and cushy when you start hitting things harder, but gives up more support and composure than I would have preferred, particularly in high-speed, choppy sections of trail. I spoke with Trek about my thoughts re: shock tune, and their response was that they tuned their shocks to work as well as possible for as big a swath of the riding public as they could manage, but that there are inevitably tradeoffs in trying to cater to riders across a range of weights and ability levels — and they’re certainly right about all of that. My take is simply that the Fuel EX’s shock tune feels oriented more toward the lighter-damped, more plush end of the range, and that’s absolutely going to be the right call for at least some folks. Heavier / more aggressive riders, or those who just know that they tend to like firmer compression damping might just need to plan on a shock upgrade or re-valve to get the damper support that they want out of the Fuel EX, and I’m personally in that camp.

I also was emphatically not a fan of the one-piece Bontrager RSL bar and stem combo. It (arguably) looks cool and is very, very light, but the one-piece design means that there’s no way to adjust the handlebar roll and thus the effective sweep, and I found the angles of the stock setup to be quite uncomfortable. Granted, bar roll / sweep is a thing that I think I’m probably unusually picky about, but it really didn’t work for me. Happily, swapping in a conventional bar and stem is easy (and is something that I wind up doing on a lot of review bikes — like I said, I’m picky), but the one-piece design limits adjustability and I think is going to cause more folks problems there than conventional designs.

The in-frame storage on the Fuel EX generally works fine, but the opening isn’t all that big and it’s a bit hard to stuff larger stuff (e.g., a light jacket) in there. It also gave me what has to be the funniest noise issue I’ve ever encountered on a review bike. The Fuel EX that I tested had been ridden prior to getting sent our way, and when I started spending time on it, there was a muffled but noticeable rattle coming from somewhere around the downtube or bottom bracket area. As it turns out, it was a dried-out and quite-hard strawberry gummy that was rattling around in the bottom bracket shell after escaping whatever some previous rider had it stored in.

I don’t think there’s a big moral to the story here, other than to keep whatever you put in your downtube storage in some sort of pouch, whether it’s the included one or a different option of your choosing. In this case, it was mostly just amusing. The only real (but very minor) build quality note I’ve got is that the upper downtube protector started to sag a bit after a little while and looked a little ragged, but that’s hardly the end of the world.

I don’t mean for that to sound like a lot of complaining — overall, I think the build on the Fuel EX 9.8 XT is quite sensible, and generally a solid value for the money. Commenting on the couple of things where I saw room for improvement just feels a lot more noteworthy than rehashing that, yes, the Shimano XT drivetrain still works really well, etc. And while the Fuel EX 9.8 XT that I rode is a pretty good value for money, I think the 9.7 build might actually be the best bang-for-buck option in the line. On the 9.7, you get the same carbon frame, functionally very similar suspension (the Fox 36 Rhythm uses the older-generation chassis and is a little heavier than the newer 36 Performance on the 9.8 XT, but shares the same basic spring and damper design), and a slightly heavier but still strong-performing Shimano Deore / SLX / XT blend drivetrain. The loss of the carbon wheels is the biggest difference between the two at the end of the day, but for $1,550 in savings at retail price, I can live with that.

Comparisons

Here’s how the Fuel EX compares to several other bikes in its class. If you’re curious about other models, aren’t sure where to start in the first place, or have any other gear questions, you can Become a Blister Member , send us a message via the Member Clubhouse , and we’ll help you out one-on-one.

Trek Fuel EX Gen 5

I don’t have a ton of time on the prior-generation Fuel EX (which is still available from Trek, at least for the time being) but I’ve ridden one enough to know that the new sixth-generation version is pretty different. The new Fuel EX is much more stable and composed at speed, less nimble at low speeds in tight spots, and despite gaining 10 mm of suspension travel at both ends, probably pedals more efficiently. The new one is significantly “more” bike in most respects apart from pedaling efficiency.

Santa Cruz Hightower

This is one of the better comparisons here, but there are still some real differences. In the more middle-of-the-range geometry settings, the Fuel EX is a touch more stable at speed but a little less agile than the Hightower. The Fuel EX also pedals more efficiently but doesn’t offer quite as much traction under power.

But none of those differences are great enough to make them unreasonable bikes to cross-shop against each other or make it super cut-and-dried as to who should be on which bike, and they generally feel targeted at similar types of riding and use cases — just with slightly different characteristics. It’s also worth noting that their sizing breaks are a bit different, and there are likely going to be folks who simply fit one better than the other since, for example, the Large Fuel EX fits a little bigger than the Large Hightower.

Santa Cruz Bronson

Pretty different. The Fuel EX pedals a lot more efficiently than the Bronson but feels significantly less plush and cushy on the way back down. The gap in stability between the two isn’t as large as the differences in suspension performance might suggest, though the Bronson is still more bike on that front, too. And even with the Fuel EX set up as a mullet, the Bronson feels more oriented toward a riding style that favors slashing the rear end around and riding with more weight over the front end to facilitate that.

Transition Smuggler

This one’s interesting — the Smuggler and Fuel EX fit and handle pretty similarly, but feel quite different in terms of their suspension performance. The Smuggler feels much more supportive and lively whereas the Fuel EX is more plush and cushy, at the expense of some composure in really fast, rough sections (which, again, I think has more to do with the shock tune than anything to do with the frame itself). Despite the Fuel EX’s extra suspension travel, the two are pretty close in terms of pedaling performance and efficiency, though the Fuel EX definitely has an edge in terms of traction and grip under power.

Pretty different. These two are actually pretty close in terms of where they land on the super-quick handling to super-stable spectrum but differ substantially in a lot of other ways. The Ripmo has more suspension travel, and definitely feels like it — it’s more composed when plowing into rough sections of trail at speed, in particular. But its suspension also feels firmer and more supportive, as compared to the more plush and cushy Fuel EX. The Rimpo also has more of a notable preference for being ridden with a forward stance with some significant weight over the bars, whereas the Fuel EX feels happier being ridden more centered / neutrally, and has a bigger sweet spot in terms of body positioning — though I think some of that is driven by the fact that the Large Fuel EX fits just a bit bigger than the Large Ripmo we reviewed; the Fuel EX fits me better, personally, but that’s going to vary rider to rider.

Overall, the Ripmo feels like a bit more game-on, hard-charging bike whereas the Fuel EX is happier taking things easier, while still having a solid top end when you decide to open it up. In terms of pedaling efficiency, they’re not too far off from each other but I’d give a slight edge to the Fuel EX.

We Are One Arrival 152

Similar story to the Ripmo, but to a greater extent. The Arrival is a much more game-on, descending-focused bike than the Fuel EX and takes more speed and aggression to come alive, but rewards that sort of approach with an impressively stable, composed ride for a bike that’s pretty quick handling (again, when you’re on it and riding hard). The Arrival is also much more supportive and lively in its suspension performance, but less plush and cushy than the Fuel EX.

Orbea Occam LT

Also pretty different. Despite having 10 mm more rear wheel travel, the Occam LT pedals even better than the Fuel EX and feels especially sharp-handling and quick, whereas the Fuel EX is a little more stable at speed, especially in rougher terrain, but not as agile. The Fuel EX is also much more plush and forgiving in terms of its suspension performance at lower speeds but is far less nimble and pop-y than the Occam LT.

In terms of its handling and ride character, the Occam LT feels like a shorter-travel bike than it actually is, just one that’s got the extra compliance of a 150mm-travel bike when you really need it. The Fuel EX feels like “more” bike despite having a touch less suspension travel.

Orbea Rallon

The Rallon, on the other hand, is way more bike than the Fuel EX — more stable, more composed in rough sections, not as quick handling, and so on. It’s one of the most versatile, most efficient-pedaling Enduro bikes we’ve ever tested, but it still is a modern Enduro bike. The Rallon is impressively close to the Fuel EX in terms of pedaling efficiency, given that it’s got 20 mm of extra travel at each end, but the Fuel EX still wins out there. The two aren’t too far off from each other in terms of small-bump sensitivity, either, but the Fuel EX feels more plush and eager to use a lot of its travel at lower speeds and with mellower riding, whereas the Rallon is a lot more composed and supportive when you start hitting stuff harder.

The Fuel EX and Rallon do remind me of each other somewhat in terms of the way they fit and in the cornering styles they excel at most strongly — both are especially good when loading the bike up through the pedals, getting both wheels to grip hard, and carve through mid-speed, well-supported corners in particular — but the Rallon is much more bike in most respects.

Who’s It For?

The new Fuel EX is an excellent all-rounder Trail bike, especially for people who favor a slightly softer, more supple suspension setup but still want a bike that pedals quite efficiently. It’s very versatile in terms its preferred riding style(s), has a big sweet spot in terms of body positioning and approach, and offers a really nice blend of solid stability and reasonably quick handling, plus a whole lot of adjustability to dial it in to your liking. Heavier and/or more aggressive riders might find the stock suspension tune to be somewhat lightly damped for their preferences — and I’d count myself among those people — but if you’d prefer a more plush, cushy ride, or are willing to put some work into getting the suspension tuned, there’s a lot to like here.

Bottom Line

The new Fuel EX is an especially well-rounded and versatile Trail bike that we can see working for a lot of different riders — especially since it has such a broad range of frame adjustments on offer. Riders who tend to favor firmer, more supportive compression tunes are likely to find the stock setup to be a bit lightly damped, but plenty of other folks are likely to appreciate the plush, smooth ride. And though I didn’t have the opportunity to test this hypothesis, I don’t think there’s anything inherent to the frame design that would stop folks who want a firmer compression tune from getting there via aftermarket tuning or a shock swap.

I want to be careful not to make too big a deal out of the shock tune — it wasn’t quite what I wanted, but I also definitely tend to prefer firmer, more supportive compression damping and I think that the stock setup will work great for a ton of people. And I really, really like the Fuel EX otherwise — it’s an impressively versatile bike that I was able to have a great time riding on a ton of different sorts of trails and one that I would be happy to take most places in the world as my one bike and not feel like I was missing out. And it’s one that I’ve already recommended to a bunch of Blister Members who’ve reached out looking for an all-rounder one-bike quiver, because the Fuel EX is a really good one.

2 comments on “2023 Trek Fuel EX”

Great review, did you manage to get the 200mm dropper in all the way? I am thinking of getting a 200 on my size large.

Yeah, pretty easily. I run a ~780 mm seat height (center of BB to top of the seat, on 170 mm cranks).

Trek has a good seatpost insertion guide in the service manual on their site. It is worth noting that the aluminum frames have a little less insertion than the carbon ones — 265 mm vs. 281 mm for the size Large of both.

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Trek Fuel EX Sizing Help

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I’m on the verge of purchasing a 19 Trek Fuel EX 8, but I’m having trouble trying to decide between the 18.5 and 19.5. Below are my deminsons Height: 5 feet 11” 180 CM Inseam: 33 Apex: +1.5 wing span 6 feet 1/2 I’ve read through a few posts mentioning sizing and honestly I’m not sure which one I should get. Based on the trek website and the new sizing chart on the fuel ex 8 page being 180 cm I fall a littte outside of the 18.5 (170-179cm / 5’ 6.9” - 5’10.5”) and more so on the backend of the 19.5 (177-188 / 5’9.7” - 6’2.0”). I’ve test ridden both sizes several times and while the bike shop sides more so with the 19.5 based on my size, the 19.5 feels a tab big. Granted the 18.5 is really only 1/2 inch shorter than 19.5 based on the ETT measurement. This is my first MTB as I’m used to riding a road bike (56cm Trek Domane) so I’m not sure if the bike should feel big. On the 19.5 I’m not overly stretched out and I still have a some bend in my arms, but it just feels like it might be a smig too big. On the 18.5 The bike feels just about right, not too small but not too big. My arms have a good bend and I don’t feel like I’m leaning as much as on the 19.5, but while it might feel better I have some concerns going with a smaller 18.5 over the 19.5. since I’m more so used to Road biking and not used to MTB I’m concerned that a smaller bike will have trouble descending or even climbing. I don’t want to go OTB and understand that bigger bike helps put my weight back better. Also on bigger bike I understand I have more room out of the saddle climbing. But on the 18.5 I feel like I have a little better control and feel like I can wip the bike around a little more easily. One bike shop says that the big feeling is normal and that I should be on the 19.5, while another shop tells me the if I’m between sizes I should go smaller as I’ll have more control over the bike. I’m sure on the DH the 19.5 would probably be great and out of the saddle I might have a little more room to climb. On the 18.5 I feel like I have a little more control and want to wip the bike around a little more. My wife and I did demo the 19.5 on some local trails and it felt ok, but since the shop doesn’t have the 18.5 to rent, I’ve only been able to test ride the 18.5 around the parking lot and over some curbs and drainage ditches, so I’m not sure how it going to handle on the actual trail and going DH. At this point I’m not sure which way I should go since I fall just outside the 18.5 on the trek sizing chart. I do understand that I can always move the saddle up or back and buy a bigger or smaller stem. Just hoping some of you might have some advice and expirence. thanks in advance.  

I am 6 foot with an inseam of 34.4----can go 19.5 or 21.5--------no way for the 18.5----way to small for you---my 2 cents-----historically treks have run small---do a search on these forums and you will see this topic over and over---you do not want to move the saddle back---that moves your weight where you do not want it over the back wheel and slackens the already slack seat tube angle---again just me but 19.5  

We’re a family of Trek Fuel riders and have an 17.5 wife 5’5”, 18.5 me 5’9” and 21.5 son 6’1” I would say 19.5  

19.5 all the way. Trek's are neither long or short, kind of middle of the road. I'm 6'2" with short 32" inseam, and ride a 21.5.  

Yep. Fuels run small. I think you need 19.5. I'm 6'1" -- 32" inseam, long arms and torso -- and ride an 2018 in size 21.5. I ordered my first Fuel, a '16, online in 19.5 based on the Trek size chart and measurements from the bike I had at the time. Too small. I had to run a longer, higher stem to make it work, and still had the bars lower than I wanted and the seat a bit too far back. Much happier on the 21.5.  

Personally I prefer a smaller bike. You can make a smaller bike feel larger but it’s hard to make a larger bike feel smaller. I’m 5’8” and have a 17.5. Btw where is the stem adjusted on the bikes you tested? That gives some adjustment also and will change your riding position.  

Tom973 said: You can make a smaller bike feel larger but it's hard to make a larger bike feel smaller Click to expand...

I want to thank everyone for there feedback as I really value your input and experience. The shop where I was looking at is cycling out there 2018 rental models and should have the new 2019 Fuel FX rentals in stock here in the coming weeks. I think I'm going to do one more rental ride on the local trails on the 19.5 since they won't have an 18.5 to rent, just 17.5 and 19.5. I'll ask if they can shorten the stem to a 50mm stem as I think the stock stem is 60mm, and or even move the seat forward a little bit before I take it out on the trail to see how that feels. I realize that parking lot tests are nothing compared to actually taking it on the trail and getting a feel climbing and descending. Again I appreciate all your input and advice.  

Based on your road bike being 56cm I would go with the 19.5. Sent from my 9020A using Tapatalk  

I am now on my second Trek MTB and am 6' with a 33" inseam. My first Trek was a hardtail in 18.5" that was used to try trail riding and also for gravel roads. It worked out well to learn on and on gravel but on trails it was too small with too much weight on the front. When the 19 Fuel EX8 came out I picked one up in a 19.5" and after a few hundred miles I think I could have possibly gone up to a 21.5" in this bike. On the 19.5" I feel like I am more on top of the bike than in the bike.  

Snuboy360 said: I'm on the verge of purchasing a 19 Trek Fuel EX 8, but I'm having trouble trying to decide between the 18.5 and 19.5. Below are my deminsons Height: 5 feet 11" 180 CM Inseam: 33 Apex: +1.5 wing span 6 feet 1/2 Click to expand...

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Trek Bikes Size Guide

Need to know what frame size you need for your next Trek bike? Checkout the sizing chart below:

To view the latest Trek Bikes:  click here.

This chart use measurements suggested by Trek Bikes:

• Trek Remedy Size Guide Chart
• Trek Slash Size Guide Chart
• Trek Fuel EX Size Guide Chart            
• Trek Rail Size Guide Chart
• Trek Fuel EXE Size Guide Chart
• Trek Powerfly Size Guide Chart
• Trek Top Fuel Size Guide Chart
• Trek Proclaimer Size Guide Chart
• Trek Supercaliber Size Guide Chart
• Trek X-Caliber Size Guide Chart
• Trek Allant+ Size Guide Chart

 For further advice about sizing  please contact us using the form below

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• "Bought my new Trek from MTB Monster online. Went into the showroom previous to this and the staff were friendly and helpful. Real good quality service from point of order to picking my bike up… On collection the bike was ready and looking good and the guy ran me through all I needed to know and answered my questions." Daniel May 2023 (Google Review)
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Trek’s latest alloy Top Fuel is an awesome short-travel charger – I made some simple changes during testing and made it even better

Testing trek's new alloy top fuel at one of the uk's toughest enduro races showed that awesome control and all-round balance can trump high cost and weight. even more potential is hiding with just a simple tweak too.

Bike Perfect Verdict

Trek’s latest Top Fuel is a brilliantly balanced, super capable short-travel trail bike for all-day entertainment. However, it’s expensive and comparatively heavy until you open up the rear travel and that’ll mean more upgrades it should already have.

Excellent keen yet confident handling balance

Significantly lighter frame with more user friendly details

Suspension goes from great to exceptional with some simple shock surgery

Solid spec underlines increased tough trail performance

Trek have a great customer service and MTB advocacy/payback reputation

Heavier and more expensive than some carbon competitors

Short on rear travel as supplied

Fork is outclassed if you extend rear travel

Brakes are adequate at best

Why trust BikePerfect Our cycling experts have decades of testing experience. We\'ll always share our unbiased opinions on bikes and gear. Find out more about how we test.

Trek’s Top Fuel has been shifting from a superlight XC racer to one of the best, hard-riding short-travel trail bikes available. The latest version drops frame mass, improves geometry and opens up more hard hitting performance potential too, making it more versatile and upgradeable than ever. Given the high price not having the fork and brakes it needs to really reap those more rad rewards is frustrating though. 

Design and geometry

At first glance, Trek hasn’t done much between Gen 3 and Gen 4 of the Top Fuel but real sniffers will be able to spot a lot. For a start, the whole tube set has been remodeled to a slimmer format and the top tube dropped even lower with a corresponding super short seat tube (just 420mm on the M/L I tested) for a longer, 34.9mm diameter dropper post. Trek has ditched the Knock Block steering restrictor insert and together with the slimmer tubes saves from 150-200g on the previous frame depending on size.

The internal storage hatch entrance has been tidied up externally and internally as well so the cable trunking doesn’t get in the way and production bikes will come with a new design of BITS bag rather than the previous space-wasting wrap. There's only one bottle mount on the hatch and another accessory mount under the top tube.

Trek have kept the same suspension architecture as before, including the rear ABP (Active Braking Pivot) that revolves around the rear axle at the chain stay, seat stay junction. However they’ve now switched to two separate alloy rocker linkages driving the trunnion shock rather than a single magnesium casting. They’ve also doubled the options with the base of shock ‘Mino Link’ flip chip too so you can now change shock progression from 14% to 19% as well as shifting angles by half a degree and BB height by 6mm too.

Gen 4 is already half a degree slacker at the head than the previous Top Fuel at 65.5 - 65.9 while the seat tube is slightly more than half a degree steeper at 76.2 - 76.6. Reach is basically the same at 462 - 467mm, but Trek has introduced longer ‘proportional’ chainstay lengths on the M/L and L sizes and then longer again on the XL. Size S bikes also come with 27.5-inch wheels on both ends as standard, while the new shock chip makes adding a 27.5-inch rear wheel to create a ‘mullet/MX’ set-up an official option on other sizes.

Components and build

Top Fuel got a rolling change from a 120mm SID race fork to a 130mm trail fork during Generation 3 years so no surprise it comes with a basic Fox 34 Rhythm fork in that length as standard. Most of the kit is more trail than XC too, with a 30-tooth ring on the SRAM XO chainset (it’ll take a 34 max) driving the AXS T-Type wireless Transmission . 

The well-treaded Bontrager Gunnison Pro 2.4-inch tires roll on Bontrager 30mm internal width alloy rim wheels that weigh nearly 2kg reinforce a surefooted not sprightly feel too. The only XC remnants are the relatively low-rise bars on an already low front end and the SRAM Level brakes which are relatively light but also underpowered for a bike as capable as the Top Fuel. Especially if you extend the stroke of the rear shock to 55mm and take rear travel up to 130mm, but more on that later. Trek has already increased the price since launch too, but at least they invest heavily in various MTB good causes to help justify it.

Ride, handling and performance

With a 3.7kg alloy frame and mostly sturdy spec, the Top Fuel 9 is definitely a short travel trail bike rather than a downcountry bike. However, it didn't take long to realize just how good it is on technical trails. While it’s impossible to get more than 110mm of travel out of the rear shock unless you get inside it and cut down the bottom-out bumper, the suspension quality is still excellent. Not just in the way it tracks the ground very consistently while giving plenty of mid-stroke support but also in much better big hit control than you’d expect considering you’re short-changed on stroke.

The ABP concentric rear axle pivot helps here too by reducing reaction to both pedal and braking input, letting the back wheel and suspension do their thing with quick-witted sensitivity. As a result, it feels as poised through the pedals when you’re hammering the power through as it does when you’re heels down and hanging on through random rough sections. Even when pushing hard down the notoriously tough and toothy stages of the aptly named Ard Rock Enduro the back end rarely felt out of its depth. The designed in compliance of the new frame and separate linkages means more smooth, grippy moments and less stinging, slippery ones when it matters as well. That helps the Gunnison tires stay hooked up in an impressive variety of terrain and makes the naturally stiff bars and unforgiving grips less intrusive on long days.

The basic Fox 34 exonerated itself well up front most of the time as well so I never felt I had to compromise lines because of the bike. A good job too, as the weak brakes often meant I was committed to going in hard and fast, even if I’d have liked to have backed off more into dark root sections or bigger sends.

The same ‘totally sorted’ tag applies to the handling too. The tweaked geo feels appropriate to the capacity of the suspension in terms of feedback and alertness without getting wild at high speed. The lower bars, shorter head tube and longer back end do make it harder to lift the nose to send drops on descents they combine with the steeper seat angle to give it a real focus on getting the job done on touch-and-go climbs. Despite heavy wheels, the fast-reacting freehub keeps the Top Fuel fun to hustle hard between turns and features so the numbers on the scale really don't inform how alive and aggressive it feels on the singletrack. This all confirms the natural high achiever status of the Trek, especially in fast-tech situations where you’re more likely to be on the pedals than the brakes.

As good as the stock Top Fuel 9 is, a few minutes of shock surgery is truly transformational. Unscrewing the air can and removing the blue stroke-reducing shims (you’ll need shorter bolts for reassembly) opens up its appetite for not only bigger hits but also an even more fluid, connected feel overall. Moving it into the more progressive setting - which isn’t necessary with the stock shock setup - gives it an even better feel. Even with the relatively basic Performance grade damper that puts it right up there with the best short travel systems available such as the Evil Following , Yeti SB120 or Norco Optic . If you’re willing to invest it’ll take a piggyback air shock such as a Fox Float X or a RockShox Super Deluxe to handle the heat of flat-out descending even better too. 

It’s not the shock quality that’ll need upgrading straight away if you extend the stroke though, it’s the fork and brakes. While the 130mm travel Rhythm fork is OK with the rear end at 110mm, the simple GRIP damper is obviously out of its depth when you open up the rear end to the same travel. Unfortunately, there’s no easy damper upgrade option with the 34 Rhythm, which means you’re looking at a new fork. You’ll have to at least upsize the rotors if not replace the brakes completely as well so while the basic shock mod is very cost-effective, completing the package won’t be, making the already high price more irritating.

You could ride the Top Fuel 9 totally stock and have an awesome ride as the excellent rear end, poised handling, sorted spec (apart from brakes) and practical details all create a great balance. If you think of it as a short travel trail bike it pedals so well in the rough and the smooth it hides its chunky weight most of the time too. The result is a surefooted, smooth yet still engaging and rewarding ride for big days out or a no-holds-barred power hour in the local woods.

Even with a lighter frame than before the alloy Top Fuel is off the pace and price for a more XC-biased life though compared to a bike like the carbon framed Specialized Epic Comp which is 2kg lighter overall for £250 less. In that case, the Top Fuel has way more to offer in terms of opening up the rear travel to push it further into the fast and furious trail category where its weight is less of an issue. But then you’ll need a better fork and brakes to an already expensive bike so it’s a shame Trek didn’t fit those as standard, even if it meant treading on the toes of the 150/140mm travel, but kilo heavier Fuel EX. Regardless of the confusion, it’s a testament to just how much I enjoyed riding this bike that I’ve already got the kilogram lighter carbon frame here in the workshop ready to build into what I think could be an absolute all-round winner.

Test conditions

• Surface: Everything from road to loam, roots and loose rock
• Trails:  Natural XC, trail, moorland singletrack, red and black grade trails centre, off piste DH and 60km of rocky race trails at Ard Rock Enduro
• Weather: Dry, sunny, wet and all variations in between

Tech spec: Trek Top Fuel 9 Gen 4

• Discipline: Trail
• Price: $4,799 / £4,500 / €4,799
• Head angle: 65.5º / 65.9º
• Frame material: Alpha Platinum aluminum
• Fork: Fox Rhythm 34 GRIP 140mm travel
• Shock: Fox Performance Float DPS, 2-position, 185 mm x 50 mm trunnion mount, 120mm travel (claimed)
• Size: S, M, M/L (tested), L, XL 
• Weight: 14.67kg (size L actual)
• Wheel size: 29in
• Chainset: SRAM GX Eagle 30T 170mm arms with DUB bottom bracket. 
• Rear mech: SRAM GX Eagle AXS T-Type
• Shifter: SRAM Eagle AXS pod
• Cassette: SRAM Eagle CS-1275 12-speed 10-52T
• Brakes: SRAM Level Bronze 4-piston hydraulic disc brakes with 180mm rotors 
• Tires: Bontrager Gunnison Pro XR 29x2.4in 
• Wheels: Bontrager Line Comp 30
• Bars: Bontrager Line alloy 780 x 35mm
• Stem: Bontrager Elite 45 x 35mm
• Grips: Bontrager XR Trail Comp lock-on
• Seat post: Bontrager Line Dropper, 170 mm travel
• Saddle: Bontrager Verse Short Comp steel, 145 mm width

Guy Kesteven has been working on Bike Perfect since its launch in 2019. He started writing and testing for bike mags in 1996. Since then he’s written several million words about several thousand test bikes and a ridiculous amount of riding gear. He’s also penned a handful of bike-related books and he reviews MTBs over on YouTube.

Current rides: Cervelo ZFS-5, Specialized Chisel, custom Nicolai enduro tandem, Landescape/Swallow custom gravel tandem

Height: 180cm

Weight: 69kg

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New dual suspension bike? Scott Spark 960 vs Trek Top Fuel 7

By dupreeze1980 January 9, 2022 in What bike to buy

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Dupreeze1980.

Can I please get some advice in deciding between Scott Spark 960 or Trek Top Fuel 7.

Spark 960 vs the Top Fuel 7 looks very similar. Only a better front shock in the Trek?

Should I rather go for the Trek. Just concerned about resale, is Scott not much more popular?

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trek also has a better rear shock and frame storage 

trek will also be lighter ( by like 300 grams ) but not by much 

The bike that fits best! Reach, standing height etc. are most important. Components can be added when needed.

The wrong fitting bike is an expensive lesson to learn.

• thebob and Bicycle Yard WESTERN CAPE

Priority is getting the one which is the correct size for you. Sizing is vital to enjoying a comfortable and confident ride. Don't go for the wrong size cause you will end up paying school fees!

Providing you can get the right size in both bikes I'd also go for the Trek. Both are great bikes with different strengths and weaknesses. The Trek is better on the downs than the Scott, while the Scott is a bit better at technical climbing. The fork on the Scott is not great, whilst the 35 on the Trek is acceptable, but not the best though. Either can be upgraded (I have a SID the classifieds if you want to straight away 😀 ). Last but not least for whichever bike you get, make sure you have a decent shock pump and get your pressures dialed correctly for the correct sag front and rear.

Thanks will test both. Currently on XL hardtail that I will trade in for another XL.

I like the frame storage but not enough to influence my decision. Like the now hidden back shock of the Scott too.

Still just worried if resale will be same similar between the two products.

11 minutes ago, dupreeze1980 said: Thanks will test both. Currently on XL hardtail that I will trade in for another XL. I like the frame storage but not enough to influence my decision. Like the now hidden back shock of the Scott too. Still just worried if resale will be same similar between the two products.

just remember that hidden shock adds lots of complication to working on it 

remote lock not working lekker ? cool then how much of that bike needs to be disassembled to get to the dial ? 

If you close to 1.9m in height then XL it is. Many people are actually up sizing lately. For under 60k I see a xl super calibre on classifieds.

Interesting two bikes, keen to see how your test rides go.

Search the Hub ... Trek 7 frames crack ....

50 minutes ago, ChrisF said: Search the Hub ... Trek 7 frames crack ....

Trek does have a lifetime warranty on the frames for the first owner. Scott has a 5 year warranty.

The dropper on a Trek XL also has 20mm more travel than the Scott - 170mm vs 150mm.

7 minutes ago, HenryS said: Trek does have a lifetime warranty on the frames for the first owner. Scott has a 5 year warranty. The dropper on a Trek XL also has 20mm more travel than the Scott - 170mm vs 150mm.

Is that warantee transferable ?

PS .. that warantee was useless when my EX5 hub bearings disintegrated in less than 1000km, from NEW.  Trek was happy to sell a new hub, even stating it is a standard repair item .... Knipe_Racing made a custom puller to get the outer race out.

These biked may be okay for new buyers ... 2nd hand buyers proceed forewarned

1 hour ago, ChrisF said: Search the Hub ... Trek 7 frames crack ....

Because 1 frame cracked it means it is well documented problem?

11 hours ago, ChrisF said: Is that warantee transferable ?     PS .. that warantee was useless when my EX5 hub bearings disintegrated in less than 1000km, from NEW.  Trek was happy to sell a new hub, even stating it is a standard repair item .... Knipe_Racing made a custom puller to get the outer race out.     These biked may be okay for new buyers ... 2nd hand buyers proceed forewarned

2nd hand buyers should proceed with caution on every single thing they buy ..

• Chadvdw67 , ChrisF and Koos Likkewaan

3 hours ago, ChrisF said: Search the Hub ... Trek 7 frames crack ....

Mine hasn't... Fake news

• DNC , Chadvdw67 and ChrisF

3 hours ago, dupreeze1980 said: Thanks will test both. Currently on XL hardtail that I will trade in for another XL. I like the frame storage but not enough to influence my decision. Like the now hidden back shock of the Scott too. Still just worried if resale will be same similar between the two products.

That hidden shock is either revolutionary or a gimmick that adds very little.

As I've recently welcomed a new top fuel 7 to the family I am very biased. 

I've owned the new Spark and now have a Top Fuel, so I have some experience. To get the shock out of the Spark you need to remove the cranks and take the rear wheel out. Not much more of a pain than a "normal" bike. For a home mechanic, no big deal, though I am sure a dealer will add some time for labour. The Scott shock is proprietary, so a few tools and parts are needed if you want to do a full service. Also good luck trying to get hold of a bigger or smaller volume spacer if needed.

The only proprietary item on the Top Fuel is the Knockblock, which can be neutralized by buying a part from Trek or getting the Dremel out.

As for warranty, Trek just replaced a BB on my Top Fuel 9.8XT with no fuss at all.

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Trek Fuel EX 8 29

• AUS $ NZD $ USD $ CAD $ GBP £ EUR €

Weight / M - 13.79 kg / 30.4 lbs (with tubes)

At a glance

Fuel EX 8 is the ideal 29er trail bike for mountain bikers who want a versatile full suspension ripper that can climb with the XC crowd and huck with the enduro crew. It hits the sweet spot of value and performance in our mountain bike lineup with an Alpha Aluminum frame, 130mm front and rear suspension, and SRAM GX Eagle 12-speed drivetrain.

Where To Buy

"Way ahead of the pack"

"The faster our test riders pushed, the better the bike felt, inspiring more confidence than a bike in this suspension category should. Fuel EX makes a strong argument for itself as a do-it-all trail machine that is pure fun to rip."

"Lightning fast and wildly fun"

"Trek has elevated the Fuel EX's performance even further. This latest iteration feels just as quick on the climbs, but when it's time to descend, it's less phased by steep and technical trails than ever before."

"A bike with fire in its belly"

"A trail hammering speed machine, lightweight, incredibly well built, and so beautifully constructed. A genuinely quick and balanced trail bike that's bang up to date in angles and ride dynamic."

Specifications

• Frame Alpha Platinum Aluminum, ABP, Boost148, Knock Block steerer stop, Full Floater, EVO link, tapered head tube, Mino Link, Control Freak internal routing, down tube guard, PF92, ISCG 05, G2 Geometry, 130mm travel
• Fork Fox Rhythm 34 Float, GRIP adjustable damper, tapered steerer, G2 Geometry w/51mm offset, Boost110, 130mm travel
• Shock Fox Performance Float EVOL, RE:aktiv 3-position damper, tuned by Trek Suspension Lab, 210x52.5mm
• Wheel Size 29"
• Tires Bontrager XR4 Team Issue, Tubeless Ready, Inner Strength sidewalls, 120tpi, aramid bead, 29x2.40˝
• Chain SRAM GX Eagle
• Crank Truvativ Descendant 6k Eagle DUB, 32T Direct Mount
• Shifters SRAM GX Eagle, 12 speed
• Brakeset Shimano Deore M6000 hydraulic disc
• Handlebar Bontrager Line, 35mm, 15mm rise, 750mm width
• Saddle Bontrager Arvada, hollow chromoly rails
• Seatpost Bontrager Line, internal routing, 31.6mm, 15.5: 100mm, 17.5 & 18.5: 125mm, 19.5 & 21.5: 150mm
• Stem Bontrager Line, Knock Block, 35mm clamp, 0 degree
• Grips Bontrager XR Trail Elite, alloy lock-on
• Headset Knock Block Integrated, sealed cartridge bearing, 1-1/8˝ top, 1.5˝ bottom

Q: Where to buy a 2019 Trek Fuel EX 8 29?

The 2019 Trek Fuel EX 8 29 may be purchased directly from Trek .

Q: How much does a 2019 Trek Fuel EX 8 29 weigh?

A 2019 Trek Fuel EX 8 29 weights M - 13.79 kg / 30.4 lbs (with tubes).

Q: What size wheels does the 2019 Trek Fuel EX 8 29 have?

The 2019 Trek Fuel EX 8 29 has 29" wheels.

Q: What size 2019 Trek Fuel EX 8 29 should I get?

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