trek supercaliber 9.8

2024 Trek Supercaliber Review | A striking & deadly efficient short travel XC race bike

The not-so-minor details, 2024 trek supercaliber slr 9.8 gx axs.

https://www.trekbikes.com

From $8,999 AUD ($11,999 AUD as tested)

- Beautifully sleek & distinctive frame design - Ruthless pedal efficiency - Hardtail-like handling response - Great small-bump sensitivity & grip - Dropper post standard on all models - Unrivalled mud clearance

- IsoStrut lacked lubrication oil from factory - Insanely tight tyre & rim interface - Expensive for the spec - Cockpit ergonomics aren't great - Messy cables

Wil reviews the 2024 Trek Supercaliber

The Trek Supercaliber debuted in 2019 as a short travel XC bike built around the distinctive IsoStrut suspension design. Bred for racing at the very highest level of the sport, the Supercaliber has earned plenty of success including multiple World Cup, World Championship and Olympic victories. Four years is a long time in the XC world however, and the platform was no doubt due for a makeover.

To bring things up to date Trek recently unveiled the second generation Supercaliber. Although it appears to be a spitting image of its predecessor, a closer look reveals two new carbon frames, key geometry updates, an increase in travel and a redesigned IsoStrut shock made by RockShox.

So how do all those changes play out on the trail? How different is it to the original model? And how does it compare to the best XC bikes on the market? We got our hands on the 2024 Trek Supercaliber to find out!

Watch our video review of the Trek Supercaliber here:

Despite the improved suspension performance, it’s clear that the new Supercaliber has lost none of its ruthless efficiency.

An overview of the 2024 Trek Supercaliber

The 2024 Trek Supercaliber remains as the US brand’s flagship full suspension race bike that’s designed to compete with fellow XC speedsters like the Scott Spark RC , Specialized Epic World Cup , and  Giant Anthem .

It still features the distinctive IsoStrut suspension platform, though rear travel has increased from 60mm to 80mm. Fork travel has also bumped up to 110mm. However, the frame will handle a 100-120mm travel fork for those looking to tune the geometry and handling.

The OCLV carbon frame is all-new, and it’s now produced in two tiers; SL and SLR. They share an identical swingarm, but feature different front triangles. The SLR version incorporates higher modulus fibres, and it also uses conventional internal cable routing with foam insulation tubes to prevent rattling. In comparison, the SL frame features moulded-in guide tubes to make cable routing easier, at the expense of some added weight.

On that note, we’re glad to see Trek bucking the trend for routing the cables through the headset. Keeping things simple, the Knock Block steering limiter is also gone.

The Supercaliber does retain its 92mm wide PF92 bottom bracket shell, though an update to the new-school 55mm chainline has allowed the engineers to build in more tyre clearance. And aside from the top-end model, each Supercaliber now comes standard with 2.4in wide tyres. There’s also a new floating rear brake mount that’s designed specifically for 160mm rotors.

There’s a new IsoStrut

While the IsoStrut suspension design carries over to the new Trek Supercaliber, the shock itself is all-new. It’s now manufactured in partnership with RockShox, and it’s based on the latest SIDLuxe shock .

The available adjustments remain the same with an external rebound dial, air valve and a two-position remote lockout. However, the stroke has increased from 32.5mm to 40mm to help deliver the extra rear travel. Trek says the leverage rate is higher and flatter, with the goal of improving small-bump sensitivity and grip. Furthermore, the shock damper incorporates a bigger piston to improve oil flow and reduce choking on high-speed impacts.

The IsoStrut stanchion has also grown in diameter to 38mm, which is said to improve rear wheel tracking and elevate the frame’s overall torsional stiffness. It now gets anodised sag gradients to make setup easier, and the head of the shock only needs a 4mm hex key to open it up for servicing, compared to the Race Face BB tool that was required for the old bike.

Even with the extra travel there’s still a keen focus on efficiency. Trek has moved the main pivot 10mm upwards to increase anti-squat and better resist suspension bob under pedalling inputs. It also means you can fit a larger chainring (up to a 38T) without sacrificing the Supercaliber’s snappy pedalling performance.

Trek Supercaliber frame weight

As mentioned earlier, the 2024 Trek Supercaliber frame is offered in both SL and SLR variants. The SLR frame is claimed to weigh 1,950g including the shock, while the SL frame comes in at 2,100g.

Now although Trek says the new SLR frame is lighter than its predecessor, that isn’t entirely true. It’s worth noting that when the Supercaliber first launched in 2019 it actually boasted a claimed frame weight of 1,933g. Curiously that figure has grown over the years and is now listed as 2,150g.

We asked Trek about this increase, and the response was that it was due to a rolling change in 2021 that saw a heavier swingarm developed for UDH compatibility. It’s unclear how a UDH dropout could result in a 217g weight increase, so perhaps there were other reasons behind the swingarm getting heavier.

Comparisons to the old bike aside, here’s how the new Supercaliber SLR frame compares to the claimed weights of some of its competitors;

• Specialized S-Works Epic EVO  – 1,659g
• Specialized S-Works Epic World Cup – 1,712g
• Giant Anthem Advanced Pro  – 1,735g
• Orbea Oiz OMX  – 1,798g
• Scott Spark HMX SL  – 1,870g
• Canyon Lux World Cup CFR  – 1,894g
• Cannondale Scalpel Hi-Mod  – 1,910g
• Santa Cruz Blur 4  – 1,933g
• Trek Supercaliber SLR – 1,950g
• Merida Ninety-Six RC  – 2,064g
• Trek Supercaliber SL – 2,100g

Geometry updates

There have also been some noteworthy updates to the geometry on the 2024 Trek Supercaliber.

The 67.5° head angle is quite a bit slacker than the old bike, and the reach has grown by 10-15mm across the five frame sizes. Along with a 5mm increase in chainstay length, the overall wheelbase is considerably longer.

Trek has also steepened the seat angle by half a degree and lifted the BB height by 7mm. The aim was to improve the Supercaliber’s technical climbing performance, while also factoring in the change in dynamic ride height due to the increased suspension travel.

Trek Supercaliber price & specs

There will be six Trek Supercaliber models available in Australia, with prices starting from $8,999 AUD for the Supercaliber SL 9.7 AXS.

Most of the higher-end models will only be available through the Project One custom bike builder, which allows you to choose from a range of paint jobs and specification options. You can see the detailed specs and prices of the full range at the bottom of this review.

Our test bike sits in the middle of the lineup, and we expect it’ll be one of the most popular options; it’s the Trek Supercaliber SLR 9.8 GX AXS, and the current price on this is $11,999 AUD.

• Frame | SLR OCLV Mountain Carbon, IsoStrut Suspension Design, 80mm Travel
• Fork | RockShox SID, Rush RL Damper w/Lockout, 44mm Offset, 110mm Travel
• Shock | RockShox SIDLuxe IsoStrut w/Lockout, 240x40mm
• Wheels | Bontrager Kovee Elite, Carbon Rims, 29mm Inner Width
• Tyres |  Bontrager Sainte-Anne RSL XR, 2.4in Front & Rear
• Drivetrain | SRAM GX Eagle AXS Transmission 1×12 w/34T Crankset & 10-52T Cassette
• Brakes | SRAM Level Bronze 4-Piston w/180mm Front & 160mm Rear Rotors
• Cockpit | Bontrager RSL Integrated Bar & Stem, OCLV Carbon, 750mm Width
• Seatpost | Bontrager Line Dropper, 31.6mm Diameter, Travel: 100mm (S), 125mm (M-ML), 150mm (L-XL)
• Saddle | Bonrager Verse Elite, Austentite Rails
• Confirmed Weight | 11.62kg
• RRP | $11,999 AUD

The increased travel and flatter leverage rate offers noticeably improved sensitivity over its predecessor, and indeed the back end is smoother than you’d expect for an XC bike with just 80mm of travel.

Trek Supercaliber sizing & fit

At 175cm tall I have the option of riding either the M or ML size in the Trek Supercaliber. The stack is identical between the two, with the key difference being the reach (435mm vs 450mm). Most of the XC bikes I’ve been testing lately have been in the 440-450mm zone, so I elected for the ML size.

The riding position is stretched-out, aggressive and racy. Your weight is pushed low and forward thanks to the short head tube and negative rise 70mm stem. You feel very much in-the-bike, with the Supercaliber hovering close to the ground.

While the fit is good, I can’t say I’m totally gelling with the cockpit ergonomics. There’s a limited range of adjustment for the lever reach on the SRAM Level Bronze brakes, and even with the dial wound all the way in they’re still not quite as close to the grips as I’d like.

Our test bike comes standard with the cheap version of Bontrager’s dropper remote that features a standalone bar clamp. It really only fits in between the TwistLoc remote and the brake lever clamp, and that means the paddle sits quite far outboard. Not only does it push into the knuckle of my thumb, it also makes it difficult to grab a hold of the TwistLoc remote to actuate.

High-end Supercaliber models get a dropper remote that mounts directly to the brake lever, which would help to alleviate this clearance issue.

As we’ve experienced with the 2024 RockShox SID , the new TwistLoc Ultimate remote works well. However, for some reason our test bike came with the straight cable guide that spits the cables out perpendicular to the handlebar, which makes for an unsightly mess of cables. The angled cable guide would certainly make more sense here.

Suspension setup

Setting up the suspension on the new Trek Supercaliber has been made significantly easier thanks to the anodised sag gradients on the IsoStrut stanchion. Trek says you run the shock with 20-30% sag depending on the feel you’re after. I ended up at 25% sag, with 116psi to support my 67kg riding weight. I’ve set rebound damping on the quicker side at just three clicks off the fastest setting (7/10 clicks).

It’s also possible to tune the shock’s progression with volume spacers, and two are included in the box with the bike. It’s not a straightforward process however, as you’ll need to remove the IsoStrut assembly from the frame in order to open up the shock and access the air spring.

Up front is the new 2024 RockShox SID . It’s the base model with the Rush RL damper, though it features the same chassis and DebonAir+ spring as the top-end Ultimate model that I’ve been testing recently. As with the Ultimate model, I’ve found the suggested pressures via the RockShox Trailhead app to be too low. Instead of the recommended 69psi I’m running 82psi, and I have the rebound damping set nine clicks out from the slowest setting (9/22 clicks).

Trek Supercaliber weight

With the tyres set up tubeless our Trek Supercaliber SLR 9.8 GX AXS test bike came in at a confirmed weight of 11.62kg. That’s higher than the claimed weight of 11.28kg, and it’s also on the heavier side for a premium XC race bike with a $12K price tag.

As with all Supercaliber models, it does come fitted with a dropper post, which is fantastic to see. The Bontrager Line dropper is relatively heavy at 554g (confirmed), so you could drop 200g alone by upgrading to a Fox Transfer SL .

It’s worth noting that the Bontrager Kovee Pro wheelset is the older version with heavier rims and a deeper profile. These came in at a confirmed weight of 1,757g including the pre-fitted TLR rim strips and valves. That’s reasonable, though nowhere near the jaw-dropping 1,217g weight of the Kovee RSL wheelset we recently reviewed .

I suspect this obscenely tight fit is due to the combination the thick plastic TLR rim strips and the tyres themselves, but whatever the case, it’s not good.

Super-tight tyres

We’re glad to see Trek including a bottle of sealant with the bike, which makes it easy to set the tyres up tubeless.

Speaking of, these are the new Bontrager Sainte-Anne tyres that’ll be replacing the outgoing XR2. With a tread pattern that’s reminiscent of a Schwalbe Racing Ralph, they feature a finely-woven 220tpi casing, sidewall protection, dual compound rubber and a generous 2.4in width.

During the initial build I discovered that the tyres on our test bike appeared to be welded onto the rims, and found it impossible to physically pop the bead with my bare hands. With the help of a friend, a vice and some choice vocabulary, we eventually managed to peel the tyres off the rims. I suspect this obscenely tight fit is due to the combination the thick plastic TLR rim strips and the tyres themselves, but whatever the case, it’s not good.

Once I removed the tyres I was able to weigh them (798g confirmed) before fitting a tubeless insert into the rear wheel. I aired them up to 22psi up front and 24psi out back and rolled towards the trailhead, desperately praying I wouldn’t suffer any punctures.

Servicing the IsoStrut

Having spent a load of time on the previous generation Trek Supercaliber , I was very excited to see how the new bike would compare. However, I have to admit that I wasn’t totally loving it during the first few rides. The claims of improved sensitivity weren’t exactly playing out on the trail, with the back end feeling somewhat harsh.

This wasn’t a total surprise as the IsoStrut assembly does require some trail time to bed in, though out of curiosity I decided to pull it apart to get a closer look at the innards and see how different it was to the old bike.

Straight away the back end of the Supercaliber felt better, and it gradually became smoother and more sensitive over the course of the next few rides.

It’s worth noting here that the 38mm stanchion is essentially one half of a RockShox Zeb. In fact, the IsoStrut uses exactly the same bushings and wiper seals as the big-hitting single crown fork. That’s pretty cool, and it should make it easier to source replacements when needed.

For those wondering, the IsoStrut weighs in at 369g on the workshop scales, which is about 100g heavier than a conventional SIDLuxe shock. Bear in mind that it’s also a structural member of the frame, so it’s not exactly an apples-to-apples comparison.

With the IsoStrut cracked open I discovered that while it wasn’t totally bone-dry inside, there wasn’t a lot of lubrication fluid present. I gave it all a clean and pumped in 15cc of the requisite Maxima Plush suspension fluid and bolted everything back together.

Straight away the back end of the Supercaliber felt better, and it gradually became smoother and more sensitive over the course of the next few rides. Now with over 250km of testing logged, I’m confident to give a detailed appraisal of the bike.

What do we dig about the 2024 Trek Supercaliber?

With the IsoStrut dialled in, the Trek Supercaliber has been getting better the more I’ve ridden it.

The increased travel and flatter leverage rate offers noticeably improved sensitivity over its predecessor, and indeed the back end is smoother than you’d expect for an XC bike with just 80mm of travel. Seated comfort is excellent, and the rear suspension generates usable grip whether you’re in or out of the saddle.

Of course it’s not as plush as the longer travel Spark or Oiz . In direct comparison, the IsoStrut platform delivers a feel that’s closer to those two bikes when their suspension remotes are set to the middle setting (Traction Control or Medium).

However, for most XC racer types the Supercaliber will be sufficiently comfortable, and it’s obviously way more compliant than a hardtail. The high volume tyres also allow for lower pressures and more cushioning across sharp edges, and the 110mm travel SID keeps the front end tracking smoothly. The bigger chassis is a great match for the sturdy Supercaliber, offering a considerably more planted ride quality over the skinnier 32mm forks that came standard on the old bike.

Being able to drop the saddle down for the descents also makes a huge difference to descending confidence. Combined with the slacker head angle and longer wheelbase, the new Supercaliber is a far more stable bike at speed.

Stompable efficiency

Despite the improved suspension performance, it’s clear that the Supercaliber has lost none of its ruthless efficiency. Indeed the lockout is somewhat superfluous on this bike, which is good because I couldn’t really activate the TwistLoc remote anyway due to the poor placement of the dropper lever.

Really the only reason you’d reach for it in the first place would be to stabilise the fork during out-of-the-saddle sprinting. Otherwise you can comfortably leave the suspension open all the time with no concern for losing precious watts to pedal bob.

As for the source of the Supercaliber’s impressive efficiency, that comes down to a combination of the frame’s kinematics and the shock’s damper tune. We’re told that the compression damping in the Open setting is actually the same as the middle setting on a regular SIDLuxe 3-position shock, which makes sense as it’s very steady under pedalling inputs. Combined with the linear leverage rate and increased anti-squat, there’s zero hint of wallow through the rear end.

This makes the Supercaliber incredibly responsive under power, and it really encourages you to attack the trail at any opportunity. There’s minimal flex between the handlebar and the rear axle, which helps to translate explosive efforts when you’re yanking on the grips and stomping on the pedals. It lights up technical climbs, with the slightly taller BB height offering decent ground clearance over technical features.

Razor-sharp rigidity

Indeed it’s the overall chassis stiffness that represents one of the main drivers behind the IsoStrut platform. With the big 38mm stanchion braced by two widely-spaced bushings, Trek’s engineers have been able to minimise rear-end flex compared to a frame with a traditional swing link. This gives the Supercaliber a near-hardtail level of rigidity, with a sharp and agile feel when darting through the corners.

Trek has bolstered this with the stiff carbon wheels and RSL one-piece cockpit, so while the slacker head angle has calmed down the steering somewhat, the handling is still positively telepathic compared to most other XC bikes. Steering inputs are transmitted with minimal lag, and I found myself subconsciously taking the inside lines whenever possible.

There’s a real sense of what the terrain is doing beneath you thanks to the direct line of communication between your contact points and the tyre contact patches. This lack of vagueness is particularly beneficial across softer trail surfaces and through dusty berms, where you can modulate your weight distribution to maximise grip.

What has it struggled with?

While it is smoother and more stable than predecessor, the Trek Supercaliber doesn’t offer the same level of big-hit confidence on the descents as the Spark and Oiz. It’s surprisingly well controlled thanks to its sturdy chassis and nicely balanced geometry, but you can still run out of travel when pushing hard on rocky terrain.

There isn’t a tonne of support from the rear suspension, and that means it’s possible to bottom it out on bigger and harder landings. The sensation was initially quite harsh and metallic-y, though hitting full travel did become notably quieter and more damped after servicing the IsoStrut with fresh oil. It still makes a bit of noise when fully bottoming out, which seems to be amplified by the hollow stanchion.

With this in mind, I’d suggest heavier riders and anyone who’s wishing to run more than 25% sag will need to add a volume spacer to increase ramp-up. In my case, I found the stock setup worked fine as long as I exercised a little nuance and chose smoother lines as I would on a hardtail.

Even still, the Supercaliber exhibits noticeable feedback through the drivetrain across high-frequency chatter. This is the downside of the higher main pivot, which results in increased pedal kickback that is particularly noticeable on rocky tech climbs.

You could mellow out this sensation by fitting a larger chainring. This would reduce the amount of chain growth that occurs as the shock goes through its travel, potentially leading to a smoother ride quality.

Component highs & lows

It has to be said that for the $11,999 AUD asking price, our Trek Supercaliber SLR 9.8 GX AXS test bike doesn’t represent amazing value for money. It costs the same as the Cervelo ZFS-5 I’m currently testing, yet that bike comes with a SRAM X0 Transmission and a Reverb AXS dropper post. And the Orbea Oiz M10 I reviewed recently is $2,500 AUD cheaper despite having Factory Series Fox suspension and a nicer wheelset.

This would suggest that it’s the gorgeous SLR carbon frame and efficient IsoStrut suspension that you’re mostly paying for here. It’s also worth highlighting the trick Bontrager RSL one-piece cockpit, which sells for $640 AUD on its own and weighs just 239g.

While not overly blingy, the rest of the component package on our test bike has worked pretty well. The SRAM GX Transmission isn’t as light as its pricier X0 and XX siblings, but the gear range and shifting accuracy is superb. And although the Level brakes weren’t totally quiet, they otherwise offer excellent power and feel.

The Kovee Pro wheels have been solid, though as a lighter rider I didn’t find the stiff carbon rims to offer much compliance on rocky trails. I confirmed this by testing out the Supercaliber with the Kovee RSL wheelset , which made a noticeable difference to the overall ride quality. The stock wheels are very direct though, and the buzzy 108pt engagement offers rapid pickup at the pedals. The freehub is already starting to show some signs of contamination, so you’ll want to keep on top of maintenance to avoid premature bearing wear.

As for the overly tight-fitting tyres, I was mighty thankful not to have encountered any punctures throughout testing. If this were my bike, I’d be replacing the plastic TLR rim strips and fitting standard tubeless tape.

While not a big issue in terms of performance, the rear tyre has had a hefty wobble in the casing from new, which is a bit disappointing from a quality control perspective. I was otherwise happy to see the Sainte-Anne tyres measuring up exactly as claimed at 2.4in wide, and I found them to roll really well while offering predictable grip on dry and dusty hardpacked trails. The rubber compound lacks some grip on wet rocks and roots, which caused me a couple of pant-shitting moments when the wheels were spat out sideways.

Frame details

One positive I noticed during a particularly muddy test ride was the insane amount of clearance through the rear of the frame. Unlike most full suspension designs, the chainstay bridge on the Trek Supercaliber sits in front of the seat tube. This significantly reduces mud build-up, which is something you’ll be thankful for when the weather conditions turn south on race day.

As mentioned earlier, I’ve not been stoked on the cockpit ergonomics or cable management. Our test bike has exhibited some cable noise from inside the frame, and the bird’s nest in front of the handlebars spoils the otherwise clean lines of the IsoStrut platform.

It is nice to see the Supercaliber equipped with a conventional headset, though I do miss the Knock Block steering limiter. On our M/L size test bike, the dropper post lever and right-hand controller are able to contact the top tube when the bar spins around, which could cause some unfortunate damage in the event of a crash.

In terms of general maintenance, RockShox recommends servicing the IsoStrut air can every 100 hours of ride time, which is actually double the interval for a regular SIDLuxe shock. Given our experience however, I’d suggest checking the lubrication levels if you’re experiencing any harshness from new. Our test bike came out of Trek Australia’s production stock, so there’s a chance there could be consumer bikes out there in a similar condition.

Servicing is a relatively easy process to undertake, and I like how the IsoStrut combines existing components from the Zeb fork and SIDLuxe shock. I was also glad to see all of the bolts and mounting points lining up neatly, and there was no bending or preloading required to get the swingarm back into place. Of note is the new main pivot, which now uses a collet axle with a conical wedge to keep everything snug and secure.

Trek Supercaliber vs Specialized Epic World Cup

When it comes to comparisons to the Trek Supercaliber, none are more apt than the Specialized Epic World Cup .

Launched earlier this year, the Epic World Cup features a similar profile with its rear shock partially hidden within the frame’s top tube. Equipped with 75mm of rear travel, the Epic World Cup also utilises a custom shock that’s manufactured by RockShox. It’s called the SIDLuxe WCID and it uses a unique, tuneable air-spring to deliver an automated pedalling platform. Combined with the fork’s Brain damper, the Epic World Cup is defined by its lack of remote lockouts and excess cables. The result is a remarkably clean cockpit that is quite the juxtaposition to the Supercaliber.

As for pricing, the Specialized Epic World Cup Pro we tested sells for $13,900 AUD. It gets a considerably better spec with a RockShox SID SL Ultimate fork, a SRAM X0 Transmission, a powermeter, Level Silver brakes, and a Roval Control Carbon wheelset. Unfortunately it doesn’t come standard with a dropper post, but overall it feels like a more refined package out of the box.

It also comes in quite a bit lighter at 10.32kg. Even if you did add a Reverb AXS dropper, it’d still be close to a kilo lighter overall.

While we’re talking weight, the Epic World Cup’s FACT 12m carbon frame is claimed to be over 200g lighter than the Supercaliber SLR (1,712g vs 1,950g). There are some other differences, with the Epic World Cup featuring a threaded BB shell and internal routing through the headset.

Out on the trail, both bikes offer incredible pedalling performance. They share a similar ethos with no need to adjust levers or toggle remotes, encouraging you to hammer away on the pedals and focus on the trail ahead. It’s quite a different experience to the Scott Spark for example, which is very much reliant on its TwinLoc remote.

Thanks to the WCID shock and its tuneable negative air spring, there’s considerable scope for dialling in the rear suspension on the Epic World Cup. In the ‘Active’ setting the rear suspension isn’t as efficient but it is smoother than the Supercaliber. There’s greater support with a stronger ramp-up towards the end of the travel, while the lower anti-squat results in a more neutral feel through the pedals over chunky terrain.

Furthermore, the Epic World Cup features a slacker head angle (66.5° vs 67.5°) and more BB drop (57mm vs 46mm), which results in improved stability and confidence on the descents. The Brain-equipped SID SL fork isn’t overly supple, and you need to be riding fast and assertively to get the most out of the inertia valve. The upside is that it doesn’t bob much at all when you’re sprinting, and it provides awesome stability on high-speed flow trails, staying high in its travel through berms and rollers.

For smoother race courses, setting up the WCID shock in the ‘Firm’ setting delivers an almost locked-out hardtail feel. In this setting the Epic World Cup is a touch more efficient than the Supercaliber, but it does lack some small-bump compliance.

Given the adjustability that’s on offer, the Epic World Cup requires a decent amount of trail time to experiment with the available settings in order to find your preferred setup. Of course there is no way to adjust the settings on-the-fly, and the lack of a remote lockout may be a turnoff for some racers. For others, the automated platform and clutter-free cockpit will be more than worth it.

In comparison, the Supercaliber is a simpler and more focused beast. Once you’ve dialled in your shock sag and rebound, there’s not much more to worry about. Pedalling performance is always ultra-snappy, and you’ve got access to a proper full lockout when needed. While the back end isn’t as supportive on bigger hits or as compliant on rockier terrain as the Epic World Cup, it does deliver excellent climbing grip and seated comfort. Along with the taut carbon frame, higher BB and steeper head angle, it’s more responsive through the turns and it’s arguably the better climber out of the two.

Flow’s Verdict

With its new frame, updated geometry and redesigned IsoStrut, the 2024 Trek Supercaliber is a welcome evolution of the original.

Some folks may be disappointed that it doesn’t look all that different, and for sure it isn’t a radical departure from its predecessor. It’s still sharp, efficient and highly responsive on tight singletrack, making it well suited to racing dirt crits and short track XC.

The suspension is notably improved however, offering better grip and small-bump sensitivity. Along with the bigger fork, dropper post and 2.4in tyres, the new Supercaliber exudes more confidence on the descents and greater stability at speed.

It isn’t exactly a flawless package though, and we’ve not been blown away by its weight or value for money. It’s also not as plush or as supportive as some of its longer travel contemporaries, and that makes it less versatile outside of the race tape, especially on rockier terrain.

If you’re serious about XC racing and you value efficiency above all else however, you’re unlikely to find a more focussed bike than the Supercaliber. It does a marvellous job of straddling the performance gap between a hardtail and a traditional full suspension bike, offering razor-sharp handling and crisp pedalling performance with just enough travel to get you out of trouble when needed.

2024 Trek Supercaliber SLR 9.9 XX AXS

• Fork | RockShox SID SL Ultimate, Charger Race Day Damper w/Lockout, 44mm Offset, 110mm Travel
• Wheels | Bontrager Kovee RSL, Carbon Rims, 29mm Inner Width
• Tyres |  Bontrager Sainte-Anne RSL XR, 2.2in Front & Rear
• Drivetrain | SRAM XX SL Eagle AXS Transmission 1×12 w/34T Crankset & 10-52T Cassette
• Brakes | SRAM Level Ultimate 4-Piston w/160mm Rotors
• Seatpost | Fox Transfer SL, Factory Series, 31.6mm Diameter, 100mm Travel
• Saddle | Bontrager Aeolus RSL, Carbon Rails
• Claimed Weight | 9.45kg
• RRP | $18,999 AUD

2024 Trek Supercaliber SLR 9.9 XTR

• Fork | Fox 34 Step-Cast, Factory Series, FIT4 Damper w/Lockout, 44mm Offset, 110mm Travel
• Wheels | Bontrager Kovee Pro 30, Carbon Rims, 29mm Inner Width
• Drivetrain | Shimano XTR 1×12 w/34T e*13 TRS Race Carbon Crankset & 10-51T Cassette
• Brakes | Shimano XTR 2-Piston w/160mm Rotors
• Seatpost | Fox Transfer SL, Factory Series, 31.6mm Diameter, Travel: 100mm (S-M), 125mm (ML-L), 150mm (XL)
• Claimed Weight | 9.75kg
• RRP | $17,299 AUD

2024 Trek Supercaliber SLR 9.9 X0 AXS

• Fork | RockShox SID Ultimate, Charger Race Day Damper w/Lockout, 44mm Offset, 110mm Travel
• Wheels | Bontrager Kovee Pro, Carbon Rims, 29mm Inner Width
• Drivetrain | SRAM X0 Eagle AXS Transmission 1×12 w/34T Crankset & 10-52T Cassette
• Brakes | SRAM Level Silver 4-Piston w/180mm Front & 160mm Rear Rotors
• Seatpost | RockShox Reverb AXS, 31.6mm Diameter, Travel: 100mm (S), 150mm (M-XL)
• Saddle | Bonrager Aeolus Elite, Austentite Rails
• Claimed Weight | 11kg
• RRP | $16,499 AUD

• Claimed Weight | 11.28kg

2024 Trek Supercaliber SLR 9.8 XT

• Fork | Fox 34 Step-Cast, Performance Series, GRIP Damper w/Lockout, 44mm Offset, 110mm Travel
• Wheels | Bontrager Kovee Elite 30, Carbon Rims, 29mm Inner Width
• Drivetrain | Shimano XT 1×12 w/34T e*13 TRS Race Carbon Crankset & 10-51T Cassette
• Brakes | Shimano XT 2-Piston w/180mm Front & 160mm Rear Rotors
• Claimed Weight | 10.95kg
• RRP | $11,599 AUD

2024 Trek Supercaliber SL 9.7 AXS

• Frame | SL OCLV Mountain Carbon, IsoStrut Suspension Design, 80mm Travel
• Fork | RockShox Reba RL, Motion Control Damper w/Lockout, 42mm Offset, 110mm Travel
• Wheels | Bontrager Kovee Comp 25, Alloy Rims, 25mm Inner Width
• Handlebar | Bontrager Line Pro, OCLV Carbon, 750mm Width
• Stem | Bontrager Elite, 35mm Diameter Clamp
• Saddle | Bontrager Verse Elite, Austentite Rails
• Claimed Weight | 11.8kg
• RRP | $8,999 AUD
• Submit for Review
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XC Dream: Trek Supercaliber 9.8 Review

Modern XC racing is more technical than ever — with short, punchy climbs and technical, rock-strewn descents that would have once only been found on DH courses. For the smoothest courses, racers can opt for hardtails, but why choose a hardtail when you can get the Trek Supercaliber 9.8 and enjoy the best of both worlds?

2020 Trek Supercaliber 9.8 GX Features:

• OCLV Mountain Carbon frameset
• Fox Performance 32 Step-Cast 100mm fork
• IsoStrut integrated suspension with 60mm rear travel
• SRAM GX Eagle 1×12 drivetrain (10-50t cassette)
• Truvativ Stylo carbon crankset (32t chainring)
• Shimano Deore XT M8100 hydraulic disc brakes
• Bontrager Kovee Elite 30 Carbon wheelset
• Bontrager XR2 Team Issue 2.20″ tires
• Bontrager Montrose Elite saddle
• Bontrager Pro OCLV Carbon 31.6 seatpost
• Bontrager Kovee Pro Carbon 720mm bars
• Weight: 23.9 lbs (Large, actual)
• MSRP: $5899

A well-sorted build kit

Cross-country racing has evolved and so have the bikes. While many top racers are still holding onto their hardtails for certain races, there’s no doubt that even a little bit of suspension increases comfort, traction and, in turn, overall speed. But, just how much suspension is needed for the ideal race bike? Trek engineers and athletes have settled on just 60mm on the Supercaliber and it’s delivered using their unique IsoStrut platform.

This inline shock is a Fox exclusive and is actually a structural part of the rear frame itself — delivering that travel with unsurpassed lateral stiffness and control. The behavior of the shock can be further tuned by inserting or removing volume spacers (larger for a firmer ride, smaller for a smoother ride). I left it in the default spacer throughout my tests, but did remove the shock from the mounts to check things out a little. I settled in at 155 psi. for my 170 lb. weight and riding style and felt it to be a good balance between suspension travel and efficiency.

The 2020 Supercaliber 9.8 build kit is pretty close to the 2021 Supercaliber 9.8 GX kit, but sees a $400 price increase (upgrades include: Kovee Pro wheels and full GX drivetrain with the new 52T rear cassette). So, if you can still find the 2020 model and save a few bucks, get on it now.

With most bike reviews, I will swap a few components out to see how they impact the ride. I’m a sucker for wider bars, so I thought I’d give a set of Bontrager Line Pro Carbon 35 (750×15 deg) bars a try. Yes, they are wider, but that added height really did the bike a disservice. I felt like even though it was a little more comfortable, handling suffered as a result. After a couple of rides, I swapped the stock bars back and was as happy as could be with how the Supercaliber rides and responds with the narrower bars (kinda crazy, I know).

And, it’s a completely personal preference, but I don’t like the ESI Chunky foam grips and swapped them out for a few different Ergon grips ( GE1 EVO Factory and GA3). That change alone was huge for me. If you like the ESI’s, more power to you, but don’t hesitate to cut those foam bits off for better comfort and ride feel.

I will add that the mixture of the SRAM GX Eagle shifter and Shimano XT brake levers was an odd pairing. The XT levers have a grip stopper built in that automatically spaces out the clamp and limits the placement of the shifter. I kept the shifter clamp inward of the brake clamp for best hand clearance, but it did make for a little extra reach to the shifters. I have zero complaints about how the XT brakes perform. They remain excellent stoppers with outstanding modulation, lever feel and power. Because of that, I’m grateful they were spec’d here, but just wished for a little more brake/shifter integration is all.

The full component spec really is stellar, with Bontrager OCLV Carbon bits galore. The 30mm wide Kovee Elite 30 wheels are particularly noteworthy. With a 30mm rim width, the Bontrager XR2 2.20 tires seem much wider and feature a more rounded profile that measures out to 2.27″. Running 20/21 psi. front/rear in a tubeless setup yielded the perfect balance of traction, comfort and speed. The exposed carbon seatpost length also adds a touch of shock absorption. Speaking of that, my backside has loved the Montrose Elite saddle and it easily allows me to slide fore/aft as needed throughout my rides.

Whiptastic fun on the trail

The day before I built up the Supercaliber, a friend posted a ride on Strava that had me intrigued. So, with only neighborhood laps under my belt, I set out to break this bike in on a new ride that I hadn’t fully stitched together before. In the end, that first ride was 17 miles and included 2100 ft of climbing with road climbs, chunky fire roads and lots of glorious singletrack. At the end of it, I knew my time with the Supercaliber was going to be memorable.

First off, let’s talk specifically about how the Trek Supercaliber 9.8 climbs and I’ll also add some thoughts on the lockout system. Over the years, I’ve tested many flavors of suspension lockouts. I’m always skeptical because they add complexity and are mostly unnecessary. And, over long distances on rough terrain, the smoother bike will always win. That being said, for specific purposes, a lockout can prove to be a huge advantage. In my testing, that advantage is really felt on standing sprints or short, technical climbs. This is critical for XC race bikes because that sprint to the finish could be the difference between first and fourth place. The lockout absolutely makes sense there. And, it’s also useful for those steep pitches where you might want to put the hammer down and pass someone. Outside of that, I’m all about leaving the suspension wide open.

To test the value of the lockout, I set out for a little head-to-head competition on one of my local climbs.  This is a 2.2 mile ascent with 600 ft of climbing and a bazillion switchbacks. It’s one of those climbs that just encourages you to push your limits every time. So, on June 13, 2020, I rode this climb with the lockout engaged the whole time, then on July 11, 2020, I rode that same climb and strategically used the lockout only when I felt it would be beneficial. The results were pretty clear. Not only was I more comfortable on the ride and fresher at the top with the suspension mostly open, I also maximized the sections where a lockout provided the most benefit.

As you can see, my climb times with the Supercaliber (top 1-3 slots; now the top 4 after another 16:52 ride) are lightyears faster than those on other bikes. Without question, the Supercaliber is a wicked-fast climber whether you choose to lock it out completely or just use the lockout strategically. As efficient as the IsoStrut suspension is, I say leave it open most of the time.

Something that I love about the Supercaliber is how much it eats uphill switchbacks for breakfast. I can carry egregious amounts of momentum uphill, through any of the myriad of switchbacks on the local trails. Every time, it just rips around them like that’s what it was born to do.

Now, after a long climb, it’s time to descend. On smooth, buffed singletrack, the Supercaliber is a blast to descend on. I can whip this bike around anything like nobody’s business. But, when the descents got overly steep or technical over long periods, I sorely missed having a dropper post and the suspension also felt a little outgunned. At the end of extended descents (~1000 ft), my 45-yr-old body was feeling pretty beat up. If long, technical descents are your thing, but you still want XC efficiency the Trek Top Fuel would be a better choice.

Near the end of the test period, I swapped out the stock fork for the new RockShox SID SL Ultimate. It plugs right into the lockout system and made a noticeable difference in terms of comfort and performance. That fork is available aboard the  Supercaliber 9.9 XX1 build for $9499.

Again, the Trek Supercaliber 9.8 isn’t built to slay your local downhill shuttle runs, so I’m perfectly okay with it being more go-kart than Ford Bronco. Where the Supercaliber shines is on ideal cross-country terrain — lots of quick ups and downs with some fast flats in between.  As you look at World Cup circuits, they are made of successive 100-300 ft ascents/descents that are ridden for less than two hours. That’s the ideal terrain for this bike. If you love lung-searing ascents and fast, frantic descents, the Supercaliber will be an awesome dance partner.

My backyard test loops are perfect for XC bike testing. These trails are used by the local NICA teams for training and the Supercaliber just eats them up.  Every ride turns into an epic battle to nab yet another Strava PR or outclimb a local e-Bike rider. (FYI… no e-Bike ever beat me, but I did have some serious competition on one particular ride .)

With only 60mm travel (55mm suspension with 5mm flex), you’d think it would be a harsh ride, but that’s absolutely not the case. Of course, I’d be lying to you if I said it felt like a Trek Remedy, however it’s a lot more supple than you might think. Case in point: it flies through rock gardens with surprising smoothness. I don’t know how to explain it, other than by using Muhammad Ali’s famous “floats like a butterfly; stings like a bee” saying. It really does float through rough terrain at speed and then hits the afterburners when you need it.

A few tweaks and niggles

As I’ve approached 300 miles aboard the Trek Supercaliber 9.8, I’ve got a few items that are worth mentioning. I’ll start with the IsoStrut suspension. This is about as proprietary as it gets and it requires skills to fix or even tweak. It has performed well overall at 115 psi. for my 170 lb. weight. But I have noticed a small “clunk” every once in awhile on washboard descents. I’ve tried to isolate it and I’ve also re-torqued everything to spec, but it just hasn’t gone away.  It’s also worth noting that the IsoStrut suspension is essentially a single-pivot design, so you will notice a little bit of brake-induced lockout on fast, choppy descents. It’s not terrible, but noticeable.

I also must mention the the tradeoff between lockout and dropper post. I’d take a dropper over a lockout any day because of the confidence it adds on descents. The lockout is great and has a valuable purpose for pure XC racing, but a dropper would be icing on the cake. As luck would have it, Bontrager makes a new dropper/lockout system called the DropLock Remote.

After getting the DropLock Remote installed, I’ve seen instant improvements in descending times and overall confidence. If you want to maximize both lockout and descending prowess, it’s definitely a worthwhile upgrade on the Supercaliber.

Fit: At 5’11”, with a 30″ saddle height I’ve been comfortably riding the large Supercaliber. I can stretch out in the cockpit and standover was never an issue.

• Maintains momentum uphill like it has a motor
• Feels as responsive and laterally-stiff as a hardtail (but without the rough ride)
• So fast, you’ll feel like the Trek Factory Racing team is cheering you on
• Rewards fitness with superpowers
• The lockout is a strategic weapon (like a nitro boost)
• Can’t complain one bit about the parts spec
• Those Kovee Elite 30 wheels are wide and fast
• All the beauty of a hardtail, without the harsh ride
• Pinpoint handling and responsiveness
• Incredibly floats through rough terrain
• Can hold two water bottle cages inside the front triangle
• You’ll notice a bit of brake-jack on fast, choppy descents
• Wished for a dropper post out the gate
• Clamping area of the XT brake levers don’t play nicely with SRAM shifters
• Small suspension “clunk” that I can’t pinpoint (I’m taking it to the Trek dealer and will post an update)

The Bottom Line: Trek Supercaliber 9.8 GX

Wow, wow, wow. Without question, I’m blown away after every ride aboard the Supercaliber. From day one until now (almost 300 miles later), it is an absolute gas rocking the local trails on this bike. Out of the box, I can’t imagine a better pure XC racer. It is responsive, light, nimble and blazingly-fast. Certainly, as other bikes arrive, I’m going to try my hardest to beat the PR’s I’ve set on this bike, but that will be a tall order.

Buy Now: Available at TrekBikes.com (2022 model is $6549)

If you are an ultra-fit XC racer who aims to outgun the competition or unseat every Strava PR you currently have, the Trek Supercaliber 9.8 should be your weapon of choice. It is an incredible chassis for out-and-out lung-searing performance. Every rider input is met with instant response (pedaling, body movement or steering input). Simply put, I am blown away on every ride and it just never gets old to smoke every climb in sight.

• Handling 10
• Climbing 10
• Descending 8
• Pedaling Efficiency 10
• Fun Factor 10

• X (Twitter)

A native of the Pacific Northwest, Jason quickly developed a love for the outdoors and a thing for mountains. That infatuation continues as he founded this site in 1999 -- sharing his love of road biking, mountain biking, trail running and skiing. With extreme attention to detail, he has been a technical product manager for top 10 web properties, eCommerce businesses and SaaS companies for 20+ years. The combination of outdoor experience and technical savvy gives him a unique perspective that is channeled into every gear review. Utah's Wasatch Mountains are his playground. He rigorously tests every product and usually uses them beyond their intended purpose -- just for the sake of testing. (Note: Jason receives sample products in exchange for authentic reviews. He is not paid, nor influenced to share anything other than his honest opinions.)

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Great review! Thank you for it! I bought this bike a few days ago. I hope I will have a blast with it. I live in the Netherlands so no long technicl descents for me. We do have a lot of single track flowy trails.

You’ll love it! It’s so fast on that kind of terrain!

Already running this rig for few weeks. What a monster of a bike! Acceleration, handling en the eagerness! Lov it!

Great review!

It is about as zippy as it gets. You step on it and it just goes. Glad you’re liking it!

What would be a good alternative competitor to this bike?

There are lots of XC race bikes out there, but none as unique as this one. Most have more travel, but I’d say the Santa Cruz Blur or Canyon Lux are both great options to the Supercaliber.

Excellent review, thanks. I am planning on buying a used 9.8 GX and this review sealed the deal! I have tested this bike and agree with all of your pointers. I live in Auburn California and the trails will be similar to what you have described.

What is your view Supercaliber vs Top Fuel?

I anticipate getting a Top Fuel later this summer for testing, but at this point I can’t really say. But that will entirely depend on the type of riding you do. For all-day adventures or long-distance racing, I think the Top Fuel should be more comfortable.

Any updates on the “suspension clunk” ?

Unfortunately, no. I was unable to get any updates from the Trek mechanics after I returned it. Sorry about that and thanks for wanting a resolution there. Bummed I wasn’t able to get to the bottom of it.

Have you experienced it yourself?

You may want to buy 9.7 Supercaliber and just upgrade a few items to save money. I put a Fox 100mm 32 float , Fox transfer SL dropper, carbon integrated bar 760 mm. My bike is around 23 pounds but more customized now for my needs.

Sounds like a great setup! I miss riding this bike.

Having challenges getting the suspension set to a point where i can feel like i am NOT having to fight with the bike through rough stuff.. anyone with similar challenges?

A 2021 9.7 large..5’9″ 180lb rider… ususally have a fast first lap but hit the wall on lap 2 of races because of fatigue

I’m not exactly sure what you mean by “fighting the bike,” but I’m guessing you have the rebound set in the middle as a starting point? It should be about 10 clicks total. Back it out and then click it in 5 times. If you’ve tried that, I’m afraid I don’t have this bike on-hand anymore to do much troubleshooting.

Thanks.. been tuning rebound a bunch and yesterday just tried running lower shock/fork pressure… that seemed to really help. I race Saturday and will see if it resolves it for me

That klunk you are hearing in the isostrut probably is when it bottoms out. I run 155 psi in it at my weight of 175 lbs with 10-12 licks of rebound. Your stated pressure seemed low. My wife uses 95 psi at her weight of 120 lbs.

Definitely something to look at and consider. It’s been a little while, but I don’t recall it being on bottom-out. Admittedly, I did run lower pressures to add suppleness, but I’m pretty confident I can detect a bottom-out versus something else. That said, the shock on the Supercaliber is unique and maybe I missed it. Sounds like you both love yours! What a fun bike! I’m definitely interested in the Supercaliber 2.0 when it comes out.

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• Crosscountry
• Rider Notes

2020 Trek Supercaliber 9.8

A 29″ carbon frame full suspension crosscountry bike with high-end components. Compare the full range

Manufacturer Price

Supercaliber 9.8

In Stock: MD

Supercaliber 9.8 GX AXS

Supercaliber 9.9 Carbon XX1 AXS

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Feb 2022 · By

Gravel bikes are fast and off-road capable. Can the Trek Supercaliber 9.8 GX keep up in terms of versatility or even emerge as the test winner from our bike concept comparison of gravel and mountain bikes? That's exactly what we found out for you. You can find all the details and our riding impressions here.

Innovative full suspension system

Extremely wide range of applications

Conveys a lot of confidence and safety in many situations

Off-road speed all-rounder

Cable chaos on the cockpit

Missing dropper post limits the range of use unnecessarily

Read Review

May 2021 · yonatan.yatom

If you are looking to squeeze every bit of speed out of the trail with a little more comfort than a hardtail, Trek's new race weapon could be for you.

With its gorgeous lines and unique IsoStrut suspension design, the Trek Supercaliber doesn't look like any other mountain bike. But with just 60mm of travel, why would you choose it over a more conventional XC race bike? We put the Trek Supercaliber 9.9 to the test to find out - read on for our in-depth review.

Stunning frame design

Powerful pedalling surge

Effervescent suspension performance

Precise hifi-handling

Super light and wide Kovee XXX wheelset

Frame-saving Knock Block

Dual bottle friendly

You can run out of travel on really rough trails

The unfashionably narrow bars

Front hub should have Torque Caps

Shock servicing is more involved

Several months ago, while pondering the summer season void of events due to COVID-19, I suggested a harebrained idea to my wife. We’d recently done a few 100-plus-mile gravel rides, inspired by the #DIYGravel effort initiated by former pro cyclist (and neighbor) Ted King, in which he was encouraging people to ride the distance near their homes of the events that he’d planned to do this season. Having heard of a movement among a small faction of riders to double down on Colorado’s Leadville 100 MTB and the 144-mile SBT GRVL, originally scheduled for the same weekend in August, I suggested my wife plan a Vermont-based LeadBoat as an end-of-summer goal.

Aug 2020 · McCoy

Hardtail stiffness with a stealthy full-suspension design

We pull apart Trek's IsoStrut shock system to see how it works, then take the new Supercaliber XC race bike on the trails to see how fast it can go!

There's no better quarantine than the pain cave. Our XC expert Lydia Tanner spent a whole lotta time there testing the new Trek Supercaliber.

Last updated 25 July Not listed for 1,063 days

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Trek Supercaliber 9.8

• AUS $ NZD $ USD $ CAD $ GBP £ EUR €

Weight / M - 10.46 kg / 23.06 lbs (with TLR sealant no tubes)

At a glance

Supercaliber 9.8 is a cross country race bike developed for podium-topping World Cup speed. Its category-defining setup features our exclusive IsoStrut integrated shock and a lightweight Fox Performance 32 Step-Cast fork for a capable ride that’s flat-out fast and soaks up technical terrain. And it’s trimmed with some of the best mountain bike components you can get, including a SRAM GX Eagle drivetrain with carbon cranks, wider Bontrager Kovee Elite 30 carbon wheels, and a Bontrager carbon seatpost and handlebar.

Where To Buy

"The new XC race benchmark"

"It's simply everything you want from an XC race bike. If someone riding a Supercaliber beats you next season, take solace in the fact that their bike is faster than yours."

"Does it deliver? Yes!"

"Locked out, Supercaliber climbs as well as a fully rigid bike, but with the fork and shock open, the bike has gobs of traction heading uphill and minimal pedal feedback in the suspension. Descending, it's much more sure-footed in technical terrain than a hardtail and feels like it has way more travel than it really does."

"Too hard core to be a soft tail"

"Half hardtail, half full suspension. This is a unique animal meant for other unique animals - XC racers. Designed for the top-level, dedicated cross country racer."

Specifications

• Frame OCLV Mountain Carbon main frame & stays, IsoStrut, tapered head tube, Knock Block, Control Freak internal routing, Boost148, 60mm travel
• Fork Fox Performance 32 Step-Cast, Float EVOL air spring, GRIP 2-position damper, dual remote, tapered steerer, 44mm offset, Boost110, 15mm Kabolt axle, 100mm travel
• Shock Trek IsoStrut, Fox Performance shock, air spring, DPS 2-position remote damper, 235x32.5mm
• Wheel Size 29"
• Tires Bontrager XR2 Team Issue, Tubeless Ready, Inner Strength sidewall, aramid bead, 120 tpi, 29x2.20''
• Chain SRAM GX Eagle, 12 speed
• Crank Size: S Truvativ Stylo Carbon Eagle, DUB, 32T alloy ring, Boost, 170mm length Size: M, M/L, L, XL, XXL Truvativ Stylo Carbon Eagle, DUB, 32T alloy ring, Boost, 175mm length
• Bottom Bracket SRAM DUB, 92mm, PressFit
• Rear Derailleur SRAM GX Eagle
• Shifters SRAM GX Eagle, 12 speed
• Brakeset Shimano Deore XT M8100 hydraulic disc
• Handlebar Bontrager Kovee Pro, OCLV Carbon, 35mm, 5mm rise, 720mm width
• Seatpost Size: S Bontrager Pro, OCLV Carbon, 31.6mm, 0mm offset, 330mm length Size: M, M/L, L, XL, XXL Bontrager Pro, OCLV Carbon, 31.6mm, 0mm offset, 400mm length
• Stem Size: S Size: M, M/L
• Grips ESI Chunky
• Headset Knock Block Integrated, cartridge bearing, 1-1/8'' top, 1.5'' bottom

Q: How much is a 2020 Trek Supercaliber 9.8?

A 2020 Trek Supercaliber 9.8 is typically priced around $6,400 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 2020 Trek Supercaliber 9.8?

The 2020 Trek Supercaliber 9.8 may be purchased directly from Trek .

Q: How much does a 2020 Trek Supercaliber 9.8 weigh?

A 2020 Trek Supercaliber 9.8 weights M - 10.46 kg / 23.06 lbs (with TLR sealant no tubes).

Q: What size wheels does the 2020 Trek Supercaliber 9.8 have?

The 2020 Trek Supercaliber 9.8 has 29" wheels.

Q: What size 2020 Trek Supercaliber 9.8 should I get?

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• Supercaliber

Trek Supercaliber 9.8 XT Review

• Innovative rear construction concept
• strong in the descents
• 25 years warranty
• only 10,55 kg- extremely light

Overall Bike Check

The most importanten ratings of the Supercaliber 9.8 XT ⬤ in comparison to the competitor bikes of following categorie: (Racefully up to 8000 €) ⬤ .

Value for Money Check

If you are keen on value for money, this is your chart. It shows you at a glance how many bike you get for 6999 €.

Je steiler der Winkel des Sitzrohrs ist, desto effizienter können Sie in die Pedale treten.

• Frame Supercaliper
• Frame Material Carbon
• Fork FOX Performance 32 Step-Cast, Float EVOL-Luftfeder, GRIP-Dämpfung mit 2 Positionen, Remote-Lockout, konischer Gabelschaft, 44 mm Vorbiegung, Boost110, 15-mm-Kabolt-Achse, 100 mm Federweg
• Spring Unit air
• Remote-Lockout yes
• Damper Trek IsoStrut, FOX Performance-Dämpfer, Luftfeder, DPS-Dämpfung mit 2 Positionen, Remote-Lockout, 235x32,5 mm
• Gearrange 510%
• Drivetrain 1x12
• Gear Lever Shimano XT M8100, 12fach
• Rear Derailleur Shimano XT M8100, langer Käfig
• Crank Größe: S e*thirteen TRS Race Carbon, 30 mm Achsdurchmesser, Aluminiumkettenblatt (34 Z.), 52 mm Kettenlinie, 170 mm Kurbelarmlänge
• Cassette Shimano XT M8100, 10-51 Z., 12fach
• Chain Shimano Ultegra/XT M8100, 12fach
• Brake Set Hydraulische Scheibenbremse Shimano Deore XT M8100
• Brake Rotors 180/160
• Wheel Set Bontrager Kovee Pro 30 Carbon, Tubeless Ready, 6-Loch-Scheibenaufnahme
• Rims Bontrager Kovee Pro 30, OCLV Mountain Carbon, Tubeless Ready, 6-bolt, Boost110, 15mm thru axle
• Rear Hub Bontrager Switch-Steckachse, abnehmbarer Hebel
• Tires Front Bontrager XR2 Team Issue, Tubeless Ready, Inner Strength-Flankenschutz, Aramidwulstkern, 120 TPI, 29 x 2.20
• Tires Rear Bontrager XR2 Team Issue, Tubeless Ready, Inner Strength-Flankenschutz, Aramidwulstkern, 120 TPI, 29 x 2.20
• Saddle Bontrager P3 Verse Elite, Edelstahlstreben, 145 mm Breite
• Seat Post Größe: M, M/L, L, XL Bontrager Pro, OCLV Carbon, 31,6 mm, 0 mm Versatz, 400 mm Länge
• Handle Bar Größe: M/L, L Bontrager RSL Integrierter Lenker/Vorbau, OCLV Carbon, 0 mm Rise, 750 mm breit, Vorbau mit -13 Grad Rise, 80 mm lang
• Handle Bar Width 750
• Head Set Integrierter Steuersatz mit Knock Block, 62 Grad Radius, Patronenlager, 1 1/8"' oben, 1,5" unten

best alternatives

• almost integrated damper
• UDH derailleur hanger
• aesthetic design
• locks automatically
• incl. powermeter

• super noble optics
• exclusive image
• space for 2 bottle cages
• successful in the World Cup
• top bike in this price range

• 110 millimeter travel
• benchmark bike in this price range
• climbing ace
• with 10,7 kg very light

• Made in Germany
• Custom Optinen
• ultra light frame

• integrated damper design
• cable routing not through the headset

• custom painting possible
• rides excellent in the downhill

• Space for two bottle holders

• hardly visible lines
• lightweight frame
• strong in the uphills
• 6 years warranty

• picture may differ from equipment
• definately shredable in the downhill
• 5 years warranty
• only 10,7 kg- extremely light
• uphill a bit sluggish

• strong climber
• with 10,9 kg very light

• independent geo concept
• there are stronger bikes in the downhill

Expirience with the Trek Supercaliber 9.8 XT

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Trek supercaliber 9.8 xt vs trek supercaliber 9.9 xx1 axs.

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• Supercaliber 9.8 XT Gen 1

Trek Supercaliber 9.8 GX mountain bike in review – the better gravel bike?

Gravel bikes are fast and off-road capable. Can the Trek Supercaliber 9.8 GX keep up in terms of versatility or even emerge as the test winner from our bike concept comparison of gravel and mountain bikes? That’s exactly what we found out for you. You can find all the details and our riding impressions here.

Get an overview of the grouptest here: Gravel vs. mountain bike – 6 models on test

Born for the cross-country race track, tested in direct comparison to the most versatile bike concepts between gravel and mountain bikes. The Trek Supercaliber 9.8 GX weighs in at 10.6 kg in size L, which is very light for a full suspension XC bike, but a tad heavy for a full suspension gravel bike. Can it shine even more with other values?

Trek Supercaliber 9.8 GX in detail

While the Supercaliber is the second full suspension concept in the test field alongside the BMC URS LT, it is the only bike that can be adjusted to the rider’s individual needs and preferences in terms of damping and spring stiffness at both the front and rear. The IsoStrut shock and the pivotless rear triangle is a unique system with 6 cm of travel. With a conventional rear suspension, the shock is a separate unit that is actuated via a linkage. With the Supercaliber, the shock body is integrated into the frame, allowing considerable weight savings. The shock and FOX Performance 32 Step-Cast suspension fork with 100 mm travel can be locked out at the touch of a button via the handlebar remote. Bitter aftertaste: with 5 cables sprouting from it, the Supercaliber has by far the most cluttered cockpit in the test field.

Trek Supercaliber 9.8 GX

Specifications

Fork FOX Performance 32 Step-Cast 100 mm Seatpost Bontrager Pro Brakes Shimano DEORE XT BR-M8100 180/160 mm Drivetrain SRAM GX Eagle 1x12 Stem Bontrager Kovee Pro 90 mm Handlebar Bontrager Kovee Pro 720 mm Wheelset Bontrager Kovee Pro 30 Tires Bontrager XR2 Team Issue 29" x 2.20"

Technical Data

Size S M M/L L XL XXL Weight 10.6 kg

Specific Features

IsoStrut shock with 60 mm travel integrated into the top tube space for 2 large bottles in the roomy main triangle fork and shock can be completely locked out via the bar remote Knock Block steering limiter protects the frame from damage

In terms of ergonomics and damping, the ESI Grips Silicone Grips deserve a mention, as does the pleasant level of compliance of the 720 mm Bontrager Kovee Pro handlebar. Our testers also like the Knock Block handlebar stop, as it protects the top tube from being hit by the handlebar in the event of a crash, without impinging on your riding at all. The geometry is absolutely race-oriented. The Trek has the shortest head tube in the history of mankind which allows for a very low front end, as is often preferred by XC racers. On steep uphills, it effectively helps prevent the front from lifting and generally puts a lot of pressure on the front wheel and thus increases itstraction. Our € 5,499 test bike does away with a dropper, instead speccing the 31.6 mm Bontrager Pro carbon seat post. However, Trek also offers the Supercaliber as a build with a dropper post.

If you’re not a fan of underbiking and prefer to be prepared for anything, go gravel riding with the Trek and you’ll be just as fast in the real world.

The Trek mountain bike on test: our riding impressions

When it comes to acceleration, the Trek charges ahead. Its direct and willing acceleration is, surprisingly, nippier and faster than the BMC Twostroke and sits only just behind the Canyon Grizl. When climbing, there’s no bobbing on the road or hardpack thanks to the lockout – instead, the bike marches light-footed and willingly uphill. On rough gravel, you should open the lockout when climbing. This allows the Trek to maintain maximum traction without diving away beneath you. The handling is also intuitive, predictable and stable on the uphills and at a slower pace. This makes it easy to navigate tight turns at low speeds. Like its electronic and wireless AXS counterparts on the BMC bikes, the SRAM GX Eagle mechanical groupset has a huge 520% range. However, in direct comparison to the electronic options, it needs higher operating forces and a bit more time for shifting. Compared to the other mechanical groupset, like Shimano GRX RX800 fitted to the Fustle Causeway TRAIL Lite and Canyon, it is, however, significantly crisper. Thanks to the generous gear range and its good traction, the Trek becomes an absolute off-road speed all-rounder. Alongside the suspension and frame compliance, the 29 x 2.20″ Bontrager XR2 Team Issue tires mounted on the in-house Bontrager Kovee Pro 30 wheels also have their share in this. Compared to the Vittoria tires on the Twostroke, they offer more immediate propulsion and less rolling resistance on hard surfaces. Compared to a gravel bike, the Trek rolls on a very competitive wheel and tire system and is even faster than the Fustle. So, all in all, a combination that absolutely works!

On the trail, the Supercaliber plays to its strengths compared to the test field and delivers a lot of safety and traction. The lack of a dropper post is less annoying on the Trek than on the BMC Twostroke. The reason for this is the slacker seat tube angle, which puts the saddle a little further back and leaves it less in the way. On very steep downhill sections, a dropper post would still be an advantage, though you’ll have to take the weight penalty into account. When exploring roots and gravel, the Trek shines with a very high level of comfort, even on rough surfaces. At the same time, it proves to be very efficient, as obstacles are easily rolled over and swallowed up by the suspension. On gravel highways, the bike feels almost bored. Here it’s a case of putting your head down, pushing on the pedals and pressing fast forward. Fortunately, this isn’t a problem at all, as you can push the Trek over the flats at 35 km/h for a while – assuming some requisite fitness. However, after some time, the lack of options to change position on the bars and your upper body acting as a brake in the wind becomes annoying.

Tuning tip: dropper post for more trail performance (of course, bar ends for more grip positions are barred by the style police).

The perfect application for the Supercaliber 9.8 GX

With a surprisingly wide range of applications, the Trek more than surprised our testers. Its range of use is as wide as with the Lauf, but is oriented quite a bit further towards off-road riding. While it loses some trail performance with its missing dropper post, it still scores with maximum traction, riding fun and the best trail performance in the test field for all skill levels. However, for touring or bikepacking, you have to come to terms with the limited bar positions. If you mainly want to get from A to B quickly off-road, there is no better concept in this group test.

Size: S M M/L L XL XXL Weight: 10.6 kg Price: € 5,499

Indended Use

Trek supercaliber 9.8 gx conclusion.

The Trek Supercaliber is the definition of an off-road speed all-rounder and readily generates speed everywhere thanks to its enormous traction and low weight. Those who mostly avoid the road and can cope with the mountain bike position will find the better concept here compared to a gravel bike. However, in terms of versatility, the Trek ultimately has to admit defeat to the Lauf concept by a narrow margin. A very strong 2nd place!

• innovative full suspension system
• extremely wide range of applications
• conveys a lot of confidence and safety in many situations
• off-road speed all-rounder

• cable chaos on the cockpit
• missing dropper post limits the range of use unnecessarily

You can find out more about at trekbikes.com

The test field

All bikes in test: BMC Twostroke 01 ONE (Click for review) | BMC URS LT ONE (Click for review) | Canyon Grizl CF SL 8 1by (Click for review) | Fustle Causeway TRAIL Lite (Click for review) | Lauf True Grit SRAM XPLR Edition (Click for review) | Trek Supercaliber 9.8 GX

No, it’s not about perfect race tracks, it’s about efficiency. Fast, fleet-footed and efficient – those who want to speed along high-speed passages need a defined and spritely bike that accelerates with ease and efficiency. Nevertheless, reliable components are important too. We interpret “Smooth tarmac” bikes as follows: Hard efforts at high speeds with a maximum efficient bike on a consistently well-paved road. Effort-joy ratio: 80:30 (not everything has to be 100%!) ↩

… also known as bike riding. Broken-up roads in the hinterland, deadlocked gravel roads, loose surfaces – sometimes muddy, sometimes bone-dry. For this, it takes bikes with super all-round, handling and wearing qualities uphill and downhill. Effort-joy ratio: 50:50 ↩

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

Words: Photos: Peter Walker, Benjamin Topf

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Review: Trek Supercaliber 9.8

Review by Ashley Oldfield. Photographs by Craig Kolesky. Location: Contermanskloof.

The Trek Supercaliber was shrouded in secrecy during the 2019 XCO season. Now, the tape (literally) has been cut and the out-and-out race bike is clear for all to see. Is it a bike for hardtail die-hards or does it have dual purpose use? We aimed it at the Western Cape’s trails to find out.

Switch back to 2019 and the UCI World Cup races specifically and you may remember the likes of Jolanda Neff, Emily Batty and Anton Cooper riding their Trek bikes with, let’s call it black tape, covering the rear shock. These were prototypes for what we now know is this bike, the Trek Supercaliber, which despite sounding like the start of a Mary Poppins song, is the brand’s top-tier race bike. We have the 9.8 derivative here, which is second from the top in the range and as of June 2020 retails for R99 999.

What you get

As a full-fat (or maybe that should be skinny) race bike, you get a carbon frame with a Fox Performance 32 Step-Cast fork with 100 mm of travel. You can go up to 120 mm on the fork travel according to Trek, and 120 mm seems to be more and more common on SA bikes but whether you’d want that on your race-day bike is debatable. Both front and rear axles are boosted to 110 mm and 148 mm respectively and the rear end suspension features Trek’s IsoStrut shock. It offers just 60 mm of travel and is integrated into the frame, apparently offering less lateral flex and twist than a normal rear shock. If it looks complicated, it isn’t. Once you strip away the mounting bolts it’s just as easy to service as any other Fox shock would be.

Bontrager comes to the party with an assortment of carbon parts comprising 30 mm Kovee Elite wheels, trick XR2 2.20 rubber (front and rear), Pro seatpost, 720 mm wide bars and for this large frame, an 80 mm stem. The stems vary in length depending on the frame size.

The drivetrain uses a SRAM GX Eagle 12-speed to do the shifting and a Truvativ carbon crank. The bike comes standard with a 32 tooth chainring, which works on race day, but you may want a 34 tooth for everyday use. Stopping power comes courtesy of Shimano XT brakes and make of them what you will but I struggle with the snatchy nature of XT and the unsettling reaction from it.

At R100k, the spec seems a little on the low side. I know I was expecting a little more than SRAM GX at this price, especially with the 9.9 being such a large step up at R180k, featuring XX1 componentary as well as a few other parts upgrades. However, I suspect we are in for a bit of shock as bike prices move further into the stratosphere in the future and there is always time to upgrade parts throughout the ownership period of the bike.

For those into their geometry, the Supercaliber hits all the modern marks. It has an adequate slack (for a cross-country race bike) 69.0-degree head angle, 430 mm chainstays and a wheelbase of 113.6 cm for the large frame. Claimed weight is 10.46 kg with sealant. Once I threw on some Shimano pedals and 2 bottle cages, I was surprised to see the scale read as high as 11.4 kg. Having done a bit of reading on this, it appears to be a common occurrence, obviously Trek’s in-house scale is rather friendly.

To the trails

Rather than listing all the tech specs in every detail, let’s get into how it all translates into the riding experience. Right out of the blocks the Supecaliber feels fast, from the front end responsiveness to the way you can rapidly flop the bike over from one side to the other. There is no delay in the bike’s reactions, it wants to move.

The dual lockout (front and rear together) is best reserved for flatter, softer surfaces where you can really make use of it. Having both shocks locked out on the trails is abrasive on the body and feels mechanically unsympathetic. In any case, with just 60 mm of travel at the back, you’re not losing much to the dreaded dual sus ‘bob’. It has the hardtail punchiness out of switchbacks and when trying to boost over things, unlike a hardtail, the bike does not get caught up on them and slow you down as the rear tries to settle. It is a climber’s dream, the swift front end gets you into and out of corners quickly while you get excellent value for every pedal stroke you churn out at the rear.

Send it at a negative gradient and it’s surprisingly more capable than you’d think. The fast front end is predictable and stable in the corners and if you need to quickly correct, it’s very easy to manipulate. Much of that is no doubt down to the slacker head angle and low bottom bracket height.

Down a succession of high-speed S-bend berms on Tygerberg’s Hoogekraal trail, I was impressed with just how quickly the bike shifts from side to side. You can force the issue and really attack corners with the confidence on the Supercaliber. The rear end feels light thanks to those short rear chainstays and tidy shock. A small flick of your heals in the cleats and you can lift the rear end up and have it wherever you want with very little effort.

I found myself going faster and faster on every trail, more confident in the bike’s abilities to deal with increased corner speed, jumps and ruts. The Bontrager XR2 rubber is soft and progressive the more angle you put on it. These tyres probably aren’t a long term option but for race day, they feel like a set of qualifying lap specials.

Any downside?

The short travel rear can get caught up on rockier terrain like a hardtail. Bigger drops and ruts run through the travel and you can find yourself slowed up momentarily where a conventional dual suspension would soak up the hit with less loss of forward momentum. I found that running a little harder pressure at the rear (10 psi above recommended pressure for a 65 kg rider) worked better for me. I wasn’t running out of travel so often and in knowing that, I would try harder to blast my way through bumpier terrain.

As a stage race bike, riders might find it a little too taxing on the body. I’m talking anything more than 2 or 3 days where you’re looking to preserve energy as much as possible. If you are a hardtail rider, then the Supercaliber is only going to be an improvement for you.

Anything else?

Trek seems to be somewhat of an underrated brand in South Africa and I can’t see why. It has quite a nice selling point in that the Bontrager parts are designed in-house and made specifically for Trek bikes. Keith Bontrager has pioneered many innovations in mountain biking and having someone like that underneath the Trek banner, ushering along part development has got to be a good thing.

The Supercaliber brings a new style of bike to the market, something race-bred and built for those eyeing podiums and KOMs. It combines the climbing speed of a hardtail with the ability to attack a descent like a dual sus can. Is it the best of both worlds? That depends on the type of riding you see yourself doing – XCO? Then yes. Cape Epic? No, consider the Top Fuel . 3-day stage race? Errr possibly, but you need to be fit.

You need to work to get the most out of the Supercaliber, it’s like a hardtail in that respect. You have to use your upper body and strength and in doing so it rewards you with a second here and there, which adds up over the course of a race.

While the pricing seems expensive now, there is nothing really this race-focused on the market. The latest Scalpel Si Carbon 2 is similarly priced and the new Specialized Epic isn’t far off that number either. Considering where the Trek is positioned, both of those rivals would be considered marathon bikes compared to the Trek Supercaliber’s race offering.

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Jun 29, 2020, 7:38 AM

Very sleek looking design - but just a tad away from my paygrade - mmm maybe 3 tads 

Jun 29, 2020, 7:49 AM

I love that after so many years manufacturers have to say 'fast or slow on the rebound dial "

We mountainbikers really have all the gear and zero knowledge

Jun 29, 2020, 7:54 AM

For R100k... Definitely a bit poverty spec on the parts. 

Jun 29, 2020, 8:25 AM

I love that after so many years manufacturers have to say 'fast or slow on the rebound dial "   We mountainbikers really have all the gear and zero knowledge

too true. We won't even go into re valving the suspension to suit the conditions and rider preferences

Jun 29, 2020, 8:41 AM

• Trek has designed a dedicated race bike and a dedicated Marathon/light trail/downcountry bike in the Super calibre and TopFuel
• A truly unique design
• carbon wheels and finishing kit
• Heavy for such short travel and focus. It really needs to sub 10Kg across the reange before sealant, cages and pedals to be a serious race bike
• GX on a R100K bike...... really??!!, No thanks
• Fox 32 Performance at this price? 

If this bike with this spec was priced in the R70k-R80K range I would consider it. But its price puts  it out there  way above more capable and potentially lighter bikes. No way I'm paying R100k for 11.5kg! I picked up david George's Supercalibre and even with the top sec I was pretty underwhelmed by the weight. Its just not light enough for the concept to make sense.

Jun 29, 2020, 9:59 AM

+'s Trek has designed a dedicated race bike and a dedicated Marathon/light trail/downcountry bike in the Super calibre and TopFuel A truly unique design carbon wheels and finishing kit -'s Heavy for such short travel and focus. It really needs to sub 10Kg across the reange before sealant, cages and pedals to be a serious race bike GX on a R100K bike...... really??!!, No thanks Fox 32 Performance at this price?    If this bike with this spec was priced in the R70k-R80K range I would consider it. But its price puts  it out there  way above more capable and potentially lighter bikes. No way I'm paying R100k for 11.5kg! I picked up david George's Supercalibre and even with the top sec I was pretty underwhelmed by the weight. Its just not light enough for the concept to make sense.

Fair overview

those negatives are spot on and puts a massive X on it for me as i would want to upgrade fork and drivetrain the minute i get it and thats about 30-40k for something a bit lighter.

Cool bike tho...

Jun 29, 2020, 10:58 AM

I was wondering if dirt or mud will have an effect on the "sliding mechanism"?  

Jun 29, 2020, 1:39 PM

 no more so than your forks or a conventional rear shock. The only alternative is an elastomer sprung titanium Softail

Jun 29, 2020, 3:34 PM

Yip and those Moots bikes don't come cheap.

Jun 29, 2020, 3:43 PM

Interesting. The specification weight is 10.46 kg for the 9.8. Which is almost 600 g exactly lighter than my Top fuel 9.8 SL 2018.

Leaving aside pricing considerations (major), I think that this bike is a little too niche for me. I'll stick with what I have – it's a good marathon bike that can do a fair bit of trail as well, et cetera. Fairly firm ride with the Reaktiv shock but I really like it – it works well and it climbs well. Still a good race bike while being a better all-rounder as well. Anyway, horses for courses, et cetera.

Jun 29, 2020, 4:03 PM

I recall Fox Front shox having not only "slow" , "fast" in writing but these were also complimented with a tortoise and hare  graphic. I guess we did evolve, only slightly so. 

Jun 29, 2020, 4:07 PM

Interesting. The specification weight is 10.46 kg for the 9.8. Which is almost 600 g exactly lighter than my Top fuel 9.8 SL 2018.   Leaving aside pricing considerations (major), I think that this bike is a little too niche for me. I'll stick with what I have – it's a good marathon bike that can do a fair bit of trail as well, et cetera. Fairly firm ride with the Reaktiv shock but I really like it – it works well and it climbs well. Still a good race bike while being a better all-rounder as well. Anyway, horses for courses, et cetera.

Ya this weight thing is always a bitter pill. Manufacturers claim weights that never seem to be achievable with the spec you buy the bike with.

change the tyres and bang on goes 500 gr! Add sealant and pedals and we're a kilo heavier. It's like those tyres your bike comes fitted with are helium infused and only available as OEM supply.

Jun 29, 2020, 5:55 PM

Mind you - would love to ride Sani2C with this.  Might be an upgrade from my current 10.6kg 26er HT.

Jun 30, 2020, 7:31 AM

Suddenly my XL Fuel Ex doesn't seem so heavy at 13.1kg, ready to ride (which includes dropper, 130mm travel front and back, 2.4inch tyres)

Jun 30, 2020, 10:06 AM

Ya this weight thing is always a bitter pill. Manufacturers claim weights that never seem to be achievable with the spec you buy the bike with. change the tyres and bang on goes 500 gr! Add sealant and pedals and we're a kilo heavier. It's like those tyres your bike comes fitted with are helium infused and only available as OEM supply.

True. And then in the case of this particular manufacturer, the weight is usually based on the medium size frame.

Jul 2, 2020, 4:04 PM

I have a medium Trek Fuel Ex 9.8 2018 model.  And on the scale with XT trail pedals and full sealant incl bottle cage.  Hell just my tires are probably 500grams more than this bike and it in Came in at 13.1kg

this bike should be no more than 10.5kg with the above included.  Me thinks your scale is out of whack

Jul 3, 2020, 4:41 PM

All of these photos were taken on Contermanskloof farm NOT Hoogekraal. 

Jul 3, 2020, 5:02 PM

Those are some nice pics, compliments to the photographer!

Jul 6, 2020, 9:13 AM

Correct. Although it's quite likely the bike was also ridden at Hoogekraal during the test period, considering how close the trails are. Just because you don't see it in the pictures doesn't mean it didn't happen?

Jul 7, 2020, 7:34 AM

Suck it up and ride a hardtail. Save R100k.

Jul 7, 2020, 8:26 AM

Oh we have a badass here

Jul 7, 2020, 8:54 AM

I have a XL TREK Top Fuel 9.9 - GX Eagle - Old Bondrager wheels with a dropper post = 12.6kg

Jul 7, 2020, 9:33 AM

The price can be compared to the Epic

R80k for the GX one. This looks 20k more expensive, and comes without Brains (rider has to do all the thinking ????????)

Jul 7, 2020, 10:43 AM

Oh we have a bad ass here

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