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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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FIRST RIDE REVIEW

The new trek fuel ex review.

Photos & Words by Dario DiGiulio

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

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

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

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

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

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

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

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

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

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

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

THE WOLF’S FIRST IMPRESSION

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

TREK FUEL EX 7

Price: $3,699.99

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

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

Wheelset: Bontrager Line Comp 30, Rapid Drive 108

TREK FUEL EX 8

Price: $4,299

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

Drivetrain: Shimano XT M8100 Brakes: Shimano Deore M6120

TREK FUEL EX 9.7

Price: $6,249.99

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

Drivetrain: Shimano SLX/XT Brakes: Shimano Deore M6120

TREK FUEL EX 9.8

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

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

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

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

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

TREK FUEL EX 9.9

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

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

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

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

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

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The 2020 Fuel EX 9.9 Is a World-Class Trail Bike

New geometry, more travel, and even better suspension improves Trek's mid-weight trail bike.

The Takeaway : Trek’s 2020 Fuel EX has more travel, is stiffer, and built with bigger parts. It’s a bit heavier and more capable in rowdy terrain, but still an excellent all-purpose trail bike

• Expanded range of sizes and colors, but no more women’s models.
• 140mm forks and 2.6-inch tires on all models
• Fox 36 forks on top-of-the-line models
• Lifetime frame warranty returns

Price: $2,100 to $7,500 Weight: 29.1 lb. (Fuel EX 9.9, size 17.5)

Trek’s Fuel EX was an excellent lightweight trail bike, with notes of XC race in its bouquet. For 2020 the EX effectively underwent a training montage worthy of an 80’s movie and emerged bigger and badder. It is up to 140mm travel in the front (still 130mm in the rear), longer, slacker, stiffer, and comes with bigger tires. The new EX is a trail bike with hints of enduro. Yep, it’s heavier: The top of the line model weighs about 29 pounds on our scale. But it also has a trap door and hidden storage in the downtube.

The 9.9 reviewed here, and the $5,500 9.8, have Trek’s premier shock technologies and hearty Fox 36 forks—features lower cost EX models don’t get, which is a shame, because the 9.9 is a beautifully balanced and capable trail bike. The rear suspension is superb, offering a blend of support, sensitivity, and control that might be unmatched. The suspension handles bumps like it has more travel, but pedals like it has less.

The Fox 36 with GRIP 2 damper is very stiff, which helps keep this bike on the line you want to ride—the 2020 EX’s improved rear end stiffness helps too—and the quality of the travel is lively yet controlled. Yes, I’m gushing, but this suspension deserves it. It’s too bad Trek didn’t see fit to fit this bike with a decent dropper though. The stock Bontrager post is sticky and sluggish.

The longer and slacker geometry provides a more centered feel when you’re working the trail with the saddle dropped. The bike’s steering is light, and the bike climbs technical singletrack very well—a nice suspension platform and crisp pedaling manners help. On downhills, it’s very sure-footed and even rides a little bigger than its travel and geometry might suggest.

There are a lot of great trail bikes you can buy right now. This EX makes a strong case that it’s one of the very best.

Hidden Storage

The new EX has a trap door that lets you store stuff in its downtube.

Easier Setup

A number rebound knob makes proper setup easier.

The Mino-Link flip chip adjusts head and seat angle 0.5 degrees.

High and Low

The GRIP2 damper offers 4-way external damping adjustment.

The 2020 Fuel EX 29er is more than just redesigned; it’s repositioned. Trek launched the new Top Fuel earlier this year, transforming it from an XC race bike to a longer-travel (115/120mm) and more trail-oriented bike. That narrowed—practically eliminated—the gap between it and the 2019 130/130mm Fuel EX. But the 2020 Fuel EX also bumps up in travel and gets a little burlier. It’s now a bigger trail bike tiptoeing toward the enduro category.

Rear travel remains 130mm, but on the front are 140mm forks, with higher-end carbon models using Fox’s 36. The frame is stiffer, and gets longer (10 to 20mm depending on size). Angles change too: the head tube is a degree slacker (66 in low, 66.5 in high), while the seat tube gets a degree steeper (75 in low, 75.5 in high). As you can tell, the frame still employs a geometry-changing flip-chip.

Frame: Carbon Wheel Size: 29 inch Travel: 130mm Shock: Fox Factory Float Reactiv ThruShaft Fork: Fox Factory Float 36 Grip 2, 140mm Drivetrain: 1x12 Crankset: SRAM X01 Eagle Rear Derailleur: SRAM X01 Eagle Dub Cassette: SRAM XG-1275 Eagle, 10-50 Brakes: Shimano XT 4-piston hydraulic disc, 200mm (f), 180mm (r) rotors Seatpost: Bontrager Drop Line Elite Rims: Bontrager Line Carbon 30, 30mm internal width, tubeless ready Tires: Bontrager XR4 2.6-inch

There’s also a new trap door in the downtube—carbon models only—that provides that sweet, sweet storage in the downtube. An organizer roll—included—has pockets for a tube, Co2 cartridge, inflator head, and tire lever and keeps it all from rattling around. A plastic side-load bottle cage is included with the bike. We’ve also heard rumors that a tool that fits in the headtube will arrive later this year.

The switch to longer and slacker frame geometry brings with it shorter offset forks. This isn’t shocking—almost every new mountain bike that rolls out with uses a shorter offset fork. But for Trek, it’s a more significant change because it means rolling back from a feature it heavily promoted for many years. Its Genesis/G2 29er geometry is based around longer (51mm) offset forks. But that geometry has its roots in the beginnings of the 29er movement, when brands were trying to make 29ers handle like 26-inch-wheeled bikes (that was a thing), and also the days of shorter and steeper geometry.

But that era is over, and Trek is moving on, “Modern geometry and its longer reach and slacker headtubes requires a smaller offset to put the front wheel in an appropriate spot under the rider,” said Travis Ott, Trek’s mountain bike brand manager .

Trek engineers in the past said that Full Floater let them achieve a better shock rate—for better suspension performance throughout the travel—than they could with a fixed lower mount.

But that was then. The new generation of shocks, Trek says, offer the performance that previously was only achievable by using Full Floater, making the floating shock mount redundant. As a secondary benefit, the fixed-lower shock mount also helps Trek improve frame stiffness.

Higher-end EX models get a custom Fox Float shock with a list of Trek-only features. There’s a mini-piggyback reservoir that dissipates more heat in demanding situations, a thru-shaft design to reduce friction , and Reaktiv regressive damping for a firm pedaling platform without compromising sensitivity.

There’s also a numbered rebound knob to make setup easier. Trek representatives told me that customers found rebound settings like “15 clicks in” or “seven clicks out” confusing, and as a result would ride improperly tuned suspension. Now, Trek’s setup information can provide an easily understandable setting like “6” that matches a number on the knob.

The 2020 Fuel EX fits up to 2.6-inch tires front and rear. And to ensure “all” 2.6 tires fit, the EX’s forks get a custom spacer that slightly increases its axle-to-crown length compared to a stock 140mm fork and provides more crown clearance.

2020 Fuel EX frames come in aluminum or carbon. And all carbon frames are all carbon—no more carbon front ends with aluminum rear ends on mid-tier models. All frames have a lifetime warranty. Carryover features include Trek’s Knock Block headset, which prevents the bars from swinging around and damaging the top tube, and anti-rattle hose and housing with internal routing.

Gender, Sizing, and Wheel Size

The 2019 Fuel EX came in three women’s models and six unisex models. The 2020 EX line consists of six models with no women’s models. Instead, all 2020 EX models are available in a greater frame-size range and two colors. This, Trek argues, gives all riders more options to choose. None of the 2020 models get women’s saddles. Potential buyers will need to negotiate with a Trek dealer if an EX’s stock saddle doesn’t work for their anatomy.

The 2020 Fuel EX comes in eight sizes—extra small through double extra-large. The extra-small bike has 27.5 wheels, but the next size up comes with either size 27.5- or 29-inch wheels. All other sizes get 29-inch wheels only.

The Fuel EX Family

The new EX comes in six “mainline” models priced from $2,100 to $7,500. The EX is also customizable through Trek’s Project One program.

The three least-expensive models—$2,100, $2,900, $3,500—use an aluminum frame, and the three most expensive models—$4,100, $5,500, $7,500—use the full-carbon frame. Frame only is offered for both materials: $2,000 for aluminum and $3,300 for carbon.

All models use 140mm forks, however only the two most expensive bikes—the 9.8 and 9.9—get a Fox 36 fork. All other models use a Fox 34, RockShox 35, or RockShox Recon. On the other end, the least-expensive model uses a RockShox shock, but all other models use a Fox Float. You need to step up to the $3,500 EX 8 before you get the Reaktiv regressive damper in the shock, and it’s not until you hit the $5,500 EX 9.8 that you access the thru-shaft damper design.

So yeah, you don’t get *all* the good stuff—carbon frame with internal storage, 36 fork, thru-shaft shock, Reaktiv damping—until you spend $5,500.

All but the cheapest model come with 1x12 drivetrain and tubeless-ready rims. All models come with Bontrager 2.6” wide tires, dropper post, lock-on grips, and hydraulic disc brakes.

Ride Impressions

Not surprisingly, Trek sent me the top-of-the-line 2020 Fuel EX 9.9 X01 ($7,500). This model and the 9.8 have all the new features and all of Trek’s premier technologies.

But most EX models come with much different forks and shocks that will significantly affect how the EX performs— a bike with a 36 on the front rides much differently than a bike with a 34 on the nose, even if everything else is the same. So I’m only comfortable extending my impressions to two of the six 2020 EX models. I hope to ride one of the less expensive aluminum models to see how it rides and offer those impressions in a stand-alone review.

I hope they can come close to the performance of this bike because this 2020 EX 9.9 is excellent. It’s not the same bike it was before: the new EX is a little slower on the climbs than the old one, and a bit heavier, but a lot better everywhere else. It’s still a capable and versatile bike, but its window has shifted from marathon racing and trail bike, to trail and almost-enduro bike.

The rear suspension is beautiful; as close to ideal as any bike I’ve ridden. It’s sensitive where you want it to be, firm and crisp where it should be. It feels deep and controls big hits very well, and there’s a nice platform for pedaling, and to pump and pop off of when you’re playing.

The Fox 36’s GRIP2 damper continues to set the bar for performance. Once you get its settings right—and it may take some fiddlin’ with the four clickers to get there—no other fork matches its combination of traction, control, stiffness, and weight. Its performance pulls this bike’s capabilities to a new level, especially in demanding terrain.

The new geometry is well balanced: You can push this bike hard in pretty demanding terrain, and it still climbs tight and technical trails well, and without fighting the front wheel (too much). The EX’s seat tube angle isn’t crazy-steep for a modern mountain bike, but it doesn’t need to be: the Trek’s Reaktiv damper’s platform holds the bike up in its travel better than similar bikes, preventing the rider from being pushed into the back seat because of increased shock sag from weight transfer. So even though the seat tube is “only” 75/75.5, it rides a bit steeper.

The platform also assists the EX’s pedaling efficiency. When I think of a nearly 30-pound trail bike with 2.6 tires, I don’t think quick and crisp. But this EX feels firm when you’re on the pedals and climbs lighter than a 29-pound trail bike should.

And it’s about here where I need to address my one complaint about this bike: The Bontrager dropper post. If this was a $2,000 bike, I might—might—be able to excuse its sluggishness and stickiness. But on a $7,500 bike, its performance is shameful—it performs exactly like a product that was chosen to save a few bucks. Excellent options like the BikeYoke Revive, Fox Transfer, and RockShox Reverb (the latest one), exist: This bike’s performance and high-end price deserve one.

I’m a fan of the longer reach. I’m 5’8,” and in the previous generation EX I sized up to an 18.5 because the 17.5 felt short and squirrely. But the reach of the new generation in 17.5 is within a few millimeters of the 18.5 from the previous generation. In the saddle the cockpit does feel a touch short because of the steeper seat angle (I slammed the saddle back because the rear suspension rides high making the seat angle feel even steeper), but, saddle dropped, I felt perfectly centered in the bike and not hanging over the front wheel.

It’s a great time to be a mountain biker because there are so many great trail bikes you can buy. The Fuel EX 9.9 and 9.8 are pricey bikes but have a collection of performance and features that few other bikes can match right now.

Three Awesome Knee Pads for the Trail

Light and Thin

G-Form Pro-X Barely noticeable sleeve with light pads and a mesh back panel. $60 | Competitive Cyclist

Dirt-Rash Defense

Dakine Slayer Thick padding in front with mesh behind the knees to keep you cool. $65 | Competitive Cyclist

A Padded Knee Warmer

Fox Launch Enduro Abrasion-resistant, soft, breathable, and easy to pedal in. $60 | Competitive Cyclist

A gear editor for his entire career, Matt’s journey to becoming a leading cycling tech journalist started in 1995, and he’s been at it ever since; likely riding more cycling equipment than anyone on the planet along the way. Previous to his time with Bicycling , Matt worked in bike shops as a service manager, mechanic, and sales person. Based in Durango, Colorado, he enjoys riding and testing any and all kinds of bikes, so you’re just as likely to see him on a road bike dressed in Lycra at a Tuesday night worlds ride as you are to find him dressed in a full face helmet and pads riding a bike park on an enduro bike. He doesn’t race often, but he’s game for anything; having entered road races, criteriums, trials competitions, dual slalom, downhill races, enduros, stage races, short track, time trials, and gran fondos. Next up on his to-do list: a multi day bikepacking trip, and an e-bike race. 

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• Rider Notes

2022 Trek Fuel EX 5

A 27.5″ / 29″ aluminum frame full suspension trail bike with upper mid-range components. Compare the full range

Manufacturer Price

2019 Fuel EX 9.8 Project One - 2019, Medium/Large

In Stock: LG

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Compare the full Fuel EX model range

Jun 2023 · Scotty Prendergast

Arguably one of the all-time most popular bike models of any MTB on the planet, the ‘Fuel Ex’ has been at the peak of Trek’s MTB line-up for as long as anyone can remember and it has had no fewer than six major design overhauls during that time. Late last year Trek unveiled their newest reinvention of the ‘do it all trail bike’ which rolls out of the store boasting a ton of rider customisation features, including a choice of [...]

Read Review

Apr 2023 · Drew Rohde

While the new Trek Fuel EX may have alienated a few riders, it will no doubt be a welcome redesign for a lot more riders!

Fast, confident and ready to rock!

More capable than ever

Great downtube storage solution

Adjustable and versatile geometry options

Med/Large size

Bar/Stem combo

SE5 Tires in the wet

Some may not like the newer, burlier bike’s transition

Dec 2022 · Ian Collins

A couple months ago, I was on the hunt for a new mid-travel personal bike and found myself largely unconvinced by most of the offerings on the market. Then a new, highly adjustable and longer in the tooth Trek Fuel EX was announced. When I reached out to Trek to inquire about testing one they offered to send a frameset for me to build out. On paper given that it had my ideal geometry, loads of adjustments (including leverage rate!), internal storage and the options of  air or coil and mullet or straight 29″, this was the ultimate Swiss army

Dec 2022 · Mike Levy

The downtube storage compartment is on the new bike, and while it seems like Trek has put all the things onto the latest Fuel EX, there's one that they didn't: Knock Block.

Wide range of effective geometry adjustments

Just as much fun on smooth trails as it is on scary trails

Great climber, efficient pedaling

One-piece handlebar might be too stiff for some riders

Paint chips easily

All-new for 2023, the Trek Fuel EX is no doubt the burliest yet. How does it compare to the competition? Read on for our Trek Fuel EX review.

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

New geometry, more travel, and even better suspension improves Trek's mid-weight trail bike.

Sep 2022 · Tom Marvin

Does the benchmark trail bike retain its reputation as a solid choice?

Excellent suspension

Solid feel to the frame

Great geometry

Doesn’t feel as sprightly on climbs as some

Tyres give up corner traction too easily in loose or muddy conditions

Trek's top-tier Fuel EX 9.9 XX1 AXS delights on the climbs and tackles downhill terrain with it's slack (and very adjustable) geometry.

Last updated June 28 Not listed for 683 days

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Results have arrived, trek fuel ex bikes & framesets for sale, shop new & used trek fuel ex bikes, framesets at tpc - the pro's closet. find reviews, specs, weight info, and prices on various models (5, 9.7, 9.8, 9.9) and popular years (2020, 2021, etc)..

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Trek fuel ex reviews.

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2020 Trek Fuel EX ditches Full Floater suspension, gets progressive geometry and onboard storage

The trail-orientated Fuel EX gets a modern makeover to appeal to more riders with a broad range of build kits and new features

The new Trek 2020 Fuel EX has been designed from the ground up, ditching the brand's signature Full Floater suspension system, adopting more progressive geometry, gaining onboard storage and getting a more broad selection of build kits to suit all budgets.

First launched nearly 15 years ago, Trek’s Fuel EX has somehow managed to span the range of being an entry-level mountain bike while at the same time appealing to hardcore all-day epic trail riders.

• Trek Domane SLR 9.9 Project One first ride review
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Since the bike first launched we’ve seen plenty of changes in the range including suspension technology and travel — initially the bike was offered with just 100mm of travel, growing over its lifespan and the bike’s seen the addition of Trek’s different suspension technologies such as the Full Floater, RE:aktiv, Mino Link and Thru Shaft.

Geometry trends have changed, too, and the Fuel range has reflected this. Starting out as an XC-orientated bike, the Fuel EX has morphed into something that’s likely to be more at home on a wider variety of trails. Trek even mention the ‘e’ word in its marketing spiel — yes, the Fuel EX even has enduro riders in its sights.

2020 Trek Fuel EX updates and changes

What has Trek changed on the new model, then?

2020 Trek Fuel EX geometry

In the same way riders chase the proverbial perfect trail, most bike companies are chasing the longer, lower and slacker mantra with their bikes. Trek’s new Fuel EX is no exception to that rule.

Aiming to appeal to more riders, and quite possibly more extreme riders, from the outgoing model the bike’s gained a 10 to 20mm reach increase (depending on size), a 1-degree slacker head angle taking the figure down to a respectable 66 degrees and, most impressively yet, a steeper seat tube angle that’s climbed to 75 degrees.

• What’s the future of MTB geometry?

These figures should mean the bike’s more at home when you’re riding harder and faster — offering a more stable chassis. There’s no detrimental effect for beginners, either, who’ll reap the benefits of a bike that doesn’t feel like it’s jumping around like a cat on a hot tin roof.

There’s also a broad range of sizes that start at extra small, running through to extra-extra-large. In the range, there are two small sizes: one for 27.5-inch wheels and one for 29-inch wheels.

In a welcome move, a medium and a medium-large size also rear their head. This bridges the gap between the medium and large bikes for people who’d normally sit between the sizes. Top work, Trek!

You also get a high and low setting thanks to Trek’s Mino Link flip-chip that’s located on the seatstay to rocker link. Changing from low to high adjusts the head angle from 66 to 66.5 degrees, the seat tube angle from 75 to 75.5 degrees and reduces the bottom bracket drop, shortens the chainstay and the wheelbase among other numbers.

• Seat tube length: 450mm
• Seat tube angle: 75/75.5 degrees (low/high)
• Head tube length: 105mm
• Head tube angle: 66/66.5 degrees (low/high)
• Effective top tube: 634/633 mm (low/high)
• Bottom bracket height: 346mm
• Wheelbase: 1,211/1,210mm (low/high)
• Standover: 748/754mm (low/high)
• Reach: 470/754mm (low/high)
• Stack: 613/609mm (low/high)
• Notes: Measurements for size large bike, full measurements available on Trek's website .

2020 Trek Fuel EX frame details

Not only has the bike’s geometry been modernised — Trek has also worked hard to accommodate the modern, discerning mountain biker.

You can now fit a 29 x 2.6-inch tyre on the back of the bike and Bontrager XR4 2.6-inch wide rubber is standard on all models of the Fuel EX.

Trek has also managed to increase the range of dropper travel possibilities on its bikes. The extra-small and small bikes get 100mm travel posts, while the medium and medium-large bikes have a 150mm travel post. The large, extra-large and extra-extra-large sizes are treated to a 170mm post.

In another welcome move, the Fuel EX gets on-board storage in the bike’s down tube. The storage’s hatch doubles up as a bottle cage and every Fuel EX is supplied with a Bontrager tool roll that’s got handy compartments to store your bits and bobs — a similar system was adopted on the very recently released Trek Domane road bike .

The Fuel EX comes in two materials: a cheaper alloy version and a full carbon affair that has a carbon mainframe, seat and chainstays. The carbon model gets a dedicated down tube protector, too.

You’re also treated to Trek’s Knock Block system, which physically stops the bars turning beyond a certain angle to stop the bars, shifters or brake levers and fork crowns damaging both the top or down tubes.

There’s Trek’s Control Freak internal cable routing throughout that’s also Di2 compatible, so if you’re looking to upgrade in the future you’ve got the option of doing away with antiquated analogue gear shifting.

Trek also states that all of its Fuel EX bikes have a lifetime warranty.

2020 Trek Fuel EX suspension details

In a rather bold move Trek has done away with its signature Full Floater suspension system that has been seen on the Fuel for some years. This arangement mounted the shock to both the linkage and the chainstay in front of the main pivot, which meant that the shock didn’t have a fixed mounting point — as the suspension compresses, so did the shock’s relative position.

Now, though, the rear shock mounts to a fixed point on the down tube at the junction of the seat tube, like traditional suspension designs.

Trek claims that doing away with its Full Floater technology means that the frame can be stiffer, tyre clearance can be increased and there’s no loss in suspension performance.

It's worth noting that, at the time it was used on the bike, Trek claimed that its Full Floater system meant that the shock’s leverage ratios could be soft off the top, give plenty of mid-stroke support and help increase bottom-out resistance. It also claimed that a Full Floater bike felt like it had more travel than it actually does.

To then go on and claim that there’s no loss in suspension performance after doing away with this system begs the question of why it was implemented in the first place.

Trek’s Active Braking Pivot (or ABP for short), unlike the Full Floater, avoids the chop on the latest Fuel EX. And like previous iterations of Trek models with the system, it claims it helps to increase suspension performance under braking.

The Fuel EX 9.8 and 9.9 models are adorned with the stiffer, burlier Fox 36 fork that hints at the bike’s capabilities and intended use. The rest of the range gets a mix of Fox 34, RockShox 35 Gold and Recon forks so there’s a good balance of intended use in the range.

Except for the Fuel EX 5 and 7, you get Trek’s RE:aktiv suspension technology on the whole range. This, Trek claims, helps to be supple on small bumps and push deeper into the travel, but is firm while you’re pedalling without having to flick levers.

From the 9.8 model upwards, you also get Thru Shaft technology. This is where Trek has got rid of the internal floating piston in the rear shock, creating a system where there’s no oil volume displacement as the suspension compresses and extends.

2020 Trek Fuel EX women’s specific models

Trek’s also launching a full range of women’s specific models that will feature two colourways on all models, a wide range of sizing options, including two small sizes with the choice of 27.5- and 29-inch wheels, and plenty of standover height.

2020 Trek Fuel EX pricing and availability

The Fuel EX ranges from £1,850 / $2,099.99 / AU$3,000 / €2,099 for the bottom spec EX 5 up to £8,000 / €9,099 for the top of the range EX 9.9 X01 AXS model.

The bikes are available from October on Trek’s website and your local Trek retailer.

2020 Trek Fuel EX specifications

Trek fuel ex 5.

• Frame : Aluminium, tapered head tube, Knock Block, Control Freak internal cable routing, ISCG05, Mino Link, ABP, Boost 148, 130mm travel
• Shock : RockShox Deluxe Select Plus
• Fork : RockShox Recon RL, Boost 110, 140mm travel
• Wheels : Bontrager alloy, sealed bearing, alloy axle, Shimano freehub, 148 x 12 rear, 110 x 15 front, Alex MD35 rims
• Tyres : Bontrager XR4 Team Issue, tubeless ready, Inner Strength sidewalls, aramid bead, 120TPI, 29 x 2.60in
• Shifter : Shimano Deore M6000, 10-speed
• Rear derailleur : Shimano Deore M6000
• Cassette : SunRace, 11-42, 10-speed
• Cranks : Race Face Ride, 30-tooth chainring
• Saddle : Bontrager Arvada
• Seatpost : TranzX JD-YSP18, 130mm travel
• Bar, stem and grips : Bontrager alloy, Bontrager Rhythm Comp, Bontrager XR Trail Comp
• Brakes : Shimano hydraulic disc, MT201 lever, MT200 caliper
• Price : £1,850 / $2,099.99 / AU$3,000 / from €2,099

Trek Fuel EX 7

• Shock : Fox Performance Float EVOL, 3-position DPS damper
• Fork : RockShox 35 Gold, Boost 110, 140mm travel
• Wheels : Bontrager Line Comp 30, tubeless ready, Boost 110 front, Boost 148 rear
• Shifter : SRAM NX Eagle, 12-speed
• Rear derailleur : SRAM NX Eagle, 12-speed
• Cassette : SRAM PG-1230 Eagle, 11-50, 12-speed
• Cranks : SRAM NX Eagle, DUB, 30-tooth chainring
• Brakes : Shimano hydraulic disc, MT401 lever, MT400 caliper
• Price : £2,350 / $2,899.99 / AU$3,700 / from €2,699

Trek Fuel EX 8

• Shock : Fox Performance Float EVOL, RE:aktiv 3-position damper
• Fork : Fox Rhythm 34, Float EVOL air spring, GRIP damper, Boost 110, 140mm travel
• Shifter : SRAM GX Eagle, 12-speed
• Rear derailleur : SRAM GX Eagle, 12-speed
• Cassette : SRAM XG-1275 Eagle, 10-50, 12-speed
• Cranks : Truvativ Descendant 6k Eagle, DUB, 30-tooth chainring
• Seatpost : Bontrager Line Dropper, 150mm travel
• Bar, stem and grips : Bontrager Line alloy, Bontrager Line, Bontrager XR Trail Elite
• Brakes : Shimano Deore M6000 hydraulic disc
• Price : £2,800 / $3,499.99 / AU$5,400 / from €3,199

Trek Fuel EX 8 XT

• Shifter : Shimano XT M8100, 12-speed
• Rear derailleur : Shimano XT M8100, 12-speed
• Cassette : Shimano XT M8100, 10-51, 12-speed
• Cranks : Shimano XT M8100, 32-tooth chainring

Trek Fuel EX 9.7

• Frame : OCLV Mountain Carbon main frame and stays, internal storage, tapered head tube, Knock Block, Control Freak internal cable routing, ISCG05, Mino Link, ABP, Boost 148, 130mm travel
• Cranks : Truvativ Descendant 6k Eagle, DUB, 32-tooth chainring
• Brakes : Shimano MT420 4-piston hydraulic disc
• Price : £3,400 / $4,099.99 / AU$5,000 / from €3,899

Trek Fuel EX 9.8

• Shock : Fox Performance Float EVOL, RE:aktiv with Thru Shaft 3-position damper
• Fork : Fox Performance 36, Float EVOL air spring, GRIP damper, Boost 110, 140mm travel
• Wheels : Bontrager Line Carbon 30, tubeless ready, Boost 110 front, Boost 148 rear
• Cassette : SRAM XG-1275 Eagle, 11-50, 12-speed
• Cranks : Truvativ Descendant 7k Eagle, DUB, 32-tooth chainring
• Seatpost : Bontrager Line Elite Dropper, 170mm travel
• Bar, stem and grips : Bontrager Line Pro, OCLV Carbon, Bontrager Line Pro, Bontrager XR Trail Elite
• Brakes : Shimano SLX M7120 4-piston hydraulic disc
• Price : £4,750 / $6,999.99 / AU$7,000 / €5,499

Trek Fuel EX 9.8 XT

• Tyres : Bontrager XR4 Team Issue, tubeless ready, Inner Strength sidewalls, aramid bead, 120TPI 29 x 2.60in
• Price : £5,300 / $N/A / AU$N/A / €N/A

Trek Fuel EX 9.9

• Shock : Fox Factory Float EVOL, RE:aktiv with Thru Shaft 3-position damper, Kashima coating
• Fork : Fox Performance 36, Float EVOL air spring, GRIP2 damper, Kashima coating, Boost 110, 140mm travel
• Shifter : SRAM X01 Eagle, 12-speed
• Rear derailleur : SRAM X01 Eagle, 12-speed
• Cranks : SRAM X01 Eagle Carbon, DUB, 32-tooth chainring
• Brakes : Shimano XT M8120 4-piston hydraulic disc
• Price : £6,500 / $7,499.99 / AU$9,500 / €7,499

Trek Fuel EX 9.9 X01 AXS

• Shifter : SRAM Eagle AXS, 12-speed
• Rear derailleur : SRAM X01 Eagle AXS, 12-speed
• Cassette : SRAM XG-1295 Eagle, 11-50, 12-speed
• Cranks : SRAM X01 Eagle AXS Carbon, DUB, 32-tooth chainring
• Seatpost : RockShox Reverb AXS, 170mm travel
• Price : £8,000 / $N/A / AU$N/A / €9,099

Trek Fuel EX 9.9 XTR

• Shifter : Shimano XTR M9100, 12-speed
• Rear derailleur : Shimano XTR M9100, 12-speed
• Cassette : Shimano XTR M9100, 10-51, 12-speed
• Cranks : e*thirteen TRS Race, carbon, 32-tooth chainring
• Brakes : Shimano XTR M9120 4-piston hydraulic disc
• Price : £7,050 / $N/A / AU$N/A / €N/A

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Review: Trek's 2023 Fuel EX-e Is Light & Nearly Completely Silent

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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 8

• AUS $ NZD $ USD $ CAD $ GBP £ EUR €

Size / 14" High, 14" Low, 15.5" High, 15.5" Low, 17.5" High, 17.5" Low, 18.5" High, 18.5" Low, 19.5" High, 19.5" Low, 21.5" High, 21.5" Low, 23" High, 23" Low

Weight / 13.86

At a glance

Where to buy.

Specifications

• Frame Alpha Platinum Aluminium, tapered head tube, Knock Block, Control Freak internal routing, downtube guard, ISCG 05, magnesium rocker link, Mino Link, ABP, Boost148, 130 mm travel
• Fork Fox Rhythm Float 34, Fox Rhythm 34, Float EVOL air spring, GRIP damper, tapered steerer, 44 mm offset, Boost110, 15 mm Kabolt axle, 140 mm travel
• Shock Size: XS, S, Fox Performance Float EVOL, 3-position RE:aktiv damper, tuned by Trek Suspension Lab, 210 mm x 52.5 mm; Size: S, M, ML, L, XL, XXL, Fox Performance Float EVOL, 3-position RE:aktiv damper, tuned by Trek Suspension Lab, 210 mm x 55 mm
• Hubs Bontrager alloy, sealed bearing, alloy axle, 6-bolt, Shimano MicroSpline freehub, Boost148, 12 mm thru axle
• Wheels Bontrager Line Comp 30, Tubeless Ready, 6-bolt, Boost110, 15 mm thru axle
• Wheel Size 29" 27.5"
• Spokes DT Swiss Champion, J-Bend, Black
• Tires Size: XS, S, M, ML, L, XL, XXL, Bontrager XR4 Team Issue, Tubeless Ready, Inner Strength sidewalls, aramid bead, 120 tpi, 29.x2.40"; Size: XS, S, Bontrager XR4 Team Issue, Tubeless Ready, Inner Strength sidewalls, aramid bead, 120 tpi, 27.5x2.60"; Size: S, M, ML, L, XL, XXL, Bontrager XR4 Team Issue, Tubeless Ready, Inner Strength sidewalls, aramid bead, 120 tpi, 29x2.60"
• Chain Shimano SLX, Shimano SLX M7100, 12-speed
• Bottom Bracket Shimano MT500, 92 mm, PressFit
• Rear Derailleur Shimano XT, Shimano XT M8100, long cage, 51T max cog
• Shifters Shimano XT, Shimano XT M8100, 12-speed
• Brakeset Shimano , Shimano 4-piston hydraulic disc, MT4100 lever, MT420 calliper
• Handlebar Size: XS, S, Bontrager Line, alloy, 35 mm, 27.5 mm rise, 750 mm width; Size: M, ML, L, XL, XXL, Bontrager Line, alloy, 35 mm, 27.5 mm rise, 780 mm width
• Saddle Bontrager Arvada, hollow chromoly rails, 138 mm width
• Seatpost Size: XS, S, Bontrager Line Dropper, 100 mm travel, internal routing, 31.6 mm, 345 mm length; Size: M, ML, L, XL, XXL, Bontrager Line Dropper, 150mm travel, internal routing, 31.6 mm, 440mm length
• Stem Size: XS, S, Bontrager Line, 35 mm, Knock Block, 0-degree, 40 mm length; Size: M, ML, L, XL, XXL, Bontrager Line, 35 mm, Knock Block, 0-degree, 50 mm length
• Grips Bontrager XR Trail Elite, nylon lock-on

Q: How much is a 2021 Trek Fuel EX 8?

A 2021 Trek Fuel EX 8 is typically priced around £3,200 GBP 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 2021 Trek Fuel EX 8?

The 2021 Trek Fuel EX 8 may be purchased directly from Trek .

Q: How much does a 2021 Trek Fuel EX 8 weigh?

A 2021 Trek Fuel EX 8 weights 13.86.

Q: What size wheels does the 2021 Trek Fuel EX 8 have?

The 2021 Trek Fuel EX 8 has 29" and 27.5" wheels.

Q: What size 2021 Trek Fuel EX 8 should I get?

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