trek ex fuel 9

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

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

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

2023 Trek Fuel EX – basic specs:

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

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

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

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

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

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

Ride Impressions: Suspension

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

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

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

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

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

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

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

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

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

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

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

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

On-Bike Tools and Storage:

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

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

Components:

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

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

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

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

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

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

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

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

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

trekbikes.com

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

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

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

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

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

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

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

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

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

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

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

I hope they have

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

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Trek Fuel EX 9.9 first ride review

• Jamie Darlow
• October 8, 2022

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

Trek Fuel EX Credit: Roo Fowler

Product Overview

Trek fuel ex 9.9.

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

Manufacturer:

Price as reviewed:.

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

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

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

Need to know

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

EX or EXe… Spot the difference

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

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

10mm more travel

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

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

Longer, lower, slacker, steeper

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

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

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

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

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

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

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

What, no mullet?

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

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

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

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

The suspension

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

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

If looks could thrill

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

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

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

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

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

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

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

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

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

How it rides

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

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

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

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

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

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

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

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• The Trek Fuel EXe review

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

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Bike Test: Trek Fuel EX 9

When Trek set out to design the new Fuel EX, they up when the wheel moves deep into its travel. We’ve had wanted to set the bar for mountain bike versatility. The bike they came up with pulls from their extensive ride time and research with some of the best riders on the planet. The aluminum-framed version is not their top of the line (the carbon frame gets that title), but the EX9 sports all the high-end technologies. 

WHO IS IT MADE FOR? This bike can work for a huge range of riders, and that’s what being a true trailbike is all about. The Fuel EX9 sports just enough travel to feel aggressive, but not so much that it will hold you back on a long ride or a climb. This bike is all about versatility.

WHAT IS IT MADE FROM? The Alpha Platinum aluminum frame features just over 5.1 inches of rock-gobbling suspension that uses Trek’s proprietary ABP (Active Braking Pivot) design. This design uses a pivot at the dropout inline with the rear axle and a “floating” shock that attaches to the swingarm to keep the suspension active and neutral during braking and pedaling efforts. The frame also sports a tapered head tube, one-piece magnesium rocker, and integrated chainstay and downtube protection.

WHICH COMPONENTS STAND OUT? The shock’s DRCV (Dual Rate Control Valve) technology works by using an additional air chamber that’s only opened  up when the wheel moves deep into its travel. We’ve had great luck with this shock technology, but always said we’d like to see it in the fork to offer a more balanced feel. This is the first year Trek has done that. That little bit of extra air keeps the suspension from feeling like you’re getting cheated out of the last 20 percent of your travel from the air pressure “ramping up.” Bravo, Trek.

The Bontrager XR3 Team tires are a perfect fit for the EX. They roll fast and hook up very well in a wide variety of conditions. There was a day when Trek bikes were held back by mediocre, house-brand tire choices, but those days are gone.

HOW DOES IT PERFORM? Setup: Setting up the DRCV should be a hassle, but it’s not. The fork and shock have only one air chamber each to set, and Trek simplifies the process by including clip-on sag meters on both. We set both the fork and shock to 30-percent sag and hit the trails. The beauty of this system is that it can feel both efficient and bottomless with a single setup. The DRCV allows the suspension to move deep into its travel while still delivering a firm pedaling platform. With the Fuel EX, let the fork and shock work their magic.

The rebound damping circuit on the Fuel’s shock is very strong, and we found ourselves running the adjustment near full open. Smaller riders who need lower pressures may have difficulty finding a setting that doesn’t “pack up” on successive hits.

Pedaling: Trek’s DRCV shock and fork (made by Fox) also have Fox’s rider-selected CTD system (Climb, Trail, Descend modes). While the suspension action responds well to all three settings, we found ourselves leaving the suspension in the trail mode most of the time. This bike can do it all when the shock is set right in the middle.

Climbing: The aggressively steep seat tube angle puts the rider right over the pedals, which feels very efficient on long climbs. The plush suspension assists on rough, technical climbs (don’t use the too-firm climb mode in this situation) by allowing the rear wheel to follow the terrain and maintain traction. The 26-inch wheels allow for quick acceleration over obstacles in the climb, and changing lines is almost a subconscious effort.

Cornering: Rumors of the 26-inch-wheeled trailbike being killed off by the 29er and 27-incher are greatly exaggerated. The Fuel EX has something that the big-wheeled bikes can’t exactly match, and that’s maneuverability. The Fuel EX has a snappy and responsive feel in the corners, and the bike loves to be manhandled through switchbacks.

Descending: At the end of a descent, we like to see that we’ve used all the available travel. The DRCV delivers in spades. The front and rear suspension feel exceptionally balanced, allowing you to work the stroke of the shock and fork much more effectively. While the first half of the travel is designed to be efficient, the second half is designed to feel bottomless, and it just plain works. The 5 inches of travel are used so effectively; it feels like the Fuel has even more. 

TRICKS, UPGRADES OR TIPS? The Fuel EX has routing for a RockShox Reverb Stealth seatpost with a remote actuation hose that routes through the frame and connects at the bottom of the seatpost rather than at the head. The EX9 doesn’t use that routing and instead comes with the standard Reverb seatpost (with its hose that connects to the seatpost head and routs externally). This spec doesn’t make sense to us. Instead, Trek should spec a less-expensive aluminum post, lower the bike price and let the rider upgrade to the Stealth seatpost if he desires. Using the standard Reverb feels like a compromise where nobody wins.

The rear brake hose clipped our heels when we were pedaling. To remedy this, we rerouted the hose on the inside of the seat stay, but this caused an unsightly rub mark in the paint. With a simple stick-on protector, both problems would have been solved. Add one before your first ride.

BUYING ADVICE The versatility of the Fuel EX9 can’t be understated. It’s not a cross-country racer, and it’s not a descending specialist; instead, it’s designed to ride everything well. The geometry feels like it has E.S.P. and knows your next move before you make it. The maneuverability and flickability built in mean you can make the move happen too.

The DRCV suspension is much more than just marketing jargon. This technology really works and makes the 5 inches of travel feel like more. Bikes like the Fuel EX9 are the reason that 26-inch wheels aren’t dead. They’re just plain fun to ride. If you’re looking for a lively partner that can do everything short of a downhill race, this bike is worth a look.

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Trek Fuel EX 2023 Review | A bigger, musclier & hugely adaptable trail bike

The not-so-minor details.

2023 Trek Fuel EX

https://www.trekbikes.com

$4,999 AUD - $8,999 AUD

- Sturdy, flex-free chassis - Superb geometry with adjustable head angle - Efficient & comfortable climbing performance - Coil shock, big fork & mullet compatibility - Mechanic-friendly frame furnishings - Internal storage

- Frame is on the heavy side - Rear shock tune lacks small-bump suppleness - Rattly rear thru-axle lever

Wil reviews the Trek Fuel EX 2023

Having undergone a ground-up redesign for 2023, the Trek Fuel EX has entered its burliest and biggest travel form yet. This latest model represents the 6th generation of Trek’s popular mid-travel trail bike, with the original having debuted all the way back in 2005. Trail riding has evolved a lot since then, and the new Fuel EX aims to keep up with that evolution by incorporating almost every mod-con you can think of.

Of course it’s big news whenever Trek releases a new Fuel EX, and given how important this bike is for the US brand, we were curious to see how the raft of updates would play out on the trail. We had a bit of an idea, having thoroughly enjoyed riding the electrified Trek Fuel EXe over the past few months. Would the muscle-powered version deliver the same good vibes? And how would it compare to the previous models that have given us so many fond riding memories over the years? We’ve been putting the Trek Fuel EX 2023 to the test to find out!

Watch our video review of the Trek Fuel EX 2023:

Along with the downtube storage, generous frame armour and size-specific chainstays, the Fuel EX appears to pack in almost everything you could possibly want in a modern trail bike.

An overview of the Trek Fuel EX 2023

For 2023, the Trek Fuel EX is built around an entirely new frame that’s produced in carbon and alloy variants. Suspension travel has increased by 10mm at both ends, with the new Fuel EX now sporting a 150mm fork and 140mm of rear travel via the ABP four-bar suspension design.

It’s worth noting that the frame will handle a 160mm travel fork, and thanks to the two-position Mino Link, it can also be run as a mullet. Borrowed from the Session downhill bike, there’s a two-position flip chip at the lower shock mount that offers linear and progressive settings. The latter option is what makes the new Fuel EX coil shock compatible.

On top of that, Trek will be offering aftermarket headset cups to steepen or slacken the head angle by a degree. Along with the downtube storage, generous frame armour and size-specific chainstays, the Fuel EX appears to pack in almost everything you could possibly want in a modern trail bike. It’s certainly an appealing package on paper, and one that’s ready to take on contemporaries like the Specialized Stumpjumper , Merida One-Forty , Canyon Spectral and Giant Trance X .

Trek Fuel EX price & specs

There are a number of different models available in the Trek Fuel EX 2023 lineup, though availability will vary depending on where you are in the world.

In Australia, prices currently range from $4,999 AUD for the Fuel EX 7, and go up to $8,999 AUD for the Fuel EX 9.8 XT model. The cheapest option is actually the Fuel EX 5, though that model carries over the previous generation frame. For a closer look at the specs, prices and all the new details, check out our Trek Fuel EX 2023 overview article for more.

Here we’ll be diving into our experience of testing the Trek Fuel EX 9.9 XX1 AXS model, which will be available in Australia in limited quantities through the custom Project One bike builder. It’s a media bike that was provided to us by Trek, and of course it comes dripping with lots of gold, carbon and wireless bits. However, as usual with our reviews, we won’t be going into detail about the Gucci-level spec. Instead, we’ll be concentrating on the important aspects that are shared throughout the Fuel EX lineup; the frame design, suspension performance and its on-trail handling.

2023 Trek Fuel EX 9.9 XX1 AXS

• Frame |  OCLV Mountain Carbon Fibre, ABP Suspension Design, 140mm Travel
• Fork |  Fox 36, Factory Series, GRIP2 Damper, 44mm Offset, 150mm Travel
• Shock |  Fox Float X, Factory Series, 185x55mm
• Wheels |  Bontrager Line Pro 30, OCLV Carbon Rims, 29mm Inner Width
• Tyres |  Bontrager SE5 Team Issue 2.5in Front & Rear
• Drivetrain |  SRAM XX1 Eagle AXS1×12 w/30T Crankset & 10-52T Cassette
• Brakes |  SRAM Code RSC 4-Piston
• Bar |  Bontrager RSL Integrated, OCLV Carbon, 27.5mm Rise, 820mm Width
• Stem |  Bontrager RSL Integrated, OCLV Carbon, 45mm Length
• Seatpost |  RockShox Reverb AXS, 34.9mm Diameter, Travel: 100mm (S), 150mm (M-M/L), 170mm (L), 200mm (XL)
• Saddle |  Bontrager Arvada, Austentite Rails
• Confirmed Weight | 14.4kg
• RRP |  $TBC

The chassis feels near-bombproof, and combined with the supportive suspension, powerful brakes and high volume rubber, you’re served up plenty of confidence for pushing the front wheel into steep chutes and over technical A-lines.

Trek Fuel EX size & geometry

From X-Small through to XX-Large, the Trek Fuel EX is produced in no fewer than seven different sizes. Seven! Given that many brands only offer four or sometimes even just three frame sizes, that’s impressive.

The two smallest sizes feature 27.5in wheels, while the Medium and above come standard with 29in wheels. The Small is the only option that is available in either wheelsize.

At 175cm tall I’ve been riding a Medium, which features a 450mm reach. Thanks to the use of short seat tubes, a rider of my height could easily upsize to the M/L size to get a longer 470mm reach. Personally, I’ve found the fit of the Medium to be spot-on.

As for geometry, the Fuel EX features a 64.5° head angle and approximately a 77.5° effective seat tube angle in its stock configuration. The rear centre length varies between sizes, going up to 450mm on the largest frame. On the Medium I’ve been riding, the rear centre is a compact 435mm.

Coming off the Fuel EXe, I found it easy to settle into the Fuel EX. The only modification I needed to perform was to chop the comically wide handlebars from 820mm down to a more reasonable 780mm.

Suspension & tyre setup

Getting the Fuel EX set up is made easy thanks to Trek’s detailed online suspension calculator . Input the bike model and your riding weight, and out spits suggested air pressure and rebound settings for both the fork and shock. It even suggests tyre pressures, giving you a good place to start before hitting the trail. When brands like Canyon struggle to provide any recommendations at all, Trek should be commended for helping riders to get the most out of their bike.

For my 68kg riding weight, Trek suggests setting up the Fox 36 fork slightly softer and slower than usual. Recommended rear shock sag is 29%, and the calculator’s suggestion of 158psi got me to exactly that figure. Initially I set the rebound at 6/15 clicks as recommended, but while everything felt quite balanced front to back, the suspension was a little sluggish and duller than I wanted. Speeding up the rebound by a couple of clicks in both the fork and shock helped to make the whole bike feel a bit more lively, while improving small-bump reactivity.

Although the Bontrager SE5 tyres feature reinforced Core Strength casings, I still fitted a CushCore Pro insert to provide some additional pinch-flat protection and insurance for the carbon rims. Tyre pressures were set as per Trek’s recommendations with 20psi in the front and 22psi in the rear.

Trek Fuel EX weight

Confirmed weight for our Trek Fuel EX test bike is 14.4kg. That’s with the tyres set up tubeless, but without the CushCore insert or pedals.

It’s on the heavier side for a high-end carbon trail bike, though the 2.5in tyres, stocky carbon wheels and AXS components aren’t exactly the lightest going. Of course weights do vary throughout the Fuel EX lineup depending on the spec, and you can see the weights for all the different models in our range overview .

A contributing factor to the overall weight is the new frame, which has gained almost 700g over its predecessor. Trek claims the carbon frame weighs 3.4kg with the rear shock, making it a bit of a porker alongside some of the competition;

• Scott Genius HMX Carbon: 2,249g
• Specialized Stumpjumper Carbon: 2,280g
• Giant Trance X Advanced Pro 29: 2,498g
• Specialized Stumpjumper EVO Carbon: 2,750g
• Canyon Spectral CF: 3,047g
• Trek Fuel EX Carbon: 3,400g

The new alloy Fuel EX frame is heavier again, coming in at a hefty 4.6kg with shock.

Of course weight isn’t everything, and it’s unsurprising that the new frame has gotten heavier given how much longer and slacker it is. Still, for those who are especially concerned by grams, there are certainly lighter options on the market.

What do we dig about the Trek Fuel EX 2023?

With its added heft and updated geometry, the Trek Fuel EX 2023 is no doubt the burliest iteration yet. The chassis feels near-bombproof, and combined with the supportive suspension, powerful brakes and high volume rubber, you’re served up plenty of confidence for pushing the front wheel into steep chutes and over technical A-lines.

Indeed it’s massively capable for a 140mm travel bike, with the slack 64.5° head angle and roomy wheelbase giving it a purposeful stance on the trail. The geometry is superb, with welcome updates that have brought the Fuel EX right up to speed.

The steeper seat angle is particularly noticeable over the old bike, providing a much improved seated position on steep climbs. Pedalling efficiency has also levelled up. Trek has lifted the main pivot above the chainring to increase anti-squat, which helps to reduce pedal-induced bobbing. The Float X shock has a two-position climb switch, but I never once needed to use it while riding off-road since the rear end is so well behaved.

It rips through the turns

Once up to speed on flower singletrack, the taut chassis means the Trek Fuel EX is highly responsive when rounding corners and pushing into berms.

With its boxy downtube, split top tube and the supporting strut for the lower shock mount, the front triangle is heavily braced to resist torsional flex. Along with the wide main pivot and boxy one-piece chainstays, the Fuel EX possesses a strong spine from its shapely head tube to the rear thru-axle. The muscly frame effectively translates handling inputs while resisting lateral deflection through the turns.

Likewise, the short rear end and generous 38mm BB drop are fantastic when threading your way through twisty sections of trail, keeping you connected to the terrain and contributing to the playful ride quality. The low-hanging BB did mean I caught the pedals occasionally, so those who frequent off-piste terrain and technical climbs will want to consider flipping the Mino Link into the High position to indulge in an extra 7mm of pedal clearance.

Otherwise the riding position and weight distribution are totally sorted. The handling is approachable, and the Fuel EX doesn’t demand a whole lot from you as the rider. Compared to the old bike it does need a more concerted lean when entering tighter corners, though this is a part of the natural evolution of modern trail bike geometry. Even if you’re coming off a 5-year old bike, you’ll only need a few rides to get accustomed to the Fuel EX’s steering behaviour.

Trail-tweakable

In addition to the Mino Link, we’ve also been experimenting with the lower shock flip chip on the Trek Fuel EX. Requiring just a single 6mm hex key, it’s a quick adjustment to make trailside, and the change in suspension behaviour is noticeable.

I ended up preferring the ‘Less’ setting, which provides a more linear leverage rate. With the shock set at the recommended sag, this position provides great pedalling support, along with more comfort and activity deeper into the stroke. There’s still a good deal of progression though. Combined with the large bottom-out bumper in the Float X shock, hitting full travel proved to be a well-controlled affair.

One of our fellow testers, who generally spends more time in the air than on the ground, preferred riding in the ‘More’ setting. This increases progression, providing a stronger ramp-up in the latter half of the travel. He also reduced the shock pressure by 5psi to further enhance small-bump compliance, while still being able to enjoy the additional big-hit support. Pedal efficiency isn’t as stable in this setting, but it does mean the Fuel EX takes to jumps like a duck to water, popping off lips enthusiastically and absorbing hard landings with a solid and flex-free touchdown.

One thing to note on the More/Less flip chip is that while you are altering the progression of the air spring, you’re also affecting the damper too. As well as adjusting air pressure, we found we needed to tweak the rebound and low-speed compression settings between the two positions. It is indeed a useful tuning tool, but it doesn’t dispel the need for air volume spacers entirely.

What does it struggle with?

With the Trek Fuel EX adopting a beefier frame, the added weight is noticeable compared to lighter bikes in this category. That’s compounded by the heavy-duty brakes, stocky wheels and chunky tyres, which mean there’s more inertia to overcome during micro-accelerations on an undulating climb.

For those who are looking for a sharper and sprightlier trail bike to whip through the trees along smoother singletrack, the latest Trek Top Fuel will be a better fit. In comparison, the new Fuel EX is a burlier beast that thrives on steeper and more technical terrain.

Curiously, it does feel stiffer than the electrified version, the Fuel EXe . Despite both our test bikes featuring carbon frames with a near-identical build kit, I’ve found the Fuel EX to transmit more trail feedback.

Some of this may be due to structural differences, and perhaps the more favourable sprung-to-unsprung mass ratio on the electric version thanks to the added weight of the motor and and battery. Either way, the Fuel EX doesn’t exactly exude off-camber compliance. As a lighter rider on very rocky terrain, I’ve found myself getting knocked around a little more than I would like.

This sensation reminded me of the Canyon Spectral 125 , which proved to be overly stiff and quite uncomfortable at slower riding speeds. The Fuel EX is more compliant overall than the Spectral 125, but it’s still pretty stiff.

It’s not as supple as Fuel EX models gone by

Contributing to this sensation, the suspension isn’t as plush as previous Fuel EX models, particularly those that featured the Thru Shaft shock. Those bikes did require the rider to make use of the compression lever to provide pedalling support, but it meant that in the open mode the rear end absorbed the terrain like melted butter.

You may have noticed that Trek has been making a conscious move away from proprietary suspension components lately, and that’s coincided with building bikes that offer more neutral pedalling performance. The increased anti-squat is one part of the equation on the new Fuel EX, and the other part is the custom-tuned Float X, which Trek has configured with a digressive compression tune on the main piston. This creates a decent low-speed threshold, which provides a level of support that sits between the Open and Medium settings on the previous RE:aktiv damper.

The result is that you can ride with the shock fully open, and the Fuel EX still offers great stability under pedalling inputs, with no real need to activate the climb switch. If you detest remote lockouts and having to flip shock levers all the time, this will certainly be appealing.

The downside is that the suspension isn’t as supple over smaller rubble and at slower speeds. Along with the stiff chassis and carbon wheels, more of those vibrations are transmitted to the rider. As such, careful consideration with tyre pressure is needed to maximise grip and comfort.

Because there is more support however, the Fuel EX gives your feet a stronger platform to push off of, with greater feedback during high-load scenarios. Indeed the harder and faster you push, the better the Fuel EX responds. In that sense, it’s less of a comfy cruiser like its predecessors, and more of a mid-travel bruiser that loves to ride hard and fast.

Component highs & lows

As a complete bike, the Trek Fuel EX is a solid package that puts the emphasis on capability over light weight.

The Bontrager SE5 tyres are a good example, coming in at 1,100g each on our workshop scales. They roll reasonably well given their weight and size, and we’ve found them to provide consistent grip on rocky, hard-packed soil, which will suit most Aussie trail riders. The tread is a little shallow though, and the compound isn’t the softest, which sees them struggling to latch on when the conditions are wet and loose. We’d prefer something a little stickier and toothier up front, like a Maxxis Minion DHR II with 3C MaxxGrip rubber.

While the carbon Bontrager Line Pro rims are quite stiff, they have proven to be plenty tough. We’ve tested five of these wheelsets across various bikes over the past few years and we’ve not encountered a single issue. The y also come with a two-year crash replacement guarantee, which is great insurance given the hell that you can put this bike through. Furthermore, the frame itself comes with a lifetime warranty for the original owner.

There’s still plenty of real-world protection though, including a generous two-piece armour plate that bolts to the underside of the downtube. There’s also a metal chain-suck guard behind the chainring, and a full-coverage chainstay protector. Along with the fully guided internal cable routing, the Fuel EX is an impressively quiet and rattle-free bike on the trail. Well, except for the rear thru-axle lever, which I removed after the first ride.

Otherwise the finishing details are all sound. The adoption of a bigger 34.9mm seat tube diameter is welcome, as it accommodates a stiffer and stronger dropper post, particularly for the larger sizes. Mechanics will be happy to see a threaded BB shell, and we’re fans of the downtube storage. The trap door has none of the play that we encountered on the last Fuel EX we tested, with a tight fit and a nice lever action.

It’s certainly a high quality chassis, and many riders are likely to appreciate the in-built versatility. We’re looking forward to trying out the adjustable head angle once the aftermarket cups become available, and we’d also be keen to try out the Fuel EX with a coil shock. Setting it up as a mullet will be more straightforward, especially as you only need to buy an air spring to extend the Fox 36 up to 160mm of travel.

Trek Fuel EX vs Specialized Stumpjumper

Alongside the Trek Fuel EX, the Specialized Stumpjumper is one of the most popular and well-known trail bikes in this category. In terms of travel and the overall build, the Fuel EX sits right in between the regular Stumpjumper and the Stumpjumper EVO. However, it’s the regular Stumpy that I’ve been spending the most time on lately, both in its stock configuration and with a burlier mullet setup .

Compared to the Fuel EX, the Stumpjumper has a touch less travel with a 140mm fork and 130mm at the rear. It also uses a simpler suspension layout, with the carbon models employing a flex-stay design. Combined with its slimmer tube profiles, the carbon Stumpjumper frame is very light. Specialized claims it weighs just 2.28kg including the shock, which is over a kilo lighter than a carbon Fuel EX.

This theme extends to the Stumpjumper’s build kit, with Specialized electing for the skinnier Fox 34 over the 36. Along with an in-line shock, lighter brakes, wheels and tyres, there’s a considerable difference in the overall bike weight. For example, the Stumpjumper Pro we tested weighed 12.84kg.

While the geometry is pretty similar between the two bikes, the Specialized Stumpjumper rides much lighter on the trail compared to the Trek Fuel EX. It offers more comfort, with its lithe chassis and smooth suspension performance providing better compliance over rough terrain. It’s quite sporty and sprightly, though its active suspension design does need taming on the climbs by making use of the rear shock’s compression lever.

In comparison, the Fuel EX is more naturally efficient. It’s also more planted at speed, with its sturdy chassis and supportive suspension providing better big-hit capability. It feels more like a short travel enduro bike, which will suit heavier and harder riders.

Both bikes will handle a longer fork and can be set up as a mullet, though Specialized makes a specific link for the Stumpjumper to maintain the stock geometry. There is greater versatility in the Fuel EX chassis, with the option to adjust the head angle and fit a coil shock.

As for value, the Fuel EX offers a more appealing spec package. A Stumpjumper Expert sells for $9,800 AUD and comes with a Fox 34 GRIP2 fork, SRAM G2 brakes, an X01 drivetrain, alloy wheels and handlebars. In comparison, an equivalent Fuel EX 9.8 XT sells for $800 AUD less. It gets a simpler GRIP damper for its Fox 36 fork, though it does feature a piggyback shock, a Shimano XT groupset, a carbon one-piece RSL cockpit and carbon wheels with that 2-year crash replacement guarantee.

Flow’s Verdict

For many trail riders, the Trek Fuel EX 2023 is likely to tick just about every box on your new bike wish list. It’s as up to date as it gets, featuring loads of adjustability, internal storage and a nuanced approach to its size-specific geometry. Along with the increased travel and muscly frame, it offers greater stability and big-hit control over its predecessor, while still being a fun and involving bike to ride on modern flow trails.

It is a bit of a chonker though, so those who are looking for a lightweight and speedy trail bike may be better served by the latest Top Fuel .

The stiff chassis and supportive suspension also mean the Fuel EX tends to transmit more feedback, making it less comfortable to ride over rocky terrain. We’d be curious to try out a lighter shock tune to see how much of a difference that would make to the overall ride quality, but in its stock form the Fuel EX isn’t as plush as competitors like the Giant Trance X and Specialized Stumpjumper .

It is impressively efficient though, and the stable suspension gives you a load of support when you’re really giving it the beans on the descents. In this sense, the Fuel EX is closer in feel and performance to an enduro bike. You’ll still want to look towards the Slash if you’re serious about racing, but outside of the tape the Fuel EX will handle just about everything a modern trail centre or bikepark could throw at it. And for those who really want to up the limits, the adaptable chassis can easily be configured for some pretty aggressive riding.

Indeed for those who are chasing maximum capability without going to a big, spongy enduro bike, the Fuel EX is a mighty appealing option.

You’ll still want to look towards the Slash if you’re serious about racing, but outside of the tape the Fuel EX will handle just about everything a modern trail centre or bikepark could throw at it.

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Trek Fuel EX 9.0 review

Trek's 9.0 really fuelled our fire this year

Russell Burton

Guy Kesteven

With our sister magazine What Mountain Bike running their Bike of the Year awards in one months time here's what has been floating the boat of our testers in 2007. Guy Kesteven gives us the lowdown on why he's been spending so much time on the carbon Trek EX 9.0.

Having a first date with a bike on a three-hour descent of high alpine Colorado singletrack is always a good start. A happy honeymoon with Trek's new carbon fibre bride has continued as a very happy marriage back home, too.

For a start, its 9.5 brother was noticeably faster than other 5in bikes we race tested at last year's Bontrager 24/12 event. It weaved through the trees and kicked out of corners in a way that left the other bikes seeming somehow lumpy and sluggish. Lean back and let it soak up the hits and it was far more capable than most race bikes.

Since then our 9.0 long-termer has been in a constant state of flux, as its latest test kit outfit has either stuck or twisted. Again, it has the combination of lightweight speed gain and infectious agility, but no nervousness or need to back off in the rocks mean it's proved to be the best kit breaker we've had in recent memory. It's split cranks, crumpled several lightweight wheelsets, mangled seat posts and split more inner tubes than we can remember. It blew up one set of forks so well that oil was dripping off the bottom bracket shell the morning after.

Yet even in the depths of winter, when its sarcophagus of hardened mud earned it the 'Fossil Fuel' tag, it hasn't complained or rattled loose once. It's just limped home with its crippled componentry and an innocent: "Don't blame me, I was just riding along," expression on its handlebars.

2008 EX bikes will get a tighter rocker link and radial rear axle pivot for good measure, too.

>Occasionally, the faux bar rear end will get hung up or kicked sky high by a square-edged hit that a true linkage bike would handle better. And sometimes its sinewy flex and XC length gets a little out of shape when cross-threading ruts or ricocheting off rocks. Each time, though, it'll immediately make amends by ripping the next climb to shreds or cutting a swashbuckling swathe through the next singletrack chicane like Zorro. In short, whenever the shit has hit the fan, the Trek has come out smelling of roses, and 2008 EX bikes will get a tighter rocker link and radial rear axle pivot for good measure, too.

As for kit changes, it's been a constant tightrope walk between saving weight and survival. Using a short 80mm stem on the large frame was essential after riding the superbly sorted, synapse-fast singletrack development bike of Trek brand manager Joe V.

After trying every imaginable fork to find optimum ride height and handling, I've ended up back with the original custom 90/110/130mm Fox Talas because at least it gives me various options. I'm still getting used to a recent XTR refit after very happy times on SRAM/Avid, though. I love the Dual Control shifting for cashing in on the bike's phenomenal launch speed, but the brakes have taken some balancing up. Wheels have been a real problem too, with most lightweight sets getting screwed within a couple of rides of fitting, and the new Hope straight pulls proving the best stiff/strong/light match so far.

The spec and price (£1600) shown is for the frame only. The bike pictured is an EX 9.0 but only the EX 9.5 is available as a frame only option - decals being the only difference over the 9.0 pictured. Guy has just stripped the standard EX 9.0 and built his own bike around the frame - it's ok for some >For 2008 the new Full Floater EX 9.5 will cost £1800 for the frame only option. Check out the Trek Fuel EX site for further details on the new bikes. >

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2024 BUDGET BIKE ROUNDUP

Trek fuel ex 5 gen 5 review.

Words by Travis Reill  |  Photos by Dusten Ryen & Brian Niles Sponsored by Leatt & Tifosi Optics

With trail bikes in Trek’s lineup reaching five-digit prices, it is nice to see the industry giant offer a full-suspension trail bike that doesn’t break the bank. Trek was kind enough to send us the Fuel EX 5 to ride and review in our budget-bike shoot-out. At just under $2,500, the Fuel EX 5 is one of the most expensive bikes on test. We were excited to get the Fuel EX 5 out on the trails and see how it stacks up against the others in our test bike group.

• 130mm single-pivot ABP • Flip-chip adjustable geo • HTA 66.5 (high setting) • STA 75.5 (high setting) • REACH 475 (Large, high setting)

Big-brand Security

Highest Quality Frame On Test

WE DON’T

Short dropper post

Wide, Heavy wheels

Least Pedaling Support Of The Group

ABOUT THE TREK FUEL EX 5

Many of us are familiar with Trek’s trail-busting Fuel EX line. The Gen 6 Fuel EX saw added travel – not to mention a new frame design – but that doesn’t mean there isn’t room for the shorter-travel younger sibling out on the trails. With 140/130mm of travel and relatively moderate geometry, the Trek Fuel Gen 5 has been a trail bike many have reached for years.

FRAME AND FEATURES

Trek’s Fuel EX 5 features Alpha Platinum Aluminum. Trek boasts their aluminum “is continuously cold extruded and butted at multiple points, and hydroformed into sophisticated tube shapes for maximum strength and minimum weight.” The Fuel EX also has Trek’s Knock Block headset system, which prevents the handlebars from hitting the top tube and causing damage in a crash. Cables are internally routed, and the frame is offered in two color options: black, or the black and yellow we received.

The Fuel EX is offered in seven sizes, from XS to XL. X-small and small frame sizes come with 27.5-inch wheels and a pronounced dip in the top tube to help with standover height. Sizes medium and up are all equipped with 29-inch wheels. If you are familiar with Trek’s sizing, you will know that they also offer a medium/large size for those in between the two sizes. This is the only “in-between” size offered.

Trek’s Mino Link allows you to change the Fuel EX’s geometry. Switching from high to low will slacken the bike by 0.5°, drop the BB by 6mm, and shorten the reach by 5mm. While the bike comes with a 140mm travel fork, Trek gives allowance for bumping up to 150mm to improve descending capability.

The Fuel EX is essentially a linkage-driven single-pivot with one key difference—a pivot at the rear axle. Trek calls this their Active Braking Pivot (ABP) design. On most suspension designs, braking is considered to negatively impact the rear suspension’s ability to absorb impacts and provide traction. Trek’s ABP design aims to allow the rear suspension to remain more active under braking forces.

The Fuel EX 5’s geometry remains relatively moderate compared to today’s trail bike trends. For clarity’s sake, I’ll share the geometry in the “high” setting of the geometry-adjusting Flip Chip. The head tube angle is 66.5° and is paired with a 75.5° seat tube angle. The Stack Height ranges from 559mm to 623mm and Reach lengths range from 400mm to 500mm. Our size large came in at 609mm and 475mm respectively..

The BB height is 341mm in X-small and small, then 346mm for medium and up. Similarly, the BB drop is only 14mm below the axles on the two smallest sizes, and 28mm on sizes medium and up to account for the larger wheels. 436mm chainstays feature across all sizes. Our size Large Wheelbase totalled 1211mm.

BUILD SPECS

For the Fuel EX 5, Trek only offers two build options: a higher-end, 9.8 AXS Gen 5 and the budget-friendly EX 5 they sent us at $2,499. Leading the charge on our test bike was a Rockshox Recon Silver with the Motion Control damper and lockout. In the rear, there was a X-Fusion Pro 2 shock with “open” and “climb” positions.

The drivetrain is a complete Shimano Deore M6100 12-speed build, with Shimano’s 10-51 tooth cassette and a 30-tooth chainring. Shimano also handles the brakes, with 2-caliper hydraulic stoppers and 180mm rotors. 35mm width Alex MD35 wheels are laced to Bontrager hubs, and roll on wide 2.6 Maxxis Rekons. Bontrager makes up the rest of the build with tires, cockpit, and saddle—with the exception of a TranzX dropper post at a short 130mm drop length.

With a brand name as large as Trek, our expectations with the Fuel EX 5 were reasonably high. Even with a more budget-friendly component build, we figured Trek’s proven platform would shine through, regardless of the parts hanging from the frame.

When we tested the Trek Fuel EX 5 on the trails, we found it best suited for riders looking to put in miles. Its very moderate 66.5° headtube angle—the steepest of any of the bikes on test—puts the rider’s body more toward the front of the bike. This allows for a comfortable pedaling position, especially on climbs, which the Fuel EX 5 did reasonably well on. That forward-heavy position also provided good handling on the relatively techy bits of the climbs.

Even with a steeper headtube angle, the Fuel EX 5 wasn’t overly twitchy on faster descents. With 130mm of rear travel, it tackled some rough and chunky trails reasonably well, but finding its limit was quite easy for our aggressive riding crew. It also jumped decently, although the suspension had been firmed up quite a bit. This was done out of necessity, to add support to prevent harsh bottoming out on harder hits. Less aggressive riders looking for a more conventional light-duty trail bike may not feel the need to do the same.

One thing that seemed to hold the Trek Fuel EX 5 back while descending was the dropper post. Our size large EX 5 came with a 130mm dropper, a much shorter length than we’re used to for a size large frame. This meant having quite a bit less post insertion to get proper saddle height for climbing. When it was time to point the EX 5 downhill, the seat, even when dropped all the way down, was high enough between your legs to make handling the bike uncomfortable.

Initially, the expectation was that the Trek Fuel EX 5 might be the most efficient and best pedaling bike on test. However, we found that this wasn’t the case once we hit the trails. The bike’s geometry teased that as the case, but something seemed to be holding it back. After several of our testers spent considerable time on the Fuel EX, we concluded that the rolling weight of the wheels made the bike seem sluggish. We’re not sure why a trail bike is spec’d with 35mm inner width rims, but that, combined with 2.6 width tires, surely hurt the Trek’s performance when it came to rotational efficiency.

As with many of the other budget bikes in the field, the suspension and brakes were also where the Trek Fuel EX 5 came up short. The Fuel EX 5 shared the same suspension, and many of the same issues, as the GT Sensor Sport. The fork and shock both seemed sticky, and there were very few adjustments. The air pressure X-Fusion recommended for me (Travis) essentially turned the bike into a hardtail. When I let air out to get an appropriate SAG, the shock bottomed out hopping off a curb. Regarding brakes, the Shimano 2-pistons performed better than some of the other brakes on the budget bikes, but they still left us wanting a bit more power.

The Wolf’s Last Word

Price: $2,499.99 Website: Trekbikes.com

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