trek procaliber isospeed problems

Trek Procaliber 9.6 Review

by Ben Haworth June 11, 2023 0

Sure, you can ride the Trek Procaliber 9.6 whenever and wherever you like but the raison d’être of the Trek Procaliber is to perform between the race tape.

• Brand : Trek
• Product : Procaliber 9.6
• Price : £2,550.00
• From : trekbikes.com
• Tested by : Benji for Singletrackworld Magazine Issue 149

The other two hardtails in our ‘ Double Yer Money Hardtails ‘ test are all-rounder Traily McTrailface mountain bikes. This Trek Procaliber is decidedly not an all-rounder.

Rather than include a £2,400+ all-rounder trail hardtail, of which there are legion, we think it’s more illuminating and useful to go niche. To highlight the option of buying a very specific tool-for-the-job type of mountain bike.

The job for this Procaliber tool is cross-country racing. This is the sort of machine where the rides that aren’t actual races are called ‘training rides’.

The USP of the Trek Procaliber 9.6 is Trek’s IsoSpeed feature. First seen on Trek’s road racing bikes designed for the cobbled ways of Flanders, IsoSpeed basically detaches the seat tube from the top tube, allowing it to flex fore-aft. It’s a very modern take on ye olde soft-tail designs that did the rounds in the nineties and noughties.

Whereas those older designs typically had some sort of spring placed inside a wishbone seat stay arrangement, the Trek Procaliber has a fixing placed just in front of the seat tube and below the top tube and a wedge of elastomery material in the join. I’ll get into how it feels on the trail shortly.

The frame is made from Trek’s OCLV Mountain grade of carbon and, quite frankly, it looks really rad. The waspish black and yellow colourway is particularly pleasing. The aesthetic helps offset the relatively unexciting build kit. The own-brand finishing kit, mid-tier Shimano stuff and fairly nondescript RockShox Recon fork are all fine but hardly set the pulse racing.

In some ways all these rather uninspiring black bits actually help the bike (frame) look as great as it does. The bars are suitably cross-country narrow. The stem is similarly cross-country-tastically lengthy (80mm). The Bontrager XR2 Team Issue tyres are thrillingly bald. The MT410 brakes and the Recon fork are the two main disappointing spec choices. It just looks a bit too cost-cutting on a bike that otherwise looks so fine.

Looking at the rest of the Procaliber range you’d have to spend £3,775 to get a spec that looks suitably snazzy (Procaliber 9.8 with Fox fork, carbon wheelset, Shimano XT and so on).

The geometry of the Procaliber is on the less progressive side of things, even for a cross-country bike: steep 68.8° head angle, short 450mm reach (Large), dinky 90mm head tube length (Large). Oh and no, there is no dropper seatpost.

It can be hard to explain what makes a bike good at cross-country. It’s not just about being light and stiff. For trail riders, the geometry of cross-country race bikes is often entirely baffling. Steep head angles? Long stems? Narrow bars? Haven’t we left all that sort of stuff behind us?

The thing is, such geometry is not meant to be all-round effective. Cross-country geometry is principally meant to feel fast on climbs (the key word there being ‘feel’; racing is almost as much a mental exercise as physical). The narrow bars are arguably mainly there for aerodynamic reasons as much as anything. And if you have narrow bars (with a steep head angle) you need a lengthy stem to keep the front end from flailing madly when you’re redline drooling.

Why not put a slacker head angle on to cure everything? It’s hard to explain. The best explanation I can say is that it’s about pumping the terrain for even more speed. Cross-country races are won on anything that isn’t a descent. Descending speed is very much not important. Being fast downhill doesn’t win you races really. You can certainly lose races by being poor downhill, but you can’t win ’em. As such, the steep head angle is there to keep the front tyre contact patch nearer to you (usually a Really Bad Idea for Normal MTBing) so you can work the terrain underneath it for increased momentum.

Cross-country races are won primarily on the climbs, but the flatter and contouring stuff also matters a lot. Cross-country race geometry is a very specific system and the Trek Procaliber is more specific than most. And the Trek Procaliber is fast AF where and when it has to be. Sure, the downhills are more an exercise of holding-on rather than grinning-through, but the Procaliber’s grins can be found on race day podiums or (whisper it) Strava leaderboards.

All the boring black bits bolted to the Trek Procaliber 9.6 work fine. The fork is surprisingly active and combined with the IsoSpeed ‘rear suspension’ (when seated) actually makes for a remarkably un-punishing ride feel. There’s a reason the Procaliber is used by a lot of marathon endurance racers instead of a full-suspension bike. Also, by judicious use of the fork lockout, the Procaliber does the whole stood-up stamp-attack mode thing very well too.

I did think overall it would be even better with a dropper seatpost. Just a little one. The IsoSpeed system seems serendipitously perfect for dropper posts; droppers have zero fore-aft flex to them (unlike static seatposts) so IsoSpeed means you can run a dropper and still have a flexy perch experience.

This Trek Procaliber 9.6 is a great example of how an increase in budget can gain you access to a world of specificity. I wouldn’t recommend the Procaliber for everyone. It’s not a bike I personally would have. But if anyone is looking for an effective weapon for cross-country racing (whether real world racing or imaginary online Strava racing) then this is very probably one of the best bikes for going as hard as possible for as long as possible on the tracks and terrain that the stopwatch unsparingly demands.

It is a bike that can attack tracks with the best of them, yet it is perfectly capable of having a recovery breather on when you need one. The active fork, supple tyres and undoubtedly the IsoSpeed ‘soft-tail’ feature afford you a pleasing respite from the sheer brutality of the bike’s out-of-the-saddle efficiency of propulsion. It’s something of a Lycra-clad Jekyll and Hyde creation. Sat down, it’s comfy and polite. Stood up, it’s a freaking monster.

• Frame // OCLV Mountain Carbon
• Fork // RockShox Recon Gold RL LockOut, 100mm
• Wheels // Bontrager Kovee Comp 23
• Front tyre // Bontrager XR2 Team Issue 29×2.2
• Rear tyre // Bontrager XR2 Team Issue 29×2.2
• Chainset // Shimano MT611, 30T, 175mm
• Drivetrain // Shimano SLX/XT, 12-speed, 10–51T
• Brakes // Shimano MT410, 180/160mm
• Stem // Bontrager Rhythm Comp, 80mm, 31.8mm
• Bars // Bontrager Rhythm Comp, 750 x 15mm, 31.8mm
• Grips // Bontrager XR Trail Comp Lock-on
• Seatpost // Bontrager Comp, 31.6mm
• Saddle // Bontrager Arvada
• BB // Shimano MT500 PF92
• Size tested // L
• Sizes available // S, M, ML, L, XL, XXL
• Head angle // 68.8°
• Effective seat angle // 73.8°
• Seat tube length // 470mm
• Head tube length // 90mm
• Effective top tube // 625mm
• BB height // 60mm BB drop
• Reach // 450mm
• Chainstay // 432mm
• Wheelbase // 1,133mm
• Weight // 11.7kg

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Review Info

Orange Switch 6er. Stif Squatcher. Schwalbe Magic Mary Purple Addix front. Maxxis DHR II 3C MaxxTerra rear. Coil fan. Ebikes are not evil. I have been a writer for nigh on 20 years, a photographer for 25 years and a mountain biker for 30 years. I have written countless magazine and website features and route guides for the UK mountain bike press, most notably for the esteemed and highly regarded Singletrackworld. Although I am a Lancastrian, I freely admit that West Yorkshire is my favourite place to ride. Rarely a week goes by without me riding and exploring the South Pennines.

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2022 Procaliber

• Add to quote
• I have some old ENVE M60-forty wheels with I9 Torch hubs that I will put on this bike and sell the stock wheels.
• I'd like to remove the remote lockout lever for the Recon fork. I don't think my son needs it, and I'd like to clean up and simplify the cockpit.
• I have some old carbon handlebars I may install.

Zero responses. I guess there is no love for the Procaliber here. Is it too old school XC? Not slack and long enough?  

Should be an awesome bike for him! Smart choice on getting the medium. Sent from my iPhone using Tapatalk  

Looks like a ripping race bike for a young ripper! I've got an older 9.9. I'm not a huge fan of hardtails anymore (getting old and brittle) but I'll always have one just because. I really love the thing for rough gravel riding, when set up with a pair of rugged 38c tires.  

From what I've read, the Procaliber frame is quite heavy for a carbon hardtail. I read 1700 grams. Competitors like the Epic hardtail and Pivot Les are 800 grams or less, so we're talking twice as heavy for the Procaliber. The IsoSpeed coupling adds some weight, but it shouldn't be that much. Even the alloy Specialized Chisel frame is lighter at around 1500 grams, and it is way cheaper too.  

That's 2# heavier than my 2018 XL top fuel. With inserts. And a 170mm dropper. and 2.4" downcountry tires. The Procal looks good until you look at price and weight then it's not particularly competitive. If you got a good price on it then great, I almost pulled the trigger a couple of times and just couldn't go for a 1600g+ frame at that price. The Procaliber shows Treks' lack of commitment/belief in XC hardtails, which is sad because I love my Superfly SS very much. I'll be building a Carbon Hardtail this summer but unfortunately Trek has nothing for me.  

pinkpowa said: The Procaliber shows Treks' lack of commitment/belief in XC hardtails, which is sad because I love my Superfly SS very much. I'll be building a Carbon Hardtail this summer but unfortunately Trek has nothing for me. Click to expand...

My son is also considering this exact bike for NICA type high school races in MN as we speak. Its an expensive bike but with a team sponsor, (simialar to NICA) the discount makes its more palatable. Like others have said the weight is my biggest concern. Its dissappointing that yours comes in at 26.1lbs. I was really hoping to see the actual weight to be lower than factory specs. Its still a nice bike, and its by far the best deal for us at the moment. But the weight is dissappointing. I wonder what the compromise was to build such a heavy carbon fiber bike. Does the ISO feature add the weight? Does the extra comfort outweigh the weight penalty? Could it be Trek was trying to make it stiffer or more durable? I can't figure out why its so heavy. I've seen lighter aluminum frames. Since the frame is a good pound or more heavier than other carbon bikes, I wonder if the compromise is worth it. There is more to a bike than its weight, but I wonder what advantages are gained? I'm sure it will still be a great bike for your kid. It is still lighter than many of the aluminum bikes out there and it has a nice component set. So its still a good choice. I'm just confused on the weight. Keep us posted how the bike works out.  

The actual weight is usually higher than factory (website) specs. Trek website claims 25.07 lbs for a M and you weight it as 26.10...about right, but disappointing I know. I guess that's why some bike brands don't list the weight of a bike in the product specs.  

Yeah thats a respectable weight savings. I just picked up a set of Forekasters in 29x2.35 for my own bike and they weighed around 800g +/-. So 100g+/- over spec. If that is the case with yours, you might find more weight savings in tires too if you wanted. But I think anyting under 25lbs is respectable.  

Those wheels already had the 2.35 Forekasters on them. They worked pretty well for me as an all-around trail tire in various conditions. They will be fine for my son. When the racing season starts this fall I might consider putting on the XR2 tires the bike came with, but I worry whether they will have enough grip on our rooty and rocky trails, especially when the leaves start falling. Yeah, 25 lbs is fine, especially since he is a mid-pack finisher. I see a lot of Trek Roscoes in the NICA fields, and those are certainly heavier. I eventually want to put a dropper post on this bike, so that will add at least a pound. My hardtail is a Chameleon, and it weighs more, even with carbon wheels, carbon cranks, and an XT/XTR drivetrain.  

Yep, that trade off between traction and weight is always a question. I'm looking forward to getting my Forekasters installed for exactly the reason you used them. They seem like a solid all around tire. Last year my boys ran VIttoria Barzo/Mezcal. They usually finished in the top 10% of the field last year. This year they are trying Maxxis Recon/Aspen. But our trails may not be as rooty and rocky as yours. We certainly have some roots and rocks, but a lot of nice hardpack as well. In regards to bike weights, my boys are each riding one of the old Airborne blue Goblins. Which are weiging in at around 27.2 - 27.5lbs +/- without pedals. So a fair amount heavier than you are currently setup. But within 1lb +/- of your Procaliber out of the box. Which makes it hard to purchase a $3000 bike to save that little weight.  

I'm sure your son will love it with the new wheels & have some good luck racing it! I used to have an older BMC XT TE hardtail & absolutely loved it - when it went to god 😕 I was looking for a Procaliber, but Trek seems to be moving away from them. There's a lot of focus on the Supercalibers, which are awesome bikes but $$$. In my state here in Oz, there were no Procalibers to be had for love nor money for the foreseeable future. Figuring that my body's recovery is maybe not what it used to be I ordered a Fuel Ex - chose comfort over speed haha!  

I found this thread while looking for tips on fitting a dropper post to my new Trek Procaliber 9.6. I hadn't realised that this was a relatively heavy frame for a carbon one, but it does seems like a great bike to me - really zippy compared to my previous two bikes (Whyte 905 26" hardtail and Cannondale Trigger Carbon 650b). Anyway, I'll keep my eyes open for a post or video about how to internally route a dropper post (probably a Bontrager Line). I'm trying to decide whether I should tackle fitting it myself or taking in to a shop. It don't seem to have the 'control freak' system, but I do have a hole in the down tube with a rubber plug in it. Will I need to remove the bottom bracket?  

I'm not sure, but I assume the port by the right side of the head tube is for a dropper cable/hose. I would try running a cable housing down it and see if it ends up inside the seat tube. The bottom bracket is just the bearings pressed in on each side, and there is no tube in between like some bottom brackets have. However, the crank spindle still goes through there, so it could possibly get in the way. It does look like it's a tight turn from the down tube to the seat tube.  

federic000 said: here is mine, a 9.7 2021 model L size, the weight of frame is not an issue honestly I ended up at 9.180kg (20.2 lb.) but I'm wondering if someone installed a 120mm fork as the Fox 34 or RS SID 35, anyone? Trek says 110mm is the max allowed for front suspension... Click to expand...

Nice looking bike! Your son must be stoked!  

I keep looking at the Procaliber for my next hardtail. Does anyone have any issues with the IsoSpeed, excess noise or prone to dust and dirt ingress causing damage or problems? Would need to swap out the fork because I prefer a quick release, MAXEL Ultimate or equivalent, rather than a tool required solid axel, unless someone knows if you can swap the solid axel for a quick release equivalent?  

No issues to date with the iso speed, and I've had mine for several years. You can swap a Kabolt through-axle for a Fox quick release version, though you may also have to buy a full-clocked capture nut to get the tension adjusted just right. Older Fox forks came with a full-clocked capture nut regardless of axle, but the Kabolt forks now seem to come without that handy little feature -- since it serves no purpose with the Kabolt axle. No idea what the current status of this is with RS, but the guys on the suspension forum certainly would.  

I’m really enjoying my Procaliber. Have had the chance to ride some single track and it’s been great. Standard fork on my 9.6 swapped out for a fox 34 SC. I’ve also added a dropper post and swapped the 30t chain ring for a 34t. No noise from my isospeed, it’s a really quiet bike overall.  

TrekWarMachine said: View attachment 1995016 Here is my daughter's 2022 Procaliber (9.5 - M) which was purchased last year in August 2021. A year later, upgrades include: Rockshox SID SL Select (100mm), Kovee Pro 30 wheelset (108T), Kovee Pro handlebar (720mm) & Kovee Pro stem (70mm), PNW Loam dropper (125mm, reduced to 100mm), PNW Loam dropper level and grips, RaceFace Chester pedals, XT Cassette (10-51), XTR chain, SLX crank (175mm / stock: 30T, upgraded to: 32T), Deore shifter and derailleur, Deore M6100 brake levers and calipers, XT Rotors (RT-86 / 160mm), XR3 2.4" Front (20 psi), XR2 2.2" Rear (22 psi), tubeless, Selle Royal Lookin Viper Athletic saddle, Bontrager water bottle cage and GPS mount for Garmin Edge 530. The only 3 parts that I haven't changed out yet, but I already have the XT parts to replace with is the derailleur, shifter and bottom bracket. I will also again upgrade the front chainring to 34T. It weighs 25 lbs. Click to expand...

It comes in an xxl which makes it appealing to Clyde’s. That logo is a turnoff the color is great though. Decent specs for a $3k niche bike . The Supercaliber / Epic Evo are appealing too for another grand . Sent from my iPhone using Tapatalk Pro  

Anyone tried to fit 38t chainring with 55mm chainline?  

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Trek Procaliber 9.7 review

• Alan Muldoon
• April 7, 2020

Crosses the finish line first because it’s the fastest bike. Simple.

Trek Procaliber 9.7 Credit: Future PLC

Product Overview

Overall rating:, trek procaliber 9.7.

• Speed with comfort
• No dropper post

Manufacturer:

Price as reviewed:, editor’s choice 2020.

Since the dawn of mountain biking, engineers and enthusiasts have been trying to make the humble hardtail more compliant. We’ve had suspension seatposts, soft-tails, flex stay, curved stays, mono-stays and box stays. You name it, someone has tried it. No approach however, has been as effective as Trek’s IsoSpeed decoupler; first developed on its road bikes designed to race across the gruelling cobbles of Paris Roubaix.

And while the execution of the design is complex, like all good ideas, the concept is elegant in its simplicity. By decoupling the seat tube from the top tube, Trek is able to let the seat tube flex more easily, which in turn transmits less vibrabration to the rider. Or, to think about it another way, the seat stays run into the top-tube, instead of the back of the back seat tube.

Whatever way you slice it, Trek’s IsoSpeed decoupler offers a noticeably smoother ride when seated. So even though the Procaliber 9.7 isn’t one of the new breed of progressive XC hardtails with slacker geometry, we were still able to ride it faster with less fatigue than any other XC hardtail in test. It’s incredible turn of speed enhanced further by the Bontrager Kovee Elite carbon rims. They also tipped the balance of the scales in Trek’s favour too, as the Procaliber 9.7 was also the lightest bike in our XC hardtail test.

The Trek Procaliber 9.7 crossed our finish line first because it’s the fastest bike on test. And in XC racing, that’s all that counts.

>>> MBR Trail Bike of the Year 2020

Modern XC race hardtails aren’t just designed to be ruthlessly efficient on the climbs. The best composite frames also use custom carbon layering, unique fibre alignments and sculpted tube profiles to engineer in compliance. And while the Procaliber 9.7 incorporates all of the above, Trek takes it one step further with its IsoSpeed technology.

First designed to improve the comfort of its road bikes, IsoSpeed decouples the seat tube from the top tube, which in turn allows the seat tube to flex more easily and transmit less trail buzz to the rider. The simple idea being, less systemic rider fatigue leaves more energy for turning pedals. Sounds great in theory, right? Well, the good news is, it’s even better in practice.

Yes, the extra tech involved in IsoSpeed adds a few grams to the frame weight, but Trek has still managed to produce the lightest bike in the test, even if it’s only 110g lighter than its closest rival, the Mondraker Chrono Carbon R. Most of the savings are rotational weight – the carbon Bontrager Kovee Elite wheels guaranteeing that the Trek is lightning fast off the start line.

IsoSpeed decoupler is a game-changer

In fact we were so surprised to see carbon hoops on the Procaliber 9.7, we actually double-checked that Trek hadn’t sent a more expensive model by mistake. As it turns out it couldn’t have, even if it had wanted to, as the Procaliber 9.7 at is actually the most expensive XC hardtail that Trek offers in the UK.

RockShox reba fork is responsive but also offers decent support

In the RockShox hierarchy, the 100mm-travel Reba on the Trek sits below the SID on the Mondraker but above the Judy on the Specialized Epic HT . It strikes a great balance in terms of performance too. On high-speed chatter it’s more forgiving on your hands than the SID, but it still offers more support for cornering and cranking hard than the Judy.

And if you really want to tighten up the response of the suspension fork for a spot of black-top blasting, the RockShox under-bar remote lockout is always within easy reach. It feels plastic-y compared to the remote on the Scott Scale 920, but thanks to the super-light cable action it’s effortless in use. And, because the release lever sits proud of the lockout lever, you always open up the fork when you reach for it in a moment of panic.

Silicone grips save weight as well as your hands

Have we mentioned the Trek’s lightweight carbon wheels? Well, we should also highlight that they were the only wheels in the test to come set up tubeless. All you have to do is add sealant, which Trek kindly provides.

The contact points on the Procaliber are sorted too, and we particularly liked the ESI Chunky silicone grips . Granted the 12-Speed Eagle drivetrain with its 11-50t cassette doesn’t give you as wide a gear range as the Scott, but the SRAM XG-1230 cassette still offers a marked improvement in shifting performance over the Specialized.

Performance

When we first set eyes on the Trek, it wasn’t love at first sight. If anything, we thought the size large bike looked a little ungainly with its inverted 95mm stem and taller top tube. We even went as far as to peg it ‘the roadie’s mountain bike’.

Then we rode it. From the first pedal stroke the Procaliber took the lead in this test and never faltered. We were instantly won over by its effortless turn of speed, in part thanks to the carbon wheels, but it’s also about the more forgiving ride quality of the frame. Bumps just didn’t chip away at our speed as much as they did on the other bikes on test. And even when we were out of the saddle, the Procaliber was still the smoothest bike here. So much so, that the real limiting factor on rougher more technical terrain is saddle height. So while the weight savings of the OCLV carbon seatpost aren’t to be sniffed at, we’d swap it for a short-travel dropper in a heartbeat.

Stablemates

Trek procaliber 6, £1,400.

This is the entry-level bike in the Procaliber range. It gets an Alpha Platinum aluminium frame rather than carbon, but it still sports the IsoSpeed design that decouples the top tube from the seat tube to offer a smoother, faster ride. The geometry and sizing also mirror our test winner, so handing should be on point too.

Trek Supercaliber 9.7, £4,000

If you want the look of a hardtail but an even more forgiving ride than the Procaliber 9.7, how about the new Supercaliber? With its IsoStrut design delivering 60mm of travel, it could well be the perfect balance between hardtail efficiency and weight saving, with full-suspension comfort and control.

What’s new for 2021?

Depending on personal preference and course conditions, Trek wanted to make it easier for riders or races to swap between the Procaliber hardtail and the Supercalibrer suspension bike. So for 2021 the sizing and geometry of the Procaliber has been brought inline with the 60mm travel Supercaliber. The end result is that the Procaliber gets a half a degree slacker head angle for improved steering stability. The reach measurement has also increased by 10mm, while the stem shortens by the same amount so the fit remains the same. All positive changes, that should guarantee the 2021 Procaliber retains its winning performance.

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Six-Month Review: Trek Procaliber SL

With the Procaliber SL, Trek has reengineered the race bike with a modicum of comfort and revived our interest in hardtails

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The Takeaway

The Good:  The IsoSpeed decoupler takes the hard edge off trails and makes it possible to go faster for longer. The combination of Boost hub spacing and the excellent new DT Swiss XMC 1200 Carbon makes for some of the lightest, stiffest, hardest-driving wheels we’ve ridden. RockShox’s RS-1 fork is the fork benchmark for small-bump compliance and XC performance.

The Bad:  The 2.0-inch Bontrager XR1 tires might be fast, but they are too skinny to provide any compliance, tore easily in our desert environment, and were the first things we replaced. At $8,000, this is a machine only for the rarefied ranks of World Cup racing (though Trek offers carbon Procal models down to $2,400).

The Verdict:  If cross-country racing is your thing, you’d be hard pressed to find a better machine than the  Procaliber 9.9 SL . It’s stunningly light at 19.2 pounds, as fast and nimble as you’d expect for a fully tricked-out hard tail, yet the rear triangle design ensures that it doesn’t beat you up like most other race bikes. 

If you asked me a year or two ago, I’d have told you that hardtails were dead. Suspension and carbon layups have gotten so good and light that there’s almost no weight or efficiency penalty for picking full-squish.

But two developments have changed my opinion. First, the rise of plus-size tires has made hardtails comfy and capable in ways that they have never been before. And second, several companies, most notably Trek with the Procaliber, have taken to re-engineering race hardtails with some semblance of comfort.

Which means that if you race, or if you live in a place with smooth, fast trails, hardtails are once again worth considering. (Note: Unless you’re five foot or smaller and can’t fit on a 29er, forgo the 27.5-inch hardtail models, which I consider the worst idea to have surfaced in years: small wheels plus rigid frame equals worst-of-both-worlds harshness.)

• Price: $8,000
• Weight: 19.2 pounds
• Drivetrain: Shimano XTR

Two things make the Procaliber SL frame stand out. First, and most obvious, is the IsoSpeed decoupler, a design the company debuted with great success on its Domane endurance road bike (which won Paris-Roubaix and Flanders), and then incorporated into its Boone cross bike and now this XC weapon. The design disconnects the seat post from the down tube with a pair of bearings, which allows the saddle to move in a rearward arc so the bike absorbs road roughness instead of your body. It works exceptionally well  not only because it provides vertical compliance, but also because it simultaneously keeps the bike laterally stiff for pedaling and handling.

The Procaliber’s other notable characteristic reflects Trek’s increasing aptitude with carbon forming, as the company’s high-end frames are getting lighter and lighter while remaining stiff and strong. (The debut of the Top Fuel , for instance, saw Trek’s four-inch race bike lose nearly a pound in frame weight from the previous year’s Superfly FS.) What this means is that the Procaliber frame is as light and snappy as a road bike but still strong enough for constant trail abuse.

The frame sports Boost hub spacing, too, a good upgrade for a 29er since the wheels get stiffer with the additional width. And despite the frame’s featherweight, Trek also added clean internal cable routings and ports, making the Procaliber able to accommodate everything from a dropper post and/or a lockout button, as well as brakes and shift cables.

The Components

On an $8,000 bicycle, I expect everything to be completely dialed. That’s sometimes surprisingly not the case, but on the Procaliber 9.9 SL, Trek got it right. Also, incidentally, looking down the Procaliber line, Trek’s spec choices, even on the less-expensive models, are very good. 

Other than the cutting-edge frame design, my favorite part of this bike is the fork and wheel combo. The RockShox RS-1, while costly, is a step above everything else out there, in terms of performance, for a short-travel bike. The full carbon crown design, with the stanchions at the base, makes for best-in-class stiffness, which you notice when carving hard turns or climbing and sprinting out of the saddle. The fork damper provides incredible small-bump sensitivity, too, but still soaks up the big bumps. Trek wisely spec’d a remote lockout, which is a must, in my opinion, on hardtails, where turning the bike rigid and back is a constant switch. And even though the RS-1 is a bit heavier than comparable standard forks, thanks to Trek’s carbon prowess, the bike is still astoundingly light.

Meanwhile, the DT Swiss XMC1200 Carbon wheels are a revelation from a company whose hoops in previous years have left me cold. I have ridden these wheels on numerous bikes this year, including on an 850-miles sojourn on the Arizona Trail, and not only do they feel like cheating because they're so light and spin up so quickly, but they also proved tough enough for rugged trails with big loads. The Boost spacing (110mm up front, 148 rear) helps with the stiffness, and the wheels also set up tubeless without issue.

As already noted, the pinner tires, while maybe okay for short, fast races, were too skinny for my liking and also too flimsy for the rocky, poky trails we have in New Mexico and Arizona. Instead, I upgraded almost immediately (well, once I’d shredded one sidewall, which took under a week) to Maxxis Ikons —2.35-inch front and 2.2-inch back—which made for a much cushier and more durable ride.

Other spec notes: The Race Face Next SL crank is awesome, and the gold standard when it comes to lightweight, stiff, race machines. And I love the XTR brakes and drivetrain, but Shimano is overdue for a bigger XTR-level cassette. It’s true that the 11-40 cogs worked fine in this super-lightweight race application, but if you buy the top level goods, you should be able to get an 11-42 without downgrading to XT parts, which is what is necessary now if you want the bigger range. Oh yeah, and the cheap foam grips, while ridiculously light, are total throwaways.

A couple of years ago, I shunned hardtails when Specialized unveiled the World Cup edition Epic . At under 20 pounds, the price you’d pay in weight over a hardtail was far exceeded by what gained in comfort from this bike. And more importantly, when I rode a rigid frame for the endurance events that I was so keen on doing, I’d end up pummeled, wishing I’d gone full squish.

So it was with trepidation that I opted to ride the Procaliber earlier this year in a 12-hour race. It was a mostly smooth, fast 16-mile loop, with a few miles of rock and ruts thrown in to keep you honest. From the get go I enjoyed the power transfer, immediacy, and snappiness of being on a hardtail. This bike corners and leans over like a road racer, and the wheels and super stiff bottom bracket give it rocket ship acceleration. All day, I felt good and fast, making clean passes on climbs because of the bike’s light weight and even smashing past people on the one swerving, rocky descent, which was a testament to the bike’s capabilities.

No hardtail is ever going to be as comfy as full suspension, but the IsoSpeed coupler actually kept my back, neck, and shoulders in line for all 12 hours, and I didn’t feel like I’d gone a round with Jon Jones the next morning. There are a lot of gimmicks out there that claim to make bikes more comfortable, but Trek’s IsoSpeed design is not one of them. With a little fatter tires than come on the bike, the Procaliber was as forgiving as a hardtail race bike will likely ever be, but gave up nothing in terms of speed and agility.

The Competition

There are too many hardtail race 29ers on the market to mention, but the inevitable comparison is with this year’s BMC Teamelite TE01 , which, like the Procaliber promises added compliance out back, but accomplishes that feat with elastomers on metal rails embedded into the seat stays. Both bikes are excellent, and it’s exciting to see more than one company taking on the task of making hardtails more forgiving.

Our testers felt that the BMC was a bit more comfortable out back, though the Trek had a more linear feel in the rear-end movement. The Procaliber was also more laterally stiff, which is why most people agreed it would make a better, flat-out race bike. You can’t go wrong with either bike, and the BMC will best suit the rider after the most comfort in a hardtail. But the fact that the Trek came with an RS-1 fork and still tipped the scales a pound less than the BMC made it the overall favorite.

Buying Advice

Trek has almost singlehandedly reawakened my interest in hardtails. First came the Stache 9 , which is arguably the rowdiest, most capable hardtail I’ve ever ridden, thanks to those meaty, 29+ wheels. And now the Procaliber rethinks the XC hardtail.

This is simultaneously the fastest mountain bike I’ve ridden in years, as well as the most comfortable hardtail race bike. For those after a fleet, hard-charging machine that punishes the competition and not your body, it’s the inevitable pick.

Yes, it costs a small fortune and only dedicated racers will opt for the 9.9 SL model. But the 9.8 SL is the exact same frame in a build package that’s more democratic ($4,800), and the 9.7 and 9.6 use slightly lower grade carbon layups to bring the IsoSpeed decoupler advantages to everyone.

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pimped to the max Trek Procaliber 9.8 in review

Trek procaliber 9.8 in review – pimped to the max.

The Trek Isospeed System – the cushioning of the Procaliber

Frame details and style: the aces up Trek Procaliber’s sleeve

The drivetrain – a product of the Corona crisis

The Trek Procaliber in the field: A trail lover

The standards on the Trek Procaliber 2023

• Frame weight: 1.4 kg (carbon)
• Bottom bracket: Pressfit
• Wheel size: 29 inches
• Rear wheel installation dimensions: 12×148
• Seatpost: 31.6mm
• Cable routing: through the down tube with internal routing
• Bottle holder: space for two bottles
• Special feature: Isospeed damping on the rear triangle
• Derailleur hanger: UDH (SRAM Eagle Transmission compatible)

The Procaliber’s competitors in starting block A

Orbea alma m10 vs trek procaliber 9.8 vs cannondale scalpel ht carbon 2.

All current Trek Procaliber models at a glance, including prices and availability:

All current trek procaliber models at a glance.

Conclusion on the Trek Procaliber 9.8

About the author.

... has spent more than 100,000 kilometers in the saddle of over 1000 different mountain bikes. The essence of many hours on the trail: Mountain bikes are awesome when they match your personal preferences! With this realization, he founded bike-test.com to assist cyclists in finding their very own dream bike.

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Weight Weenies

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Trek Procaliber - oppinions?

Moderator: Moderator Team

Post by hannawald » Mon May 03, 2021 11:52 am --> by hannawald on Mon May 03, 2021 11:52 am

by » Mon May 03, 2021 11:52 am --> by Weenie on Mon May 03, 2021 11:52 am

Post by robbosmans » Tue May 04, 2021 7:16 pm --> by robbosmans on Tue May 04, 2021 7:16 pm

Post by TheRich » Tue May 04, 2021 9:00 pm --> by TheRich on Tue May 04, 2021 9:00 pm

robbosmans wrote: ↑ Tue May 04, 2021 7:16 pm Probably the worst hardtail on the market right now. You don’t need ISO on a hardtail because there will be plenty of seatpost sticking out of the frame, with the same effect. The geo is really outdated and it weighs more than an alu frame.

Post by hannawald » Wed May 05, 2021 7:30 am --> by hannawald on Wed May 05, 2021 7:30 am

Post by marecej » Mon May 10, 2021 11:04 am --> by marecej on Mon May 10, 2021 11:04 am

Post by jwest » Sat Sep 23, 2023 6:09 pm --> by jwest on Sat Sep 23, 2023 6:09 pm

hannawald wrote: ↑ Mon May 03, 2021 11:52 am Hi, I am a long time roadie but now I want to buy also a mountainbike. Mainly for family duties and winter riding. I want something proper, definitely well within xc range. I like Trek Procaliber as I think HT should be enough (not searching harder terrain) and isospeed should reveal some fatigue from back.. I am just a bit surprised by its weight about 1600g. I want it to be durable as I am also thinking about having my 3 years old son in the Feva star child seat on the top tube (Nino Schurter used this so proper frame should survive that)..I know there used to be SL frame of Procaliber around 1000g but in Trek they told me some walls including top tube were much thinner on SL so you could push them with thingers..so not sure whether normal version is made sturdy and therefore heavier or it uses some low grade carbon (officially it is all Trek OCLV Mountain carbon - there are no 500, 600, 700, 800 series like with road)... Do you think Procaliber´s comfort is exceptional for HT and worth 1600g? Is the heavy weight sign of sturdy design or just using low grade carbon? Thanks!

Post by bikerbooy » Fri Sep 29, 2023 6:04 pm --> by bikerbooy on Fri Sep 29, 2023 6:04 pm

by » Fri Sep 29, 2023 6:04 pm --> by Weenie on Fri Sep 29, 2023 6:04 pm

Post by aeroskii » Fri Sep 29, 2023 6:31 pm --> by aeroskii on Fri Sep 29, 2023 6:31 pm

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High Performance and High Value Meet in the Trek Procaliber 9.7

This hardtail is a lightweight and dependable mountain bike with a carbon frame and wheels.

The Takeaway: The Procaliber 9.7 is one of the best hardtail mountain bikes you can buy for less than four grand.

• OCLV Carbon frame
• Tubeless-ready carbon wheels
• Incredibly light

The tradeoff for a killer carbon frame and carbon wheels on a sub-4K bike is the drivetrain. The SRAM NX Eagle is reliable but doesn’t offer the crisp shifting of pricier component groups like Shimano XT or X01 Eagle. It’s also notably heavier than those groupsets, with most of that weight in the cassette and crankset.

IsoSpeed Decoupler

The IsoSpeed decoupler, unique to Trek, is an interesting feature. It adds vertical compliance by creating a hinge of sorts between the seat tube and the top tube, allowing the former to move independently of the latter. If you’ve never ridden a bike with this decoupler, you might be inclined to think it’s snake oil. Given that we live i n a world flush with companies touting frames with vertical compliance and lateral stiffness (with varying levels of success), I’ll forgive you that assumption. But make no mistake, this is no snake oil. The IsoSpeed adds so much compliance you can actually see the seat tube moving under you if you bounce on the saddle. To be fair, some of that flex comes from the carbon seat post, which further adds to the vertical compliance. Together they make a bike that’s surprisingly comfortable for long, hard hours of trail riding .

Fast Wheels

Tubeless-ready carbon wheels are a rare find at this price.

Remote Lockout

The RockShox Reba RL fork has a handlebar-mounted remote lockout.

XR2 Team Issue Tires

These tires are wicked fast on dry trails and hold their own in the mud.

NX Eagle Drivetrain

An 11-50 cassette and 30t chainring provide all the gearing you need.

Vertical Compliance

The IsoSpeed decoupler makes this bike comfortable over long, rough trail rides.

Initially I was put off by that soft feeling. I tested the Procaliber right on the heels of the very lively Specialized Epic Hardtail Pro . By comparison the Procaliber 9.7 felt subdued, almost boring. In early test rides, I misdiagnosed this bike as dead and lifeless. However, once I became more familiar with the Procaliber 9.7, I realized I was feeling the effect of the decoupler. The claims of vertical compliance were real. The more time I spent banging around the rough and rocky trails of my test track, the more I realized this bike was still just as lively as other hardtails, but the rough edges I was accustomed to were gone.

Procaliber Family

The Procaliber line consists of three bikes, and the 9.7 resides at the top of the list. At $2,600, the 9.6 is laced with the nicer but more expensive Shimano XT drivetrain, but the cost is balanced by cheaper alloy wheels and a RockShox Recon Gold fork (noticeable steps down from the 9.7). This bike is a super deal for anyone who already has a nice set of wheels they really like. If aluminum frames are your jam, the Procaliber 6 warrants consideration.

.css-1hhr1pq{text-align:center;font-size:1.1875rem;line-height:1.6;font-family:Charter,Charter-roboto,Charter-local,Georgia,Times,Serif;}.css-1hhr1pq em{font-style:italic;font-family:Charter,Charter-styleitalic-roboto,Charter-styleitalic-local,Georgia,Times,Serif;}.css-1hhr1pq strong{font-family:Charter,Charter-weightbold-roboto,Charter-weightbold-local,Georgia,Times,Serif;font-weight:bold;} Trek Procaliber 9.7 Details

Style XC Material Carbon Wheel Size 29-inch Fork 100mm RockShox Reba RL Drivetrain SRAM NX Eagle Cranks Truvativ Stylo 6k Eagle Dub Chainring 30t Cassette 11-50 Brakes Shimano MT500 hydraulic disc Wheels Bontrager Kovee Elite 23 Carbon Tires 2.2-inch Tubeless-ready Bontrager XR2 Team Issue Saddle Bontrager Montrose Comp Seatpost Bontrager Pro OCLV Carbon Handlebar 720mm Bontrager Race Lite Alloy Stem Bontrager Elite

Geometry That Bucks The Trend

On paper, the Procaliber 9.7 thumbs its nose at the current trend of long, low, and slack mountain bikes. A 69.5-degree head angle is as steep as you’ll find on an XC bike, half a degree steeper than the already aggressive Cannondale F-Si and a full degree steeper than Specialized’s Epic Hardtail. A slack 72-degree seat angle also runs against the grain, especially next to the aggressive 74 degrees of the Specialized. It stands in stark contrast to modern XC bikes that are trending towards slacker head angles and steeper seat angles. The reach is short (457mm), stack is low (628mm), and the bottom bracket is high (311mm).

However, it would be foolish to pass this bike over because it doesn’t conform to a trend. The slack seat angle was apparent before I even looked at the geometry because I had to slide my saddle farther forward than I’m accustomed to, as was the short reach, amplified by the narrow 720mm handlebar. After a few hours, I was comfortable on the bike, accustomed to the sharp steering that required a light touch, and riding as hard and fast around my test track as I’ve done on any other bike.

Smooth, Steady, And Fast

As I alluded to earlier, I was slow to warm up to this bike. My last tester was the Specialized Epic Hardtail Pro, which I described as lively, wild, and exciting. Compared to the Specialized , this Trek initially appeared dull and uninspiring. Like a fine wine, it took its time to open up to me. Still, there was no spark.

If the Epic Hardtail Pro is the wild affair, the Procaliber 9.7 is the safe bet, the one you invite to Thanksgiving. And costing just under two thousand dollars less, it's also a cheaper date .

It’s hard to find a fault with this bike. It’s shockingly light—my XL test sample weighed in at only 21.6 pounds. Considering the Epic Hardtail Pro tipped the scales at 21.3 pounds, benefitting from lighter SRAM X01 groupset, carbon cranks, and a carbon handlebar, you’ll see it’s very easy to drop major weight off the Trek if you're a weight weenie. Of course, the NX Eagle drivetrain doesn’t shift as smoothly as SRAM’s higher-level groupsets, but it’s a fair tradeoff for the top-flight frame and carbon hoops. This bike is everything you could ask for from a cross country hardtail: light, fast, responsive, and compliant. At $3,780, it’s not cheap, but it offers incredible value.

procaliber Procaliber 9.7

.css-1t6om3g:before{width:1.75rem;height:1.75rem;margin:0 0.625rem -0.125rem 0;content:'';display:inline-block;-webkit-background-size:1.25rem;background-size:1.25rem;background-color:#F8D811;color:#000;background-repeat:no-repeat;-webkit-background-position:center;background-position:center;}.loaded .css-1t6om3g:before{background-image:url(/_assets/design-tokens/bicycling/static/images/chevron-design-element.c42d609.svg);} Bike Reviews

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Review – Trek Procaliber 8

Procaliber performance, entry-level price

Just over a year ago our test riders tossed a leg over the highly anticipated Trek Procaliber 9.9 SL, a bike built with all the best carbon parts Bontrager had to offer and a complete weight (with pedals) of just 20 pounds. The bike was a rocket ship, and if it had wings, it would likely blast right through the stratosphere. It was, and still is, a cross-country rider’s dream bike—and that was sort of its only downfall. To most, the high-performance machine was an out-of-reach price tag, unless you were a sponsored racer. Luckily, Trek is quite aware of this and offers its flagship cross-country hardtail with multiple build packages, bringing the cost down to a much more approachable price. The Procaliber 8 has an aluminum frame, drastically reducing its MSRP while still providing racers with top-notch performance. So, the final question remains: can this aluminum cross-country hardtail hold its own against a sea of eager race bikes? Let’s find out.

The Procaliber 8 is ideal for riders interested in cross-country riding who don’t want to go all in with a top-dollar carbon fiber machine. This bike is also well suited for kids looking to join their local high school mountain bike team due to its reasonable price. The Procaliber is a hardtail, so it’s not likely to be the choice of a rider who prefers gravity-fed technical terrain, but it could suit riders of all levels and ages who ride on dirt roads, racecourses and any local singletrack.

WHAT IS IT MADE FROM?

The Procaliber 8 has an aluminum frame with a hidden trick up its sleeve. What sets the Procaliber apart from any other hardtail is its IsoSpeed decoupler. Trek’s IsoSpeed decoupler was first designed for its road racing team, allowing the bikes to travel over rough cobblestone streets with relative ease and comfort. The technology was then transferred into the mountain bike line and trickled down to even the most entry-level Procaliber. Trek also designed the Procaliber with Boost hub spacing, internal dropper-post routing and an extended range of frame sizes, from 15.5 inches to 21.5 inches. Trek also uses its Smart Wheel Size system, which places 27.5-inch wheels on the 15.5-inch Procaliber frames, while 17.5-inch-and-up frames receive 29-inch wheels.

Trek, wanting to keep the Procaliber 8 at an affordable price, was limited as to the parts it could use, but the engineers managed to put together a build kit that spent money where it counts. Our test bike featured an XT rear derailleur, along with an SLX front derailleur and shifters. Trek then spec’d a Race Face Next R crankset with double rings, resulting in a super-low range. We’re talking about a small, 26-tooth front ring with a 42-tooth cassette out back. The bike has a RockShox Reba fork with a remote lockout and a cross-country-inspired cockpit with a 90-millimeter stem and 720-millimeter handlebars.

HOW DOES IT PERFORM?

Setting up: It takes little effort to get the Procaliber ready to hit the trails. We pumped up the air chamber in our RockShox Reba to the recommended pressure printed on the lower left fork leg, which put us right around 25-percent sag. We then adjusted our rebound accordingly. The IsoSpeed decoupler requires zero attention, making setup on this bike a breeze.

Moving out: The Procaliber screams cross-country with its long stem and narrow bars. Out on the trail, the bike handles well thanks to Trek’s G2 geometry. The idea behind G2 was to use a custom offset fork to provide precise handling at low speed without compromising high-speed stability. Where the Procaliber really shines is over chattery small bumps that would normally beat up a hardtail rider. The IsoSpeed decoupler is no gimmick and does an excellent job of damping trail vibrations.

Climbing: The Procaliber 8 is not a particularly lightweight hardtail; however, you’d be hard-pressed to find a bike much lighter within this price range. The Procaliber is no slouch when the trails point up and rewards riders with a smooth and fast feel. The super-low-range gearing was favored by our test riders, and while we believe 1x drivetrains are the way to go for almost every rider, many racers looking to purchase this bike will appreciate having double rings for steep climbs and sprint finishes.

Cornering: The Procaliber’s G2 geometry lends confidence to riders while cornering, allowing them to quickly dice their way around a racecourse or local trail. This is an agile cross-country bike that likes to dive into sharp turns and carry lots of speed out of them. We were quite shocked at just how well the fast-rolling 2.2-inch tires grabbed our loose Southern California soil.

Descending: It quickly became apparent that the Procaliber was made for speeding its way up climbs and traveling fast through flat sections. That doesn’t mean the Procaliber is not a capable descender, but riders will need to approach downhill trails with more caution. The IsoSpeed decoupler damps trail chatter well but should not be confused with a shock. This is a hardtail cross-country bike designed to be simplistic and fast over less technical terrain.

Braking: The Procaliber 8 comes spec’d with entry-level brakes that will bring a rider to a stop but require pre-planning and strong fingers. Most riders aboard this budget-minded hardtail will have no issue managing their speed on mellow trails, but more aggressive riders looking to challenge themselves on steep chutes may find the brakes a little under-gunned.

TRICKS, UPGRADES OR TIPS?

Right out the box the Procaliber 8 has a respectable build kit that will work great for amateur cross-country racers or riders. The bike is a little bit on the heavy side, and riders could save some weight by ditching the front derailleur and going to a 1x system. The 1x setup will also simplify the build and improve shifting performance. True racers looking for a competitive edge should save their pennies for the carbon version; however, the Procaliber 8 could be an excellent choice for a racer on a tight budget.

The Procaliber 8 could be made into a fun hardtail trailbike with the help of a few upgrades. First, a rider could install an internally routed dropper post, which would liven up the Procaliber’s descending capabilities. Depending on your terrain, a wider trail tire might allow you to dive harder into the corners; however, the OEM tires hooked up really well. Last, we would go to a tubeless setup to allow for lower tire pressures and better puncture resistance.

BUYING ADVICE

In a world filled with high-tech full-suspension bikes, it’s nice to go for a ride on a simplistic hardtail. Riders looking to get into mountain biking and who desire to tackle rough terrain will be more than pleased with a hardtail, especially the Procaliber, as it provides a smooth ride unlike any other aluminum hardtail we’ve ridden. At the Procaliber’s price point, we would be hard-pressed to recommend a better bike for a cross-country rider who doesn’t need a flashy top-dollar machine to have fun.

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Trek Procaliber 9.6?

Morning all, my buddy runs a LBS and text me he recently got an almost brand new Procaliber 9.6 in. It was ridden twice, not even on trail. It’s currently out for warranty work on a manufacturer issue with the fork but should be good as new once that’s resolved. I’ve been racing gravel for a couple years now but after watching “From the Ground Up” on YT during my TR workouts, I’ve taken an interest in maybe dipping my toe in the XC racing world. Would this be a good bike to get started? Currently listed for 1k off MSRP plus a 20% holiday coupon so it seems a hell of a deal.

I’ve got some casual mtb experience on a Surly KM I built up to be a double duty family bike and trail bike, but I’ve found it to be very heavy compared to my Crux gravel bike and was thinking having the Procaliber as a dedicated mountain/xc bike would be nice.

That’s a ~$3000 bike retail, and you can get it for ~$1500? That is a good deal.

Is it a current model year bike? Sometime between 2019 and 2022, the bike’s geometry was revised to make a little more progressive. As long as it’s the latest version, I’d buy it. It’ll be great for “green” and “blue” trails and shorter XC races. That parts spec is decent - nothing that needs changed immediately, but if you get serious, a nicer fork and wheel set wouldn’t be unreasonable upgrades.

At that price, you can ride it a year or two and sell for even money, probably.

I’m biased as I race an “up-specced” 9.5, but I’ve never felt like the bike is holding me back. And I race mine out on the rocky trails of the Utah Wasatch mountains. Mine also doubles as my trail bike - I installed a 120mm SID fork and a dropper post to make it more capable.

I will say, even with the Iso-Speed coupler, bumpy trails can still be very uncomfortable when seated. But that’s true with any hardtail.

Definitely a great deal at that price, if you are fine with riding a hardtail.

It’s brand new, 2023.

I honestly don’t know enough about mountain biking to know the real difference in full vs front suspension other than the obvious, the back end moves on one and not the other. My line of thinking is if I want to become more technically proficient, the hard tail will teach me more quickly and be less forgiving than a full suspension. It’ll also feel more like my Crux making the switch between gravel and mtb less of a jump on any given weekend. Again, that’s just a theory, I’ve got more Singletrack miles on my Crux than I do my KM, so I’m still a big newbie to the mtb world.

I’m also riding a pretty upgraded 9.5, and it’s been great for me so far. There’s not much that you can’t do with a hardtail and some skills.

There is a little added complexity with the iso-speed, but far less than what comes with a full-suspension bike, and you do feel a difference on the smaller bumps and vibrations.

Coming from a gravel bike, this could be a great next step, and I find that this is the bike I ride most of the time nowadays. It has the potential to be really fast all around – especially on fire roads and singletrack, yet I can keep up just fine with everyone else on their full-suspension bikes at all of the local trailheads.

If you plan on jumping into steeper terrain with jumps and drops right away, this won’t be the best tool for beginners, but otherwise, I’d say go for it!

I did upgrade my fork since the cheap Rockshox ones don’t typically hold up too well (sounds like this one didn’t either as it was already warrantied).

Ditto to all above. I love my Procaliber and use it for my XC races. As Eddie mentions, it can be ridden as fast or faster than full suspension bikes in the right hands.

I’ve heard the argument before, but I’m not convinced.

Regardless, a hardtail is a fine way to get started. Less concern about suspension setup, less maintenance, cheaper buy-in. And at the price you’re getting, it’s pretty much a no-brainer.

• Gets a bit into semantics, but I agree.

A bike “teaches” nothing inherently. A bike may “punish” poor rider control and/or “reward” good behavior. Since it’s a bike, it won’t specifically “tell” you what you have done right or wrong. That is on you as the rider to detect and interpret.

This is the key trick to people claiming that these bikes are “teachers”. It is not necessarily obvious especially for riders new to the sport. I am still shocked at times when I do group trail rides and have people comment on my line selection when they follow me. Far too many people just aim for the middle of the trail and ride it as presented. A trail on any bike is an opportunity and every irregularity is a chance to impact your ride and what you get from the trail and bike.

In this way, using a hardtail is a bit more “demanding” IMO, because it behooves the rider to actively view and interpret the trail, then conduct themselves in ways more specific than many people do on fully’s. You can ride any bike lazy or with fists of fury. The range between those is often dictated by the trail at hand and what the rider wants from every inch of it.

All that BS to say that HT’s are super fun but take more attentive and active control by the rider to eek out every bit of performance. When done well, it is a level of rewarding that is sort of hard to match on other bikes. This steps towards the “under-biking” side of riding and is something I prefer to do compared to “over-biking”.

Couldn’t agree more. Part of the fun is looking at a section, deciding the right path (sometimes at race pace… I usually don’t pre-ride), and just sticking it. It’s often slower than a FS, but I’m not racing to win anyway (not at 200+ pounds at least).

Yup, you nailed it. There is a certain irony with me racing my Procaliber. I’ve done more than a few races where I am the slow one up the climbs but destroy most people on the downs. I had two guys talk to me after one race and ask how I was so fast descending on a HT. They were closing on me during the first climb and assumed they’d walk past me on the first down. Cut to them losing sight of me entirely as I opened gaps every time the trail got the least bit fast & technical.

I did 1996 Mount Snow downhill, dual slalom, and XC all on the same Trek hardtail (94? 7000). Other than converting that same bike to a single speed and doing some races with it when I lived in GA 15 year ago I haven’t really ridden a MTB much since HS . Procaliber is on my list since we moved and are near some trails again so I was glad to see all the positive reviews here.

I’ve been working on my turns and took a 90 particularly fast and stylish. The flagger said “dang, that looked PRO.”

I got my Procaliber 9.5 last week. Cant wait to get out on it properly (early next week). Weather in the UK is rubbish at the moment. I went for the 9.5 as the cost and you get the same CF frame but can make upgrades later in the year.

Already got my training plan ready for next year with some XC races.

I’ve got a 9.7 and it’s an absolute rocket. I love that bike!

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Domane Isospeed Decoupler Fail

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I have a question about the Isospeed decoupler on my 2015 Trek Domane 5.2. Recently I noticed that the decoupler was not dampening the ride like it used to. When I took it into the LBS for service they said they could just replace it and it would be fine. Once they got it apart they said that it had corroded most likely from sweat and had seized internally. When they tried to replace it they said that the outer race had "fused" to the frame and in order to get it out it will like break the frame and render it unusable. They submitted a warranty claim to Trek but it was denied as a lack of maintenance issue as opposed to a manufacturing defect. LBS says the options are order new frame (which will entail replacing the brakes as the design has changed and cost $1500) or buy a new bike. Now I will admit that I did nothing in terms of maintenance for the decoupler beyond washing regularly. So I took in a bike that at least I could ride to the LBS and now it is totally unrideable, useful only to harvest the components. Questions: Has anyone else had any issues with the Isospeed seizing and fusing to the frame? Should I pick up the bike and take it to another LBS for second opinion? Thanks  

I work at a Trek owned shop and I have never once seen one that's stuck in the frame. Bottom bracket and headset bearings are another story.  

Curious if it’s in the owners manual to have maintanence done on a regular basis for the Isospeed systems. If not, I’d have a beef with Trek.  

Yep, me too. If the thing froze up and stuck in the frame, it was the weak link in the system and failed. Whatever forces it had to handle overcame its capabilities. Faulty design. Do those things actually improve the ride, or just soften it up? If so, is that good or bad? Is the tradeoff worth it? Can they handle a heavy rider? How long before they take one too many hits and start to come apart? Frankly, I'd go back to solid tubes. One less thing to worry about.  

Agree with Steve. If Trek hasn't got enough real world experience with this design to have written up specific maintenance instructions for that area of the frame, and you have routinely cleaned the bicycle, then I think this is all on them.  

And I quote: " The IsoSpeed mechanism is designed to last the lifetime of the bicycle without service. Do not lubricate it. Keep it clean with water and soft cloth. If the mechanism makes noise or exhibits lateral play, the design allows easy replacement of the mechanism. Take your bicycle to your retailer for service" Pg 39: https://trek.scene7.com/is/content/...Library/Bike OM_withWeightsAddendum_en-US.pdf accessed via: https://www.trekbikes.com/us/en_US/manuals/ Bold emphasis mine. I'd pick a bone with them. Basically reads "don't mess with it until something is wrong with it--then we'll fix it". Which is exactly what the OP did, and Trek ain't doing.  

Did you buy it from the LBS you took it to? If yes I'd have a real problem with the LBS not giving you the support in the warranty claim. You could try another dealer but maybe go direct to your area Trek rep. I'd be pissed if you have followed their instructions and then they try and blame you for doing just that.  

I would press Trek on this one too. I'd also do some work with good penetrating oil for a couple weeks to see if it wouldn't loosen up before scrapping a frame.  

Thanks for posting the Trek manual instructions; that was useful. I think the OP should bring the manual along with the bike back to the shop and try again. If that fails, try a second shop. If THAT fails, contact Trek directly and see what they say. Report back with your resolution. I'm with Fredrico; too many parts, and just something else to go wrong or creak.  

If the manual says no maintenance required, just keep it clean, the owner does that and it fails, it's their fault, not the owner's. They should take the frame back, replace the coupler, or frame if necessary, and call it a day. Those things aren't supposed to happen on a bike that costs as much as a late model used car. :nono:  

I'd like to know if the OP purchased the bike (new) from an authorized dealer. Maybe this is the reason his warranty claim was denied. "Trek Bicycle Corporation provides each original retail purchaser of the bicycle a lifetime warranty against defects in materials and workmanship in the bicycle frame and rigid fork when purchased from an authorized Trek dealer."  

ngl said: I'd like to know if the OP purchased the bike (new) from an authorized dealer. Maybe this is the reason his warranty claim was denied. "Trek Bicycle Corporation provides each original retail purchaser of the bicycle a lifetime warranty against defects in materials and workmanship in the bicycle frame and rigid fork when purchased from an authorized Trek dealer." Click to expand...

Hope that things work out better than they are looking right now for the OP and his problem with the LBS/Trek. I live in a very popular recreational bike use area. My current ride is a Trek Domane with about 15,000 miles on it. The LBS I use has four locations within a ten-mile radius. Every problem I've had with the bike Trek has been stellar as has the LBS on my behalf in "dealing" with Trek on the issue. In my specific area Trek riders that use the four stores are high on Trek for having a strong warranty that they adhere to consistently. I suspect that the individual LBS part in the whole process can have a major impact. Regarding ride quality, the ISO Speed Decoupler definitely improves the ride comfort of the bike IMO. I have only the rear. The feedback I've gotten from other riders is that bikes that have it on both rear and front are even better riding.  

I got this reply from Trek....... and it seems like the OP has hit and run.  

Attachments

"I cannot say I know what is actually going on behind the scenes. It appears that Trek is now demanding stores to carry 80% Trek for a shop to be able to call themselves a Trek Dealer and must carry 60% Trek for a shop to be able to sell Trek bikes at all or even to get support.' I cannot expect that this is true for all shops. There must be a required dollar amount generated or something similar, to allow a shop to skip these percentages that need to be Trek. A very large LBS locally - Brands in Wantagh, NY which has been in business 60 year or better, lists 19 different brands of bicycles such as Specialized, Cannondale, GT, Giant etc.... all major Trek competitors. I cannot expect that this LBS will meet those percentages of Trek vs. other brands sold. This shop in particular is so big that I might assume that it's in Treks interest to be represented here and that there is likely a different agreement in place.  

My thought hearing this is that everything is negotiable. My shop is small, but very busy and popular, so they do quite a volume as far as repairs, but probably don't sell as many bikes as bigger shops.  

Szlmdm said: They submitted a warranty claim to Trek but it was denied as a lack of maintenance issue as opposed to a manufacturing defect. LBS says the options are order new frame (which will entail replacing the brakes as the design has changed and cost $1500) or buy a new bike. Click to expand...

Fredrico said: Do those things actually improve the ride, or just soften it up? If so, is that good or bad? Is the tradeoff worth it? Click to expand...

PoorInRichfield said: I've seen barely ridden Domane 5.2's on Craigslist for about $1,500... if I didn't already have one, I would've bought them! Anyway, from Trek's perspective, they have no idea what was poured on the Iso Decoupler and under "normal conditions", it doesn't seize-up. I'm not saying you did anything wrong, but perhaps the water you wash your bike with or your sweat is unusually corrosive. A warranty certainly won't protect everyone from everything. I personally have had great success with Trek warranties from my LBS... they even replaced a mountain bike wheel that I specifically told them was damaged in an accident :blush2: I also have a Domane 5.2 and I'd say the ride between a regular road bike and a Domane is like being hit with a regular hammer versus a rubber mallet It doesn't turn every ride into a plush, pillowy dream, but certainly takes the edge off of a normal road bike. I love my Domane and would easily buy another one. Click to expand...

Hey @Szlmdm, if you haven't had a chance to call into our warranty department, I would call 1 (800) 585-8735. Sometimes details from the shop's claim entry might not depict the issue where the warranty team can properly grasp the problem. We're always willing to chat about it on the phone, just get your claim number from the shop (if possible) so that the warranty team can quickly pull up the information!  

Can the OP post up a pic of the decoupler in question?  

Hey Mitch, good on you for reaching out to the OP.  

My thought too.  

UPDATE: Thanks to the many that offered helpful advice. I did take the reference page from the Service Manual back to the LBS. They contacted their regional rep from Trek and they have now agreed to replace the frame with a new one or apply the frame replacement price to a new purchase. The downside with the replacement frame is that by the time we replace brakes, seat post (both due to new design) and consumables such as cassette, chain, cables, etc. plus labor it will be $800. The upside is I will have pretty much a new bike! I am also exploring upgrading to a new disk version so I haven't yet made the decision but will close in on that soon. In the end, the LBS went back to bat for me and Trek did the right thing. Again, thanks for the advice provided.  

Thanks Mitch. It appears that we have it worked out. After further review Trek is going to replace the frame.  

I'm happy to hear it worked out! There is a great group of people on these forums, so good on everyone for providing assistance!  

Woohoo! So you'd get one of the new frames with the front and rear ISO decouplers? I'd do that for $800. As for the disc brakes, make sure you price-out how much the brake levers cost... Ultegra brake levers with hydraulic brakes are $$$$. Not saying you shouldn't got that route, just make sure your budget can handle it.  

You are going to love the new ride. I went with disc and They are great. The ride with wide tires is awesome. Disc brakes cost more to maintain tho  

Don't have a pic and the frame is on its way back to Trek for analysis. On my 2015 version of the Domane the Isospeed decoupler is on the top tube about an inch from the seat post. You can see pics in the Trek service manual.  

Trek said: According to Specialized, the steerer tube collar on these Future Shock-equipped bikes is at risk of "stress corrosion cracking", which could lead to a sudden loss of steering control. Click to expand...

.je said: Too bad they didn't recall this Click to expand...

Szlmdm, post a picture of your new bike when you get it!  

I have a 2015 Domane 5.9, nearly 4 yr old now with 21,000 miles. I bought it because my 1999 Trek 5200 has performed almost flawlessly for about 38,000 miles. My 2015 has been kept in a humidity controlled environment for its entire life and obsessively k ept clean, although not routinely brought into a shop. I recently took it into the nearby Trek shop and was told that the corrosion of the isospeed assembly was so severe they could not remove the old isospeed parts to replace them. The recommendation was to have them strip all the components off and send the frame to Trek to try to remove the pieces. If Trek broke the frame they would not be responsible and would only give me 20% off a new frame, which they would do even if I told them my bike fell off the car and got run over! After I submitted a scathing on-line review of the performance of Trek and the shop, it was suggested that I bring the bike to the other Trek shop in town, where they said they had dealt with the outer bearing race being corroded and stuck in the frame. They used a Dremel tool to cut it out a piece at a time. They were successful. The shop did not charge for their labor and submitted a claim to Trek for the replacement parts, quoting the Trek manual (pg 39...thanks for posting that critical piece of info!) which effectively said don't lubricate the isospeed . My conclusion: Trek screwed up in several ways...poor choice of materials for the isospeed bearings, ridiculous advice saying there's no need to maintain the isospeed, irresponsible stewardship by recognizing that the corrosion issue exists but not notifying customers to bring the bike in for inspection to prevent extreme consequences. Kudos to the 2nd Trek shop who did handle the situation professionally and succeeded in resolving the problem.  

Another example of Trek Fail. 2nd Shop +1.  

I thought I'd mention a problem I currently have with my Domane SLR7. I took it for a service and they found that the hole in the seatpost where the Isospeed pivot fits had worn and was oval. The shop mechanic (a Trek only dealer) tells me he's never seen this before and as Trek don't supply just the seatpost he said I might need a new frame. Fortunately another SLR had come in at the same time with a broken chainstay so they have fitted the seatpost from that - at no cost. Although I'm happy with the outcome, I think it should have been a new frame under warranty.  

Okay, this is a very misleading post. The IsoSpeed pivot is not in the seat post at all - it is in the seat tube, which cannot be replaced as it is an integral part of the frame. You had a problem with the seat mast cap, which has nothing to do with the IsoSpeed design as it is also used on the Emonda. There is no way that replacing a seat mast cap could "fix" an ovalized pivot hole in the seat tube.  

So, I have purchased 2 Trek bikes. My mtb and my daughter’s commuter. I have been very happy with my local Trek dealer and both bikes. I have not had a warranty issue. This thread makes me less, not more, comfortable about working with the company. I have confidence in my local shop, but this post gives me pause. Do I need to blow up on social media to get my warranty honored? I’m thinking I may have made my last Trek purchase. Go ahead and be Specialized. Just go without me.  

Absolutely not the case - you shouldn't have to jump through hoops to get help from us ever. We have a great warranty team in place that is always an email or phone call away for those who prefer to speak with them and they back our retail network by offering their full support. We try to make a warranty claim as painless as possible without having to jump through hoops. All you ever need to do is bring your bike into your local Trek dealer and they will take it from there. If you ever had questions regarding a claim, our team would be happy to chat!  

An old discussion rises again... I'm reading this because I too have a 2015 Domane 5.2 with a bunch of thousands of miles on it and I very much love it. I also have concerns about the decoupler, but there's a caveat: I bought mine as a private transaction from someone who put ~250 miles on it and wasn't in to it. My gain. But here's the thing, before I made this purchase I visited three Trek dealers in my immediate area (Upstate NY) and contacted a fourth through their web page. I was ready to buy and very interested in this bike. And in all but the fourth I was ignored to insulted. The fourth was interested in a deal but they're a 3 hour drive away which kinda made that a problem. I've documented my encounters elsewhere on the web and named names so I won't go into the gory details, but in a previous life I wrenched in shops, some pretty high profile, to support my racing, touring and commuting, years ago. I know how not to be a dick. (One time I was stumped by a shifting issue and made an appointment with a Trek dealer in Saratoga, NY and on my arrival was treated to 20 minutes with a tech who clearly was not interested in helping, or being nice at all, and clearly didn't know how to adjust a B screw and seemed fixated on castigating me for using Jagwire cables.) So I'm reviving this post because it's a pretty specific technical question and I didn't want to have some great info duplicated, and I see there are some Trek people reading. I'm able to replace this assembly myself but don't know how to get the parts. Is it possible? At one point I needed to replace the cable guide that exits the head tube and that turned into an US$17.00 ordeal, with the aforementioned shop. No interest in stepping foot in there again. Thanks in advance.  

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Trek Procaliber aluminum gets faster with IsoSpeed decoupler upgrade

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Two years ago, Trek took the edge of their XC hardtail by introducing an IsoSpeed decoupler equipped Procaliber SL. Using similar technology to their road and cross bikes, the Procaliber benefited from increased compliance due to the separation of the top tube and seat tube. Combined with a specially shaped seat tube and the IsoSpeed Decoupler at the seat tube/top tube junction, input to the rider is decreased while maintaining the XC-efficient ride a race bike is known for.

That was limited to the carbon SL version of the Procaliber – until now. With the release of the Procaliber 8 and Procaliber 6 and 6 Women’s, Trek is bringing top level XC performance down to a more attainable price point…

Procaliber 6

Both the Procaliber 8 and 6 (above, pink and orange) benefit from the new IsoSpeed equipped frame – just in Alpha Platinum Aluminum instead of OCLV carbon fiber. Utilizing Trek’s ‘Smart Wheel Size,’ the 13.5″ and 15.5″ frames roll on 27.5″ wheels while the remaining larger sizes all see 29″ hoops. Built with Boost 148 spacing in the rear and Boost 110 in the front, the frames all see a 100mm travel suspension fork with G2 geometry with the exception of the 13.5″ frame which runs an 80mm fork.

Given that they’re XC race builds with a more affordable build, each bike includes a 2×11 drivetrain, RockShox suspension fork, tubeless ready rims and tires, and rigid seat posts. Pricing is listed as $2,199.99 for the Procaliber 8, and $1,889.99 for the Procaliber 6 or Procaliber 6 women’s which appear to be the same geometry with the exception of the women’s being available in a 13.5″-18.5″ size range rather than the 15.5″- 23″ size range of the men’s. Claimed weights are 26.60 lb/12.07kg (women’s 15.5″ Procaliber 6), 28 lbs/12.70kg (17.5″ men’s Procaliber 6), and 26.20 lb/11.88kg (17.5″ Procaliber 8). It should be noted that all aluminum Procaliber frames have a 300lb weight limit.

Procaliber frameset

The aluminum Procaliber will also be available as a frame only for $1,099.99, and it has a claimed weight of 4.4 lbs/2kg for a 17.5″ frame.

trekbikes.com

Zach Overholt is the Editor in Chief of Bikerumor . He has been writing about what’s new in the bicycle world for 12+ years. Prior to that, Zach spent many years in the back of a bicycle shop building and repairing nearly every type of bike, while figuring out how to (occasionally) ride them.

Based in Ohio, Zach is now slowly introducing a new generation to cycling and still trying to figure out how to fit the most rides into a busy schedule as a new dad.

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“That [IsoSpeed] was limited to the carbon SL version of the Procaliber – until now.”

Correction: The IsoSpeed Decoupler was present on the “regular” carbon frame as well, not just the “SL” version. Those were the 9.6 & 9.7 model levels on the 2017 models.

This is my first time working at a Trek dealer in 20 years of being a shop wrench. Holy crap is this stuff a pain to work with. ISOSpeed just sucks and is flimsy. Lots of their high end bikes (Fuels, other MTBS, ETC) are just junky compared to other brands comparatively priced bikes. As a mechanic who has worked in Cannondale, Specialized, Santa Cruz etc. shops Trek has the highest junk to price ratio.

Been riding Procaliber for a year now, superb machine (zero problemo) I think you are an under achiever mechanic IMHO

Apparently you should revisit your standards, friend. 20 years have gone by….

Sounds like someone needs to head to Trek’s in-house tech classes to learn how to work on that stuff. We sent a few of our guys and they’ve come back miles ahead of their old selves.

I disagree — I’ve owned a few Yetis, a Giant, and a Lynskey, and I’m riding a ProCaliber right now. The geometry is great, the IsoSpeed decoupler does what it advertises, and it’s a good all-around parts spec for the price. Looks like lots of praise in this thread for the ProCal…

Maybe you’re not as informed as you think?

We are Canada’s top trek dealer, and as such we see Treks EVERY day. There are specific procedures that Trek provides techs to follow. You need to get up on the latest training modules and demand greater learning and skill from yourself, so that you get optimal results. If you are, you will be happy with their products. We have never had an isospeed decoupler fail while being ridden. You must learn how to treat new pieces according to their engineers’ specs. Adapt, overcome, and marvel at the Trek quality.

@desertmonkeycat, it’s funny you say that. I’ve worked shops for 20 plus years. I find it to be just the opposite. I haven’t worked with Santa Cruz so I can’t speak about them. But the others I have. I can honestly say in the past 5-6 years Trek has made some of the best product out there. Before that it was good just nothing special. Now they are on leading edge and setting a lot of trends in the mountain bike world.

Procaliber…best name ever! Thanks Gary….!

My Boone is stiff as a board. I had a Domane too, I had to use a 5mm offset seat cap too keep the Isospeed flex reasonable. I prefer the Boone, but the Domane was way more comfortable. Both I used for commuting, roughly 150mi a week without a flaw.

So… Aluminum has no fatigue limit, which means it *will* fail after a certain amount of flex.

Why is building in MORE flex on an aluminum frame member a good idea?

It’s entirely possible that this design increases frame life. It could relieve stress on some member or joints instead of transferring all the forces to them.

The truth is that we don’t know, one way or the other. Anything we can say is pure speculation based on generalities and may not apply in this instance. So, admit that we have no real idea.

Knowing Trek, the did significant FEA studies (including fatigue) and functional testing (likely to millions of cycles to replicate many lifetimes of use). If they are willing to sell the bike with their standard lifetime warranty, they must be confident that it will be fine.

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2023 Trek Procaliber 9.5 Review

Are you looking for a new cross-country mountain bike that will take your climbs to the next level? The 2023 Trek Procaliber 9.5 is here to help! 

Newly released this year, this lightweight hardtail trail bike features modern design and impressive components that guarantee a smooth and fast ride.

Developed from the ground up by the best engineering team at Trek, the 2023 Procaliber 9.5 is set to be the must-have bike of 2023 for XC racers, climbers, and those eager to hit top speeds in technical terrain.

With an ultralightweight carbon frame, 1×12 drivetrain from a Shimano Deore groupset and Trek’s IsoSpeed tech, Trek has provided a great overall package with all essential components included.

In this review, we’ll explore what makes the 2023 Trek Procaliber 9.5 such an attractive choice for cross-country riders everywhere – from its technical specs right down to its handling capabilities on the trails. Let’s dive deep into this remarkable machine and find out everything you need to know!

The Trek Procaliber 9.5 is one of the most exciting and sought after mountain bikes on the market. Released in 2023, this bike features all of the latest technology, including a RockShox Judy SL air shock and Trek’s IsoSpeed linkage system. 

In this article, we will review the Trek Procaliber 9.5 and discuss why it’s the perfect bike for riders looking to take their riding up a notch.

The 2023 Trek Procaliber 9.5 is the perfect trail shredding and bikepacking companion for the most adventurous riders–from seasoned professionals to weekend warriors.

This lightweight cross country sled features a lightweight and responsive carbon frame, 29-inch wheels, 100mm of front suspension travel, and geometry to tackle any terrain, plus modern components like Shimano Deore 12-speed shifting.

If you’re looking for a performance bikepacking rig that can handle anything in its path, the Trek Procaliber 9.5 is the one for you.

– Lightweight and responsive OCLV Mountain Carbon frame featuring IsoSpeed.

– RockShox Judy SL air shock with TurnKey lockout and 100mm of travel

– 29-inch Bontrager Kovee wheels with Bontrager XR2 Team Issue tires provide stability on loose terrain.

– Straight Shot downtube and enjoy a super-stiff ride without the extra weight, so you can easily get through any tough terrain and still race up the next hill with ease!

– Shimano Deore 1×12 drivetrain with 30t front chainring and 10-51t cassette.

– Shimano hydraulic disc brakes offer precision braking power in all weather conditions.

The frame of the 2023 Trek Procaliber 9.5 is constructed from Trek’s OCLV Mountain Carbon. This creates an incredibly strong yet lightweight frame that delivers exceptional performance even on the toughest trails.

The geometry allows for excellent handling and control while also providing good support for technical terrain as well as climbing traction when needed.

The RockShox Judy SL air shock works in conjunction with Trek’s IsoSpeed linkage system to create a relatively plush ride when tackling technical terrain or jumping off obstacles.

It provides plenty of travel (100mm front) to keep you in control at all times while providing enough feedback to avoid sketchy situations on more aggressive rides.

Even better, it’s fully tunable so you can get exactly the feel you’re looking for out of your suspension setup; whether that’s a really stiff platform or something more supple for descending duties.

Some of the best components available make up this bike’s complete build kit, ranging from Shimano Deore 1×12 drivetrain components right through to Bontrager Kovee wheelset and Bontrager stem/bars/post combo packages suited perfectly to trail riding terrain assaults!

Shimano 160mm or 180mm discs, depending on frame size, provide confident stopping power in any conditions while Bontrager XR2 Team Issue tires roll swiftly over whatever surfaces come your way—and allow you to keep putting down power in corners even if circumstances are less than ideal!

The 2023 Trek Procaliber 9.5 is among the most highly-regarded mountain bikes available for riders who want an efficient ride that can tackle whatever comes its way!

Its quality frame materials combine with outstanding suspension to make it an ideal choice for conquering trails effortlessly—while still being lightweight enough to climb quickly back up once you reach your destination!

When paired with top-tier components like those offered by this model, there truly aren’t many other machines out there capable of delivering such excellent performance across such a wide range of disciplines!

Order online and have it shipped to your local dealer for final assembly!!

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Trickle down tech: Trek brings IsoSpeed decoupler to aluminium Procaliber

Affordable XC racer gets mechanical pivot for better compliance

Colin Levitch

Trek’s IsoSpeed decoupler has been making the rounds on the brand's range of rigid trail and road frames, and now the American outfit has quietly added the mechanical pivot to is alloy Procaliber XC frames.

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The higher end 9-series carbon frames received the IsoSpeed treatment a few years back, but the lower end Procalibers were left out to dry. But, now Trek has trickled the technology down into some of its more affordable models.

For those who have been living under a rock for the past couple of years, the IsoSpeed decoupler is a mechanical pivot that allows the entire seat tube to flex independent of the top tube, to take the square edge off of big and small hits, and all without sacrificing any rigidity or efficiency.

The new frame also sees Boost hub spacing, a PF92 BB, 100mm of travel (except for the 13.5in frame) and updated cable routing

This system works extremely well on Trek’s carbon bikes, though we’re yet to ride it on any of the brand's alloy frames — the Domane ALR4 Disc also has the mechanical pivot.

This comfort technology has made it to the Procaliber 8, Procaliber 6 and Procaliber Women’s. All three models are based around the same Alpha Platinum Aluminum frame in Trek’s G2 geometry and utilise the brand's ‘Smart Wheels Size’ system, with the 13.5in and 15.5in frames on 27.5in rolling stock and the larger sizes on 29er hoops.

The new frame also sees Boost hub spacing, a PF92 bottom bracket, 100mm of travel (except for the 13.5in frame, which has an 80mm fork), and updated cable routing to allow for a 31.6mm diameter dropper with stealth routing.

All three builds see a 2x11 Shimano drivetrain, RockShox forks and a fixed seatpost stock and all the Procaliber aluminium frames have a 300lb / 136kg max rider weight.

Procaliber 8

• Frame : Alpha Platinum Alloy
• Fork : RockShox Reba RL, G2 51mm offset, 100mm travel
• Wheels : Bontrager Duster Elite 23, Boost front and rear
• Tyres : Bontrager XR2 Team Issue, tubeless ready, 2.20in
• Drivetrain : Shimano Deore/SLX 11spd w/ Shadow Plus derailleur
• Cranks : Race Face Next R 36/26
• Brakes : Shimano MT500 hydraulic disc
• Bars : Bontrager Race Lite, 720mm width, 5mm rise
• Stem : Bontrager Elite
• Seatpost : Bontrager Pro OCLV Carbon, 31.6mm
• Claimed weight : 11.45 kg / 25.25 lbs 17.5in frame
• £TBC / $2,199 / AU$2,899

Procaliber 6 Women’s

The Women’s Procaliber 6 is almost identical to the Men’s/Unisex bike with the same G2 geometry, but sees slightly narrower bars, a women’s specific saddle and a 13.5in frame size

• Fork : RockShox Recon Gold SL, G2 51mm offset, 100mm travel
• Wheels : Bontrager Duster Elite, Boost front and rear
• Tyres : Bontrager XR2 Team Issue, tubeless ready, 2.20in wide
• Cranks : Race Face Aeffect Cranks 36/26
• Brakes : Shimano M425 hydraulic disc
• Bars : Bontrager Alloy, 690mm width, 5mm rise
• Stem : Bontrager Elite, +/- 7-degree
• Seatpost : Bontrager Alloy, 31.6mm diameter
• Claimed weight : 11.43 kg / 25.20 lbs 15.5in frame
• £TBC / $1,889 / AU$2,499

Procaliber 6

• Frame Alpha Platinum Alloy
• Cassette : Shimano SLX M7000, 11-42, 11-speed
• Cranks : Race Face Aeffect 36/26
• Bars : Bontrager Alloy, 720mm width, 5mm rise
• £TBC / $1,889 / AU$NA

Procaliber frameset

The Procaliber will also be available as a frameset for £TBC / $1,099 / AU$NA and is claimed to weigh 4.4lbs / 2kg in a 17.5in frame.

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