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Trek Marlin 5

• AUS $ NZD $ USD $ CAD $ GBP £ EUR €

Size / 13.5", 13.5", 15.5", 17.5", 18.5", 19.5", 21.5", 23"

At a glance

Where to buy.

Specifications

• Frame Alpha Silver Aluminum, internal routing, chainstay disc brake mount, rack and kickstand mount, 135x5mm QR
• Fork SunTour XCM, Size: XXS, SR Suntour XCM 30, coil spring, lockout, preload, 100mm QR, 100mm travel, 26'' wheel; Size: XS, SR Suntour XCT 30, coil spring, preload, hydraulic lockout, 42mm offset for 27.5'' wheel, 100mm QR, 80mm travel; Size: S, SR Suntour XCT 30, coil spring, preload, hydraulic lockout, 42mm offset for 27.5'' wheel, 100mm QR, 100mm travel; Size: M, ML, L, XL, XXL, SR Suntour XCT 30, coil spring, preload, hydraulic lockout, 46mm offset for 29'' wheel, 100mm QR, 100mm travel
• Hubs Formula DC-22, alloy, 6-bolt, Shimano 8/9/10 freehub, 135x5mm QR
• Wheels Size: XXS, Bontrager Connection, alloy, double-wall, 32-hole, 20mm width, schrader valve; Size: XS, S, M, ML, L, XL, XXL, Bontrager Connection, double-wall, 32-hole, 20mm width, schrader valve
• Wheel Size 29" 27.5"
• Spokes 14g stainless steel
• Tires Size: XXS, Bontrager XR2 Comp, wire bead, 30 tpi, 26x2.20''; Size: XS, S, Bontrager XR2 Comp, wire bead, 30 tpi, 27.5x2.20''; Size: M, ML, L, XL, XXL, Bontrager XR2 Comp, wire bead, 30 tpi, 29x2.20''
• Chain KMC , KMC Z8.3, 8 speed
• Crank Shimano , Size: XXS, Prowheel TM-CY10, 36/22, 160mm length; Size: XS, S, M, Shimano M315, 36/22, 170mm length; Size: ML, L, XL, XXL, Shimano M315, 36/22, 175mm length
• Bottom Bracket VP BC73, 73mm, threaded cartridge
• Front Derailleur Shimano Altus, Shimano Altus M315, 34.9mm clamp, top swing, dual pull
• Rear Derailleur Shimano Altus, Shimano Altus M310
• Shifters Shimano Altus, Shimano Altus M315, 8 speed
• Brakeset Tektro , Size: XXS, XS, S, Tektro HD-M276 hydraulic disc, short reach lever; Size: M, ML, L, XL, XXL, Tektro HD-M275 hydraulic disc
• Handlebar Size: XXS, XS, Bontrager alloy, 31.8mm, 5mm rise, 690mm width; Size: S, M, ML, L, XL, XXL, Bontrager alloy, 31.8mm, 5mm rise, 720mm width
• Saddle Bontrager Arvada, steel rails, 138mm width
• Seatpost Size: XXS, Bontrager alloy, 31.6mm, 12mm offset, 300mm length; Size: XS, S, M, Bontrager alloy, 31.6mm, 12mm offset, 330mm length; Size: ML, L, XL, XXL, Bontrager alloy, 31.6mm, 12mm offset, 400mm length
• Stem Size: XXS, Bontrager alloy, 31.8mm, Blendr compatible, 7 degree, 35mm length; Size: XS, Bontrager alloy, 31.8mm, Blendr compatible, 7 degree, 50mm length; Size: S, Bontrager alloy, 31.8mm, Blendr compatible, 7 degree, 60mm length; Size: M, Bontrager alloy, 31.8mm, Blendr compatible, 7 degree, 70mm length; Size: ML, L, Bontrager alloy, 31.8mm, Blendr compatible, 7 degree, 80mm length; Size: XL, XXL, Bontrager alloy, 31.8mm, Blendr compatible, 7 degree, 90mm length
• Grips Bontrager XR Endurance Comp, lock-on
• Headset Semi-integrated, 1-1/8''

Q: How much is a 2022 Trek Marlin 5?

A 2022 Trek Marlin 5 is typically priced around $669 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 2022 Trek Marlin 5?

The 2022 Trek Marlin 5 may be purchased directly from Trek .

Q: What size wheels does the 2022 Trek Marlin 5 have?

The 2022 Trek Marlin 5 has 29" and 27.5" wheels.

Q: What size 2022 Trek Marlin 5 should I get?

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Trek Dual Sport 2

• AUS $ NZD $ USD $ CAD $ GBP £ EUR €

Size / SM, MD, LG, XL

At a glance

Where to buy.

Specifications

• Frame Alpha Gold Aluminum, DuoTrap S compatible, internal cable routing, rack & fender mounts, post mount disc, kickstand mount, 135x5mm QR
• Fork SR Suntour NEX, coil spring, preload, hydraulic lockout, 100x5mm QR, 63mm travel
• Hubs Formula DC-22, alloy, 6-bolt, Shimano 8/9/10 freehub, 135x5mm QR
• Wheels Bontrager Connection, alloy, double-wall, 32-hole, schrader valve
• Tires Bontrager GR1 Comp, wire bead, 60 tpi, 700x40c
• Chain KMC X9
• Crank Forged alloy, 46/30, chainguard, 170mm length
• Bottom Bracket Sealed cartridge, 68mm
• Front Derailleur Shimano Acera T3000, 34.9mm clamp, top swing, dual pull
• Rear Derailleur Shimano Altus M2000, long cage
• Shifters Size: S, M, L, XL, Shimano Altus M2010, 9 speed; Size: S, M, L, XL, Shimano Altus M2010, 2 speed
• Brakeset Size: S, M, L, XL, Tektro HD-M275 hydraulic disc, 160mm rotor; Size: S, M, L, XL, Tektro HD-M275 hydraulic disc
• Handlebar Size: S, M, Bontrager alloy, 31.8mm, 15mm rise, 600mm width; Size: L, XL, Bontrager alloy, 31.8mm, 15mm rise, 660mm width
• Saddle Bontrager Sport
• Seatpost Bontrager alloy, 27.2mm, 12mm offset, 330mm length
• Stem Size: S, Bontrager alloy, 31.8mm, Blendr compatible, 7 degree, 70mm length; Size: M, L, Bontrager alloy, 31.8mm, Blendr compatible, 7 degree, 80mm length; Size: XL, Bontrager alloy, 31.8mm, Blendr compatible, 7 degree, 100mm length
• Grips Bontrager Satellite
• Headset 1-1/8'' threadless, sealed cartridge bearings

Q: How much is a 2022 Trek Dual Sport 2?

A 2022 Trek Dual Sport 2 is typically priced around $789 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 2022 Trek Dual Sport 2?

The 2022 Trek Dual Sport 2 may be purchased directly from Trek .

Q: What size 2022 Trek Dual Sport 2 should I get?

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FIRST RIDE REVIEW

The new trek fuel ex review.

Photos & Words by Dario DiGiulio

As mountain biking has evolved into what it is today, the trails we ride on have slowly but surely raised the bar of what modern bikes have to keep up with. Sure, some tracks have been sanitized over time, but there’s no question that the pointy end of the sport has kept pushing forward. As a result, trail bikes have had to pick up the pace to match the expectations of the average rider, leading to more capable and confident rigs with every new model. Stepping up to the plate, we have the evolved version of the Trek Fuel EX, Trek’s mainstay trail bike. This time it’s really meant to do it all, riding anywhere and doing anything. Being this adaptable can be a tricky task though, so has Trek painted themselves into a corner?

The new Trek Fuel EX breaks just about every mold that the prior generations had fit into, with a full-on redesign for the new model. The name of the game here is adaptability, whether in the geometry, the suspension kinematics, or even what size wheels you’ll run. Thanks to their Mino Link flip chip and two sets of press-in headset cups, you can shift the character of this bike drastically to suit your terrain and preference. As a result, it’s a bit hard to parse out the specific geometry of the bike (however Trek’s site features a geometry tool to let you do so), so I’ll just speak to it in its most neutral form, which is where many will likely settle. There are a whopping 8 size variations to this bike from XS to XXL, so it’s worth digging through the geometry tables to see which might suit you best. They’re all sporting 140mm of rear travel with a 150mm fork, upping the numbers on the prior generation by 10mm.

I’ve been testing the large frame, which puts the reach and stack at around 485mm and 621mm, which are in line with the majority of the industry right now. In keeping with the new Trek Fuel EX’s theme of being adaptable and capable. In its neutral-low setting, the bike comes with a 64.5-degree head tube angle and the effective seat tube angle sits at 77.2-degrees. Chainstays shift with the frame size, and on a large come in at 440mm. Thanks to the Mino Link flip chip, you can adjust bottom bracket height by 8mm up from the slammed 38mm drop in stock configuration, with a 0.6° steeper head tube and seat tube angle. The more significant head tube adjustment comes from the independent press-in headset cups that Trek supplies, which can steepen or slacken things by a full degree, giving a very wide range of handling characteristics. The last frame toggle is the progression flip chip, offering a simple more or less option to tailor the suspension feel and offer uncompromised coil shock compatibility.

As is trend right now, you can set the Fuel Ex up as a mullet, simply by popping a 27.5” wheel in the rear, swapping the Mino Link to high mode, and bumping up fork travel to 160mm. The bike comes stock as a 29er front and rear (or 27.5″ in XS and Small), so you’ll have to make this change on your own accord.

A notable thing lacking from the newest Fuel EX its the Knock Block – you’ll find no such thing on this frame. X-up fans take note, as this is a big move for the engineers in Waterloo, Wisconsin, and was necessary to achieve the headset adjustment range they wanted. Trek has also moved away from the RE:aktiv damper shock, now simply relying on an off-the-shelf model. Still included in the frames are the handy-dandy stash box in the down tube, with what I think might be the best weather sealing of any of the options on the market at this point, and a neat BITS tool roll.

Build kits come in as many flavors as the sizes, and the range of options is quite extensive, beginning at a respectable $3,699. I’ve been on the highest end build, the 9.9 AXS especial, coming in at a healthy $10,749. From Bontrager Line 30 carbon wheels, to the RSL one-piece carbon cockpit, to the XX1 drivetrain, just about everything is as nice as it gets, as you’d hope for this kind of money.

At my height of 6’3”, the geo combination of the Neutral-Low-More flip chip configuration on the large size makes for a really comfortable fit,  one that feels stable enough at speed while still remaining lively for your average trail. I started my time testing the bright yellow Trek up in Whistler, riding some gnarly rocky pedal-access trails around the Valley. This was a great context for deciding where I stood on the less or more progression debate, and I settled on the latter end of the spectrum. Increased bottom-out resistance and a more supple top of travel were worth a slightly punchier suspension feel, and I stand by that choice for most of the riding I have around me. On my home trails in Bellingham, the Fuel has been a choice companion for fast and fun rides in our local trail systems, where technical and engaging climbs lead to fast, rooty, and jump-filled descents. My general synopsis is that this is a bike that loves to ride fast, both up and down.

The climbing characteristics are comfortable and neutral, without wallowing too much or lacking grip in trickier terrain. Like many of the take-aways of the bike as it comes stock, things are extra-medium, in the best way. Compared to the new Hightower, the bike has slightly less support, but is significantly better in rough terrain and successive hits. Compared to the Stumpjumper EVO, the Fuel EX is definitely more of a trail bike, less of the all-mountain enduro-lite ride that the Specialized offers. All three bikes serve as a nice gradient from the lighter and sportier end of the trail spectrum to the burlier and more capable side of the category. Sitting pretty right in the middle is the Fuel EX, but I’m sure one could tweak it to either of the other extremes, given how much variability is baked into this frame.

Build kit notes are mostly positive, which you’d hope to see from the highest end build. My main gripe is with the Bontrager SE5 tires, which are some the least confidence-inspiring I’ve ridden in recent memory. The casing and tread pattern are fine, but the compound doesn’t seem to want to hook up anywhere, whether it’s dry loose terrain, rock slabs, and especially wet roots. This would be an immediate swap in my book, and I’d just keep the stock tires to run in the rear when conditions are dry and beat at the peak of summer.

The removable shuttle pad doesn’t seem to want to stay close to the frame, and bows out slightly when attached, giving the downtime a funny bulged look to it. One other frame annoyance has been a recurring suspension knock, despite chasing through every bolt in the linkage with a torque wrench. I still have yet to find the culprit, but luckily it’s not very noticeable when riding.

As a system, I’ve been more than impressed by Trek’s work on the new Fuel EX. Not only does it feel quick and confidant in the stock configuration, it also offers a whole host of layout options to better cater the bike to your preferences.

THE WOLF’S FIRST IMPRESSION

To close out our review of the new Trek Fuel Ex, it’s clear that Trek’s engineers and designers set out to design a bike that caters to that wide center of the market – the trail bike – where most riders spend their time, and where a bike can take many forms. In that goal, they found success. Sure some riders may feel the new Fuel EX has departed from what they were used to and liked about the bike, but many other riders will likely welcome the advancements in capability and confidence on the trail. The Fuel EX is a highly adaptable bike that feels comfortable in a really wide variety of terrain but doesn’t confuse itself for anything more or less. Bike riders, rejoice.

TREK FUEL EX 7

Price: $3,699.99

Frame: Alpha Platinum Aluminum, internal storage | 140mm Fork: RockShox 35 Gold RL | 150mm Shock: Fox Performance Float EVOL

Drivetrain: Shimano SLX/XT Brakes: Shimano MT420 4-piston

Wheelset: Bontrager Line Comp 30, Rapid Drive 108

TREK FUEL EX 8

Price: $4,299

Frame: Alpha Platinum Aluminum, internal storage | 140mm Fork: Fox Rhythm 36 | 150mm Shock: Fox Performance Float X

Drivetrain: Shimano XT M8100 Brakes: Shimano Deore M6120

TREK FUEL EX 9.7

Price: $6,249.99

Frame: OLCV Mountain Carbon, internal storage | 140mm Fork: Fox Rhythm 36 | 150mm Shock: Fox Performance Float X

Drivetrain: Shimano SLX/XT Brakes: Shimano Deore M6120

TREK FUEL EX 9.8

GX AXS Price: $7,699.99 XT Price: $6,749.99

Frame: OLCV Mountain Carbon, internal storage | 140mm Fork: Fox Performance 36 | 150mm Shock: Fox Performance Float X

Wheelset: Bontrager Line Elite 30, OCLV Carbon, Rapid Drive 108

GX AXS BUILD Drivetrain: SRAM GX Eagle AXS Brakes: SRAM CODE R

XT BUILD Drivetrain: Shimano XT M8100 Brakes: Shimano XT M8120

TREK FUEL EX 9.9

XX1 AXS Price: $10,749.99 XTR Price: $9,749.99

Frame: OLCV Mountain Carbon, internal storage | 140mm Fork: Fox Factory 36 | 150mm Shock: Fox Factory Float X

Wheelset: Bontrager Line Pro 30, OCLV Carbon, Rapid Drive 108

XX1 AXS BUILD Drivetrain: SRAM XX1 Eagle AXS Brakes: SRAM CODE RSC

XT BUILD Drivetrain: Shimano XTR M9100 Brakes: Shimano XTR M9120

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2022 Trek Rail 9.9 and 9.8 - The Most E, eMTB to Date 7

The 2022 trek rail 9.9 may be the culmination of every mtb technology shift we've been seeing..

T rek's newest update to the Rail 9.9 and 9.8 see a host of changes for 2022. From revised geometry to an abundance of technology, the 2022 Trek Rail might be the most E, e-bike we've laid our hands upon. Vital has only just taken custody of this new eMTB and in that time we've been flooded off the trails with rain. We'll be looking to log the miles and pit some challenges to the new Trek Rail in the coming months. For now, let's dig into the details of this electrified mountain bike. As a quick aside, the Rail 9.7 and lower will not be seeing any of these updates for 2022.

• 160mm (6.2-inches) front travel // 150mm (5.9-inches) rear travel
• Trek ABP suspension design
• Carbon frame
• 29-inch wheels
• Mino Link adjustable geometry
• Bosch Performance Line CX Motor - 85Nm
• 750Wh battery
• Bosch Smart system
• Boost 148 rear hub spacing with 12mm axle
• Custom RockShox Super Deluxe with ThruShaft
• Knock Block 2.0 - 72-degree turning radius and removable
• 34.9 Seat tube
• Air Wiz Fork and Shock integration (as tested)
• Tyre Wiz wheel integration (as tested)
• Weight - Rail 9.9 XX1 AXS: 50-pounds (size medium, no pedals)
• Price range: $5,599 - $13,499 USD
• Price: $13,499 as tested

We'll begin with what we know best, the bike portion. Trek's new Rail 9.9 gets an update to the geometry, bringing it more in line with the latest Slash. As riders may safely surmise, the Rail now sports a longer reach across all sizes and a steeper seat angle. While the growth is rather large, the Rail's reach numbers now sit among the average for bikes of equivalent sizing designations. The new 77-degree seat angle is steepish but not wild. We are good with that, as climbing with an e-bike takes a different approach and positioning than a mountain bike.

Through the use of the Mino link (flip chip) riders can put the Rail in the high setting and run a 27.5-inch rear wheel. The result is a bike that is .3-degrees more slack and slightly lower than the stock, 29er option in the low setting. Trek will be shipping the Rail in the low position but riders can run it in high for sharper angles and greater pedal clearance.

Trek has outfitted the new Rail with the same RockShox Super Deluxe ThruShaft shock found on the Slash . The customized approach to compression tuning was actually something we enjoyed, so we're pleased to see it show up on the Rail. Additionally so, because we were less than impressed with the unit on the prior Rail . Trek upped the ante though. Incorporated on both the rear shock and fork is an Air Wiz unit. This particular setup is a Trek exclusive and will not be available aftermarket or via other brands (as far as we know.)

Riders will download the SRAM AXS app and sync their phones with the shock units. By inputting your rider weight, the app will tell you how much air to put into the shock and fork. From there, a blinking LED light will go green with the proper pressure or red if you are outside the threshold of what is recommended. Riders can see how much pressure is in the fork or shock by accessing the app, rather than hooking up a shock pump.

With Flight Attendant so freshly on our minds, we had to know if there was more. There is no diagnostic or tuning feedback provided. The Air Wiz units are strictly a tool to visually check shock pressure and see if the setting is within the baseline recommended window. So no, this is not Flight Attendant "light."

Moar Wireless Syncing

Our test bike was not done with the blinking lights though. While in the AXS app, we went ahead and synced up the Tyre Wiz units to get our tire pressure set to the recommended levels. We tested these units some time ago but have yet to see them as part of an OE build. Just like the shock units, the wheels will flash green for go and red to indicate an issue. Just as with the suspension, riders can see their tire pressure via the AXS app, rather than connect a pump.

For a total of six synced parts, we linked up the SRAM XX1 AXS derailleur and shifter. We've covered SRAM's AXS system plenty and it goes without saying that we are familiar and always pleased to ride it. It would seem that the new Rail 9.9 is ushering in an era of digital integration into mountain biking. While we are seeing all of this for the first time in one place on an e-bike, there is nothing keeping this from being on your next mountain bike. Love it or not, we are here.

For the remainder of the parts, our Rail 9.9 saw some familiar faces. Bontrager's Line Pro 30 rims are light, fast, and super stiff. They toed the line during our last go with the Rail. We were also quite happy to see some new Bontrager rubber on our 9.9. Again, one of our chief complaints with our Rail during Test Sessions was the front tire's inability to contain the fury of this e-bike. The new SE6 looks to be a promising update.

It wouldn't be an e-bike without a motor and battery. Bosch recently launched its Smart System , which is specced on the new Rail. This system, along with a 750Wh battery should have riders going all darn day. Trek's slick removable battery system stays in place. Riders can quickly remove the battery with a key. The battery can be charged separately (not mounted) from the bike, or while installed.

The Bosch Performance Line CX motor puts out 85NM of torque, right in line with its competitors. Bosch offers four different power settings to suit riders' needs. Eco, Tour, and Turbo are the most familiar to non-Bosch users as they reflect what many systems offer. The differentiating setting is eMTB, just below Turbo. This is an adaptive setting that uses a variety of assistance based on rider input. Riders wanting more assistance, while still getting improved range can just put the bike in eMTB mode and let it run.

Mounted to the left side of the handlebar is a control module that lets riders navigate the new Kiox 300 display on the top tube. Smartly, when turning on the bike, there is a warning about distracted riding, much as we see in our automobiles today. Once you've dismissed the warning, riders can begin navigating the system. There's a bevy of information to be had here and a variety of diagnostic information.

The Kiox 300 screen can be easily dismounted by hand if riders prefer to not have the display or are doing some riding where the display is in the way (bikepacking, kid seat , etc). The Bosch system will still turn on and function like normal. With a bright LED display on the bar control unit, riders will know what mode they are in via color illumination. There is even a bar graph to show the battery level.

Want even more digital tools at your disposal? The Bosch smart system will sync with your phone via the Flow app and further integrate into other apps and tools. Riders will get diagnostic information, ride stats, and the ability to integrate into health apps.

As mentioned, only the Trek Rail 9.9 and 9.8 models are receiving the latest updates. That includes a total of five different builds. The Rail line has a total of ten different builds. We recommend heading to Trek's website to see what the full lineup consists of. For now, here is how the updated 2022 models are looking.

All of Trek's 2022 Rail 9.9 and 9.8 models will use the Bosch Performance Line CX motor with a 750Wh battery. Models below this tier will use the Bosch Performance CX Magnesium motor with 625Wh batteries (500Wh on the entry, Rail 5).

The Rail eMTB line starts out with the Rail 5, listing for $5,599 ($7,499 CAD). Riders can get into the updated 2022 Rail 9.8 GX just shy of the five-figure mark for $8,999 ($12,499 CAD). The Rail line tops out with our 9.9 XX1 AXS model at a scant $13,499 ($17,999 CAD).

We've touched upon all of the wild integrations and electro-wizardry of our top-tier Trek Rail 9.9. It does not stand alone, however, as Trek is also offering a Rail 9.9 XTR ($12,499) with the same Shock Wiz and Tyre Wiz integrations. The differentiating factor here is the obvious swap from the SRAM XX1 Eagle AXS to Shimano XTR 12-speed. Due to supply shortages, our test bike is equipped with a Bontrager dropper but customers will receive a RockShox AXS dropper while the XTR build will have the Bontrager dropper post.

Trek's Rail 9.8 series offers three different builds. The 9.8 line ditches the Wiz monitoring systems on the suspension and wheels. The fork moves from Ultimate to a ZEB Select+ while the rear shock is still a RockShox Super Deluxe Thru Shaft as found on the higher-end models. The key differentiating factor on each of the 9.8 models is the drivetrain. Trek is offering a GX Eagle, GX Eagle AXS, and Shimano XT. All three models use Bontrager Line Comp 30 wheels.

We've only been able to get the Rail out on a singular ride since its arrival. Bikes all across the industry are showing closer to the launch date, it's just how things are these days. In addition, our region has been getting pounded by rain, shutting down almost every trail. We did get out on one local moto trail. Being nothing but thirsty decomposed granite and solid rock, it runs best when wet.

Pressed for time between storms, we furiously pressed the control buttons until our Rail glowed red, indicating we were in Turbo mode. The soggy fire road ascent was no match for the Rail and we feverishly hummed up the hill at an easy 15mph. It has been some time since we rode the Bosch system and even though Shimano has upped its game, the Bosch just hits differently.

At the top of the initial climb, there is a short, fun descent that is pretty rowdy and has several natural doubles. Never missing a pedal stroke, we charged right in. Through the nasty bits and doubles, the Rail was making an odd sound. We assumed it to be a motor clack and carried on. After punching back up to what would be our actual descent, we reached for our water bottle. It was empty.

Upon inspection, we saw the shock was striking the bottom of the water bottle and had torn a hole in the bottom. The noise was not a motor clack, it was our bottle being torn asunder. With no room to adjust our 22-ounce Purist bottle any higher in the frame, we accepted our fate. The damage was already done and we at least knew the noise at this point. Size medium Rails will come with a spacer installed in the frame to get proper bottle clearance. Our test bike was missing this spacer, which resulted in the bottle damage.

Piloting the Rail 9.9 downhill was a blast. We were a bit mad at it for killing our Attitude Adjuster bottle, so we held no punches on our line. Only the most direct would do in the rock gardens. Much like a Sour Patch Kid , the Rail made nice with us and by the end of the descent, it was all hoots and hollers.

We are nowhere near drawing any conclusion on the 2022 Rail 9.9 but we will say there are immediate improvements over the prior model we tested. Bontrager's SE6 tire offers decidedly more grip than its predecessor. Additionally, Trek's new RockShox Super Deluxe ThruShaft kept its composure and was far more compliant than the older model.

To learn more about the 2022 Trek Rail line, head to Trekbikes.com

View key specs, compare bikes, and rate the 2022 Trek Rail  in the Vital MTB Product Guide.

View replies to: 2022 Trek Rail 9.9 and 9.8 - The Most E, eMTB to Date

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First Look: 2022 Trek Top Fuel - A Classic Reimagined

Cool Features

2022 Trek Top Fuel Review | All-new frame & geometry, with a whole new attitude

The not-so-minor details, 2022 trek top fuel 9.8 xt.

https://www.trekbikes.com/

- Brilliant trail-ripping geometry - Active and supportive suspension - Masses of cornering grip & stability - Refined and practical frame design - Downtube storage is a welcome addition

- Dropper post is sluggish - Wheels are solid but quite heavy - Carbon bars are harsh - Heavier than many of its competitors

Flow reviews the 2022 Trek Top Fuel

The Trek Top Fuel has long been known as the American brand’s flagship full suspension XC race bike, purpose-built to to compete at the very highest level of the sport. In more recent years however, the Top Fuel has steered in a different direction. With the short-travel Supercaliber taking over duties for World Cup XCO racing, Trek has softened the Top Fuel’s serious, race-focused persona, adding travel and bulking it up in the process.

For 2022, the Trek Top Fuel makes its biggest move away from its XC racing roots. Equipped with a brand new frame, an updated suspension design and some thoroughly modern geometry, the Top Fuel aims to retain the pert pedalling performance of its predecessor while significantly boosting its all-round capability. So, has Trek succeeded?

Watch our video review of the new Trek Top Fuel here:

Along with the active ABP suspension design and chunky tyres, there’s an exceptional amount of grip and support on offer for a 120mm travel bike.

Trek Top Fuel overview

Despite being all-new, the Trek Top Fuel retains its position in between the Supercaliber (the 60mm travel XC race bike) and the Fuel EX (the 130mm travel trail bike).

It’s equipped with a 120mm travel fork just like its predecessor, but rear travel has actually lifted by 5mm up to 120mm. This increase has been achieved with a longer stroke shock (50mm vs 45mm), and Trek has also flipped the orientation of the trunnion-mount. The rocker link now drives the shock via two sealed cartridge bearings to improve sensitivity.

You’ll no longer find a dual remote lockout on the Top Fuel, which leads to a vastly cleaner bike with fewer cables occupying your view from the cockpit. Along with the bigger shock, slacker geometry and 2.4in wide tyres, it is without doubt the most trail-oriented Top Fuel we’ve seen yet.

To put it into context, that sees it move away from the likes of the Orbea Oiz TR and the Canyon Lux Trail , and more towards the direction of the Santa Cruz Tallboy and Pivot Trail 429 .

A new, burlier chassis

Though it looks pretty similar, the Trek Top Fuel frame is all-new for 2022. It’s not so much a radical overhaul, but rather a collection of many small refinements that add up to a more practical package.

The chassis is notably beefier than its predecessor, with the seat tube diameter swelling to the new-school 34.9mm size. As well as increasing frame stiffness, the fatter seat tube is also shorter, allowing it to swallow a modern long-stroke dropper post.

The downtube is also larger, and it now features the integrated storage design we’ve seen employed on the latest Fuel EX and Slash. A latch underneath the bottle cage removes the trap door, providing you access within. A neat tool roll is included with the bike so you can carry a spare tube, levers and CO2. You could also fit a lightweight jacket in there along with some snacks.

Trek has updated the Knock Block headset, increasing the available turning radius from 58° to 72°. This provides you with greater freedom of movement on the trail, but still prevents the handlebar controls from smashing into the top tube. If you’re not into it though, the Knock Block is removable.

Also nice to see is a threaded bottom bracket shell for ease of maintenance, and the rear ABP pivot can now be tightened with a cassette tool. Also new for the Top Fuel is guided internal cable routing – poke the cable in at one end, and it’ll pop out the other, no fishing required.

Trail-leaning geometry

The 2022 Trek Top Fuel has received a series of geometry updates over the outgoing model, bringing it up to speed with other boundary-pushers in this travel bracket. Here are the key numbers;

• Head tube angle: 66°
• Seat tube angle: 76°
• Reach: 420mm (S), 450mm (M), 465mm (M/L), 480mm (L), 500mm (XL)
• Rear centre length: 435mm
• BB drop: 36mm

Compared to the old Top Fuel, the head angle has kicked back by 1.5-degrees and the reach measurements have gone up by 10mm. The seat tube angle has also steepened by 1-degree to improve the climbing position, while the chainstay length and BB drop remain the same.

The Top Fuel still features a Mino Link, but it’s now located at the lower shock eyelet. Bikes will come setup from the factory in the Low position. Flipping that into High will lift the BB height by 7mm and steepen the angles by 0.4°.

You can get even rowdier by fitting a 130mm travel fork, which will kick the head angle back to a very-slack 65.6° in the Low position. And for those wanting to push the needle further, there’s clearance to run 2.5in tyres.

Trek Top Fuel price & specs

We’ll see four Trek Top Fuel models coming into Australia this year – two with alloy frames and two with carbon. All Top Fuel models feature the same geometry, suspension design and travel. They’re all equipped with 29in wheels, and there are five frame sizes available from Small through to X-Large (the XS size with 27.5in wheels won’t be available in Australia).

Pricing kicks off at $3,499 AUD for the Top Fuel 5 and goes up to $8,299 AUD for the Top Fuel 9.8 XT that we have on test here. Additionally, Trek will offer a 9.9 spec via the Project One bike builder program.

You can check out the specs and prices for all those models down at the bottom of the page. Right now we’ll be diving straight into our experience of testing this bike here; the Top Fuel 9.8 XT.

• Frame | OCLV Mountain Carbon Fibre, ABP Suspension Design, 120mm Travel
• Fork | RockShox SID Select+, Charger 2 RL Damper, 44mm Offset, 120mm Travel
• Shock | RockShox Deluxe Ultimate RCT, 185x50mm
• Wheels | Bontrager Line Elite 30, OCLV Carbon Rims, 29mm Inner Width
• Tyres | Bontrager XR4 Team Issue 2.4in Front & Rear
• Drivetrain | Shimano XT 1×12 w/XT 30T Crankset & 10-51T Cassette
• Brakes | Shimano XT 4-Piston w/Ice Tech Rotors
• Bar | Bontrager Line Pro, OCLV Carbon, 27.5mm Rise, Width: 750mm (S), 780mm (M-XL)
• Stem | Bontrager Line Pro, 45mm Length
• Seatpost | Bontrager Line Elite Dropper, 34.9mm Diameter, Travel: 100mm (S), 150mm (M-M/L), 170mm (L), 200mm (XL)
• Saddle | Bontrager Arvada, Austentite Rails
• Confirmed Weight | 12.88kg (Large, Tubeless)
• RRP | $8,299 AUD

This differs from some other brands that utilise a single frame, and simply up-fork and up-shock it to create a slightly longer travel bike (like the Specialized Epic EVO and Orbea Oiz TR). The Top Fuel is not one of those bikes.

Trek Top Fuel sizing & fit

We put the new Trek Top Fuel into the hands of our tester Ben, who owns the current Top Fuel and has also spent considerable time on the Fuel EX. At 181cm tall, Ben’s been riding a size Large across all three bikes.

The Top Fuel is well-proportioned out of the box. The 480mm reach is very long, but it’s balanced nicely with a 50mm stem and the 76° seat tube angle. The Bontrager saddle is totally inoffensive, and we haven’t needed to shunt it into an extreme position just to get it comfortable.

The 760mm wide riser bars are a great match for this bike, and while it may not be totally necessary for all riders, the 170mm stroke dropper post is fashionably long for such a short travel bike.

Suspension & tyre setup

With the anodised sag gradients on the fork and shock, suspension setup is made easy. Weighing 80kg loaded up, Ben’s been running 180psi in the rear shock (26% sag) 80psi in the fork (20% sag).

The factory rebound tune for both the RockShox SID fork and Deluxe shock is quite light, so each rebound dial was set a couple of clicks slower than halfway.

Tubeless rim strips and valves come pre-fitted to the Bontrager wheels, and Trek kindly includes two bottles of sealant with the bike, making tubeless setup the breeze it should be. Pressures were set at 20psi on the front and 22psi on the rear.

Trek Top Fuel weight

Given its swollen proportions, the new Trek Top Fuel has gotten heavier. With the tyres setup tubeless, our test bike came in at 12.88kg without pedals. To put that number into perspective, here’s how it compares to some similarly-priced XC and Trail bikes we’ve recently tested;

• Canyon Lux Trail CF 9 – 11.22kg
• Merida Ninety-Six 8000 – 11.63kg
• Scott Spark 910 – 12.43kg
• Specialized Stumpjumper Pro – 12.84kg
• Trek Top Fuel 9.8 XT – 12.88kg
• Giant Trance Advamced Pro 29 1 – 13.38kg

Trek claims a carbon Top Fuel frame weighs 2.7kg including the rear shock, which puts it on the heavier side of things for a 120mm travel bike. The alloy frame is purportedly a whole kilo heavier again, with a claimed weight of 3.74kg.

The Top Fuel’s rolling stock is also a significant contributor to its overall mass. The Bontrager Line Elite wheels are heavy at 2,071g for the pair (with tubeless strips and valves). Incidentally, these are exactly the same wheels that came on the Slash 9.9 X01 , which is a full-bore enduro race bike.

Trek has also plumped up the rubber. The previous Top Fuel featured semi-slick XR3 tyres, but the new bike is now spec’d with 2.4in wide XR4 Team Issue tyres. They’re not overly heavy at around 800g each, though they do offer significantly better grip across a broader range of conditions.

What does the Trek Top Fuel do well?

From the very first ride the new Trek Top Fuel proved to be easy to get used to, with no quirks to the fit, handling or suspension.

The proportions are significantly broader compared to the outgoing Top Fuel, with the front wheel sticking out much further ahead of the rider. Despite the long reach however, the effective top tube length is basically identical to its predecessor, so the overall cockpit length remains the same.

The steeper seat angle is noticeable though, providing an improved climbing position with your hips placed further over the bottom bracket. As a result, less bum-shuffling is required on stem-chewing ascents.

Pedalling performance is also superb. Despite its burlier exterior, Trek is still prioritising pedal efficiency with the Top Fuel, with the main pivot positioned high and quite far forward of the bottom bracket. Anti-squat is claimed to hover around the 100% mark, and indeed the rear suspension clenches tightly under chain torque, propelling the whole bike forward with minimal energy loss.

Active suspension performance

Despite the trunnion bearing mount and the longer shock stroke, the rear suspension doesn’t feel radically plusher than its predecessor, which already offered great performance. It is noticeably more supportive though, particularly when absorbing square-edge hits at speed, and when returning to earth after boosting off a lip on the trail.

It’s worth noting here that many bikes in the 100-130mm travel bracket make use of a carbon flex-stay design, including the Canyon Lux Trail, Merida Ninety-Six, and Specialized Stumpjumper. As well as being simpler, flex-stay designs are typically lighter too.

In comparison, the Top Fuel sticks with a genuine four-bar platform based around the ABP suspension design. Trek claims the ABP pivot helps to isolate braking forces from the suspension, and indeed it does result in less skipping and skidding when you’re on the brakes on loose, rocky descents.

With all the pivot points rolling on steel ball bearings, the suspension is more active and possesses a more consistent feel to both compression and rebound damping when compared to a flex-stay design. Yes it’s heavier, but the Top Fuel offers notably more active suspension performance, with excellent traction on loose climbs and better reactivity across chattery rock gardens. It’s very impressive for a 120mm travel bike.

Look out Fuel EX!

The geometry is also brilliant, and the handling really sets it apart from the outgoing Top Fuel.

Cornering performance has improved, with more grip courtesy of the longer front end and those XR4 tyres. These are great all-rounders, with a supple casing and surprisingly decent rolling speed given their size and tread pattern.

The new Top Fuel is also much more composed on rough and fast descents. Thanks to the longer reach and slacker head angle, the overall wheelbase length has grown by almost 40mm. That’s huge, and it offers a vastly more planted feel at speed. Along with the big tyres and active suspension, this really is a solid little trail bike.

In fact, the geometry updates kind of make the Fuel EX look a little outdated. The two bikes now share the same head angle, and the Top Fuel has a 10mm longer reach and a steeper seat angle. The front end is quite a bit higher on the Fuel EX though, and that does inspire more confidence on really steep descents.

As mentioned earlier though, it’s possible to fit a 130mm fork to the Top Fuel, which would lift the front end and actually make it slacker than the Fuel EX. Indeed there’s now quite a bit of overlap between the two platforms, leaving us to ponder what could be in store for the next generation Fuel EX.

What does it struggle with?

You’ve likely gathered that the new Trek Top Fuel is more of a muscly trail ripper than a spindly XC featherweight. While it may carry over the name, it’s evolved into quite a different bike compared to its racier ancestors.

The lack of a remote lockout results in a much cleaner cockpit, and we like how it signals the Top Fuel’s commitment to its trail riding intentions. However, it may disappoint those riders and racers who prefer having an instantaneous sprint button at their fingertips.

Indeed with all the updates, and the fact that the new Top Fuel has double the travel of the Supercaliber, there is now an even bigger gap between these two bikes. Riders who are still interested in some part-time XC racing, but aren’t sold on the Supercaliber’s sharp geometry and proprietary IsoStrut suspension design, may be turned off by the Top Fuel’s new attitude.

Of course you could easily inject some speed with some lighter and faster-rolling tyres, like Bontrager’s XR2. There’s also around half a kilo to be saved in the wheelset, which would make a significant difference to the Top Fuel’s acceleration and climbing enthusiasm.

You could also flip the Mino Link into the High position to steepen the angles. In that guise, with lighter wheels and faster tyres, the Top Fuel would make for a comfortable and confidence-inspiring option for those wanting to sign up for the odd endurance race or multi-day event. If you’re serious about your XC racing though, this is not the bike for you – you’ll be wanting to look at the stupendously efficient Supercaliber for such endeavours.

Component highs & lows

The 2022 Trek Fuel 9.8 XT is a solid package out of the box, especially when you consider it comes in $1,600 cheaper than the 2021 model. And that’s with a pretty much identical build kit. How has a new bike gotten cheaper in the midst of a global pandemic and industry-wide component shortages? Heck knows!

There’s not a lot to be said about the Shimano XT groupset – it works, it’s solid, and it’s easy to tune. The I-Spec mounts offer plenty of adjustability for getting the brake and shift levers into the right spot, and the integrated dropper lever is a nice touch too.

The RockShox suspension isn’t quite as sensitive as the Fox equivalent, particularly the SID Select+ fork, which felt a little stickier than we expected. Otherwise the fork and shock perform well, and the ease of setup is great.

The Bontrager dropper post works fine, but the action is sluggish compared to some of its competitors. And while the carbon handlebars offer a nice profile, having spent a lot of time on OneUp handlebars lately, the Bontrager Line Pro feels considerably harsher in comparison.

We’ve had excellent long-term experience with Bontrager’s latest Line Pro & Line Elite carbon wheels , which feature thick carbon beads that are designed to increase impact strength while also reducing the chance of pinch-flats. They’re totally solid and come with an excellent crash-replacement guarantee, while the buzzy 108pt engagement freehub delivers rapid pickup at the pedals. As mentioned earlier though, they are heavy, providing an opportunity to drop significant weight with a wheel upgrade.

Otherwise we’ve been impressed with the frame finish so far. The Mino Link is simple and effective, the Knock Block is totally unnoticeable on the trail, and we’re big fans of the built-in storage from the Burrito Box. Or is it the Kebab Cave? Maybe a Sausage Roll Hole? Sushi Shaft? Cannoli Cavity? Hot Dog Hollow? Spring Roll Room?

Alright, alright! We’ll show ourselves the door…the door that leads into the Spring Roll Room – ha!

Flow’s Verdict

Tying together a whole suite of updates to the frame and suspension design, there are no doubts that the new Trek Top Fuel is a more capable bike than its predecessor. It’s still very efficient, but having adopted a more progressive approach to its geometry, it delivers a significant improvement in stability. Along with the active ABP suspension design and chunky tyres, there’s an exceptional amount of grip and support on offer for a 120mm travel bike.

With all those changes, the Top Fuel moves even further away from the Supercaliber. And for some riders, that gap will be a little too wide.

Trek seems happy to have a clear delineation between the two platforms though. This differs from some other brands that utilise a single frame, and simply up-fork and up-shock it to create a slightly longer travel bike (like the Specialized Epic EVO and Orbea Oiz TR). The Top Fuel is not one of those bikes.

Instead of being a long-legged Supercaliber, it’s really a shrunken-down Fuel EX, albeit one with more contemporary geometry. And having ridden both bikes, unless you really need the extra travel of the Fuel EX, this is arguably the better option.

Sure it may have put off the weight-weenies and lockout-lovers, but there’s no denying that the Top Fuel has broadened its appeal to an even wider range of riders, and we reckon it’s more fun as a result.

2022 Trek Top Fuel 9.9 XTR

• Fork | Fox 34 Step-Cast, Factory Series, FIT4 Damper, 44mm Offset, 120mm Travel
• Shock | Fox Float DPS, Factory Series, 185x50mm
• Wheels | Bontrager Line Pro 30, OCLV Carbon Rims, 29mm Inner Width
• Drivetrain | Shimano XTR 1×12 w/e*thirteen TRS Race Carbon 30T Crankset & 10-51T Cassette
• Brakes | Shimano XTR Race 2-Piston w/Ice Tech Rotors
• Bar | Bontrager RSL Integrated, OCLV Carbon, 27.5mm Rise, 820mm Width
• Stem | Bontrager RSL Integrated, OCLV Carbon, Length: 35mm (S), 45mm (M-XL)
• Saddle | Bontrager Arvada Pro, Carbon Rails
• RRP | $14,199 AUD

2022 Trek Top Fuel 9.7

• Fork | Fox Rhythm 34, GRIP Damper, 44mm Offset, 120mm Travel
• Shock | Fox Float DPS, Performance Series, 185x50mm
• Wheels | Bontrager Line Comp 30, Alloy Rims, 29mm Inner Width
• Drivetrain | Shimano SLX/XT 1×12 w/Deore 30T Crankset & 10-51T Cassette
• Brakes | Shimano SLX 4-Piston
• Bar | Bontrager Line, 27.5mm Rise, Width: 750mm (S), 780mm (M-XL)
• Stem | Bontrager Elite, 45mm Length
• Seatpost | TranzX Dropper, 34.9mm Diameter, Travel: 100mm (S), 150mm (M-M/L), 170mm (L), 200mm (XL)
• Saddle | Bontrager Arvada, Steel Rails
• RRP | $6,299 AUD

2022 Trek Top Fuel 8

• Frame | Alpha Platinum Alloy, ABP Suspension Design, 120mm Travel
• Fork | RockShox SID, Rush RL Damper, 44mm Offset, 120mm Travel
• Brakes | Shimano Deore 4-Piston
• RRP | $5,299 AUD

2022 Trek Top Fuel 5

• Fork | RockShox 35 Silver RL, Motion Control Damper, 44mm Offset, 120mm Travel
• Shock | X-Fusion Pro 2, 185x50mm
• Wheels | Bontrager Alloy Hubs & Alex MD35 Rims
• Drivetrain | Shimano Deore 1×12 w/Deore 30T Crankset & 10-51T Cassette
• Brakes | Shimano MT200 2-Piston
• Bar | Bontrager Comp, 15mm Rise, 750mm Width
• Stem | Bontrager Rhythm Comp, 50mm Length
• Seatpost | TranzX Dropper, 34.9mm Diameter, Travel: 100mm (S), 150mm (M-M/L), 170mm (L-XL)
• RRP | $3,499 AUD
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• As it happened: Sprinters take their last chance on the Vuelta a España stage 17

Trek's new Domane is lighter, simpler, and racier than ever

And it's joined by the return of the race-ready Domane RSL

It's been an open secret for what seems like forever, but today, 145 days after it was ridden to Paris-Roubaix victory by Elisa Longo Borghini in April, the covers are finally being lifted off the all-new 2023 Trek Domane. 

It marks Trek's second major road bike launch in the space of three months, and it includes the mid-tier Domane SL, the top-tier Domane SLR, as well as the return of the race-ready limited edition Domane RSL (Race Shop Limited). 

Unlike Trek's other recent launch, which saw the all-aero Madone given some frankly wild design ideas (it had a hole in the seat tube), the new Domane appears to have gone in the opposite direction, favouring simplicity and weight savings instead of its usual tact of ride-smoothing technology. 

Domane's new direction

Ever since its inception, the Trek Domane has used IsoSpeed decouplers to smooth out the road and boost compliance. The original Domane, launched in 2013, introduced the technology and had an IsoSpeed decoupler integrated into the seatpost cluster, allowing the seatpost to flex independently from the frame. 

Each iteration since has expanded upon this technology. The second generation, launched in 2017, made it adjustable while adding a second IsoSpeed to the front. In 2020 for the third generation, the technology was refined and remained a core part of the bike's identity.

Fast forward to today's launch of the fourth generation, and it appears that Trek has taken an altogether different approach. The front IsoSpeed decoupler has been removed entirely, and while it does remain at the rear, the newly refined iteration is much simpler, and no longer adjustable.

Thanks to the removed decoupler, as well as an upgrade to Trek's latest 800 Series OCLV carbon, the new Domane is said to be the lightest ever, more than 300g lighter than its predecessor. 

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The 800 Series OCLV carbon fibre layup was first introduced in 2020 with the Emonda SLR and recently applied to the Madone. It will feature on the Domane SLR – an improvement from the 700 Series found on the current model – as well as the RSL. The Domane SL will retain the 500 Series carbon that features on the current model. 

The new approach from Trek continues through the development of the frame's tube shapes, which have been given an aerodynamic overhaul as the Domane gets racier than ever. Updated kammtail tubing has been applied throughout the frame, and a more conventional D-shaped seatpost replaces the two-part mast-and-seatpost system found on the outgoing model. 

Up front, a refined two-piece cockpit sees cabled integrated beneath the stem and into the top of the head tube, rather than through the top tube as per the outgoing model. The new cockpit might appear similar in design to the one found on the new Madone, but differences in cable routing from the stem to the frame mean that unfortunately, the new, narrower cockpit is not compatible here. 

Trek hasn't made any specific aerodynamic claims for the Domane, but these updates alongside the reintroduction of the Domane RSL (last seen in 2017) point to a renewed focus on race performance for the Domane, rather than the bump-smoothing Rolls Royce Phantom of before. 

Versatility remains

It's not all about racing though. Well, it is if you opt for the RSL, but we'll go into that in more detail later. The SLR and SL models both retain considerable attention to versatility. That comes in various forms, including the storage compartment that lives within the down tube, the hidden mudguard mounts that adorn the fork and rear triangle, and the new mounting point on the top tube for a small bag, allowing neat integration of extra storage on longer rides. 

These two models also retain the ability to handle 38mm tyres, although, with mudguard fitted, this does drop to a still-ample 35mm of space. They also continue to use Trek's 'H2' geometry, aimed at endurance riding with a taller head tube and shorter reach than an equivalent size Madone or Emonda. 

RSL returns

As mentioned, the latest launch sees the return of the RSL [Trek's highest level 'Race Shop Limited' tier of bikes and components], which was previously seen in the second generation Domane, and is the model that was ridden to 1st and 3rd at Paris Roubaix Femmes. If you do choose the Domane RSL, you'll be getting a bike that's arguably closer to the latest Emonda than the outgoing Domane. 

Most notably, that means a switch to Trek's more aggressive H1.5 geometry, which matches that of the Emonda and Madone. We've highlighted the difference in the image above. But that's not all that's different, the RSL also eschews the downtube storage compartment in a move that saves 100 grams on the frame alone. The hidden mudguard mounts are also gone, and the 38mm tyre clearance shrinks to 35mm due to adjusted frame shapes which also result in a reduction in weight. 

Interestingly, the SLR and SL models are limited to a maximum chainset size of 52/36T (or 50T when running 1x), whereas the RSL can handle chainsets up to 54/40T and 54T single rings. 

Compatibility and frame specs

On the subject of limitations, all new Domane models can be used with mechanical groupsets, with full cable housing - they're not limited to electronic drivetrains like the Madone - but they do see a limitation with certain front derailleurs. Notably, because the frame does not have a front derailleur housing stop, it is only compatible with derailleurs that have this built-in. This includes Shimano, but excludes SRAM. 

Home mechanics can rejoice as Trek is continuing to spec threaded T47 bottom brackets, in a move that follows the trend that actually began with the previous Domane launch back in 2019.

Tubeless fans can also rejoice - as well as fans of things just being kept simple - as each and every model from the new Domane range will be shipped with tubeless-ready wheels (at different spec points based on price, of course) set up as such, complete with tubeless valve and sealant preinstalled and ready to ride.

Trek Domane 2023 builds and pricing

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Josh is Associate Editor of Cyclingnews – leading our content on the best bikes, kit and the latest breaking tech stories from the pro peloton. He has been with us since the summer of 2019 and throughout that time he's covered everything from buyer's guides and deals to the latest tech news and reviews. 

On the bike, Josh has been riding and racing for over 15 years. He started out racing cross country in his teens back when 26-inch wheels and triple chainsets were still mainstream, but he found favour in road racing in his early 20s, racing at a local and national level for Somerset-based Team Tor 2000. These days he rides indoors for convenience and fitness, and outdoors for fun on road, gravel, 'cross and cross-country bikes, the latter usually with his two dogs in tow.

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First off, pricing details: while all the regular-sized monthly releases will be available for direct purchase at $65 USD each (a month after subscriber deliveries go out), fans who subscribe to the new  Official Starships Collection program will receive each monthly ship for $55 USD each — with an additional $10 discount on the first delivery.

Ship #1 will be the Constitution III -class  USS Titan (NCC-80102-A), which will measure 8.6″ in length, and is expected to ship to model-program subscribers in November 2024. The ship will later be available for direct purchase to non-subscribers in December.

Ship #2 is the Sagan- class  USS Stargazer   (NCC-82893) at 7.9″, which will ship to subscribers in December 2024 — and will be available for direct purchase in January 2025.

Ship #3 will be the previously-announced Bellerophon -class USS Farragut (NCC-1647) from  Strange New Worlds , likely to follow in January 2025 and measuring 7″ long.

Ship #4 will be the Odyssey -class  USS Enterprise-F in XL size (see below), Ship #5 will be Beverly Crusher’s S.S. Eleos XII, and Ship #6 will be Vadic’s deadly Shrike warship.

In addition to all that, Fanhome also unveiled their plans for XL-sized models, which will be about 2 inches larger than the monthly regular releases. Every fourth release in the new Fanhome program will be an XL-sized ship, with these models kicking things off:

Ship #4 will be the  Odyssey- class USS Enterprise- F as seen in  Picard Season 3, Ship #8 will be the  Constitution III- class  USS Enterprise- G from “The Last Generation,” Ship #12 will be the  Lamarr- class  USS Voyager- A from  Star Trek: Prodigy , and Ship #16 will be the  USS Protostar from  Star Trek: Prodigy.

XL-sized starships will cost $95 each for direct purchases, and $85 each for subscribers.

For those of you who do sign up for the subscription program, Fanhome has already revealed the first of five gifts that will ship out as bonus items as the program proceeds.

Accompanying the third delivery will be a binder for the included magazines and a raktajino mug ; the fourth delivery will include an LCARS graphic reproducing the Titan’s turbolift display ; a reproduction of the USS Titan dedication plaque will come with a subscriber’s tenth delivery; and the twentieth delivery will include the  Pathfinder -class USS Eaves , named for  Trek starship designer John Eaves.

At present, the Fanhome program is not expected to reproduce models previously released through Eaglemoss’ years of starship production… but they already have 20 ships in their initial release slate (14 more than already announced today), with expectations that more ships from  Star Trek: Discovery ,  Star Trek: Picard, Star Trek: Lower Decks, Star Trek: Strange New Worlds , and  Star Trek: Prodigy will all be included.

Additionally, right now the ships are only going to be available for subscription to residents of the United States and the United Kingdom, but that may expand once the company’s e-shop opens later this year.

For those of you headed to New York Comic Con in October, expect to see Fanhome’s first in-person display of their new Star Trek model line at Booth #1445 — with more reveals expected during the show.

For more information on Fanhome’s plans, preorder your subscription program, and more, head over to the Fanhome regional websites — for USA residents  and for  UK residents — today.

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Trek’s new road bike: what is it and what do we know so far?

Trek is set to launch a new road bike that was ridden to victory on its debut outing by Lidl-Trek’s Mads Petersen in the Dauphiné yesterday, but what is this new bike that appears to say both 'Madone' and 'Emonda' on the top tube, and what do we know about it so far?

It looks a lot like the seventh-generation Trek Madone which was introduced two years ago, but put them alongside one another and they resemble ‘before’ and ‘after’ photos from WeightWatchers. Everything on the new bike is shallower.

> New Trek Madone breaks cover at Dauphiné… or is it an Emonda?

Down tube, seat tube, head tube, seatstays, chainstays, fork legs: they’re all shallower. It’s easier to tell you what doesn’t look slimmed down: the top tube.

What remains, though, are the mahoosive hole in the seat tube and the cantilever frame design (where the top of the seat tube is connected to the top tube and the extended seatstays, but not directly to the lower section of the seat tube.)

When introduced on the seventh-generation Madone, Trek called this its IsoFlow design, and we’re assuming that name will remain. At that time, Trek’s senior design engineer Alex Bedinghaus said, “We can accelerate the air around the head tube and into this low-pressure zone behind the rider, making the rider and bike more aerodynamic and faster. 

“It also has this cantilevered seat tube and really optimises weight, aerodynamics and compliance. It’s a unique solution that gets us to a lighter weight system than what we had before, and beats our aerodynamic goals by quite a bit.”

It looks like Trek is sticking with the same technology on the new bike, but that it has been on a quest to reduce weight. We’re saying “looks like” because Trek has told us absolutely zilch, so what can we work out for ourselves?

You probably know that brands want to release their new bikes on a certain date for maximum impact, so they usually provide media organisations with material ahead of time under embargo. In other words, they’ll give us information and sometimes a bike to try out on condition that we don’t talk about it until a specified day. Fine.

However, pro teams sometimes use bikes before the public launch date, and this is where a little game ensues. It’s okay, everyone is in on it. 

The media wants to know about unreleased bikes because we want to tell you all about them first, and also because we’re professional nosey parkers, so we head off to races like the Critérium du Dauphiné where they’re likely to be. Once a bike is out there publicly, it’s fair game. A brand can’t very well use a bike in a big race – especially one that’s televised internationally – and then complain about publicity (I mean, sometimes they do complain, but that’s not the way the world works, is it?).

Brands know we’re going to be on the lookout, so a game within a game can ensue and things can turn a bit meta… like with the new Trek. 

It’s a Madone. It’s written there in yellow letters on the top tube. However, adjust your eyes a bit and you can see that underneath the Madone name, it also says Émonda in orange/red letters.

Plus, you can see that ‘Madone’ is written on a sticker that has been added on top of the paint. Is the Émonda lettering on the same sticker, or is it written on the frame with a clear Madone sticker over the top?

This is all getting weird. If Trek didn’t want everyone to see the word ‘Émonda’, it could easily have ensured it was completely blocked out. Trek is a huge company with an annual global revenue of more than $1 billion; it could sort out a few opaque stickers or a spare Sharpie. We’re pretty sure that we’re supposed to be able to read both Madone and Émonda, so what’s going on here?

As mentioned, the new bike looks like a slimmed-down seventh-generation Madone. No one could dispute that. Trek’s IsoFlow system has so far been unique to the Madone. 

Could it be that Trek is keeping the seventh-generation Madone in the range – the one that was launched a couple of years ago – and transferring the tech in a more lightweight form to its Émonda platform? It’s a possibility. We were certainly expecting a new Émonda this year, the last update having been in 2020.

> All-new Émonda gets aero to become "Trek’s fastest climbing bike ever" – and it's disc brake-only 

On the other hand, could it be that Trek is introducing a lightweight Madone just two years after the previous one? That’s also possible, although brands usually keep a top-level platform in their range for at least three years, sometimes much longer (each design needs a long enough shelf-life to offset the R&D costs). But where would that leave the non-updated Émonda? Either treading water or discontinued. 

This second option is what we’d begun to think was happening, but here’s what we now reckon... Trek is merging the Madone and the Émonda platforms and going down the ‘one bike to rule them all’ route with an entirely new name.

A few years ago, most brands had a lightweight road bike and an aero road bike at the top of the race range, right? Some never divided things up this way – Pinarello has always had just the Dogma, for example – and others continue with this two-pronged approach (Giant still has the Propel and the TCR, for instance, Merida has the Reato and the Scultura, and there are many other examples) but there has been a trend towards a single top-end road bike since Specialized launched the Tarmac SL7 in 2020. 

This was a sub-6.8kg bike with as little drag as Specialized’s Venge aero bike. The idea was that we no longer needed to choose between light weight and top-level aerodynamics, and that’s hugely attractive from a consumer’s point of view. Two bikes for the price of one? Who doesn’t like the sound of that?

> New Tarmac SL7: lightweight AND super aero, says Specialized

Many other brands have followed suit and lightweight aero bikes have become super-popular over the past few years. 

> One bike to rule them all: why lightweight aero bikes are now THE essential race weapon  

The seventh-generation Trek Madone SLR was launched in 2022 with a frame weight of just under 1,000g, and a fork weight of just over 400g. In race bike terms, that’s a lot more than a Specialized Tarmac SL 8, which has a claimed weight of 685g in its lightest Satin Carbon colourway. 

Our guess is that Trek feels the market has shifted over the past few years to a point where people expect aerodynamic efficiency and low weight in a single bike. Offering one or the other is no longer an option, hence the merging of the Madone and the Émonda.

On top of that, Trek plans to “right size” by cutting spending by 10% and reducing the number of individual products it offers by 40% over the next two years. How do we know that? Because the bossman said so. Trek’s stock-keeping units (SKUs) in the 2026 model year will be 40% lower than in the 2024 model year.

> The bike industry is "in chaos" says boss: so what do Trek’s plans to ‘right size’ mean for the industry… and you?  

When we reported that back in March, we said, “We’re unlikely to see the demise of the Madone, Emonda or Domane anytime soon.”

We’ve changed our mind on that one. Merge two bike lines and you chop a load of SKUs at once. If that’s your overall goal, it makes a lot of sense.

Is the new bike a Madone or an Émonda, then? It can’t be both, but it could be neither. We notice that both platforms have disappeared from Trek's Project One custom program , adding weight to the idea that they could be on the way out of the lineup altogether. The only road bike you can now buy through Project One is the Domane. 

Naturally, we checked the UCI stickers on the frames of the Lidl-Trek bikes, just in case. Unfortunately, they just said ‘prototype’. Goddam it! They’re one step ahead of us.

It doesn’t take a genius to work out that Madone, Émonda, and Domane are anagrams of one another. Maybe we’re in for another re-working of those letters, then. Daemon? Unlikely. Moaned? Definitely not.

Could Trek smash the names together? Edmonda? Madonda? Mix it up a bit: Madonna. That’s just being silly. Madame? Equally daft. Madman? Enema? Hmm, these are all miles off the mark, aren’t they?

On the trip back from the Dauphiné, video guy Andrew came up with Trek Andromeda. You have to find an extra ‘r’ somewhere, but it kind of fits the bill. It’s our best guess at the moment.

What do you think? Are we on the right track, or do you have any other suggestions?

Whatever this new bike is called – Madone, Émonda, Andromeda, or whatever – we’re expecting a public launch this side of the Tour de France simply because it would be mad to miss that boat.

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Mat has been in cycling media since 1996, on titles including BikeRadar, Total Bike, Total Mountain Bike, What Mountain Bike and Mountain Biking UK, and he has been editor of 220 Triathlon and Cycling Plus. Mat has been road.cc technical editor for over a decade, testing bikes, fettling the latest kit, and trying out the most up-to-the-minute clothing. He has won his category in Ironman UK 70.3 and finished on the podium in both marathons he has run. Mat is a Cambridge graduate who did a post-grad in magazine journalism, and he is a winner of the Cycling Media Award for Specialist Online Writer. Now over 50, he's riding road and gravel bikes most days for fun and fitness rather than training for competitions.

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If you look again and just read what's there, you'll see it's clearly an Emmadonondae.

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A lot of water has passed under the bridge since Trek first named their lightest OCLV bike after the hill where Lance tested the efficacy of his doping program. Naming supsequent models with anagrams for Madone has gotten tiresome. I wish they'd come up with something new. Interestingly, except for the H1.5 stack, they haven't changed the bike's geometry since 2008. As for the rest of the bike, well, I'm glad they finally gave up on Isospeed and fat tubes.

Agree. I would think they would rather remove all ties to Lance. Madone only came about due to it being a favoured climb of his. Plenty of other cols they could use instead. 

What ever it is, When Mas is riding it- it looks fantastic

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