trek emtb lite mode

eMTB Lite – An Update not to be missed.

James Irwin Product News , Workshop Bosch , eMTB Lite

What is eMTB Lite?

Its is a software update that comes with all 2021 Trek E mountain bikes equipped with a Gen 4 Bosch motors .  It replaces the standard Tour mode with a dynamic variable-assist mode simular to EMTB.  But at a lower torque range.

In the same way that any 2020 Trek powered CX Gen 4 motor could be updated to the greater 85nm, eMTB lite can also be retrofitted via a software update. It is something that has been elusively developed between Trek and Bosch and is only available on Trek bikes. 

We have updated our Ebike hire fleet to have it and think it offers something very useful. Especially to those who ride ebikes often and prefer to contribute more power and find eco mode too lower an assistance level. With EMTB taking too much power for longer rides.

When riding in eMTB lite the motor torque matches the required amount for the trail ahead, giving you that extra bit of assistance if required compared to standard tour mode. 

Want to learn more than give us a call on 01433 659345 or get in touch to get your bike booked in to have the update installed and feel it for yourself.

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TESTED: 2022 Trek Rail 7 e-bike

The trek rail is trek’s most aggressive emtb offering..

Photographer: Tim Bardsley-Smith

Tester: Will Shaw 

Riding Experience: More than my looks would suggest 

Generally Rides: Moustache Game 6, Norco One25, Norco Section A1

Height: 186cm

Weight: 84kg 

Bike Test Track: Newcastle and surrounds

The Trek Rail is Trek’s most aggressive eMTB offering. Pairing 160mm of front travel with 150mm in the rear, the Rail has been in Trek’s line up in its current iteration since 2020. The Trek eMTB range also includes the Powerfly FS, which pairs a 120mm fork with 100mm of rear travel. 

I reviewed the 2021 Trek Rail 9.8 XT in late 2020, which was the carbon version of this bike. For 2022 the two carbon models of the Rail have moved to Bosch’s new Smart System, which uses a 750Wh battery. The lower priced Rail 9 and Rail 7 stick with Bosch’s Generation 4 Performance Line CX Motor and 625Wh battery. There’s a significant difference in the pricing of the Smart System versus non-Smart System models with the Trek Rail 9.9 XTR (Smart System) selling for $15,999 and the Trek Rail 9.8 XT (Smart System) coming in at $12,499. Conversely, the Trekl Rail 9 is $10,999 and the Trek Rail 7 on test here is $9499.

So, at $1500 from its nearest alloy competitor, and $5500 from the top-of-the-line Rail 9.9 XTR, the Rail 7 is very much the budget-oriented model in the Rail line up. Being familiar with the bike’s geometry having ridden the old 9.8 XT with identical geometry, I was excited to see if the value focused spec package would deliver similar performance. 

In terms of comparable bikes on the market, with its Bosch Performance Line CX Motor the Rail 7 is competing with other long travel Bosch eMTBs from brands such as Cube, Scott, Moustache, and Orbea. 

Initial Impressions

Whilst the 9.8 I tested in 2020 was a carbon frame, the Rail 7 is an all-aluminium affair (except for the magnesium rocker link). The frame retains the exact same geometry, as well as additional Trek features including the Knock Block headset and Mino Link geometry adjustability. 

My XL Rail 7 weighed in at 24.6kg without pedals and with 90ml of sealant in each tyre. This is about what I’d expect for an XL long travel eMTB with burly components. The bike I received was in the Dark Aquatic/Trek Black colour, and there’s also a Mercury/Dnister Black colour. 

One highlight of the 9.8 XT I reviewed in 2020 was the custom RockShox Super Deluxe Thru Shaft shock, which was the most supple air shock I’ve ever ridden. The Rail 7 features a standard RockShox Deluxe Select +, which does the job but doesn’t have the incredible sensitivity of the custom Super Deluxe Thru Shaft. The shock is a breeze to setup though, with Trek’s suspension calculator offering good base settings, and the only external adjustments being two compression settings (open and firm) and 10 clicks of rebound.

Sticking on the suspension theme, the Rail 7 was the first opportunity I’ve had to ride the RockShox Domain RC fork. The Domain features 38mm stanchions like the ZEB but comes equipped with RockShox’s older Motion Control damper. The fork has low-speed compression, rebound, and bottom out adjustment via tokens. On the Rail 7 it comes with 160mm of travel. I was pleasantly surprised by the performance of the Domain, which I’ll touch on more later.

With less external adjustments than a bike with higher end suspension, setting up the Rail 7 was a simple process. I lopped the bars down to my preferred 760mm, which is made easy by Trek’s guides on the Rhythm Handlebar. The left-hand side of the cockpit required some adjustment to get comfortable with, as the rear brake, dropper lever, and Bosch Purion display all use their own mounts. I ended up with the Purion display a touch far from my thumb for my liking, but I was still able to reach it to change modes when necessary.

The drivetrain and brakes are a full Shimano 12-speed affair. The hybrid drivetrain meshes an SLX shifter and chain with an XT mech and a Deore cassette. The Shimano M6100 levers mated to four pot M6120 calipers are unmatched at their price point. 

Bosch’s Performance Line CX Motor is the same motor as the Smart System motor that comes on the higher end models in terms of specifications (85Nm of torque, up to 340 percent assistance), and the 625Wh battery lets you do a hell of a lot of riding if you’re happy to put some work in. 

On The Trail

As I’d spent a fair bit of time on the 9.8 XT, I immediately felt at home aboard the Rail. Despite its relatively roomy front end (the XL I tested in the low setting has a 495mm reach) and weight, the Rail 7 can be ridden with a more active ride style than many other eMTBs. I think part is this is down to the excellent front to rear balance (495mm reach matched with 448mm chain stays), and part of it is down to the active suspension.

Despite having a far lower price tag than the ZEB range of forks, the Domain RC’s performance is very close to its pricier sibling. With low-speed compression, rebound, and the ability to add or remove tokens for bottom out control the Domain RC is a tunable fork with a fantastic ride feel. One thing I like about forks with 38mm stanchions is the stiffness they provide when you’re on the brakes in steep terrain. The Domain RC didn’t give up anything compared to the ZEB Select on the Rail 9.8 XT in this department. 

The rear end of the Rail 7 features similarly impressive suspension. The Deluxe Select Plus Shock isn’t as supple as Trek’s custom Super Deluxe Thru Shaft that comes on the 9, 9.8 XT, and 9.9 XTR, but it does provide great traction and support across a range of trail situations. 

I didn’t use the Mino Link adjustment during testing as I tried it on the 9.8 XT, and I think the lower setting suits the Rail’s aggressive intent much better. One reason I would consider going to the higher setting would be to raise the bottom bracket if I was taking on super technical climbs where you’re likely to hit your motor case on obstacles. I did hit the motor case on the odd obstacle, but overall, I prefer the feel of the lower bottom bracket and slacker head angle.  

One difference between the 2021 Rail 9.8 XT and the 2022 Rail 7 is Trek’s proprietary eMTB Lite mode. Trek’s eMTB Lite mode offers assistance that varies between 140 percent (Tour mode) and 250 percent. This is most similar to a mode used by other Bosch brands called ‘Tour +’, which offers assistance from 60 percent right through the maximum assist on offer with the Performance Line CX Motor, which is 340 percent. 

eMTB Lite is a great mode to use out on the trails. As the maximum assist is 250 percent rather than 340 percent it stays lower in the power curve throughout most of your ride, meaning your battery will go a fair way further. Bosch’s ‘regular’ eMTB mode assists from 140 percent (which is the linear ‘Tour’ mode) through to 340 percent and tends to stay closer to the top of the power curve. eMTB Lite does a good job of letting you do more of the work on climbs that aren’t too steep, and then kicking in when you need it on punchy climbs. It's a set and forget setting which really lets assistance blur into the background.

The additional range offered by eMTB Lite appeared to be around 300-400 additional vertical meters from my very uncontrolled testing. If I go for a ride where I session descents by climbing a fire road in eMTB and Turbo Mode I’ll normally get around 1000 meters of climbing in before I’ve used the entire battery (I weigh around 84kg, plus kit). With eMTB Lite I was getting 1300-1400 meters. 

The Trek Rail 7 offers a lot of long travel eMTB performance at a much lower price point than the pointy end of the eMTB market. Time and time again when I ride Shimano’s lower end drivetrain and brake products, I question why anyone would need anything more. 

My one concern about the Rail 7 was the Domain RC fork, having not ridden one before. My concerns were proven to be unnecessary as the Domain RC offers most of the ZEB range’s performance at a fraction of the cost. 

The Rail sits in between different models offered by other brands due to its geometry and componentry. For example, Scott offer their Genius eRide, which has a 160mm fork paired with 150mm of rear travel, but throughout the range they spec forks with 35 or 36mm stanchions and the angles are slightly less aggressive than the Rail. Scott also have the Ransom eRide, which pairs a 180mm fork with 170mm of rear travel. 

As Trek only have the Rail in their long travel eMTB line up, it needs to be able to ride both undulating terrain and be capable of more gravity specific usage. While I think they’ve done a great job with both geometry and componentry to achieve this, it’d be great to see a Rail with more rear travel in future, and if I was using my Rail as more of a shuttle sled, I’d be interested to see how it performs with a 170mm fork.  

The Rail is in the ballpark price wise compared to other eMTBs in this travel bracket including the Scott Genius eRide 920 and Focus Jam Squared 6.9, although as I said it probably straddles between those models and Scott’s Ransom eRide range and Focus’ Sam squared range. Whilst those models have more travel than the Rail, I feel that the Trek Rail’s use of RockShox’s 38mm forks and more aggressive geometry make it more suitable to gravity riding than the Genius eRide and Jam Squared. 

If you’re tossing up between the Rail 7 and the other Rail models on offer, aside from the bigger Smart System battery on the 9.8 XT and 9.9 XTR there are also some geometry differences. The Smart System bikes come with steeper seat tubes, slightly slacker headtubes, higher bottom bracket heights, longer reaches, and longer wheelbases. If you’re not concerned about the range offered by a 625Wh battery and you want a reliable and capable long travel eMTB, the Trek Rail 7 is a great choice. You could even buy a spare battery and still be ahead in terms of total cost.

Want more e-bikes? 

Read our Specialized Levo Comp Alloy review

Read our 6 Unexpected Benefits of E-MTBS

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Trek Rail 2021 Review | A powerful, long travel e-MTB with ALL of the confidence

The not-so-minor details.

2021 Trek Rail 9

Trek Bicycles Australia

https://www.trekbikes.com

$10,499 AUD

- Raw speed and 'GET OUT OF MY WAY!' stability - Buttery smooth suspension performance - The robust ZEB - Mega traction - Powerful and highly responsive motor - Discreet and well-positioned Kiox display unit

- Motor rattle - Mode selector is bulky and awkward - Special key needed to remove the battery

Dan tests the 2021 Trek Rail 9

First introduced to the world for 2020, the Rail is Trek’s premium long travel electric mountain bike. As the natural successor to the Powerfly LT, the Rail offers significantly improved geometry, and it’s built around the latest generation Bosch motor with a 625Wh battery in the downtube. Equipped with 29in wheels, 150mm of rear travel and a 160mm fork, it’s essentially the e-MTB version of the Slash. It’s a similarly capable and planted beast on the descents, though with 85Nm of torque between the crank arms, it can go up some rather extraordinary terrain too.

What’s changed for 2021?

While the Rail was already a brand new platform for 2020, Trek has implemented some significant updates for the 2021 model. And we’re not just talking Bold New Graphics™ here.

The biggest change – both figuratively and literally – is the new RockShox ZEB fork that now adorns the front of the Rail. At the very least a better visual match for the hulking downtube and buxom head tube, the ZEB also brings welcome assuredness to the front end thanks to its fatter 38mm upper tubes and mahoosif crown.

To match the supple ZEB, Trek has bolted in a custom rear shock. It’s the Super Deluxe Ultimate RT3 – the same shock found in the latest Slash , which has been codeveloped with RockShox and features the IFP-free Thru Shaft damper. It lends a big change to the overall ride quality, which we’ll touch on in more detail in a bit.

A 4th generation Bosch Performance CX motor still powers the Rail, but it has been updated with the latest software that’s unlocked a further 10Nm of torque over last year’s bike. The system also features Trek’s custom ‘eMTB Lite’ mode in place of the usual Tour mode.

The old-school Purion display is gone in favour of the snazzy Kiox head unit, which Trek places on the top tube just behind the Knock Block headset. A separate control unit now sits next to the left-hand grip, giving you fingertip control of the various assist modes.

The Goldilocks model

For the past five months we’ve been testing out the mid-spec Goldilocks model – the Rail 9. This bike is flanked by the cheaper Rail 7 ($8,999 AUD), and a pricier, carbon-framed Rail 9.8 ($11,799 AUD). All Rails are produced in four sizes from Small through to XL, which Trek claims will fit riders from 153cm to 196cm tall.

Selling for $10,499 AUD, the Trek Rail 9 is on the pricey side compared to the latest Merida eOne-Sixty 9000 and the Norco Sight VLT C1 29 , both of which feature carbon frames. However, it does offer notably better specs than the similarly-priced Specialized Turbo Levo Comp.

Of course specs and numbers on paper are one thing though – how a bike rides on the trail, how it handles and what it’s like to live with day-to-day is another thing altogether. To see exactly what the new Trek Rail is capable of, we put it into the hands of our tame enduro tester Dan. Read on for a closer look at the package, followed by our review of the Rail.

2021 Trek Rail 9 Specs

• Frame |  Alpha Platinum Alloy, ABP Suspension Design, 150mm Travel
• Fork |  RockShox ZEB Select+, Charger RC 2.1 Damper, 44mm Offset, 160mm Travel
• Shock |  RockShox Super Deluxe Ultimate RT3, Thru-Shaft Damper, 230×57.5 mm
• Drive Unit |  Bosch Performance CX Gen 4, 85Nm
• Battery |  Bosch PowerTube 625Wh
• Wheels |  Bontrager Line Comp 30, Alloy Rims, 30mm Inner Rim Width
• Tyres |  Bontrager SE5 Team Issue, 2.6in Front & Rear
• Drivetrain |  SRAM GX Eagle 1×12 w/X1 1000 36T Crankset & GX Eagle 10-52T Cassette
• Brakes | SRAM Code R 4-Piston w/220mm Front & 200mm Rear Rotors
• Handlebar | Bontrager Line, Alloy, 35mm Diameter, 27.5mm Rise, 780mm Wide
• Stem |  Bontrager Line, 35mm Diameter, Knock Block, 50mm Long
• Seatpost |  Bontrager Line Elite Dropper Post, 31.6mm Diameter, Travel: 100mm (Small), 150mm (Medium), 170mm (Large, X-Large)
• Saddle |  Bontrager Arvada Elite
• Claimed Weight | 23.92kg
• RRP |  $10,499 AUD

Testing the Trek Rail

Having already spent a load of time testing the latest Trek Slash , Dan went straight onto a Large-sized Rail to match his 183cm height. The 465mm reach is about 20mm shorter than the Slash. However, the effective reach is almost identical, as the Rail comes with a slightly longer 50mm stem. The overall riding position is comfortable and relatively upright, complemented by Bontrager’s own 780mm wide riser bars and Arvada saddle.

Setup is otherwise straightforward on the Rail thanks to Trek’s online suspension setup calculato r. We followed the recommendations for Dan’s 83kg riding weight, and ran the fork with 20% sag and the rear shock with 30% sag. The big volume tyres were setup tubeless with 24psi in the front and 26psi in the rear.

Confirmed weight for our test bike without pedals is a smidge lighter than claimed at 23.92kg.

The suspension is insane

For sure one of the biggest standout qualities of the latest Trek Rail is just how bloody good the suspension is. The new Super Deluxe shock already impressed us on the Slash, but it’s even better here thanks to the improved sprung-to-unsprung mass ratio of the stockier Rail.

While it does look like a conventional Super Deluxe shock, the internals are anything but. Compared to the 2020 model, the new shock has ditched the RE:aktiv valve in favour of a standard shim stack. Essentially some of the pedalling support has been traded up for a gooier feel with a greater focus on traction and high-speed reactivity. You can still flip between Open and Firm settings via a two-position lever, and there’s also a separate dial for adjusting the low-speed compression damping in the Open position. We mostly left the low-speed dial in the neutral position, though the firmer option is useful for riding flowier jump trails where you want a little more support to push off of when pumping the bike through rollers and berms. The softer position is ideal for wet days and steep, traction-poor trails.

The near friction-free feel is amplified by the Thru Shaft damper, which skips the traditional nitrogen-charged IFP. The main damper shaft exits the base of the shock during compression, allowing for a constant column of oil inside the shock. Trek claims the Thru Shaft design reduces the ‘stick-slip’ sensation when the shock changes direction between compression and rebound.

On the trail, we’d have to agree with those claims. The back end of the Rail offers glue-like traction with impeccable small-bump compliance, and the rear wheel gets out of the way with incredible efficacy when it meets something hard and fast. Combined with the ABP platform, which helps to reduce the affect of braking on the suspension, it offers a very active and neutral feel. While Dan didn’t mess around with the compression settings much, he did tweak the rebound dial a click or two depending on the trail, going for a slightly slower setting on bigger jump trails to reduce back-end kick, and a faster setting for speedier recovery on rougher flat-out moto trails.

Up front, the ZEB is a fantastic complement to the rear suspension and the Rail’s frame in general. We’ve spent considerable time on the ZEB Ultimate (both separately and on the Trek Slash ), and both the chassis and DebonAir spring are identical in this cheaper Select+ model. The difference is in the damper, and while you do get adjustable rebound and low-speed compression damping, you miss out on the high-speed adjuster.

Performance on the trail is very similar between the two though, and we can’t say we missed that extra adjustment. It is possible to increase spring support by adding a Bottomless Token to the air spring, but we never needed to – from the factory the ZEB is plush, well controlled and it looks proper alongside the Rail’s vast front end.

Two-wheeled monster truckin’

With the stout ZEB and oozy suspension, the Rail absolutely loves going full-gas on steep terrain. In fact, we struggled to find any limit to its high-speed capabilities, which really aren’t that far off from a dedicated dual-crown downhill bike.

There is so much stability on offer – of course the generous mass helps, though the front wheel also tracks a predictable path thanks to the 44mm fork offset and slack head angle. On that note, the head angle is actually a bit slacker than claimed – we measured it at just under 64°, likely because the ZEB is slightly taller than an equivalent Lyrik. The Rail’s front end has a similar vibe to the raked-out Sight VLT, though it delivers noticeably less wiggle compared to the steeper head angles and 51mm fork offsets used on the Levo and eOne-Sixty. The Rail trumps all of them though with its effortlessly smooth suspension performance, which enhances high-speed control and generates traction on rough and loose sections of trail.

Speaking of traction, there’s bags of that courtesy of the aggressive Bontrager SE5 Team Issue tyres. These feature reinforced Core Strength casings, dual compound rubber, and plenty of volume – they measure up slightly larger than claimed at 2.63in wide. Initially Dan set them up with higher pressures, but that made them feel overly stiff and uncompliant. The robust casing means the SE5s is happier at lower pressures, allowing them to more easily contort to the trail surface rather than bouncing off of harsh edges.

Perhaps the only problem with the Rail’s warp-speed capabilities is that it’s often possible to come into sections too hot. In these situations, where the trail tightens up on you a little quicker than anticipated, there are times where it feels big. However, the grippy tyres, combined with the fact that the back end isn’t obscenely long (448mm), does mean you can wrestle it back into line.

It’s otherwise a very forgiving bike. Bacon was saved on numerous occasions, either while bombing down blown out rutted moto trails blind, or when a jump was mistimed. On one specific ride, where Dan was lapping the bottom section of the Epic trail at Mt Buller, he came into a bonus double without nearly enough speed. At that point all he could do was pull up on the bars, hold on, and hope for the best. The Rail’s suspension soaked up the cased impact without drama, avoiding what would have otherwise been a pretty horrible crash. Muchos gracias, Trek Rail.

But it’s no heffalump

Given this bike’s high-speed tenacity, somehow the Rail never feels   unwieldy. This was the same magic we found in the Slash – a very capable enduro bike that’s still totally comfortable on more mundane trails. Yes we’re talking about a 24kg e-MTB here, but aside from the occasional tight off-camber corner, it never feels overly cumbersome.

Trek has exercised some restraint in the Rail’s geometry – the wheelbase is long, but not ridiculously so. On the flatter, more adventure-based rides we took it on, it was plenty comfortable with good weight distribution. It doesn’t force a load of pressure through the grips, and it also doesn’t demand a whole lot from its pilot either.

On those longer and more pedally rides, the Bosch motor delivers a smooth transition past the 25km/h cutoff, and there’s very little drag through the cranks as you continue to spin. Of course at that point you’ll rudely be made aware of the overall weight and chunky 2.6in tyres.

You do get a tonne of traction when the trail points upwards though, with the Rail impressing on steep, technical climbs. The stated seat angle is listed at 75°, though shoving the saddle forwards on the rails helps to steepen it further, closer to 77° in our case. You can also flip the Mino Link in the rear rocker link pivot to steepen the angles by another half degree. We didn’t bother though, as the climbing position was fine, and we preferred the lower centre of gravity in the Low position anyway.

The 448mm chainstay length is also nicely balanced for a long travel 29er. Some brands are going shorter (and resorting to mullet setups) for more manoeuvrability on regular singletrack, while others are going longer for vertical wall-climbing capability on more rugged hiking/moto trails. Trek seems to have split the difference with the Rail, and it offers a nice compromise as a result.

Sure, a mullet setup will naturally deliver a more carveable ride experience. Bikes like the Merida eOne-Sixty or Canyon Spectral:ON offer a poppier and more sprightly ride quality on purpose built trails, especially for shorter riders. But there’s no denying that the Rail’s full 29er setup does provide more traction and stability, and it maintains momentum better on rough terrain – both on the ups and the downs.

Strong, responsive power delivery

The climbing performance is made all the more pleasurable on the Rail thanks to the smooth and rapid engagement from the Bosch Performance CX motor. The combination of finely-tuned speed, cadence and torque sensors give the motor excellent pickup that reacts quickly to the slightest pedal pressure, highly useful on very steep and technical singletrack.

Also useful is the extra couple of seconds of power delivery that you’re provided when you stop pedalling. This overrun feature is ideal when you need to take a moment to rest on a techy climb, allowing you to briefly lean on the motor while you catch your breath. It can be a little surprising at first, but once you’re used to it, it becomes a welcome tool in the Rail’s climbing arsenal, providing a noticeable advantage over the smaller and lighter Shimano EP8 motor.

There is the usual clacking noise from the internal clutch mechanism, which is noticeable when freewheeling over rough terrain. While it would be nice if this noise wasn’t there, it appears to be the tradeoff for the reduced motor drag. And once you realise the noise isn’t signifying an actual problem, it doesn’t take long to tune it out, as Dan did after the first few rides.

Otherwise the Bosch motor stands as one of the best power-plants currently on the market, thanks to its powerful response and strong torque. Being a powerful rider himself, Dan mostly left the motor in the Turbo assist mode to quickly gain access to the motor’s full output when needed. This differed from Wil’s experience with the Cube Stereo Hybrid 160 . Being a lighter rider, he preferred using the less aggressive eMTB mode. That said, the Rail delivers so much traction from its supple suspension and big volume 29er tyres that it’s much better placed to harness the motor’s full power output, with less risk of wheel-spin and the bike pulling your arms out of their sockets.

Still, the eMTB mode is the one that will suit most riders thanks to its more flexible and adaptive feel. Of course you can also gain considerably more range by using the eMTB Lite mode (which we preferred over Eco) for longer rides where you’re pushing north of 1,500m of climbing.

Off the beaten track

We’ve had some amazing experiences while riding the Rail over summer, including a visit to some of the more remote areas beyond Mt Buller. A particular highlight involved an all-day adventure with a 20km ride up the valley, bikes then stashed in the bush, followed by a 25km round hike in the high country, before picking the bikes up and riding back down to the valley floor.

In between nightshifts working as a fireman in Melbourne, Dan’s also used his free mornings to go exploring beyond the city limits in areas which aren’t typically popular with mountain bikers, but frequented rather by hikers, 4WDs and dirt bikers. The Rail, with its generous 625Wh battery pack, has lapped up these e-MTB exploration missions, thriving on being thrown deep into the bush down steep, rutted, blown-out fireroads that you wouldn’t dream of tackling on a regular bike, or even on foot for that matter. In these often mobile reception-free zones, it does make you reconsider what you carry with you on a solo bike ride though – Dan’s added an Epirb, a first aid kit and snake bite bandages to his usual riding kit.

Longterm living

While there is plenty to be impressed about on the Trek Rail, there are less than impressive attributes too.

The remote switch looks clunky on what is a $10K mountain bike. The walk mode is also awkward to use, as it reduces your grip on the bars while you hold down the button at the top of the controller with your thumb.

We do like the Kiox display though, which offers a nice colourful screen that displays a tonne of data at your fingertips. Each mode has a different colour so it’s easy to tell what setting you’re in, and you can quickly check battery percentage and your estimated remaining range. Trek’s decision to mount the display on the top tube is also a good one – it puts the screen out of your immediate field of view, so it’s totally unobtrusive. It’s also less likely to get damaged in a crash.

It is easy to remove due to the magnetic attachment, but make sure you don’t lose it – without it the bike won’t turn on. It never happened to us, but there’s potential to knock the head unit off during a crash.

Otherwise the electronics are nicely finished, and it’s great to see the speed sensor discreetly integrated into the dropout, with a magnet attaching directly to the rotor. The spring-loaded latch for the main charge port hasn’t caused any issues, and you’re able to charge the battery both in or out of the bike.

Speaking of the battery, we did have an issue with it coming loose on one ride, causing one heck of a rattle inside the downtube. It turned out the upper battery mount had come loose, which was not ideal. It was particularly not ideal because Dan didn’t have the special battery key with him in his riding pack, which meant he couldn’t remove the battery to tighten up the mount. After getting home, he was able to release the battery, tighten up the mount, and it hasn’t caused an issue since. Still, this is another reason why Bosch needs to use a normal hex key for releasing the battery, as the key is just another thing to remember and potentially lose.

Component highs & lows

For a big e-MTB that’s as hungry for speed as the Rail, it’s fantastic to see big SRAM Code R brakes. While the rear is in need of a bleed, they otherwise haven’t caused an issue throughout testing, offering gobs of stopping power – props to Trek for spec’ing a 200mm rear rotor and a 220mm whopper up front. Bold!

The GX Eagle 1×12 drivetrain has been solid too, and there’s plenty of usable low-range grunt with the big 52T sprocket. Dan did manage to break a chain early on, which was a scary experience – luckily he wasn’t too far from home. Spare master links and a chain breaker now live in the kit bag permanently.

Another random mishap occurred when a 532 error code appeared on the Kiox display, rendering the motor inactive as a result. Some Googling later revealed this was due to the speed sensor not picking up the magnet – a result of the rear thru-axle having come a little loose. This isn’t the first time we’ve had a thru-axle work its way loose, but it’s a timely reminder to check them periodically to make sure they’re always snug.

Otherwise everything else is still in one piece, including Bontrager’s Line Comp 30 wheelset. These feature Rapid Drive hubs with 54 engagement points, though for $30 AUD you can get a pawl kit to upgrade them to 108 points of engagement. The TLR rim strips provide secure tubeless setup, and overall the wheels have been pretty bulletproof, despite being run insert-free.

The tyres have also gone through the whole test period without a single puncture (you all know exactly what’s going to happen now…). Impressive given they’ve been given an absolute hammering, and that they’re actually not that heavy with a claimed weight of 1,080g per tyre. That’s considerably lighter than a Maxxis DoubleDown or Schwalbe Super Trail tyre.

Flow’s Verdict

When we first swung a leg over the Trek Rail at the launch back in 2019 , we were impressed with the balanced geometry, high quality suspension and responsive Bosch motor, which gave it genuine all-round talent. With this new model however, Trek has elevated the performance significantly thanks to the addition of the custom Super Deluxe shock and beefier ZEB fork, which give the Rail a whole new level of ploughability. Add in the confidence-inspiring handling, big 29in wheels and chunky 2.6in tyres, and you’ve got a serious amount of control and traction on tap for descending full-blown downhill trails.

The Rail doesn’t place all of its eggs in the descending basket though – those same attributes make it a great technical climber, and it’s surprisingly comfortable and easy to manage on less demanding all-day adventure rides too.

Value for money isn’t outstanding, particularly when you compare the Rail 9 to the likes of Merida and Norco. Pricing is on par with Specialized though, and you are getting a very robust, well-considered package here with big brakes, superb suspension and that powerful Bosch motor. The new Kiox display is aesthetically pleasing and well-placed, though we’d like to see some refinement to the controller. Otherwise we love the overall feel and power delivery, which complement the Rail’s technical prowess well.

For riders on the lookout for a big travel, ride-everything e-MTB that delivers outstanding traction and high-speed control, the Trek Rail is a seriously capable option to put on your list.

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Dynamic support and more range for everyone – Bosch present the new Tour+ mode

With Tour+ mode, Bosch introduce the little brother of eMTB mode. From now on, all Bosch Performance Line CX riders will be able to enjoy a progressive support mode for touring, promising to increase range and offer more assistance when things get steep. We’ve got all the details.

The Bosch Performance Line CX motor presented in 2019 ticks almost every box for a modern eMTB motor. Above all, it stood out in our big motor group test with its excellently tuned and dynamic eMTB mode . It regulates its assistance from 140% to 340%, shifting between Tour and Turbo mode, depending on the situation. For all ebike owners with a Bosch Performance Line CX motor, Bosch are now offering a new dynamic support mode, Tour+. It slots in below eMTB mode in terms of power delivery and is intended to replace the previous Tour mode. Its support varies continuously between Eco and Turbo mode to suit the terrain. When riding on flat terrain, it offers less support and requires more effort from the rider than the previous Tour mode. In doing so, it promises to offer increased range. If you encounter a steep climb and have to pedal hard, Tour+ mode registers this and unleashes the motor’s maximum power without the rider having to switch between modes manually.

Until now, dynamic touring modes were reserved for Moustache and Trek ebikes, with the MAGIC TOUR and eMTB-Lite mode having been developed by the respective brands in cooperation with Bosch and installed exclusively on their ebikes. The new dynamic Tour+ mode, on the other hand, is available to all ebikes featuring a 2020 Bosch Performance Line CX motor and can be installed via a software update at a Bosch dealer. Effective immediately.

We are big fans of the dynamic eMTB mode. The new Tour+ mode could make the Bosch Performance Line CX motor particularly interesting for touring riders with its efficiency-tuned motor support. We’re excited to put the new mode to the test, and we’ll tell you how it performs as soon as we have.

For more information about the new Tour+ mode, visit bosch-ebike.com .

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 E-MOUNTAINBIKE, you will help secure a sustainable future for high-quality cycling journalism. Click here to learn more .

Words: Rudolf Fischer Photos: Various

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About the author.

Rudolf Fischer

In his previous life Rudolf was a dab hand at promoting innovation, putting his brain behind big-ticket patent assessments that easily ran into six-or-seven-plus figures. These days, the self-confessed data nerd’s role as editor at DOWNTOWN and E-MOUNTAINBIKE is no less exciting. Given his specialism in connectivity, Rudolf’s often placed on the front line of future mobility conversations, but he’s also big into testing new bikes–both on the daily as a committed commuter and intensively for our group tests. The business economist graduate is as versatile as a Swiss penknife, and that’s no hyperbole. Away from two wheels, his background in parkour means he’s a master of front, side and backflips, plus he speaks German, English, French, Russian and a touch of Esperanto. Japanese remains woefully unmastered, despite his best home-learning attempts. Good to know: Rudolf’s sharp tongue has made him a figure of fear in the office, where he’s got a reputation for flexing a dry wittiness à la Ricky Gervais... interestingly, he's usually the one laughing hardest.

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Bosch Tour+ Riding Mode for Performance Line CX Motors

• Thread starter Admin
• Start date Jul 25, 2021

Administrator

• Jul 25, 2021
• It's an optional software upgrade that replaces Tour with Tour+
• To be clear, standard drive modes were originally Eco, Tour, Sport, Turbo and we recently got Eco, Tour, eMTB, Turbo as an optional software update for some Performance Line motors.
• This new drive mode functions much like eMTB mode, but is targeting lower power riding. I believe it will rely more on pedal torque, offering a wide range of power output based on your own pedal input.
• It only works on Performance Line CX motors, not other Performance Line.
• If you choose to enable Tour+, you also get eMTB (you cannot have Tour+ and Sport mode... Sport will become eMTB). However, you can continue to keep normal Tour and eMTB if you wish.
• Tour+ only works with the derailleur software for the CX motor, not the internally geared hub or continuously variable transmission software.
• Interestingly... the display will not read any differently with the Tour+ upgrade. It will still say, “Tour” which I find a bit problematic if you're selling a bike.
• Tour+ riding mode rewards a little more effort on flat stretches with greater energy efficiency and increased range. It provides continuous dynamic support, varying between the Eco and Turbo modes.

• Enhanced dynamic pedal assistance
• Increased rider effort maximizes range
• Available now from Bosch eBike Systems dealers

Attachments

• Bosch eBike Systems Tour+ Riding Mode Press Release.pdf 831.4 KB · Views: 808

Well-Known Member

Interesting. So those of us with Performance Line Speed drives are left out yet again? Not that it matters to me much. I find the current choices on my 8s are fine.  

Court, William, Did you actually test these different modes? Seems strange to have been hearing about EMTB, then EMTB-Lite, and now Tour+ modes. EMTB was installed on my Allant+7 last summer and was impressive but I’ve never felt like it achieved Turbo’s 340% that was mentioned. Good but not quite there. Then EMTB-Lite was supposed to replace Tour and again, a good improvement but not quite what I was expecting. EMTB-Lite never was displayed on the Purion. Now you’re announcing Tour+ replacing Tour (and evidently EMTB-Lite) to do the same thing. Again not shown on the Purion.  

• Aug 4, 2021

So I got this update yesterday, and I am very pleased with it. Currently using just one 625Wh battery on my Supercharger2 and can tell from experience with eMTB only, I get around 60km quite consistently. I have measuerd this with distance on 10%, 20%, 33% and 50% and multiplied up accordingly. First ride on Tour+ mode, I got 44km on 50% battery. So basically somewhere around 88km on a full charge. So that´s almost +30% distance on a full charge, compared to eMTB. With some more testing I think somwhere around 85km is realistic for me personally on that kind og terrain profile, which was mostly paved roads and bikepaths. I will start using this regularly, for the benifits of the increased range and exercise. (also posted in the R&M fb group)  

Active Member

Something doesn't make sense here...why is it only available for the chain driven Performance Line CX Gen 4. If it is so, then we need an explanation.  

• Aug 5, 2021

retiredNH said: Interesting. So those of us with Performance Line Speed drives are left out yet again? Not that it matters to me much. I find the current choices on my 8s are fine. Click to expand...

• Sep 10, 2021

The Tour+ riding mode for the Performance Line CX with derailleur system (from model year 2020) and eMTB mode will be available from summer 2021.​

• Sep 30, 2021

I have found the Performance Line CX power assist levels very strange on my brand new Haibike Allmtn 5. There seems to be no difference between the power assist produced between Eco and Tour mode. They are the same assist output. Also the eMTB mode has a delay in kicking in, which makes it useless when you need instant extra power assistance. I'm not sure if this is a fault or just how these power levels work on the CX motor. Turbo mode works well. I also have a 2016 Haibike with the standard Performance Line motor and there are very distinct differences between the 4 modes - so I know it's not my imagination. Anyone got any views of the CX power mode issue? Cheers, Paul  

TimJohn said: The Tour+ riding mode for the Performance Line CX with derailleur system (from model year 2020) and eMTB mode will be available from summer 2021.​ I still haven't got an explanation for this ...why can't a belt internal hub (Rohloff or Vario) work. It probably could be installed but why don't they offer it according to the announcement. Click to expand...

Paul CX said: Anyone got any views of the CX power mode issue? Click to expand...

Paul CX said: I have found the Performance Line CX power assist levels very strange on my brand new Haibike Allmtn 5. There seems to be no difference between the power assist produced between Eco and Tour mode. They are the same assist output. Also the eMTB mode has a delay in kicking in, which makes it useless when you need instant extra power assistance. I'm not sure if this is a fault or just how these power levels work on the CX motor. Turbo mode works well. I also have a 2016 Haibike with the standard Performance Line motor and there are very distinct differences between the 4 modes - so I know it's not my imagination. Anyone got any views of the CX power mode issue? Cheers, Paul Click to expand...

• Oct 9, 2021

Does anyone know what the difference between the EMTB-lite mode that Trek introduced a few months back and the new Tour+ mode? EMTB-lite, for me, is too close to EMTB, not enough ‘lite’. I’m hoping Tour+ is a notch or two down …  

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Custom eMTB Lite mode

• Thread starter Jumbleross
• Start date Oct 6, 2020
• Nov 25, 2020

Pan said: I did not know that the torque changed with the modes, just the % assistance. Do you have a link with the Nm of eco & tour ? Click to expand...

🛠️Wrecker🛠️

Performance Line CX: the most sporty Bosch motor for eMTBs

Rob Rides EMTB

Administrator.

I tell you what would solve all of this. A Bosch app that just lets us adjust the motor parameters. I don’t own the Rail, but would like to adjust the modes on my Bosch eMTB. silly Having to go to dealers to do such minor updates.  

E*POWAH Elite World Champion

Doomanic said: View attachment 45565 Performance Line CX: the most sporty Bosch motor for eMTBs The best eMountain bike experiences: a powerful drive with unique dynamics and the best possible traction on trails thanks to the 85-Nm Performance Line CX. www.bosch-ebike.com Click to expand...

You can opt to have it in EMTB as well. You should have been asked when the update was done.  

Doomanic said: You can opt to have it in EMTB as well. You should have been asked when the update was done. Click to expand...

Rob Rides EMTB said: I tell you what would solve all of this. A Bosch app that just lets us adjust the motor parameters. I don’t own the Rail, but would like to adjust the modes on my Bosch eMTB. silly Having to go to dealers to do such minor updates. Click to expand...

• Dec 2, 2020

avfc_66 said: So you could have eco/tour/emtb lite/turbo? Click to expand...

Paul Mac said: I didn't know you only got the full 85nm in Turbo, I paid for the upgrade from 75 to 85nm, and have never even used Turbo Click to expand...

avfc_66 said: So you could have eco/tour/emtb lite/turbo? I thought the lite mode was only to replace tour? Like others on here, I would definitely be interested in this if it was replacing either emtb or turbo modes but not at the expense of tour Click to expand...

• Dec 3, 2020

Doomanic said: I was replying to this; Click to expand...

Active member

• Dec 8, 2020

Pan said: No the emtb lite replaces the tour program although the term tour will remain for the display. Click to expand...

Link said: I was about to ask this question and think you may have answered it, I have a 2021 Rail with version 1.1.2.0, which I believe is the latest version. So does that mean my tour (as shown on the display) is actually emtb lite, as the display offers me eco, tour, emtb and turbo ? Click to expand...

Interesting, so there is no way to tell if you have one or the other ? (as I stills says 'tour' regardless and the software version is the same). I guess it rides differently, but I have zero point of reference  

Yep, as I understand it (and I think its how mine is) the Tour mode can be changed to EMTB Lite. The display doesnt change from Tour as if you think about it, there arent enough characters on the screen for "EMTBlite"! I'm pretty certain I can tell that my Tour mode is now a dynamic mode (which I guess it isnt normally), changing the assistance with how much pressure you put into the pedals...which would fit with the above  

• Dec 9, 2020

Thanks for confirming. I am pretty sure (based on basic feel on one ride) I have normal tour, it seems to be a static gain, like eco but more, it doesn't feel like it's dynamic. I am not concerned as even eco feels amazing after spending so much time on analogue bikes ?  

Link said: Thanks for confirming. I am pretty sure (based on basic feel on one ride) I have normal tour, it seems to be a static gain, like eco but more, it doesn't feel like it's dynamic. I am not concerned as even eco feels amazing after spending so much time on analogue bikes ? Click to expand...

I did my first 25m ride at the weekend and was so impressed even with eco (and even turned that off now and then) that I got home with 72% battery left ! Haha ??  

• Dec 10, 2020

I’ve had the Emtb Lite upgrade done on my 2021 Rail 7 and love it. I’d like to get it done on my sons 2018 PF7 with the older Bosch motor, does anyone know if it can be done?  

Blue Moon said: I’ve had the Emtb Lite upgrade done on my 2021 Rail 7 and love it. I’d like to get it done on my sons 2018 PF7 with the older Bosch motor, does anyone know if it can be done? Click to expand...

Correct, that is also my understanding  

• Dec 12, 2020

So iam right in saying this EMTB lite is only available for Trek's and not any bike with a bosch gen 4 ?  

steveo said: So iam right in saying this EMTB lite is only available for Trek's and not any bike with a bosch gen 4 ? Click to expand...

Bummer ?  

just been for a ride and my bike does in fact have the Emtb lite mode, you can tell by watching the power data on the Kiox and it varies the amount of assist power it applies based on your input, in the same way regular emtb does, but with less gain. A static mode like Eco behaves quite differently when looking at the power graph.  

Well-known member

steveo said: Bummer Click to expand...

Iam not that desperate that ill pay for it at a different dealer. Think ill hang on and wait for it to be hopefully realesed for all bikes.  

E*POWAH Master

• Jan 5, 2021

Nyon (BUI350) Retrofit Kit

• Jan 8, 2021

Hamina said: The new Bosch Nyon 2021 gives now possibility to adjust 4 different modes with. Nyon MY21 retrofit kit seems to cost approx. 360 euros. Nyon (BUI350) Retrofit Kit Smarter, more intuitive, more networked: The new Bosch Nyon (BUI350) all-in-one on-board computer The all-in-one on-board computer can be operated intuitively and easily via the touchscreen, and is controlled by means of the separate... www.bike-discount.de The adjusting is a premium feature that cost couple of euros (2 EUR?) EMTB Lite though is so good now that I don't know what I would change, maybe just a little boost to ECO. Click to expand...

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