trek fuel ex9 review

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Field Test: Trek Fuel EX - Evolution Underlined

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Bike Test: Trek Fuel EX 9

When Trek set out to design the new Fuel EX, they up when the wheel moves deep into its travel. We’ve had wanted to set the bar for mountain bike versatility. The bike they came up with pulls from their extensive ride time and research with some of the best riders on the planet. The aluminum-framed version is not their top of the line (the carbon frame gets that title), but the EX9 sports all the high-end technologies.

WHO IS IT MADE FOR? This bike can work for a huge range of riders, and that’s what being a true trailbike is all about. The Fuel EX9 sports just enough travel to feel aggressive, but not so much that it will hold you back on a long ride or a climb. This bike is all about versatility.

WHAT IS IT MADE FROM? The Alpha Platinum aluminum frame features just over 5.1 inches of rock-gobbling suspension that uses Trek’s proprietary ABP (Active Braking Pivot) design. This design uses a pivot at the dropout inline with the rear axle and a “floating” shock that attaches to the swingarm to keep the suspension active and neutral during braking and pedaling efforts. The frame also sports a tapered head tube, one-piece magnesium rocker, and integrated chainstay and downtube protection.

WHICH COMPONENTS STAND OUT? The shock’s DRCV (Dual Rate Control Valve) technology works by using an additional air chamber that’s only opened up when the wheel moves deep into its travel. We’ve had great luck with this shock technology, but always said we’d like to see it in the fork to offer a more balanced feel. This is the first year Trek has done that. That little bit of extra air keeps the suspension from feeling like you’re getting cheated out of the last 20 percent of your travel from the air pressure “ramping up.” Bravo, Trek.

The Bontrager XR3 Team tires are a perfect fit for the EX. They roll fast and hook up very well in a wide variety of conditions. There was a day when Trek bikes were held back by mediocre, house-brand tire choices, but those days are gone.

HOW DOES IT PERFORM? Setup: Setting up the DRCV should be a hassle, but it’s not. The fork and shock have only one air chamber each to set, and Trek simplifies the process by including clip-on sag meters on both. We set both the fork and shock to 30-percent sag and hit the trails. The beauty of this system is that it can feel both efficient and bottomless with a single setup. The DRCV allows the suspension to move deep into its travel while still delivering a firm pedaling platform. With the Fuel EX, let the fork and shock work their magic.

The rebound damping circuit on the Fuel’s shock is very strong, and we found ourselves running the adjustment near full open. Smaller riders who need lower pressures may have difficulty finding a setting that doesn’t “pack up” on successive hits.

Pedaling: Trek’s DRCV shock and fork (made by Fox) also have Fox’s rider-selected CTD system (Climb, Trail, Descend modes). While the suspension action responds well to all three settings, we found ourselves leaving the suspension in the trail mode most of the time. This bike can do it all when the shock is set right in the middle.

Climbing: The aggressively steep seat tube angle puts the rider right over the pedals, which feels very efficient on long climbs. The plush suspension assists on rough, technical climbs (don’t use the too-firm climb mode in this situation) by allowing the rear wheel to follow the terrain and maintain traction. The 26-inch wheels allow for quick acceleration over obstacles in the climb, and changing lines is almost a subconscious effort.

Cornering: Rumors of the 26-inch-wheeled trailbike being killed off by the 29er and 27-incher are greatly exaggerated. The Fuel EX has something that the big-wheeled bikes can’t exactly match, and that’s maneuverability. The Fuel EX has a snappy and responsive feel in the corners, and the bike loves to be manhandled through switchbacks.

Descending: At the end of a descent, we like to see that we’ve used all the available travel. The DRCV delivers in spades. The front and rear suspension feel exceptionally balanced, allowing you to work the stroke of the shock and fork much more effectively. While the first half of the travel is designed to be efficient, the second half is designed to feel bottomless, and it just plain works. The 5 inches of travel are used so effectively; it feels like the Fuel has even more.

TRICKS, UPGRADES OR TIPS? The Fuel EX has routing for a RockShox Reverb Stealth seatpost with a remote actuation hose that routes through the frame and connects at the bottom of the seatpost rather than at the head. The EX9 doesn’t use that routing and instead comes with the standard Reverb seatpost (with its hose that connects to the seatpost head and routs externally). This spec doesn’t make sense to us. Instead, Trek should spec a less-expensive aluminum post, lower the bike price and let the rider upgrade to the Stealth seatpost if he desires. Using the standard Reverb feels like a compromise where nobody wins.

The rear brake hose clipped our heels when we were pedaling. To remedy this, we rerouted the hose on the inside of the seat stay, but this caused an unsightly rub mark in the paint. With a simple stick-on protector, both problems would have been solved. Add one before your first ride.

BUYING ADVICE The versatility of the Fuel EX9 can’t be understated. It’s not a cross-country racer, and it’s not a descending specialist; instead, it’s designed to ride everything well. The geometry feels like it has E.S.P. and knows your next move before you make it. The maneuverability and flickability built in mean you can make the move happen too.

The DRCV suspension is much more than just marketing jargon. This technology really works and makes the 5 inches of travel feel like more. Bikes like the Fuel EX9 are the reason that 26-inch wheels aren’t dead. They’re just plain fun to ride. If you’re looking for a lively partner that can do everything short of a downhill race, this bike is worth a look.

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Anneke’s Blog
Down The Trail

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.

2023 Trek Fuel EX geo chart, stock position

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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Trek Fuel EX 9.9 first ride review

Jamie Darlow
October 8, 2022

More travel, more progression, more geometry adjustment, more sizes - the Trek Fuel EX gets the Oliver Twist makeover.

Trek Fuel EX Credit: Roo Fowler

Product Overview

Trek fuel ex 9.9.

Great sizing, and range of sizes. Brilliant geometry, and ability to tweak it as you want. Quality, damped frame with beautiful finish and details.
Incredible price. The shock is overdamped. One-piece carbon bar is too wide. Tyres are unpredictable.

Manufacturer:

Price as reviewed:.

Trek has launched a brand new version of the Fuel EX trail bike, and with it a ton of new features and updates to address pretty much any quibble you had with the old bike. We’re talking about: a chip to let you tune the progression of the shock; head angle adjustment to complement the existing Mino Link; size specific chainstays; downtube storage across the whole range; more travel; and loads more.

It was a great bike before, a bike test winner in fact and one of the best full suspension mountain bikes we’d ever ridden. The new bike promises to take that a stage further.

Fuel EX frame is a work of art, with oversized carbon tubing and a liquid custard paintjob

Need to know

Head angle goes as slack as 63.5° thanks to new headset cups that complement the Minnow Link chips
Longer, lower and slacker geometry, with a steeper seat tube angle for better pedalling
Travel is up by 10mm from the old bike, to 140mm front, 150mm rear
Eight sizes, 29in wheels predominate, with 27.5in on the smallest sizes
New progression chip lets you tweak the shock position and add more platform
Fuel EX can take almost any shock on the market, Trek says, coil and air
Six models in the range, alloy and carbon: from £3,300 for the Fuel EX 7 to £11,750 for the 9.9 XX1 AXS

EX or EXe… Spot the difference

First though, how similar does the new Fuel EX look to the also-new Fuel EXe e-bike? They even sport the same travel. This is deliberate; Trek wants you to make a choice between the bikes based on how much help you want, not on how the bikes look, how much travel they bring or the ride feel they deliver.

That means the new Fuel EX looks like an e-bike that in turn looks like a regular bike. Whaaat?!

10mm more travel

So to the new Fuel EX. Trek has boosted the travel by 10mm, taking it to 140mm rear and 150mm front. Because who doesn’t want more travel? Also, Trek’s thinking is that the Fuel EX can be more than just a trail bike if it wants, so there are options to increase the travel further, swap the wheel sizes and even fit a different shock.

The Fox 36 fork looks positively dinky on the new Fuel EX frame

Longer, lower, slacker, steeper

LLSS is the new LLS. Just like on the old bike, the new Fuel EX comes with Minnow Link, two little flip chips on the rocker link that let you change the BB height and head angle. That means the head angle is down to 64.5° in the slack setting, a full degree slacker than when we tested the old version of the bike.

The BB height is lower too – on paper it’s just 2mm, but with 10mm more travel to contend with this means at sag the bike will hug the ground more closely. The Minnow Link changes that BB too of course, raising or lowering it by 8mm.

Minnow Link is now more useable, with a properly low setting that drops the BB and slackens the head angle

All told, the new bike’s high position gives it the same geometry figures the old bike commanded in its low position, with the longer fork slotted into both bikes. This makes the Minnow Link a lot more usable now, you won’t just be slinging it into low position and forgetting about it.

Trek has taken a leaf from the Specialized brochure, and gone with adjustable headset cups, so you can tune the head angle +/- 1°. That’s useful if you want to keep the bottom bracket the same height, and independently change your head angle.

It works like this – the upper cup just drops in, and you turn it 180° to steepen or slacken the angle. The lower cup is more fiddly, it needs to be pressed in but the bike comes with it installed. The cups have notches and laser-engraved guides to help you install them straight.

Bontrager carbon wheels are excellent, but the SE5 Team Issue tyres lack bite

What, no mullet?

The Fuel EX remains a 29in wheel bike in most of the eight sizes on offer (XS-XXL). The exceptions are the diddiest XS which is 27.5in and the S which you can get as a 29er or 27.5in. There’s nothing stopping you putting a 27.5in wheel in the back of the Fuel EX though, and Trek actually endorses this, with suggestions on how to set it up. Put it in the high mode, and adjust the air assembly in the fork to give you 160mm travel to keep the BB from getting pedal-bonkingly low, it says.

Sizing has grown with the new bike, each size is 10-20mm bigger in the reach measurement. Fortunately, to compensate for that longer front end, Trek has built a longer back end too – the chainstays are at last size specific and range from 435mm on the XS bike up to 450mm on the XXL. The seat tube is steeper this time around too, for a better climbing position, so in theory when you’re sat down and pedalling you won’t notice the extra length in the bike because you’ll be shunted forwards.

One final word on geometry, there’s now a chart on the Trek website to let you see how the geometry will change when you tinker with the adjustment hardwear.

Trek has introduced more progression, should you want it, thanks to a flip chip

The suspension

Here’s the big change, in my mind. If the old bike had a flaw it was that the suspension didn’t have much of a platform. Instead it was sensitive off the top. On reflection, is that really a flaw in a trail bike? We didn’t think so, but plenty of riders are looking for more progression, so Trek has added some. Or more accurately, the ability to add some, with a progression chip.

The new frame lets you adjust the position of the shock by moving the lower mounting point further aft and increasing the leverage rate, building in more of a platform. And for those who liked the suspension feel just fine before, just leave the chip unchanged.

If looks could thrill

The Fuel EX looks plenty like its predecessor, but there are some subtle changes conjured up by Trek to make room for all the features included, like the progression chip. The shock has shifted further forward, the idea being to give it more space and allow for every shock on the market to fit in there. “If it’s out there it’ll fit on this bike,” Trek says.

Trek’s made more space around the shock, meaning you’ll be able to fit pretty much any shock going

In practice that means every shock from Fox, RockShox, DVO, Push and MRP can be fitted to the Fuel EX. There are exceptions, largely if you’re trying to fit one of the really big reservoir shocks into a size small frame, Trek seys.

The bike has moved to a 34.9 seatpost now, which is stiffer and more reliable too, particularly at the 200mm length in XXL bikes, while frame storage now comes on the alloy bikes as well as carbon frames. Inside both carbon and alloy bikes is fully guided internal cable routing. Outside is a full length, removable plastic guard on the downtube.

Top end Project One bike is a playboy price, just under £12,000, but there are plenty of better value bikes in the range

With six models in the range, eight sizes, and two different wheel sizes, the Fuel EX is a distributor’s nightmare… and a rider’s dream.

The entry level Fuel EX 5 isn’t new; it uses last year’s frame, meaning you get 130/140mm travel and entry level components. The 7 is an alloy bike and uses the new chassis and its new downtube storage and retails at £3,300, while the 8 is still alloy but introduces 36mm stanchion forks and the Float X shock for £4,000.

There are three Fuel EX 9 models, and all use a full carbon fibre frame. The 9.7 is the entry level carbon bike and costs £4,800 with a Shimano SLX/XT drivetrain. Step up to 9.8 and you gain XT or GX AXS shifting for £6,850 or £7,450 respectively, while the top end 9.9 features full XTR or XX1 AXS at £9,900 or £11,750.

Cut the bars down and let some air out of the tyres and the Fuel EX takes off

How it rides

The Fuel EX 9.9 comes with a one-piece, carbon-fibre bar and stem, and at 830mm (including grips) it’s way too wide and flexy to ride well. I lopped it down to 780mm and at a stroke that cured the front end problems I’d been having – chiefly, the scary undamped sensation when pitching into steep corners. The Bontrager tyres have been hard to get on with too, at 2.5in wide and without pronounced side lugs it’s hard to make them bite into soft terrain. I dropped the pressures down to improve the feel… and I mean way down, 19psi in the front and 21psi in the rear to make the ride less pingy and more predictable. I probably could have gone further too, given there was no squirm even that low, while the sidewalls proved effective at fending off pinchflats.

That done, the bike was free to ride like its true self. The Fox Float X shock is supple off the top and bobs a little going uphill, but the EX is an expert climber probably because it gets great traction from the active shock, while the steep seat angle and long chainstays pitch you forwards. That aggressive seat angle disguises just how big this XL bike is too, it has a huge 515mm reach making it one of the longest bike’s I’ve ever ridden. In fact, I could probably step down a size, although there’s a huge jump down to the Large with its 485mm reach. All told though, the bike feels compact enough when sat down and pedalling yet long in reach when out of the saddle.

Big sizing puts you in the ideal position on the bike for maximum confidence

The Fuel EX retains the stiff and bombproof feel of the old bike, it’s very direct and trails have a hard time deflecting it off course. The carbon frame has a great, damped feel, it’ll bulldoze its way across off-camber sections and let you set up wide, yet somehow manages to cushion you from the worst of the trail chunder you’re trucking over.

The suspension is supple and works well right off the top, but I did have to wind off all the low speed compression damping to make it come alive, which makes me think it’s overdamped. Fully open though, there’s plenty of traction in the dry and loose conditions I rode in, with enough support for trail riding.

The Fuel EX is a precision ride, able to pick through the roots or dance over them

When I back-to-backed the EX with the EXe the e-bike felt more like an enduro bike, with better suspension and simply more control on the trail. This is really interesting because both bikes have identical components and suspension travel, and both felt slightly overdamped. With the right shock I’m perfectly prepared to believe the Fuel EX could work well as an enduro bike then – the frame can certainly handle it.

Best mountain bikes: the ultimate trail, cross-country and enduro bikes
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The Trek Fuel EXe review

Trek knows how to make a well finished bike, and the Fuel EX is the latest demonstration of this. It’s ridiculously well finished, everything from the down tube storage to the new steerer-hidden BITS multitool and the bolted-on (not glued) chainstay protector is solid and reliable. The Fuel gets better in every iteration, the only problem is now you can get it with a motor in… too tempting for some riders, myself included.

TREK FUEL EX 9.9 XX1 REVIEW

The magic school bus.

Words by Drew Rohde

The Fuel EX is Trek’s do-it-all mountain bike and is now in its sixth generation. The new 2023 Trek Fuel EX Gen 6 doesn’t just have a few minor changes either: the bike features a whole host of changes, with a completely new chassis and increased capability for all riders. Read below to find out how we got along with this completely redesigned Trek Fuel EX in this long-term review. We’ll be keeping the lab section a bit brief as we went into the features and details in great depth in our First Ride Report, found here.

• 140mm • HTA 64.5 (neutral headset cup, low Mino Link) • STA 77.2 (effective) • REACH 485mm (Large) • Adjustable geo & compression rates

Price: $10,749.99 Website: trekbikes.com

Offered in sizes XS through XL, the new Fuel EX gets an extra 10mm of rear wheel travel, bringing it to 140mm, with a 150mm fork up front. The Fuel EX has features found on other Trek mountain bikes, like their Mino Link adjustable geometry, Trek’s Active Braking Pivot (ABP) suspension, and a full-length downtube protector. However, there are plenty of awesome new features that previous generation Fuel EX’s did not have. One of those features is the downtube storage solution, which is probably our favorite and most weather-resistant compartment we’ve seen yet. On the showroom floor, the Fuel EX is a 29er, but it has the ability to run a 27.5” rear wheel when combined with a 160mm front fork. It also has an integrated tool in the stem, size specific stays, an adjustable More/Less progressive suspension chip, and angle adjustable headset cups. The new adjustable headset cup system allows riders to adjust the headset a full degree steep or slacker, From 63.5 up to 65.5. That is huge!

The Fuel EX Gen 6 has a wide range of builds starting from $3,699.99 with two aluminum frame options, before getting into the carbon fiber frames from $4,699.99. The model we have for review, the Trek Fuel EX 9.9 XX1 AXS is the top of the line model, and comes with a price tag of $10,749.99.

With a price tag north of 10k the build better be tip top, and for the most part it is. Up front there’s a Kashima-coated 150mm travel Fox Factory 36 fork, which is paired to a Fox Factory Float X shock to control the 140mm rear travel. Driving and stopping power is delivered courtesy of an oil-slick SRAM Eagle XX1 AXS wireless groupset and SRAM Code RSC 4-piston brakes. These burly Code brakes stopping on the 203 front and 180mm rear rotors could likely be one of the bigger indicators of how capable the new Fuel EX is designed to be. In-house brand Bontrager supplies their top tier Line PRO 30 carbon wheels, which are wrapped in their SE5 tires.

The bar-stem combo is a brutally stiff Bontrager RSL unit, which features a neatly integrated multi-tool. The bar/stem combo weighs in at 250 grams, not including the weight of the multitool. The effective stem is 45mm in length and has a zero degree rise. The handlebar is supplied at a massive 820mm in width, has 27.5mm of rise, 7 degrees of back-sweep, and 6 degrees of up-sweep. Rounding out this build is the RockShox Reverb AXS seat post with 170mm of drop for sizes Large (reviewed) and XL.

The geometry of the Fuel EX was built around the need for a highly capable bike that felt at home in all terrain. The geometry is adjustable both by the Mino Link and the adjustable headset cups as mentioned above. For most of our review period the bike was ridden in the neutral headset setting (64.5°) with the Mino Link constantly being switched between both settings. In the neutral headset and low Mino Link setting, the Fuel EX has a 64.5-degree head angle; 77.2° effective seat tube angle and 38mm bottom bracket drop across the S-XL 29ers. The rear end is size-specific from 435mm to 450mm, with the size Large coming in at 440mm. The reach is 485mm, the stack is 621.3mm, and the wheelbase adds up to 1,250.2 mm on this size large test bike.

Something worth noting is that riders will see different numbers if they mount a 27.5” rear tire and increase fork travel to 160mm, which this bike is approved for. It’s crazy to think where the Trek Fuel EX was ten years ago, to now being a coil-sprung ready mullet with a 160mm fork and DH brakes! Evolution is real and we’re all for it.

Since our Bellingham, WA-based tester Dario introduced what he called a “Pretty perfect all-rounder” in our First Ride Report, the Trek Fuel EX 9.9 has been getting some hammer on the trails around Bend, Oregon. I’ve ridden every generation of Fuel EX and this is the biggest jump in evolution, hands down. Some may feel disappointed that the Fuel EX has transcended that lighter-duty all-around trail bike feel and morphed into a burlier, all-mountain bike, but we’re not mad about it. Trek’s Top Fuel will likely fill that void for riders not wanting or willing to deal with the extra heft, length and aggressive intentions the new Fuel EX has. For everyone else, the Fuel EX is now what so many others have been craving, and it’s aiming to pull riders off their Specialized Stumpjumpers and Santa Cruz Hightowers .

Despite being much more capable on the descents, the Fuel EX is a bike that needs to climb well, as most riders pushing a 140mm bike around will be pedaling to most of their downhills. The geometry, as adjustable as it is, put our riders in a pretty dialed position overall. Some of us felt the bottom bracket was a bit low for very technical, jankier trails where tall rocks, roots or ruts were commonly found. The high position helped, but it’s still something worth noting. From a suspension and efficiency standpoint, the Fuel EX held traction without bobbing deep into the travel, keeping us from feeling the urge to flip the shock lockout for all but the smoothest climbs. The bike is well balanced, and that was apparent from the get-go. It’s not the lightest, but the platform is solid, and as long as we didn’t strike a pedal, we could climb this bike up just about anything. It’s impressive on the way up.

Downhill oriented riders looking for an aggressive trail bike that they can put in big days on, or trail riders looking for a longer travel bike, will be very happy that Trek has ripped the Fuel EX’s envelope wide open. During our review period, the Fuel EX handled copious amounts of chatter and soaked up some fairly big hits, even on shuttle days chasing longer travel bikes. Right out of the gate the acceleration of this bike was quick. It doesn’t feel as sluggish as its bigger sibling, the Trek Slash , though this will likely not come as a surprise. The Fuel EX is the sportier of the two, yet the frame stiffness and body position at speed had us feeling like the Fuel EX wouldn’t be too far behind the Slash if it were a race to the bottom. While there’s no substitute for travel on truly rough terrain, the Fuel EX does well until you realize you’re at speed on terrain that would make a 160mm bike work. The downside to this is a slightly stiffer, or firmer suspension feel than previous generation Fuel EX’s. While we were very happy Trek has finally given an aggressive, progressive feel to the bike, there will no doubt be a lot more riders who will miss the in-the-saddle comfort and cushion of the older designs. With Trek’s adjustable suspension progression chip, you have the ability to give the bike more or less progression and tune the feel a bit, or opt for a coil shock if you’d like, but ultimately the fact remains, the new Fuel EX has a slightly more aggressive feel, for better or worse. It’s nowhere near VPP but closer to how a DW-Link bike feels when hitting square-edge hits at speed.

Along with making the bike feel capable in rougher terrain and at speed, that more progressive and stiffer suspension platform keeps the bike higher in its travel in berms, higher speed corners and big compressions. Flow trail riders will enjoy pushing on the pedals to get a snappy acceleration out of corners or extra hang time off jumps, and it feels as if it’d happily hang in the park from time to time.

While geometry is extremely personal, our testers from 6’3 to 5’11 felt happy overall with the 485mm reach being a pretty great middle-ground. The Medium/Large size has a 470mm reach, which could tempt some riders in that 5’9-5’11” height range, and we think that evaluating your most frequently ridden trails would be a good thing to do as there’s no doubt I would have personally had a bit more fun in some scenarios on the M/L with a 15mm shorter reach. Nevertheless, the Large still suited me fine overall. It’s awesome to see these tight size jumps being offered in the most commonly used sizes as more riders will be likely to find that “just right” fit on the Fuel EX than many alternatives.

The Wolf’s Last Word

There is a lot to talk about when it comes time to review the Trek Fuel EX. From the ground-up redesign to the on-trail performance. Without trying to drag this out, here’s our cut and dry impressions. We don’t like integrated bar/stem combos from any brand, Bontrager’s SE5 tires will likely get replaced if you ride wet rocks or roots but are fine on drier terrain. The new Fuel EX is a bit heavier, burlier and more aggressive than any previous Fuel EX, and while some may not love the changes, a lot of others are going to be going bigger, faster and harder than ever before. We really like the versatility of the bike from wheel size and geometry adjustments to suspension progression settings. We’re sure most riders will set and forget, but at least you’ll be able to set it in the ideal spot for your terrain and style, or switch it up somewhere down the line.

Price: $10,749.99 Website: Trek.com

SPECIFICATIONS

CHASSIS Frame: Carbon | 140mm Fork: Fox 36 Factory Float | 150mm Shock: Fox Factory Float X Performance | 2-pos | 185x55mm

WHEELS Wheelset: Bontrager Line PRO 30 Tires: Bontrager SE5 Team Issue 29×2.5”

Fast, confident and ready to rock! More capable than ever Great downtube storage solution Adjustable and versatile geometry options Med/Large size

We don’t, bar/stem combo se5 tires in the wet some may not like the newer, burlier bike’s transition, leave a comment | win free stuff.

Want to win some free schwag? Leave a comment and vote up the most thoughtful comments and each month we’ll pick a winner. The person with the smartest and most helpful replies will earn some sweet new gear. Join the Pack and get the latest news and read the latest reviews on the top mountain and electric mountain bikes .

Trek Fuel EX 9.8 GX 2021 in review – Trail performance over bling components

The Trek Fuel EX has proven itself as an excellent all-rounder in the past. This year, the American brand enters the race with the € 5,999 Trek Fuel EX 9.8 GX, which combines a high-end frame with a mid-level spec but still features Trek’s own Thru Shaft shock technology. So does it always have to be top-spec? How big is the difference in performance and how does the Fuel EX 9.8 GX fare against its more expensive peers?

For an overview of the test fleet head to the group test: The best mountainbike of 2021 – 22 models in review

The Trek Fuel EX 9.8 GX features an elegant carbon frame and makes a very high-quality impression with its semi-translucent red finish with visible carbon fibres. It has 140 mm travel at the front and 130 mm at the rear and comes equipped with a Thru Shaft technology shock, developed specially by RockShox for Trek. The shock uses fewer seals, which is claimed to reduce friction and improve sensitivity. Trek’s proprietary internal storage compartment in the down tube offers enough room to stow a spare inner tube, a CO2 cartridge and a few trail snacks. A long TPU down tube guard protects the carbon frame from impacts and stray rocks. The chainstay protector prevents chain slap and ensures a quiet ride, making the Trek one of the quietest bikes in the test. The integrated Knock Block limits the steering angle and thus prevents the fork crown from damaging the frame or cables from tearing off. You never hit that limit on the trail but it could pose some issues when transporting the bike.

The spec of the Trek Fuel EX proves that affordable bikes can deliver

For this test, Trek didn’t send us the top-of-the-range model we requested but the more affordable Fuel EX 9.8 GX model. This retails at € 5,999 and comes equipped with a 140 mm FOX 36 Performance fork, which uses the worse-performing FIT4 damper rather than the top-end GRIP2 cartridge but still keeps up with the FIT4 forks on the trail. At the rear, a FOX Performance Float Thru Shaft shock controls 130 mm travel. The 12-speed SRAM GX drivetrain with a 10–52 cassette delivers the same gear range and shifting performance as SRAM’s more expensive offerings and only weighs a few grams more. Braking is taken care of by SRAM G2 RS brakes, paired with a 200 mm rotor at the front and a smaller 180 mm disc at the rear: unfortunately, the latter doesn’t do justice to the potential of the Fuel EX, requiring strong fingers and tending to overheat on long descents.

For all other components, Trek rely on in-house Bontrager components. That includes a 170 mm Line Elite dropper post and 780 mm carbon bars. The in-house Line Elite 30 carbon wheelset rolls on wide, puncture-prone 2.6” Bontrager XR4 Team Issue tires. Ironically, the “Issue” designation is rather fitting. To avoid pinch flats and, in the worst case, irreversible damage to the carbon rims, you’ll have to run very high air pressures which only exacerbates the limited grip of the low-profile tread. Add to that the hard compound and the XR4 generates too little traction. We recommend upgrading the standard tires to a narrower 2.4″ or 2.5” model with a more robust casing.The Trek Fuel EX 9.8 GX in size L hits the scales at 13.5 kg.

Uphill, the Fuel EX generates lots of traction and offers a high level of comfort, delivering an impressive performance in all imaginable uphill situations.

Trek Fuel EX 9.8 GX

Specifications.

Fork FOX 36 Elite 140 mm Rear Shock FOX DPS Elite EVOL 130 mm Seatpost Bontrager Line Elite 170 mm Brakes SRAM G2 RS 200/180 mm Drivetrain SRAM GX Eagle 1x12 Stem Bontrager Line Pro (35) 45 mm Handlebar Bontrager Line Pro OCVL 780 mm Wheelset Bontrager Line Elite 30 29" Tires Bontrager XR4 Team Issue 2.6

Technical Data

Size XS S M M/L L XL Weight 13.48 kg

The geometry of the Trek Fuel EX 9.8 GX in detail

The Fuel EX is available in six sizes from XS to XL. For the smallest XS and S frames, Trek have adapted the shape of the top tube to give short riders more freedom of movement. In addition, the smallest XS frame is only available with 27.5” wheels, while the size S is available with both 29” and 27.5” wheels. All other frames roll on big 29” wheels. The intermediate M/L is a real highlight, providing many riders the choice of at least two suitable frames. The reach of our Fuel EX test bike (size L) is 470 mm. Chainstays are 437 mm across all sizes and the geometry of the Fuel EX can be adjusted via a flip-chip in the rocker. We recommend the low setting, which slackens the head angle by 0.5° – this is the setting we used the most in this test!

More comfort is almost impossible! The Trek Fuel EX 9.8 GX on the trail

As far as riding comfort goes, hardly any bike in our big 2021 group test beats the Trek Fuel EX. The pedalling position is balanced and comfortable and the suspension works efficiently. Even without the climb switch, the Fuel EX climbs willingly while the suspension tracks the ground sensitively, ensuring a high level of comfort and sufficient traction to negotiate technical uphills with ease. While it’s not as nimble as strong climbers like the Yeti SB115, the Fuel EX shines with its comfortable pedalling position, which also makes it an excellent option for long rides. Uphill, it has nothing to begrudge its little brother, the Trek Top Fuel 9.9 X01, while downhill it leaves it behind in a cloud of dust. The Fuel EX strikes a great balance between nimbleness and smoothness, inspiring sufficient confidence on steep descents thanks to its high front.

On steep, rough terrain, the bike inspires confidence and ensures a reasonably smooth ride.

Tuning-tips: narrower tires with a more aggressive tread | heavy riders should run a bigger brake rotor at the rear to unlock the full potential of the bike

On narrow trails and berms, it’s playful and agile. While the rear end lacks end-stroke progression, the suspension still provides sufficient support for active riding maneuvers, generating good traction and remaining composed even on fast and rough trail sections. As a result, the Fuel EX feels most comfortable on flowing trails and singletrack. However, when the trails get too rough and more closely resemble downhill tracks, the rear end reaches its limit – as a result, the Fuel EX struggles to keep up with more capable bikes like the Canyon Spectral. Here, the limiting factor is the rear tire, which offers little puncture protection, has a very shallow profile and has vague handling due to its large surface area. In corners and under braking, the lack of traction costs the Trek a great deal of precision.

Riding Characteristics

Value for money, intended use.

Despite the affordable spec, the Trek Fuel EX 9.8 GX convinces with a high level of comfort and good traction on all sorts of climbs. Downhill, it shines with its intuitive and balanced handling on flowing trails and singletracks. The build quality is high and frame details such as the integrated storage compartment are well-thought-out. Unfortunately, the spec isn’t perfect and crucial components such as the tires and brakes limit the riding fun.

very comfortable uphill
intuitive handling
high-quality frame with integrated storage compartment

tires are very puncture prone and generate little traction
brakes don't do the bike’s potential justice

Find more information here trekbikes.com

The testfield

Get an overview of the grouptest here: The best mountainbike of 2021 – 22 models in review

This scale indicates how efficiently the bike climbs. It refers to both simple and technical climbs. Along with the suspension, the riding position and the weight of the bike all play a crucial role. ↩

How does the bike ride and descend? How spritely is the bike, how agile is it through corners, how much fun is it in tight sections and how quickly can it change direction? ↩

Is the bike stable at high speeds? Is it easy to stay in control in demanding terrain? How composed is it on rough trails? Stability is a combination of balanced geometry, good suspension and the right spec. ↩

This is all about how balanced the bike is and particularly about how well it corners. Balanced bikes require little physical effort from the rider and are very predictable. If a bike is unbalanced, the rider has to work hard to weight the front wheel to generate enough grip. However, experienced riders can have a lot of fun even with unbalanced bikes. ↩

How sensitive is the suspension over small bumps? Can it absorb hard impacts and does it soak up repeated hits? Plush suspension not only provides comfort and makes a bike more capable, but it also generates traction. The rating includes the fork and the rear suspension. ↩

This aspect mainly comes down to the suspension. How much pop does it have, does it suck up the rider’s input or is it supportive, and how agile and direct is the bike? ↩

We don’t calculate value for money in an excel spreadsheet or based on how high-end a bike is specced. We are more concerned with how a bike performs on the trail and how the bike benefits the rider. What good are the best components if the bike doesn’t perform well on the trail? Expensive bikes with a lower-end spec can offer very good value for money – provided they excel where it matters. Just as supposedly cheap bikes with good components can get a bad rating if they don’t deliver on the trail. ↩

No, it’s not about racing, it’s about efficiency. Fast, fleet-footed and efficient – those who want to speed along flowy singletrack and gravel roads need a defined and spritely bike that accelerates with ease and efficiency. Nevertheless, reliable components are important too. We interpret XC more like the Americans do: big back-country rides instead of a marathon or XC World Cup with the ultimate in lightweight construction! Uphill-downhill ratio: 80:30 (not everything has to be 100%!) ↩

...also known as mountain biking. Classic singletrack with roots, rocks and ledges – sometimes flowy, sometimes rough. For this, you need a bike with good all-round qualities, whether climbing or descending. Uphill-downhill ratio: 50:50 ↩

Even more extreme and challenging compared to Trail riding, riddled with every kind of obstacle: jumps, gaps, nasty rock gardens, ruts and roots. For this, you need (race)proven equipment that forgives mistakes and wouldn’t look out of place on a stage of the Enduro World Series. Climbing is just a means to an end. Uphill-downhill ratio: 30:70 ↩

Strictly speaking, a 200 mm travel downhill bike is the best choice for merciless tracks with big jumps, drops and the roughest terrain. Those would be the black or double-black-diamond tracks in a bike park. But as some of the EWS pros (including Sam Hill) have proven, it’s the riding skills and not the bike that define what you can ride with it. Climbing? On foot or with a shuttle, please! Uphill-downhill ratio: 10:90 ↩

You can find more info about our rating system in this article: Click here! ↩

Did you enjoy this article? If so, we would be stoked if you decide to support us with a monthly contribution. By becoming a supporter of ENDURO, you will help secure a sustainable future for high-quality mountain bike journalism. Click here to learn more .

Words: Peter Walker Photos: various

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About the author.

Peter Walker

As editor-in-chief, Peter is as much a man of action as he is of words. This expert, screw-driver-flexing two wheeled-whizz has many envy-inducing characteristics, including a background in motocross, several EWS race plates to his name, and more than 150 recorded days at Whistler Bike Park. However complex the bike and however steep the trail, he’s probably already nailed it, twice. Oh, and he can do it all on skinny tyres too. When it comes to guiding consumers, Peter cut his teeth at Vancouver’s oldest bike shop and now puts pen to paper on the daily translating this know-how into our editorial plan. When not tearing up Stuttgart’s local trails while testing bikes, he loves nothing more than loading up his self-renovated VW T5 and hitting the road. The fact that he’s a trained paramedic gives his colleagues reassurance out on the trails. So far we haven’t had to call him by his alias ‘Sani Peter’, so here’s hoping he keeps it right side up for the rest of his time here!

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Trek Fuel EX 9.0 review

Trek's 9.0 really fuelled our fire this year

Russell Burton

Guy Kesteven

With our sister magazine What Mountain Bike running their Bike of the Year awards in one months time here's what has been floating the boat of our testers in 2007. Guy Kesteven gives us the lowdown on why he's been spending so much time on the carbon Trek EX 9.0.

Having a first date with a bike on a three-hour descent of high alpine Colorado singletrack is always a good start. A happy honeymoon with Trek's new carbon fibre bride has continued as a very happy marriage back home, too.

For a start, its 9.5 brother was noticeably faster than other 5in bikes we race tested at last year's Bontrager 24/12 event. It weaved through the trees and kicked out of corners in a way that left the other bikes seeming somehow lumpy and sluggish. Lean back and let it soak up the hits and it was far more capable than most race bikes.

Since then our 9.0 long-termer has been in a constant state of flux, as its latest test kit outfit has either stuck or twisted. Again, it has the combination of lightweight speed gain and infectious agility, but no nervousness or need to back off in the rocks mean it's proved to be the best kit breaker we've had in recent memory. It's split cranks, crumpled several lightweight wheelsets, mangled seat posts and split more inner tubes than we can remember. It blew up one set of forks so well that oil was dripping off the bottom bracket shell the morning after.

Yet even in the depths of winter, when its sarcophagus of hardened mud earned it the 'Fossil Fuel' tag, it hasn't complained or rattled loose once. It's just limped home with its crippled componentry and an innocent: "Don't blame me, I was just riding along," expression on its handlebars.

2008 EX bikes will get a tighter rocker link and radial rear axle pivot for good measure, too.

>Occasionally, the faux bar rear end will get hung up or kicked sky high by a square-edged hit that a true linkage bike would handle better. And sometimes its sinewy flex and XC length gets a little out of shape when cross-threading ruts or ricocheting off rocks. Each time, though, it'll immediately make amends by ripping the next climb to shreds or cutting a swashbuckling swathe through the next singletrack chicane like Zorro. In short, whenever the shit has hit the fan, the Trek has come out smelling of roses, and 2008 EX bikes will get a tighter rocker link and radial rear axle pivot for good measure, too.

As for kit changes, it's been a constant tightrope walk between saving weight and survival. Using a short 80mm stem on the large frame was essential after riding the superbly sorted, synapse-fast singletrack development bike of Trek brand manager Joe V.

After trying every imaginable fork to find optimum ride height and handling, I've ended up back with the original custom 90/110/130mm Fox Talas because at least it gives me various options. I'm still getting used to a recent XTR refit after very happy times on SRAM/Avid, though. I love the Dual Control shifting for cashing in on the bike's phenomenal launch speed, but the brakes have taken some balancing up. Wheels have been a real problem too, with most lightweight sets getting screwed within a couple of rides of fitting, and the new Hope straight pulls proving the best stiff/strong/light match so far.

The spec and price (£1600) shown is for the frame only. The bike pictured is an EX 9.0 but only the EX 9.5 is available as a frame only option - decals being the only difference over the 9.0 pictured. Guy has just stripped the standard EX 9.0 and built his own bike around the frame - it's ok for some >For 2008 the new Full Floater EX 9.5 will cost £1800 for the frame only option. Check out the Trek Fuel EX site for further details on the new bikes. >

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

The not-so-minor details.

Trek Fuel EXe 9.9 XX1 AXS

https://www.trekbikes.com

$13,999 USD

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

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

Mick & Wil review the Trek Fuel EXe

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

Watch our Trek Fuel EXe review here:

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

An overview of the Trek Fuel EXe

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

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

The compact TQ motor

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

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

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

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

It’s bloody light too

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

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

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

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

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

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

Tidy, integrated display

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

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

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

Geometry & mullet capability

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

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

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

Trek Fuel EXe price & specs

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

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

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

2023 Trek Fuel EXe 9.8 XT

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

2023 Trek Fuel EXe 9.7

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

2023 Trek Fuel EXe 9.5

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

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

Trek Fuel EXe sizing & fit

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

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

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

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

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

Suspension setup

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

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

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

Trek Fuel EXe weight

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

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

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

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

What does the Trek Fuel EXe do well?

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

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

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

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

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

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

Well-damped suspension & no-fuss handling

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

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

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

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

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

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

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

What does it struggle with?

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

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

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

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

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

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

What range can you get with the Trek Fuel EXe?

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

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

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

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

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

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

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

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

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

2023 trek fuel exe 9.9 xx1 axs range extender battery

Component highs & lows

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

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

2023 trek fuel exe 9.9 xx1 axs bontrager se5

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

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

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

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

Trek Fuel EXe vs Specialized Levo SL vs Orbea Rise

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

Specialized Levo SL

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

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

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

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

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

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

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

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

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

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

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

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

Flow’s Verdict

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

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

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

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

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

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Moscow Muled

Top 4 mexican mule recipes.

Nov 07, 2019

For nearly 80 years, one of the most iconic cocktails in the world has been the Moscow Mule. With the resurgence of cocktail culture in the last ten years, this delicious drink has once again made its way into the hearts, and bellies, of many. People seem captivated by the vodka drink that balances ginger beer and lime juice, and comes in a distinguished copper mug .

Recently, mixologists have tinkered with the original recipe, and expanded the possibilities to include just about every liquor base, and a number of complementary garnishes. Of all the mule variations that exist, few are more appealing and refreshing than the Tequila Mule, also known as the Mexican Mule.

What is a Mexican Mule, and why is it so amazing? In this article, we will...

Investigate the origins of the Mexican Mule cocktail
Explore its diverse flavor profile
Learn about how it's prepared
Present the most comprehensive list of easy Tequila Mule recipes

Origins of the Mexican Mule Drink

The classic Moscow Mule was created in 1941, and the first tequila ginger cocktail can be traced as far back as 1946. In those days, both vodka and tequila were quite rare and unfamiliar to the American palette, and were considered quite "exotic."

One of the earliest examples of the Tequila Mule can be found in the 1946 edition of Trader Vic's Book of Food and Drink . This essential cocktail guide describes a tasty cocktail called "El Diablo," which was a refined example of a "Buck". A Buck is any spirit served with either ginger ale or ginger beer, lime and creme de cassis (a sweet, dark red liqueur made from black currants).

Most easy Mexican Mule recipes omit creme de cassis, and instead focus on increasing the spiciness or sweetness by adding different fruits, vegetables and herbs.

There is no one person credited for officially inventing the Mexican Mule, or any of the Moscow Mule variations. Bartenders like to get creative, and quickly discovered the versatility of the "Mule" part of the drink (the ginger beer). When paired with lime juice, ginger can compliment just about whatever spirit you like the most. And with the overwhelming popularity of the Margarita, adding ginger beer to create a Tequila Mule seemed destined to be a hit.

Although particularly fashionable on Cinco de Mayo, the Mexican Mule can always be found at most Mexican restaurants and tequila bars year round. And if it's not on your favorite bar menu, provided they have ginger beer, your bartender won't have any problem making one for you.

What Does a Mexican Mule Taste Like?

Simply put, a Mexican Mule is absolutely delicious. In its most simplistic form, it is almost identical to its cousin, the Moscow Mule. The cocktail's distinct flavors are a balance of ginger and lime, that together are both refreshing and bold.

Perhaps due to its origins in the desert, tequila is often identified as a summer drink. However, the Mexican Mule is definitely a year-round drink, defying seasonal exclusivity. Its spice will warm your soul on a brisk winter night, or refresh you to the core on a scorching summer afternoon.

Sometimes referred to as a Jalisco Mule, this cocktail brilliantly balances the fizziness and spice of a great ginger beer with a citrus counterpoint of freshly squeezed limes. Many variations of the Tequila Mule also focus on sweetness by adding muddled pineapple, strawberry or peach.

A great mixed drink should always be balanced, with contrasting flavors that compliment the spirit and excite the taste buds. The carbonation of the ginger beer creates a soothing texture not commonly found in most cocktails and, depending on the strength of the ginger beer used, the earthy spice can be a nice departure from the overwhelming sweetness of many cocktails. The lime juice offers a tartness, and keeps the ginger's potency in check. There's nothing quite like it.

Another element that makes the Tequila Moscow Mule unique is the garnishes. Whereas a traditional Moscow Mule is garnished with a lime wedge and a sprig of mint, a Mexican Mule often adds jalapeno slices, pineapple chunks, or cilantro.

Jalapeno will certainly increase the heat, and pronounce certain musky notes of the tequila. The acidity of pineapple is a great substitute for fresh limes, but also pairs quite well with any fresh citrus. And, if you love coriander, you know how refreshing it can be - its notes of citrus enhance the natural flavors of the lime juice, and create a robust bouquet for the nose.

Whether you're in the mood for something a bit spicy, or cool and sweet, the Tequila Mule has exactly what you're looking for.

Pro Tips on How to Prepare a Mexican Mule

Unlike some fancy cocktails, the Moscow Mule and all its variations (like the Tequila Mule) are pretty easy to make. In fact, the only specialized equipment needed is the copper mug it's served in (and, although purists may cringe, truth be told, any cup or glass will do).

Here are some important things to remember when making your Mexican Moscow Mules:

1. Use high quality ingredients. A mixed drink is only as good as what you put in it and, the higher the quality, the better the end result. This means using your favorite brand of tequila, and ice made from purified water.

2. Use ginger beer, and not ginger ale! Sure, they are both ginger beverages, and ginger ale is far easier to obtain. However, it is no substitute for the body and intense flavor of a quality ginger beer. Ginger beer itself can vary in both quality and strength, so do some research, and only use the best. Another option is to make your own ginger beer, which can be fun, but will require planning a few days in advance. However, if you really want to impress your guests, and save some money, brewing your own batch can be pretty easy.

3. Use fresh lime juice from fresh limes. As tempting as it may be to use the little green plastic fruit-shaped bottle available at any supermarket, this drink absolutely insists on the real thing. The flavor of a fresh lime is brighter and more intense than any bottled juice, and cannot be substituted. Also, you ought to garnish your drink with a lime wedge, so don't be lazy, and only use fresh limes when making your mule.

4. If adding additional fruit to your Tequila Mule, be sure to not only use them as a garnish, but also be sure to muddle it in the bottom of your mug before adding the tequila and ginger beer. If your recipe calls for strawberry puree, or pineapple chunks, take a moment to crush the fruit with a spoon to unleash its full potential. Just placing a pineapple in a drink will do little to the overall flavor profile- you gotta smash it up!

5. Garnish like a champion. Presentation is a crucial element when making a mixed drink, and the right garnish can do a lot for your Mexican Mule. Not only does it add a pop of color and personality to the cocktail, it helps tell a story. Plus, they can be a nice snack to munch as you leisurely sip your mule. A fruit wedge is essential, and your choices range from lime to pineapple to strawberry. If you appreciate spicy, a jalapeno slice (minus the seeds) is a great touch. And either you love or you hate cilantro/coriander, but a sprig of some variety of fresh herb is never a bad idea.

Easy Mexican Mule Recipes

Part of the genius of the Mexican Mule is the simplicity. It is typically just three or four ingredients, and only takes a couple minutes to prepare. Here are some great, easy recipes for how to make a Mexican Mule, but feel free to get creative and make something unique.

Simple Tequila Mule Recipe

three Moscow Muled copper mugs one mug filled with crushed and sliced lime

Ingredients:

1.5 ounces of your favorite tequila
A bottle of ginger beer
Crushed ice

Instructions:

Pour some salt in a dish, wet the rim of your mug or glass, and dip into the salt.
Squeeze fresh lime juice with some pulp into the mug or glass, and fill with crushed ice.
Add your shot of tequila, and fill the rest of the mug or glass with ginger beer.
Give it a few swirls to mix thoroughly, and garnish with a wedge of lime.

Pineapple Mexican Mule Recipe

two Moscow Muled copper mugs filled with liquid, ice, sliced lime and mint leaves

A quality tequila of your choice
Fresh pineapple chunks
Ginger beer
Add a slice of lime and pineapple wedge to the bottom of a chilled copper mug or glass.
Use the back of a spoon to muddle the lime and pineapple.
Add your tequila and stir.
Add ice, cubed or crushed 3/4 of the way full.
Pour in the ginger beer and garnish with a lime wheel, fresh mint and pineapple slice.

Strawberry Mexican Mule Recipe

copper mug filled with pink liquid slices of strawberry lime and ice

2 ounces silver tequila
1.5 ounces fresh lime juice
1 ounce Strawberry Puree
4 ounces ginger beer
Splash of club soda (optional)

For the Strawberry Puree:

2 cups quartered strawberries
2 teaspoons fresh lime juice
2 teaspoons honey (or agave)
Use a food processor or blender to make your strawberry puree, and strain in a metal sieve.
Mix the puree and lime juice with the tequila in your mug or glass, and stir rigorously.
Fill it up with ice, and pour in the ginger beer. Garnish with a strawberry slice and sprig of mint.

Spicy Mexican Mule Recipe

copper mug with a straw filled with liquid ice and lime

High quality tequila
Organic ginger beer
1 jalapeno, sliced
Cilantro (optional)
Slice a jalapeno, remove the seeds, and add several slices to the bottom of your chilled copper mug.
Add freshly squeezed lime juice, and muddle with jalapeno.
Fill the mug with ice, and top with ginger beer. For an extra kick, pre-make some ice cubes with jalapeno slices or lime wedges inside - it's amazing.
Garnish with a slice of jalapeno and optional sprig of fresh cilantro.

Did You Enjoy This Article?

Thank you for reading! If you enjoyed this article, you might also like the following articles: Best Kentucky Mule Recipe and Best Raspberry Moscow Mule Recipe

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For the first time Rosatom Fuel Division supplied fresh nuclear fuel to the world’s only floating nuclear cogeneration plant in the Arctic

The fuel was supplied to the northernmost town of Russia along the Northern Sea Route.

The first in the history of the power plant refueling, that is, the replacement of spent nuclear fuel with fresh one, is planned to begin before 2024. The manufacturer of nuclear fuel for all Russian nuclear icebreakers, as well as the Akademik Lomonosov FNPP, is Machinery Manufacturing Plant, Joint-Stock Company (MSZ JSC), a company of Rosatom Fuel Company TVEL that is based in Elektrostal, Moscow Region.

The FNPP includes two KLT-40S reactors of the icebreaking type. Unlike convenient ground-based large reactors (that require partial replacement of fuel rods once every 12-18 months), in the case of these reactors, the refueling takes place once every few years and includes unloading of the entire reactor core and loading of fresh fuel into the reactor.

The cores of KLT-40 reactors of the Akademik Lomonosov floating power unit have a number of advantages compared to the reference ones: a cassette core was used for the first time in the history of the unit, which made it possible to increase the fuel energy resource to 3-3.5 years between refuelings, and also reduce the fuel component of the electricity cost by one and a half times. The FNPP operating experience formed the basis for the designs of reactors for nuclear icebreakers of the newest series 22220. Three such icebreakers have been launched by now.

For the first time the power units of the Akademik Lomonosov floating nuclear power plant were connected to the grid in December 2019, and put into commercial operation in May 2020. The supply of nuclear fuel from Elektrostal to Pevek and its loading into the second reactor is planned for 2024. The total power of the Akademik Lomonosov FNPP, supplied to the coastal grid of Pevek without thermal energy consumption on shore, is about 76 MW, being about 44 MW in the maximum thermal power supply mode. The FNPP generated 194 million kWh according to the results of 2023. The population of Pevek is just a little more than 4 thousand, while the FNPP has a potential for supplying electricity to a city with a population of up to 100 thousand people. After the FNPP commissioning two goals were achieved. These include first of all the replacement of the retiring capacities of the Bilibino NPP, which has been operating since 1974, as well as the Chaunskaya TPP, which has already been operating for more than 70 years. Secondly, energy is supplied to the main mining companies in western Chukotka in the Chaun-Bilibino energy hub a large ore and metal cluster, including gold mining companies and projects related to the development of the Baimsk ore zone. In September 2023, a 110 kilovolt power transmission line with a length of 490 kilometers was put into operation, connecting the towns of Pevek and Bilibino. The line increased the reliability of energy supply from the FNPP to both Bilibino consumers and mining companies, the largest of which is the Baimsky GOK. The comprehensive development of the Russian Arctic is a national strategic priority. To increase the NSR traffic is of paramount importance for accomplishment of the tasks set in the field of cargo shipping. This logistics corridor is being developed due regular freight voyages, construction of new nuclear-powered icebreakers and modernization of the relevant infrastructure. Rosatom companies are actively involved in this work. Rosatom Fuel Company TVEL (Rosatom Fuel Division) includes companies fabricating nuclear fuel, converting and enriching uranium, manufacturing gas centrifuges, conducting researches and producing designs. As the only nuclear fuel supplier to Russian NPPs, TVEL supplies fuel for a total of 75 power reactors in 15 countries, for research reactors in nine countries, as well as for propulsion reactors of the Russian nuclear fleet. Every sixth power reactor in the world runs on TVEL fuel. Rosatom Fuel Division is the world’s largest producer of enriched uranium and the leader on the global stable isotope market. The Fuel Division is actively developing new businesses in chemistry, metallurgy, energy storage technologies, 3D printing, digital products, and decommissioning of nuclear facilities. TVEL also includes Rosatom integrators for additive technologies and electricity storage systems. Rosenergoatom, Joint-Stock Company is part of Rosatom Electric Power Division and one of the largest companies in the industry acting as an operator of nuclear power plants. It includes, as its branches, 11 operating NPPs, including the FNPP, the Scientific and Technical Center for Emergency Operations at NPPs, Design and Engineering as well as Technological companies. In total, 37 power units with a total installed capacity of over 29.5 GW are in operation at 11 nuclear power plants in Russia. Machinery Manufacturing Plant, Joint-Stock Company (MSZ JSC, Elektrostal) is one of the world’s largest manufacturers of fuel for nuclear power plants. The company produces fuel assemblies for VVER-440, VVER-1000, RBMK-1000, BN-600,800, VK-50, EGP-6; powders and fuel pellets intended for supply to foreign customers. It also produces nuclear fuel for research reactors. The plant belongs to the TVEL Fuel Company of Rosatom.

Rosatom obtained a license for the first land-based SMR in Russia

On April 21, Rosenergoatom obtained a license issued by Rostekhnadzor to construct the Yakutsk land-based SMR in the Ust-Yansky District of the Republic of Sakha (Yakutia).

ROSATOM and FEDC agree to cooperate in the construction of Russia's first onshore SNPP

ROSATOM and FEDC have signed a cooperation agreement to build Russia's first onshore SNPP in Yakutia.

Rosatom develops nuclear fuel for modernized floating power units

Rosatom has completed the development of nuclear fuel for the RITM-200S small modular reactor designed for the upgraded floating power units.

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Top 4 Mexican Mule Recipes
Slice a jalapeno, remove the seeds, and add several slices to the bottom of your chilled copper mug. Add freshly squeezed lime juice, and muddle with jalapeno. Fill the mug with ice, and top with ginger beer. For an extra kick, pre-make some ice cubes with jalapeno slices or lime wedges inside - it's amazing.
For the first time Rosatom Fuel Division supplied fresh nuclear fuel to
The company produces fuel assemblies for VVER-440, VVER-1000, RBMK-1000, BN-600,800, VK-50, EGP-6; powders and fuel pellets intended for supply to foreign customers. It also produces nuclear fuel for research reactors. The plant belongs to the TVEL Fuel Company of Rosatom.