trek fuel ex 9 size chart

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

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

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

2023 Trek Fuel EX – basic specs:

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

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

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

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

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

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

Ride Impressions: Suspension

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

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

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

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

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

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

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

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

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

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

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

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

On-Bike Tools and Storage:

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

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

Components:

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

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

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

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

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

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

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

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

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

trekbikes.com

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

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

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

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

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

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

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

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

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

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

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

I hope they have

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

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Trek Fuel EX 9.9 first ride review

• Jamie Darlow
• October 8, 2022

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

Trek Fuel EX Credit: Roo Fowler

Product Overview

Trek fuel ex 9.9.

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

Manufacturer:

Price as reviewed:.

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

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

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

Need to know

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

EX or EXe… Spot the difference

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

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

10mm more travel

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

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

Longer, lower, slacker, steeper

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

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

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

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

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

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

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

What, no mullet?

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

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

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

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

The suspension

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

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

If looks could thrill

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

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

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

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

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

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

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

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

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

How it rides

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

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

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

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

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

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

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

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• The Trek Fuel EXe review

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

2020 Trek Fuel EX

2020 Trek Fuel EX 9.8 XT

Size Tested: Medium

Geometry: See Below

Build Overview (9.8 XT Build):

• Drivetrain: Shimano XT 12-speed
• Brakes: Shimano SLX M7120 4-piston
• Fork: Fox Performance 36
• Shock: Fox Performance Float EVOL w/ RE:aktiv tune & Thru Shaft
• Wheels: Bontrager Line Carbon 30

Wheel Size: 29”

Travel: 130 mm rear / 140 mm front

Blister’s Measured Weight (w/o pedals): 29 lbs, 4 oz / 13.27 kg

MSRP: $5,999

The Trek Fuel EX first debuted in 2001. While, to some, that original Fuel EX looks like a nightmare by today’s standards, it was a damn good bike for its time. Since then, the American brand has continued to improve the Fuel EX to keep up with the ever-changing mountain bike industry.

Prior to this year, the last major update to the Fuel EX was in 2016, so it was due for some change. For model-year 2020, the Fuel EX underwent a well-needed rework. The EX platform has now been fully upgraded to compete with the new generation of aggressive, shorter-travel Trail bikes, and from the looks of it, Trek’s 2020 Fuel EX has better filled the middle ground between the XC-oriented Top Fuel and longer-travel Remedy and Slash.

We recently got our hands on the 9.8 XT build of the 2020 Fuel EX and so far have only had a handful of rides on it as winter is creeping around the corner. So for now, here is a closer look at the specs of the bike and our initial ride impressions, and then stay tuned for our upcoming full review.

While the old carbon Fuel EX had alloy chainstays, the 2020 Fuel EX now offers a full carbon frame (excluding the rocker link) in the 9.7, 9.8, & 9.9 builds, in addition to fully aluminum frames for the 5, 7, and 8 builds.

The carbon Fuel EX frames include one of my favorite features: an integrated storage compartment located on the downtube.

This is a similar design to the “SWAT Box” seen on Specialized’s Stumpjumper and Enduro models. The Fuel EX’s compartment is accessible through a door that’s connected to the water bottle cage by easily turning a lever. The compartment has enough room to fit a spare tube, CO2 cartridge, and a set of tire levers — all in the included Bontrager BITS tool roll to keep things stable and non-noisy. If I ditch the tools, I could even fit an ultralight rain jacket in the space. Compared to Specialized’s SWAT box, Trek’s take on this is a bit easier and quicker to use thanks to its larger lever. The Fuel EX has also adapted to the 1x standards, losing the option to mount a front derailleur.

Trek outfitted the Fuel EX with the now fairly standard integrated chainstay, seatstay, and downtube protectors, as well as a clean internal cable routing system. The Fuel EX came almost entirely built, and setting up the internal cable routing was extremely easy.

For more frame defense, Trek implemented their Knock Block steering limiter, eliminating the chance of the fork crown hitting the downtube, since they use a straight downtube that would otherwise contact the fork if you tried to turn the bars 360°. Trek says this design creates a stiffer frame (due to the straight, oversized downtube), though it’s a polarizing design and I’m still unsure of how I feel about it. One of the major downfalls to the Knock Block system is that it imposes limitations on the customization of the cockpit. You are limited to stem height as well as changing out the spec’d stem (you have to get a special washer from Trek to use a non-Bontrager stem).

The 2020 Fuel EX frame now can accommodate longer dropper posts — 100 mm on the XS-S sizes, 150 mm on the M and ML, and up to 170 mm on the L-XXL sizes.

Aside from updated frame aspects, the Fuel EX has a beautiful array of matte and gloss color schemes for 2020 (FWIW, the purple / raw carbon frame we have looks pretty dang great).

The Fuel EX’s suspension platform still consists of a classic four-bar linkage, but the 2020 model drops their “Full Floater” design introduced back in 2008. That design attached the lower shock mount to the chainstay, just forward of the main pivot, thereby moving both ends of the rear shock, and thus altering the leverage curve. For 2020, Trek has returned to a fixed lower-shock mount, but carries over the Re:aktiv damper configuration and Thru Shaft rear suspension from the prior model.

What is RE:aktiv? Essentially, it’s Trek’s term for the damper configuration in their proprietary rear shock that was designed with Fox and Formula 1 Penske engineers. In short, it is a way of making the damper regressive — the damping force initially increases with higher shaft speeds, but then actually decreases as the speed further increases. This is accomplished with geometry on the main damper piston that increases the area on which the pressurized oil acts on the compression valve as the valve opens, thereby increasing the force exerted on the compression valve. The idea, as Trek describes it, is to create firmer compression damping at lower-frequency inputs — such as pedaling, or while pumping and popping off of features — while having the damping fall off under sharper inputs, to be more supple under high-speed chatter.

If that last paragraph made your eyes glaze over, that’s okay – we’re talking about a somewhat unconventional damper tune here, but nothing totally off the deep end. And if you want to nerd out on the concept some more, Steve Mathews from Vorsprung Suspension has an excellent video on the damper here (the stuff at the beginning about the air spring is referring to an older version of the shock; the details about the Re:aktiv damper start around 5:38).

The version of the shock spec’d on the EX 9.8 and 9.9 builds is a “Thru Shaft” system. Thru Shaft was created to eliminate what Trek refers to as the “lag” created by the Internal Floating Piston (IFP) as the shock cycles, and the damper shaft (and correspondingly, the IFP) changes direction. Their claim is that the Thru Shaft design allows the shock to respond more quickly while riding over varied terrain. Noah Bodman has a good explanation of this design in his review of the Trek Slash , and was able to compare a Thru Shaft shock back-to-back with a conventional one – check out his review for more detail.

Updated for 2020, all Fuel EX models are now spec’d with a 140 mm fork instead of a 130 mm, and the more expensive 9.8 and 9.9 builds get a burlier Fox 36 instead of the 34 on the lower-end models. In my opinion, this is a good move by Trek since the 36 aids in stability and overall stiffness in the front end through demanding sections of trail, but I would have liked to have seen this fork on some of the lower-end models as well, given the strong downhill performance we’re seeing in Trail bikes these days.

The 2020 Fuel EX is offered in nine* different builds and two frame-only options. The alloy frameset w/ Fox Re:aktiv shock goes for $1,999 and the carbon frameset w/ Fox Factory Re:aktiv & Thru Shaft shock goes for $3,299.

*The full builds consist of the 5, 7, 8, 9.7, 9.8, and 9.9, but Trek also offers the 9.8 and 9.9 builds with different drivetrains. You can get a Fuel EX 9.9 with a Sram X01 Eagle drivetrain, Sram X01 AXS drivetrain, or Shimano XTR drivetrain. And you can get a Fuel EX 9.8 with a Sram GX Eagle drivetrain or Shimano XT drivetrain (the build we’re testing). But apart from the drivetrains and prices, the 9.9 builds are all basically identical, and same story for the two 9.8 builds.

The full builds range from the alloy 5 at $2,099, spec’d with components chosen with value in mind, all the way up to the 9.9 X01 AXS build that features a carbon frame, carbon wheels, carbon bars, top-tier Fox Factory suspension, Sram X01 Eagle AXS 1×12 drivetrain, and Shimano XT brakes for a whopping $8,499-$8,999.99.

The build we are currently testing is the 9.8 XT model, priced right at $5,999. This build comes spec’d with a full carbon frame, carbon wheels and bars from Bontrager, Performance-level Fox suspension, Shimano XT 1×12 drivetrain, and Shimano SLX brakes.

For more info on all of the Fuel EX builds (and the rest of Trek’s lineup), see our Trek Brand Guide .

Initial Thoughts on the Fuel EX 9.8 Build

$5,999 is a considerable chunk of change. If you’re paying such high dollar for a mountain bike, you better get a darn good setup, right?

Well, the Fuel EX 9.8 XT comes with Trek’s top-of-the-line OCLV Mountain carbon frame as well as Bontrager carbon bars and carbon wheels. Fitted on the wheels are a set of Bontrager XR4 Team Issue 29×2.6 tires (tubeless-ready, of course). And if you’re concerned about blowing up your sweet new carbon hoops, it’s worth noting that Trek says they’ll repair or replace the carbon rims for free if you damage them within two years after your purchase.

Apart from the fancy carbon bits, the 9.8 XT comes spec’d with the new Shimano XT M8100 1×12 groupset (shifter, derailleur, crank, cassette, and chain) and after my initial time, I think it’s a nice addition. Although I have only ridden the Fuel EX on a handful of rides so far, the drivetrain performed flawlessly (even after we let Sam Shaheen romp around on it in the muddy creek beds of Moab …).

I was easily impressed when going from the jeep mode (51-tooth, lowest gear) climbing up a steep hill, to dumping the shifter into higher gears with my full weight on the pedals as I drop down over the crest. It was a pleasant escape from the usual horrifying noises I typically get when doing this sort of shifting under load. It will be interesting to see how the groupset holds up over time with rough riding, but knowing Shimano, I have high hopes for the new XT 12-speed.

Another recently revised Shimano product on the Fuel EX 9.8 is this year’s 4-piston Shimano SLX brakes. I’m not sure why Trek decided to spec an XT build with SLX brakes, but the revised SLX model is supposed to offer similar performance as the XT, and it seems that Trek took this as an opportunity to save a bit of money. The Fuel EX 9.8 is fitted with a 180 mm rotor in the front and a 160 mm rotor in the rear, which I’ve found to be a great pairing for a shorter-travel Trail bike like the Fuel EX.

Next up is suspension. The rear shock spec’d for the Fuel EX 9.8 features Trek’s RE:aktiv tune and Thru Shaft design, which we touched on earlier. The shock is essentially a Fox Performance Float EVOL with a 3-position damper (climb, trail, & descend modes) that’s custom-tuned by Trek. This shock loses a few features, such as the 3-position fine-tune adjustment for descend mode and Kashima coat, seen on the Fox Factory Float EVOL offered on the higher-end 9.9 builds.

We can’t really compare (at least on paper) this custom shock to the normal Float EVOL due to the custom nature of the shock on the Fuel EX, but I’ll be discussing how the shock feels while climbing and descending in my on-trail impressions.

The fork on the Fuel EX 9.8 is the Fox Performance 36 with the Float EVOL air spring and GRIP damper. Once again being on the lower end of the spectrum for the Fox suspension line, it still works fairly well and does the job for its intended use on this bike. I ride a 140 mm Performance Elite 34 on my current shorter-travel Trail bike, the 2019 Transition Smuggler , and the stout 36 on the Fuel EX feels notably more stable so far. Compared to the higher-end Factory 36 fork on the 9.9 builds, on the 9.8 you lose the more adjustable GRIP2 damper as well as Kashima coat and options for further tuning (though the Performance 36 has been great so far).

You might be questioning why a $6000 bike comes with lower-tier suspension, and I think that comes down to the fact that the Fuel EX 9.8’s Line Pro 30 carbon wheelset costs nearly $1,300 if you were buying it separately, and the carbon frameset alone would cost you $3,299 (admittedly, with the higher-end Fox Factory shock). So at least on paper, the Fuel EX 9.8’s build / price seems pretty reasonable, though Trek opted to spend a bit more on the wheels and cockpit, whereas some other brands put more money into suspension and stick to cheaper wheels, bars, etc.

Fit and Geometry

Going along with the updated trends of modern Trail bikes in the shorter-travel category, the 2020 Fuel EX has seen a geometry change like most new-gen bikes that can be summed up with the words of longer (reach / wheelbase), slacker (head angle), and steeper (seat tube angle).

The Fuel EX’s head angle has now dropped a degree to 66°, reach has been extended by 10-20 mm depending on frame size, and seat tube angle has gained a degree, now sitting at 75° for a steeper position while climbing. The Fuel EX also has a flip chip “Mino Link” that allows for a half-degree change in HA (66.5° in the high setting and 66° in the low setting) and a few mm change in bottom bracket height.

For reference, here’s the geo chart for the Fuel EX:

For sizing, I opted for a Medium frame. At 5’7”, I thought this was an optimal fit, excluding the spec’d 780mm-wide bars. That’s just a personal preference, but at my size I feel more comfortable riding something closer to 750 mm. But the good news is that you can always cut down bars (and can’t turn a smaller bar into a bigger one), and aside from that, the fit felt spot-on compared to other bikes in this category.

Something to take into consideration about sizing for the 2020 Fuel EX models — they have dropped female-specific bikes this year. They are currently implementing their motto introduced in 2019: “Awesome bikes for everyone.” Instead of having women’s-specific models like they did in previous years, they’re just offering more size options for all builds. Personally, I think this is a pretty cool change since Trek can now offer smaller riders more spec and color options from which to choose. Over all nine builds available for the Fuel EX, there are currently six different available sizes (XS, S, M, ML, L, & XL). The XS is only available with 27.5″ wheels, you can get a size S with 27.5″ or 29″ wheels, and the other sizes all come with 29″ wheels. Interestingly, the carbon versions of the Fuel EX are not currently available in the XXL size, though the aluminum versions are.

At first glance, the Fuel EX 9.8 seems like a shorter-travel Trail bike that’s more suited toward descending than ascending, given its slacker and longer geometry, beefier fork, and wider 2.6” tires. However, I don’t think those specific aspects really hinder the bike’s climbing abilities. The Fuel EX climbs fairly well for this class, and even though it’s not a super efficient ascender, it still gets the job done — especially with help from the pedal-assist lever on the shock (that lever has proven to be more important on the Fuel EX than on my Transition Smuggler ).

On longer ascents, the bike felt most efficient with the shock in the middle “trail” setting, which made the bike feel firm when needed without seriously compromising traction, and overall reduced the plush bob off the top of the stroke that I felt when the shock was in the open position. On the majority of my rides, I kept the shock in the middle trail setting, and only on mellow dirt roads did I feel like the shock needed to be fully locked out.

Approaching more committed and technical aspects of trail, I opted to leave the shock in the open position for added grip and traction. This is where the Fuel EX stood out in terms of climbing. The forgiving, plush shock just ate up the rocks and roots, offering little to no tire slip, all without requiring me to make many body-position adjustments to keep the bike on-line. Paired with the buttery smooth 1×12 XT drivetrain, the Fuel EX easily wheeled through punchy, technical climbs. The 29” wheels and 2.6” tires helped tremendously when it came to wheeling over variable terrain, though that wide of a tire also felt a bit sluggish while ascending smoother sections of trail where I would normally be carrying more speed.

While climbing through tight turns, I didn’t notice any steering interference from the Knock Block system, but I could see it possibly giving me some trouble when steering through a true hairpin section.

One thing I do want to point out is that I felt slightly off the back of the bike while seated, which is probably due to the not-extremely-steep 75° seat tube angle and also the positioning of the saddle. I’ll be tinkering more with the saddle and will see if that can alleviate this.

Right off the bat, I felt I was going to enjoy descending on the Fuel EX — everything about it looked like it’d make for a fun Trail bike on the down. I had the Mino Link flip chip in the low setting which put the head angle at 66° and was running my suspension a little on the faster side in terms of rebound, but nothing crazy. According to Trek’s suspension calculator, they recommended me running 30% sag in the rear. I set it up a little under that 30% number, hoping I would gain some support. For the fork, I ran about 65 psi since I like things to be a bit stiffer and was running the GRIP damper a few clicks past the midway point between open and firm (i.e., a bit closer to “firm” than “open”).

The first thing I noticed was how stable the Fuel EX felt during cornering. On flat corners, it was predictable and tracked incredibly well. On more bermed corners, I felt like it was encouraging me to really lean it over and weight the inside, letting me carry speed through the exit without much worry that it was going to slide out on me. In short, the Fuel EX’s predictability made cornering feel easier and it didn’t require me to be perfectly set up / prepared for any awkward transitions. Now with this being said, the combination of super tacky trail conditions and fresh rubber could have been helping, but I feel like that was just a small portion of it. For quick and tight maneuvers, the Fuel EX just handled well.

High-speed rocky sections of trail were where I started to notice the shock’s regressive damper. Similar to climbing with the shock fully open, the bike felt stuck to the ground. The normal chatter and feedback I get from my current trail bike (120mm-travel Transition Smuggler) were not there. This was a smooth and forgiving feeling, almost like a trophy truck’s suspension sucking up all the bumps and its tires maintaining contact with the ground at all times. The Fuel EX feels surprisingly planted and stable for a 130mm-travel bike.

When it came to riding with a looser style and pulling up off obstacles into blind landings, the Fuel EX sucked it up and muted the rough landing, recovering and keeping traction throughout, which was a pleasant surprise.

All that said, the Fuel EX’s plush feel definitely offers something different from my Smuggler, and that’s taken some adjustment on my end. The Fuel EX felt a bit “dead” in the high-speed chattery sections, whereas I’m used to the poppy feel and playfulness of the Smuggler, which lets me hop around or intentionally get kicked from rock to rock. The Fuel EX feels much more planted, and less poppy. I believe that some of this could come from the wider 2.6” tires, and maybe running sag percentage closer to 20% will let me get more pop out of the bike. But at least coming from the Smuggler, the suspension on the Fuel EX felt a bit “off” at first, though I think it’s something that more time and tinkering of the suspension / tire combo will likely solve.

Some Questions / Things We’re Curious About

(1) I’m very eager to play with different sag percentages on the Fuel EX’s Re:aktiv Thru Shaft shock. It will be interesting to see if there is actually a noticeable difference in responsiveness / pop, and more importantly, if it will make the bike feel better or worse. Noah Bodman found that the RE:aktiv shock on the Trek Remedy was very sensitive to air pressure, while the RE:aktiv shock on the Trek Slash was less sensitive, so what about the Fuel EX?

(2) How will the Fuel EX feel with lower-volume tires like a 2.5” Maxxis DHF and 2.3” Maxxis High Roller II?

(3) Is the Fuel EX a viable option for riders looking for a quiver-killer bike that they could use just about anywhere? Or is there any particular area / trail type / riding style for which the Fuel EX is best suited?

(4) How does the 2020 Fuel EX compare to other modern mountain bikes reviewed in the Trail category, such as the Yeti SB130 and Santa Cruz Hightower?

(5) Over long-term use, how will the Bontrager Line Carbon 30 wheelset hold up? And on that note, what about the new Shimano XT 12-speed drivetrain?

Bottom Line (For Now)

The 2020 Trek Fuel EX appears to be a solid revamp from its predecessor, now reflecting trends seen across all modern-day Trail bikes. After my initial time on it, it seems like a very capable, all-round bike. It seems to bring something a bit different to the table than many other shorter-travel Trail bikes, with an emphasis on stability, grip, and plushness over pop and playfulness. We’ll be getting much more saddle time with the Fuel EX to gain a better understanding of where the bike best performs and how capable it really is, so stay tuned for our full review.

8 comments on “2020 Trek Fuel EX”

Nice early review. I’ve been ripping around on a 9.9 since late October. Loving the uber-plush rear suspension, exactly as you described. Funny that the full floater design, but this bike is more plush than my 2017 was.

And the Fox 36 Grip2 is the perfect complement. Easily tuned from all plush, all the time for rugged xc stuff, right up to super-supportive for faster enduro-style descending.

Super interesting bike. Right off the bat, the need for a Knock Block and Trek’s insistence that their head tube to down tube configuration is stiffer just smacks of big brand proprietary gold plating. That said, Knock Block style technology will be helpful when the inevitable dual crown trail bike arrives from Trek or someone else. SLX-level brakes on a $6K bike seems a bit cheap. Conversely, carbon hoops on a $6K bike is pretty rad. Suspension manufacturer brand/model-specific tunes are nothing new. What is new is companies are beginning to market around this phenomenon. Ibis jumped headlong into that trend when they released the Mojo HD5 earlier this year. Trek seems to want that same splash. I think it’s a terrific development in mountain biking that we can start talking about the relative merits of different suspension qualities on the superficial marketing level rather than that subject being limited to the nerds among us.

I do have some questions in the future about this bike. 1) as a short travel quiver killer, is 2.6 the best rubber for the job? 2) is there A place in the market for a planted/plush short travel bike?

I agree that the Knock Block is questionable along with Trek’s statements on an overall stiffer frame. But without it, there would be major issues with frame damage due to the crowns smashing into that oversized and straight downtube. My biggest gripe with the Knock Block is Trek limiting customization to the cockpit. You have to use the Bontrager Knock Block specific stem unless you go through the hassle of ordering a special washer from Trek to then be able to install your stem of choice.

Yes, the Knock Block tech eliminates the crown from hitting the downtube, but let’s have some faith that we don’t start seeing short travel trail bikes with dual crowns….

Those are some great questions we will be taking into consideration with more time on the saddle. Off of a first impression, I think the 2.6 tires are overkill and it will be interesting to see how the bike preforms on lower volume rubber.

The Reaktiv valving truly is different, and not just a model- or brand-specific tune. Most like it. A bit like a Specialized Brain without the clunk. I liked the first versions several years ago, but still slightly preferred the DPX2. I friggin LOVE the latest version. Now it just has to pass the test of time. 30 or so hours so far, and holding up well.

I’m personally not a big fan of 2.6 rubber, but there is a bit of leftover racer in me. I run 2.4 front XR4 and rear XR3 for a snappier feel. The 2.6s are for trips to places like Moab, where a bit lower pressure adds up to less fatigue after a few days.

Great to hear that you’ve been enjoying your 9.9 EX (jealous of that Grip2 damper..) personally, I can’t wait to get more saddle time on the bike.

Did you notice a major difference in overall riding when switching to the lower volume 2.4 XR4/XR3 tires?

Yes, but there is a but. At the same time, I swapped from the Line 30 Carbon wheels to some Kovee Pro 30s. Between the lighter and narrower wheels, the bike feel snappier, and more nimble.

And yeah, the Grip2 damper is the schizzle!

Good to know, I’m sure rolling speed felt a bit faster as well. Thanks for the input Tom.

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The NEW 2023 Trek Fuel EX Gen 6

Trek Fuel EX release date: September 8, 2022

What type of mountain bike is the Trek Fuel EX?

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

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

Want to get the scoop on inventory?

Chat with us about availability

Or keep scrolling to compare and contrast each model.

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

Who’s it for?

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

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

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

Why you'll love it

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

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

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

Click to watch the Fuel EX video

What's new on the 2023 Trek Fuel EX?

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

More front and rear travel

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

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

Adjustable Geometry

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

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

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

Size specific builds

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

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

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

New frame features

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

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

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

Adjustable suspension progression

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

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

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

Trek Fuel EX Geometry

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

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

Trek Fuel EX Size Chart

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

*Size XXL available in alloy only.

2023 Trek Fuel EX For Sale

Shop all our Trek Fuel EX models

Or compare and contrast them at a glance below:

Fuel EX 9.9 XX1 AXS

Frame : Carbon

Fork : FOX Factory 36

Shock : Fox Performance Float X

Drivetrain : SRAM XX1 Eagle AXS

Brakes : SRAM Code RSC

Wheels : Bontrager Line Pro 30

Price : $10,749

Fuel EX 9.9 XTR

Fork : Fox Factory 36

Drivetrain : Shimano XTR M9100

Brakes : Shimano XTR M9120

Price : $9,749

Fuel EX 9.8 GX AXS

Fork : Fox Performance 36

Drivetrain : SRAM GX Eagle AXS

Brakes : SRAM Code R

Wheels : Bontrager Line Elite 30

Price : $7,699

Fuel EX 9.8 XT

Drivetrain : Shimano XT M8100

Brakes : Shimano XT M8120

Price : $6,249

Fuel EX 9.7 SLX/XT

Fork : Fox Rhythm 36

Brakes : Shimano M6120

Wheels : Bontrager Line Comp 30 

Price : $4,699

Fuel EX 8 XT

Frame : Aluminum

Wheels : Bontrager Line Comp 30

Price : $4,299

Fuel EX 7 Deore/XT

Fork : RockShox 35 Gold RL

Shock : Fox Performance Float EVOL

Brakes : Shimano MT420

Price : $3,699

Trek Fuel EX FAQs

Is the trek fuel ex a trail bike.

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

How does the adjustable headset work?

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

How much does a Trek Fuel EX weigh?

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

Do all Fuel EX frames use the same wheel size?

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

Is the Trek Fuel EX tubeless compatible?

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

What is the Fuel EX’s tire clearance?

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

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Trek Fuel EX Sizing Help

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

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

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

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

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

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

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

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

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

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

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

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Trek Fuel EX 9.7 29

• AUS $ NZD $ USD $ CAD $ GBP £ EUR €

Colour / Matte Sandstorm/Trek Black, Volt/Solid Charcoal

Size / 15.5 in., 17.5 in., 18.5 in., 19.5 in., 21.5 in.

Weight / 30 lb 1.5 oz (13,650 g)

At a glance

G2 geometry, Active Braking Pivot (ABP), Straight Shot frame design with Knock Block steerer stop, Full Floater, EVO link, Mino Link adjustable geometry, Control freak internal cable routing, Carbon Armor

Where To Buy

Specifications

• Frame OCLV Mountain Carbon
• Fork FOX Rhythm 34 Float, GRIP adjustable damper, 51mm offset, 110x15mm Boost thru-axle, 130mm
• Shock FOX Performance Float EVOL, RE:aktiv 3-position damper, 210mm x 52.5mm
• Hubs Bontrager Line Comp, 110x15mm Boost front, 148x12mm Boost 54 tooth Rapid Drive rear
• Wheels Bontrager Line Comp 30, tubeless ready (tubeless strips included)
• Wheel Size 29"
• Tires Bontrager XR4 Team Issue, tubeless ready, Inner Strength sidewalls, 120 tpi, aramid bead, 29" x 2.4"
• Chain 432mm, N/A, Truvativ Descendant Eagle, 32 tooth, direct mount, SRAM NX Eagle, 12-speed
• Crank Truvativ Descendant 6k Eagle DUB
• Bottom Bracket 344mm, SRAM DUB PressFit, 92mm
• Rear Derailleur SRAM NX Eagle, 12-speed, Roller Bearing Clutch
• Shifters SRAM NX Eagle, 12-speed
• Brakeset Shimano Deore M6000 hydraulic disc, Shimano Deore M6000 hydraulic disc
• Handlebar Bontrager Line, 35mm clamp, 15mm rise, 750mm width
• Saddle Bontrager Arvada, hollow chromoly rails
• Seatpost Bontrager Line, internal routing, 100mm travel (15.5"), 125mm travel (17.5"/18.5"), 150mm travel (19.5"/21.5"), 31.6mm, Standard single bolt, 31.6mm, Standard single bolt
• Stem Bontrager Line, 35mm clamp, 0 degree rise, Knock Block
• Grips Bontrager XR Trail Elite, alloy lock-on
• Headset Knock Block Integrated, sealed cartridge bearing

Q: How much is a 2019 Trek Fuel EX 9.7 29?

A 2019 Trek Fuel EX 9.7 29 is typically priced around $4,000 USD when new. Be sure to shop around for the best price, and also look to the used market for a great deal.

Q: Where to buy a 2019 Trek Fuel EX 9.7 29?

The 2019 Trek Fuel EX 9.7 29 may be purchased directly from Trek .

Q: How much does a 2019 Trek Fuel EX 9.7 29 weigh?

A 2019 Trek Fuel EX 9.7 29 weights 30 lb 1.5 oz (13,650 g).

Q: What size wheels does the 2019 Trek Fuel EX 9.7 29 have?

The 2019 Trek Fuel EX 9.7 29 has 29" wheels.

Q: What size 2019 Trek Fuel EX 9.7 29 should I get?

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