2015 trek top fuel 8

Trek Top Fuel 8 review

• Alan Muldoon
• July 27, 2023

Once a lean XC race-focused machine, now a bulked up down-country rig. We test Trek's latest take on its short travel full suspension design.

Trek Top Fuel 8 Credit: Roo Fowler

Product Overview

Overall rating:, trek top fuel 8.

• • Poppy, playful and efficient
• • Available in six frame sizes
• • Internal down tube storage
• • Mino Link flip chip allows geometry tweaks
• • Needs a 180mm rear rotor
• • Accurate rear shock set up is crucial
• • A solid build, so not the lightest in its class

Manufacturer:

Price as reviewed:.

Think Top Fuel, and the image of a XC race bike instantly springs to mind. But like a faded polaroid tucked into the corner for a dusty picture frame, it’s not an accurate representation of the current design. With the Fuel EX increasing in travel, the Top Fuel has been swept along in its backdraft and seen in high definition, it’s now a capable 29er trail bike with modern sizing and 120mm travel and one of the best down-country bikes on sale. 

A dropper post and sorted cockpit complement the Top Fuel’s playful and poppy nature

Trek offers the new Top Fuel in carbon and alloy options, where the Top Fuel 8 tested here is the high-end alloy build. Regardless of frame material all Top Fuels come with integrated downtube storage. And while the quick release hatch under the bottle cage isn’t big enough to cram a three course lunch into the frame, there’s enough space for a tube, multi-tool, a few snacks and a lightweight jacket. 

Down tube storage is handy for those riders who are travelling light

Trek always offers a comprehensive size range; and with frame options from S to XXL, with a tweener M/L option too, the Top Fuel 8 is no exception. It also has geometry adjustment, but rather than having Trek’s signature Mino Link on the seat stay pivot, the Top Fuel has a flip chip at the lower shock mount. In the low setting this gives a relatively tall 340mm BB height for a 120mm bike, which is probably the only carryover from its race-bike roots – designed to let you keep the cranks spinning, and the speed high at all times.

• Best down-country mountain-bike: short travel full-suspension

The rest of the Top Fuel’s vital stats are on the money though, where a slack 65.6º head angle and steep 77.2º effective seat tube angle make it easy to hammer up the climbs and shred the descents. 

Flip chip in the lower shock mount offers 0.5deg head angle and 8mm BB height adjustment

It’s built solid too, the complete bike tipping the scales at 14.89kg. It also comes with a combined rider and bike weight limit of 136kg (300lb) so it’s clearly no wet noodle. Yes, it’s not the lightest for a 120mm bike, and not far off what you’d expect for a 150mm bike, but that’s the price you pay for integrated storage, as the alloy down tube needs reinforcing when you cut a hole in it.

Thankfully, the Top Fuel 8 rides light, as there’s less travel to pull through to get the bike off the ground, so it offers a different ride experience to modern long-travel trail bikes which tend to have one eye on enduro racing. 

The stock RockShox Pike Rush RC fork dishes out 130mm of travel

There are no sag gradients on the 130mm travel RockShox Pike fork, which we assume is down to cost saving, but set-up is still really straightforward with a tape measure to hand. And while the Pike has a reputation for having a sporty, firmer tune, the basic RC version on the Trek felt smooth and composed in all situations. Yes, the RC damper has a very wide range of rebound adjustment, but there’s only a small range that’s actually usable, but it is enough to get the rebound just so; and that’s all that really matters, right?

• Best mountain bike suspension forks: XC, trail and enduro forks

You need to be equally attentive when setting up the rear suspension. Set to 30% sag, the top-end RockShox Deluxe Ultimate RCT shock bottoms relatively easily. So if you want to run the shock softer to achieve a lower dynamic BB height, you’re going to need to add volume spacers. As such, we increased the shock pressure and reduced the sag to 27.5%.

This small change alone was enough to prevent premature bottom out, but we could still use all of the available shock stroke when we really needed it. We also ran the low-speed compression setting in the minus position for maximum plushness. In the low geometry setting we measured rear wheel travel at 115mm, which is 5mm less than claimed. 

One of the biggest differences in terms of ride feel between the Lapierre and the Trek, other than sizing, are the wheels. The Bontrager Line 30 rims have a 30mm internal rim width, 5mm more than the Mavic rims on the Lapierre XRM 6.9 we tested the Trek against. This adds to the overall volume of the tyres and the stiffness of the bike. It is also why we dropped the tyre pressures slightly on the Trek, even though we were running the exact same tyres on both bikes. 

Bolted on chainstay protection is a neat and considered touch

With 108 points of engagement the freehub on the Bontrager rear wheel offers rapid, secure engagement, with less chain slack and chain slap as a result. The bike is not totally silent though as there is a little bit of cable rattle, but it will probably disappear when you stuff the BITS storage box to the gills.

The contact points on the Top Fuel 8 are all sorted and while there’s a stack of stem height adjustment, the three 20mm spacers don’t offer any fine tuning of the handlebar height. So swapping one of the 20mm spacers of a 10mm, a 5mm and two 2.5mm spacers, would be our first move before leaving the store.

• How to: ultimate guide to handlebar cockpit set up

Nothing else needs changing though. The mix of Shimano XT and SLX for the 12-speed drivetrain worked flawlessly in the dry, dusty test conditions, where the smaller 30t chainring is a real saviour on long draggy climbs or on days when your legs feel like lead. 

ABP suspension design transforms the seat stay assembly into a floating brake mount

Performance

The steep seat tube angle on the Trek Top Fuel 8 really helps with the pedalling dynamics on steeper climbs and the cockpit is long enough that even with the shorter 45mm stem, you never feel cramped or uncomfortable when climbing. It’s not so steep though, that it feels like the pedals are behind you when sitting down spinning across flatter, rolling singletrack.

Stand up to sprint and the rear suspension on the Trek clearly gets animated, the rocker link flapping around like the tail on an overly excited puppy. So the best approach is to sit and spin up the climbs, as the shock remains remarkably still and lifeless until you encounter a bump. Also if you really want to go for it on smoother climbs, the rear shock has a firmer pedal threshold setting. In short then, gaining elevation on the Top Fuel 8 is relatively straightforward and painless.

Knock Block 2.0 steering lock with 72º steering angle, protects the frame without limiting steering

So, it’s somewhat surprising just how rapidly you can throw those gains away. This bike simply rips the descents. Given the limited travel it still seems to carry speed everywhere, and while bumps that would normally chip away at your momentum are still felt though the chassis, they do not perturb the Trek one bit. It rails corners too. Simply load up the suspension mid-turn, and the Top Fuel has just the right amount of support and extension to keep the front end loaded, before slingshotting you out of the turn faster than you entered it. Combine the raw speed with the balanced weight distribution, and the Top Fuel 8 is a really fun, exciting ride and blisteringly fast too.

Would the Trek Top Fuel 8 be even faster with a genuinely low geometry setting? You bet it would. But we’d settle for a bigger rotor on the SRAM DB8 rear brake, as this bike is so fast in fact, that the 160mm rotor feels wholly inadequate and it looked like it had been tempered after just a couple of rides. 

• Best cross-country XC mountain bikes: hardtail and full suspension

The Top Fuel 8 is at home on fast sweeping singletrack

At 14.89kg (32.83lb), the Trek Top Fuel 8 isn’t that much lighter than a 150mm bike. So if you want one bike to conquer all trails, it wouldn’t be our first choice. It’s still a great 29er trail bike though, and if bike park laps and enduro racing don’t fall under your trail bike remit, the Trek Top Fuel 8 offers a fast, fun and engaging ride. Its poppy playful nature, combined with generous sizing means you never feel limited by the travel for regular trail riding. Yet, it still feels more energetic and efficient under pedalling than than most 150mm bikes. It’s a heady combination that manages to keep both the tempo and fun factor high, without any apparent lows.

• Crosscountry
• Rider Notes

2016 Trek Top Fuel 8

A 27.5″ / 29″ aluminum frame full suspension crosscountry bike with high-end components. Compare the full range

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A bike with lower gearing will be easier to ride up steep hills, while a higher top end means it will pedal faster down hills.

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May 2017 · James Bracey

Swing a leg over the Trek Top Fuel 9 and the first thing you notice is the suspension is keen to get working. It’s a seriously rapid bike on the trails.

Rewarding ride provided by the Re:aktiv suspension.

SRAM X1 groupset performed flawlessly.

Handling is marred by the miniscule bar width.

Tyres are inappropriate for most British conditions.

Read Review

Apr 2016 · Emily Schaldach

Trek's carbon fiber Top Fuel ruled in mountain biking’s mid-naughties heyday, and now it’s back and better than ever.

Mar 2016 · Christoph Bayer

Trek gave their Top Fuel a revamp for 2016. We've put the Trek Top Fuel 9.8 SL through its paces to see if the performance can match the looks.

Who wouldn’t have expected the updated Trek Top Fuel’s shining point to be climbing? Its predecessor was a World Cup-winning XC race bike and the Top Fuel has now replaced the company’s other race bike, the Superfly. With larger wheels, improved suspension and other updates, the Top Fuel is poised to carry on Trek’s XC race heritage.

The Trek Top Fuel 9.8 SL is a Greyhound designed to cover long distances fast and is tailor-made for über-fit marathon racers.

The reincarnated version of this World Cup-winning XC racer gets modern updates and a hella-fast ride

Turning its focus on its cross-country racing bikes, Trek made some significant changes to its XC line. Most notable is the introduction of the Isospeed coupler in to the Procaliber hardtail line. - Mtbr.com

Jun 2015 · Josh Patterson

For 2016, the Top Fuel returns to Trek’s line as a thoroughly modern cross-country racer, incorporating a lightweight carbon frame, wider axle spacing, adjustable geometry and Trek’s size-specific wheelsize strategy. . .

Last updated June 29 Not listed for 2,501 days

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Trek Top Fuel 8 review

Classic cross-country racer that could be livened up by better wheels

Mick Kirkman / Immediate Media

Guy Kesteven

Stiff frame with suspension tuned for efficient pedalling, reasonable kit for the cash

Conservative rather than combative handling character and overall feel, wheels and tyres undermine rough rolling speed and liveliness

Trek’s entry-level Top Fuel is efficiently stiff with a conventional ride character, but not as smooth or naturally fast as the competition.

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Trek Top Fuel 8 frame and kit

The all-aluminium Top Fuel is also available in full-carbon and carbon front/alloy rear form. At a claimed 2,725g (18.5in frame with shock), it’s a reasonable weight, and the short single-piece rocker and Boost-width back end keep it solidly stiff.

Trek’s Full Floater design sees the custom RE:aktiv shock squeezed between the linkage and extended chainstay tips, rather than attached to the mainframe, while the ABP rear pivot is concentric with the axle to reduce the effect of braking on the suspension action.

A Mino Link flip chip on the rocker lets you adjust the geometry by half a degree, and there’s semi-internal dropper post routing. The bottom bracket is a press-fit unit.

The Trek’s Shimano Deore brakes and SLX gears work fine, and some racers and marathon riders still prefer twin-chainring set-ups such as the Race Face double crankset found here.

The 32mm-legged Fox fork is smooth and light, and the in-house Bontrager kit is okay for holding onto and sitting on, though the wheel pack doesn’t do the bike’s ride any favours.

Trek Top Fuel 8 ride impressions

The Trek feels traditional in terms of ride character. With a 70-degree head angle, the underlying handling is twitchier and less stable. To offset this, Trek has fitted a long stem (90mm) and narrow bar (720mm) to bring the rider’s weight forward and make the steering less likely to wander offline.

This classic recipe for race-bike handling has endured for over a decade and a lot of riders will be comfy and reassured by it. It does mean the Top Fuel feels significantly less responsive and alert to sudden traction slips and grabs though. Each tweak of the bar takes more effort and it feels more heavy-handed and clumsy in tight or slippery situations.

The Bontrager wheels and tyres don’t do the natural velocity and vivacity of the Trek any favours either. Hefty overall weight (4.83kg) means acceleration is steady rather than snappy, even with the fast pick-up of the Rapid Drive rear hub.

The XR2 tyres are the top-grade Team Issue version, but the relatively old carcass lacks the supple compliance and eager roll/grip feel of other tyres. On the plus side, that means they’re likely to last longer in tough terrain than other race rubber.

However, I noticed a dramatic upgrade in smoothness, acceleration and easy speed sustain when I swapped the significantly lighter, Maxxis-shod wheels of the Giant Anthem onto the Top Fuel.

Supple flow isn’t a hallmark of the rear suspension either, but, like the steering, that’s a deliberate choice that more traditional racers may prefer. While the suspension architecture is the same as on most of Trek’s full-sussers, the Top Fuel gets a more stubborn cross-country tune of its proprietary RE:aktiv low-speed compression damping threshold valving.

This keeps the shock more stable under power, particularly at lower revs or when sprinting out of the saddle. Again, that’ll sound ideal to a lot of racers, but even with a bearing (rather than bushing) mount at the top of the shock, it's not that sensitive. That limits speed-breeding, ground-tracking traction and smooth rolling over stutter bumps, roots and rocks.

Trek Top Fuel 8 overall

The end result is a bike that’s basically fine in an old-school way but never felt as quick or alive as it could be. It even caused several damning ‘I thought the brakes were rubbing’ stop checks, which is the last thing you want from a speed machine.

However, a simple wheel swap proved it has the potential to be quicker and smoother.

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2015 Trek Fuel EX 8 29 Bike (discontinued)

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Specifications

Sizes and geometry.

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• Trek Bikes Fuel EX 9.8 27.5 2015

Reviews / Trail Bikes

• Trail Bikes

At A Glance

We were lucky enough to have a first ride on this bike when it was launched in the US about 10 months ago. We loved it then and after spending a lot more time on it over the last couple of months we love it even more.

The Fuel EX has been the pinnacle of the Trek trail bike range for a few years, it has seen some upgrades and changes in that time but there is a multitude of fans that love this bike the world over. For 2015 it gets some serious upgrades, there is a return to the 120mm of travel front and rear from a few years ago, but this is backed up with 27.5” wheels and the all new RE:aktiv suspension set-up that Trek have been working on with Penske Racing in the US.

Think Formula 1 style reactive suspension and you’re on the right track!

On The Trail

After our brief flirt with the EX in the US it was great to put some miles on her and find out how she rode over more varied and challenging terrain. As it turned out the bike was just as ridiculously playful and fun to ride on our local trails as it was in North Carolina; it hammers into the corners and spits itself out the other side with a speed that almost takes you by surprise.

At the heart of this bike is the new shock, and it really is rather special, if you haven’t ridden a bike with RE:aktiv yet, take it from us, it’s impressive stuff. The new shock just offers so much more feedback in terms of the trail and it sits up in its travel offering unparalleled pedalling performance. Yet when you point the bike downhill the whole feel of the bike changes without you doing anything.

The shock comes with CTD as standard and in the Climb mode you get a very useable lock-out setting that still offers some travel should and when you need it. If you forget to flip the switch when going down instead of having a stiff uncomfortable ride you can actually get away with the mistake all the way to the bottom, or until such time you want to take a hand off the bar and flip the switch.

In the Trail mode however, the bike really comes into its own. The shock offers superb pedalling efficiency with minimal movement, and then comes alive when the trail flattens off or steepens. The bike feels noticeably livelier and more playful, I found myself whipping it around with this stupid grin on my face thinking that this all makes total sense. No batteries or electrics, just a shock and damping system that is capable of knowing what the terrain is doing.

In the Descend mode the shock is opened up, so the damper isn’t doing much, on big rough descents this makes for a comfortable ride, but on flatter terrain the bike feels sluggish as the RE:aktiv damper isn’t engaged.

Over the couple of months I found I mostly just left the bike in Trail mode, no matter where or what I rode, it’s so capable and with the damper working at full capacity this bike can handle pretty much anything your throw at it.

With the light carbon frame and high-end component set you get a very nimble bike indeed. Long climbs are quickly dispensed with and technical sections are handled with aplomb. On the more exciting terrain the bike has speed that is easily conjured and confidence-inspiring geometry that will have you pushing faster and harder than before.

There are a couple of areas where this bike could be improved, the 32mm stanchion fork doesn’t feel as stiff as the 34mm forks we have become used to. With the capable geometry you’ll be hunting out the rougher stuff and at speed it lacks just a little.

The XT drivetrain is perfectly functional, but as this is a 9.8, just one off the top spec it does feel a little under specced. Those are two small quibbles rather than complaints and for the vast majority of riders looking at a 120mm travel trail bike this won’t be an issue. Over the course of the test we had no issues with the drive train, but we couldn’t help but feel a little underwhelmed by the badging when the rest of the bike is so highly specced out.

With that being said though, the Fuel EX is simply a joy to ride on any given trail, there is so much energy won back from the bike and the trail it almost feels like cheating.

The frame is an OCLV Mountain Carbon front triangle and seat stay with an alloy chainstay. Full carbon armour and all of Trek’s tech has been added including the Active Braking Pivot Convert set up, Full Floater, E2 Tapered Head tube, BB95, internal derailleur & dropper post routing, ISCG 05 mount, magnesium EVO link, 120mm travel.

Suspension is looked after by Fox, with a Factory Series 32 Float CTD FIT Damper Kashima Coat 15mm QR and 120mm of travel. The rear is the jewel in the crown we have talked so much about, it is built around a Factory Series Float DRCV with the RE:aktiv damper and CTD with Kashima Coat and tuned by Trek in California.

The drive train is a full Shimano XT affair with a 38/24 crankset and 11-36 10-speed cassette. Braking duties are again looked after by Shimano with XT hydraulic discs 180mm rotor on the front and a 160mm rotor on the rear.

The cockpit and finishing kit is mostly Bontrager as you would expect. A Bonty Evoke 2 saddle is held up on the excellent Rock Shox Reverb dropper post. Bontrager Race X Lite carbon bars are held in place by a Race X Lite stem.

Bontrager Rhythm Comp Tubeless Ready wheels come equipped with TLR strips, Stacked Lacing, 142x12 rear hub and 15mm front hub. These are shod with Bontrager XR3 Expert, Tubeless Ready, aramid bead, 27.5x2.35" front, 27.5x2.20" rear

Trek Fuel EX 9.8 27.5 Medium

Seat tube 445mm Effective top tube 608mm Head tube 110mm Chain stay 433mm Wheel base 1155mm BB Drop -17mm Head angle 68° Seat angle 73°

Weight w/o pedals 27.5lbs

Light, fast and nimble the lower longer and slacker geometry of the Fuel EX is confidence-inspiring to say the least. The RE:aktiv shock is simply sublime and offers really great advantages to the way the bike handles.

Whilst this bike comes in at a reasonable price, and is a 120mm trail bike, the 32mm stanchion fork could be a bit stiffer and the drivetrain could be better.

If you are in the market for a capable trail bike that is brimming with the latest tech, but doesn’t require its batteries to be recharged then take the Fuel EX for a spin. Be warned though, once you fall in love with the RE:aktiv shock and the way this bike rides you’ll be reaching for your credit card!

This review was in Issue 35 of IMB.

Trek Bikes Lush Carbon 27.5

Ghost bikes asx 5500, commencal meta trail race 650, rose bikes ground control 2, scott bicycles genius 950, lapierre bicycles zesty 429 tr, ghost bikes kato fs 3, trek bikes fuel ex 9.8, trek bikes fuel ex 9.9, trek bikes fuel ex 8, scor 4060 st gx.

By Rou Chater Rou Chater is the Publishing Editor of IMB Magazine; he’s a jack-of-all-trades and master of none, but his passion for bikes knows no bounds. His first mountain bike was a Trek 820, which he bought in 1990. It didn’t take him long to earn himself a trip to the hospital on it, and he’s never looked back since. These days he’s keeping it rubber side down, riding locally and overseas as much as possible.

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Trek Top Fuel 8

Top Fuel 8 fuses the speed of a cross country bike with the capability and forgiveness of a full suspension trail bike. It's quick, nimble, and dishes out serious fun on flow trails and techy descents alike. It's right for you if... You're looking for a do-it-all full suspension mountain bike that balances efficiency with shred-ability. You want to rip rough descents, fly up climbs, and crush lap after lap. The tech you get A lightweight aluminum frame with internal storage, 120mm RockShox SID fork with plush DebonAir spring, 120mm of rear travel with a FOX Performance Float shock, and a Shimano XT drivetrain. Plus, 4-piston brakes for confident descents, Bontrager Line Comp 30 wheels that are already completely tubeless ready, including sealant, and a Bontrager Line Dropper. The final word Top Fuel 8 gets you the value of an alloy frame with drivetrain, fork, and brake upgrades that keep up as you progress in speed and skill. Why you'll love it - This bike's killer suspension setup is both efficient and ready to party - Mino Link lets you make small adjustments to your geometry quickly and easily, even mid-ride - A sleek internal storage compartment gives you a versatile spot to stow tools and gear - New, removable Knock Block has a bigger steering angle to keep cables and hoses safe without sacrificing turning radius

Geometry (Low)

Geometry (High)

Due to supply-chain issues, Specs are subject to change without notice.

* Subject to change without notice.

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Trek Top Fuel 8

• AUS $ NZD $ USD $ CAD $ GBP £ EUR €

Size / 15.5" Low, 17.5" Low, 18.5" Low, 19.5" Low, 21.5" Low

Weight / 12.93

At a glance

Where to buy.

Specifications

• Frame Alpha Platinum Aluminum, ABP, Full Floater, EVO link, E2 tapered head tube, Mino Link, MicroTruss, internal derailleur and dropper post routing, down tube guard, PF92, Boost148 & G2 Geometry on 29ers, 100mm travel
• Fork Fox Rhythm Float 32, Fox Rhythm 32 Float, GRIP adjustable damper, E2 tapered steerer, Boost110, G2 Geometry w/51mm offset on 29ers, 100mm travel
• Wheels Bontrager Duster Elite 23, Tubeless Ready, 54T Rapid Drive, Boost110 front, Boost148 rear (15.5˝: 142x12 rear, 21T), tubeless strips included, valves sold separately
• Wheel Size 29" 27.5"
• Tires Bontrager XR2 Team Issue, Tubeless Ready, 120 tpi, aramid bead, 29x2.20˝ (15.5: 27.5x2.20˝)
• Chain KMC , KMC X11-1
• Crank Race Face , Race Face Ride, 36/22
• Bottom Bracket PF92
• Front Derailleur Shimano SLX, Shimano SLX M7020
• Rear Derailleur Shimano SLX, Shimano SLX M7000, Shadow Plus
• Shifters Shimano SLX, Shimano SLX M7000, 11 speed
• Brakeset Shimano , Shimano MT500 hydraulic disc
• Handlebar Bontrager Race Lite, 31.8mm, 5mm rise
• Saddle Bontrager Evoke 2, chromoly rails
• Seatpost Bontrager Rhythm Elite, 2-bolt head, 31.6mm, zero offset
• Stem Bontrager Elite, 31.8mm, 7 degree
• Grips Bontrager Race Lite, lock-on
• Headset FSA IS-2, 1-1/8˝ top, 1.5˝ bottom

Q: How much is a 2018 Trek Top Fuel 8?

A 2018 Trek Top Fuel 8 is typically priced around $2,799 USD when new. Be sure to shop around for the best price, and also look to the used market for a great deal.

Q: Where to buy a 2018 Trek Top Fuel 8?

The 2018 Trek Top Fuel 8 may be purchased directly from Trek .

Q: How much does a 2018 Trek Top Fuel 8 weigh?

A 2018 Trek Top Fuel 8 weights 12.93.

Q: What size wheels does the 2018 Trek Top Fuel 8 have?

The 2018 Trek Top Fuel 8 has 29" and 27.5" wheels.

Q: What size 2018 Trek Top Fuel 8 should I get?

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Trek Top Fuel 8 review

• by Cyclesgo

The Trek Top Fuel was updated at the back-end of 2021 and the result is a knock-out bike for all-round trail riding. So much so that, after pitting the Top Fuel against seven of its toughest competitors, it’s our Trail Bike of the Year for 2022. The Top Fuel may be listed within Trek’s menu of cross-country bikes on the brand’s website but, with 120mm of travel at either end, it certainly has a whiff of ‘downcountry’ about it. And, with a stout 35mm-chassis RockShox SID plugged in up front, tyres with more than a hint of tread and a 66-degree head angle, I wanted to see how far the new Top Fuel pushes into trail territory.

Trek Top Fuel 8 frame and suspension

The down tube incorporates a neat storage chamber. The frame is constructed from Trek’s Alpha Platinum aluminium, with the main tubes manipulated in shape along their length. Around the head tube, there’s a broad contact point between head, down and top tubes, while down by the threaded bottom bracket the down tube’s orientation changes to give a flatter, fatter surface for the BB shell to be welded onto. The down tube houses a storage compartment, into which you’ll fit a multi-tool and tube, located under a door that also holds a bottle cage. Trek admits that it adds weight, but claims it’s important to have in this category of bike. And, as the weight is relatively low, it adds stability by lowering the overall centre of gravity of bike and rider.

Trek’s Knock Block system has been modified based on rider feedback. Trek’s contentious Knock Block steering-lock limiter allowed equipped bikes to have a straight down tube to enhance stiffness, and prevented damage from fork top caps on the down tube or low-slung brake levers on the top tube. But some riders found the 58-degree angle irksome and disliked the compatibility issue caused by choosing to remove the device. The 2022 Top Fuel features Knock Block 2.0, which has been redesigned to be less extreme and allow an increased steering angle from 58 to 72 degrees.

Top Fuel frames have been designed with more down-tube clearance for fork top caps, doing away with the previously straight, stiffness-promoting down tube found on Knock Block 1.0 bikes. If both fork top caps clear the down tube and brake levers clear the top tube, Trek says it’s possible for riders to remove the Knock Block 2.0 completely with minimal fuss. Wheel size is 29in except for the extra-small bike, which comes with 27.5in wheels (and in the 9.8 spec only). All complete bikes come with 2.4in-wide Bontrager tyres, but the frames will take up to a 2.5in, so mud clearance should be ample for UK riding.

Trek uses its APB suspension linkage to give the 120mm of travel. This features a pivot concentric to the rear axle, so is neither a true single-pivot nor four-bar linkage. The vertically mounted shock is driven by a magnesium rocker link. It’s bulky, to add stiffness, but the use of magnesium saves weight. The main pivot has been moved forward on the new bike, flattening the anti-squat curve and making it more consistent throughout its travel.

Trek Top Fuel 8 maintenance and durability

Trek hasn’t forgotten the mechanics out there, who will be happy to hear that although the Top Fuel has internally routed cables, Trek has fitted full-length internal sheathing throughout the bike, meaning no fishing around with bent spokes and magnets when it’s time to refresh the outer cables. Interestingly, Trek has chosen to rid itself of press-fit bottom bracket issues for this bike and return to the venerable old 73mm-wide threaded shell. While Trek hasn’t commented on the reason for this shift, many feel that the threaded BB is less prone to creaking, and it’s hard to argue with the ease of replacing a threaded BB when compared to its push-fit cousin.

The Top Fuel is built around a 34.9mm seat tube. The seat-tube diameter has expanded to the new 34.9mm standard, allowing the next generation of longer dropper posts to be fitted. The reasoning behind yet another new standard is actually pretty sound. Its girthier chassis boosts stiffness and spreads side-loading more effectively, meaning modern, longer posts retain stiffness when extended, are stronger and experience reduced wear.

According to Trek, the related stiffness improvement in the frame itself (because of the larger-diameter tube and increased surface area at junctions) is “slight”. Trek is also pleased to extol the burlier nature of the new Top Fuel, by extending warranty coverage to include the fitting of a longer 130mm-travel fork. Making such a move would slacken the head angle and seat tube angle by around 0.5 degrees and raise the bottom bracket by 3mm.

Trek Top Fuel 8 geometry

Despite being marketed as a downcountry bike, the Top Fuel looks more like a modern trail bike on paper. If you looked at the geometry figures in isolation of the suspension travel and website sub-menu, you’d be forgiven for thinking this was a totally modern 140mm trail bike. The head angle is fairly slack at 66 degrees, while the seat angle is claimed to be 76 degrees. That’s not super-steep, but when your rear end sags less thanks to the reduced travel, its dynamic seat angle should still be pretty pert.

I also measured my test bike, with saddle 71cm above the bottom bracket, at 77.1 degrees – steeper than claimed. The reach is impressively long at 480mm – a number I’d expect to see on some of the best enduro bikes. This combines with mid-length 435mm chainstays to give a wheelbase of 1,215mm. The 450mm seat tube is short enough that longer-travel droppers should be within reach of most riders. The size-small bike has a 395mm seat-tube length, for reference.

These figures are for a size large (or 19.5in that Trek also gives) in its low setting. The numbers are similar for the small, medium, medium-large, large, XL and XXL – an impressive spread of sizes. The Mino Link geometry chip is also provided, which steepens angles by 0.4 degrees, and adds 5mm to the reach. For the purpose of this review, I kept the bike largely in its lower setting.

Trek Top Fuel 8 specifications

The bike is specced with RockShox suspension components front and rear. Trek has gone to RockShox for the suspension on the Top Fuel 8, with its SID fork stood up front and a Deluxe Ultimate RC at the back. The shock has three main compression modes, from open to firm, as well as three settings in the open mode for even more fine-tuning. The most open of these options gives a really light feel to the shock, while the most closed feels very close to the middle setting of the shock, with noticeably more compression damping.

Historically, the SID has been a pared-down XC race fork, and the SID SL still holds that baton. The SID Select, though, is one of the new-generation burly XC/downcountry/light-trail forks that feature lighter-weight chassis, packing in extra stiffness thanks to 35mm (or 34mm in the case of the Fox 34) stanchions.

It maxes out with 120mm travel, and on this model Top Fuel we get the base-level fork that uses the OEM-only Rush RL damper. With 120mm of travel, it feels stiffer than a 34, but perhaps not quite as stout as a Pike. The damper might be bottom-end, but it’s still smooth, and remarkably well controlled, with plenty of progression and little in the way of spiking.

The bike uses a well-considered mix of Shimano drivetrain components. Shimano is used for the drivetrain, with a mixed group of components. The 30t ring sits on a Deore crankset, an SLX chain tugs on a cassette from the same range, while the shifter and derailleur come from the XT family. Four-piston non-series brakes from Shimano complete the package. When it comes to wheels, tyres and finishing kit, Trek’s in-house Bontrager components feature heavily. This includes the Line 30 Comp wheels, shod in 2.4in-wide XR4 Team Issue tyres, and an alloy cockpit.

Trek Top Fuel 8 ride impressions

The Top Fuel felt instantly familiar from the off. This bike was tested as part of our 2022 Trail Bike of the Year test. It was pitted against seven other bikes, with travel ranging from 120 to 140mm at the rear, and priced from £3,299 to £3,950. The bikes were tested all over the UK, from long, steep tracks in South Wales to our regular testing loops in the Forest of Dean, fast rocky tracks in Scotland’s Tweed Valley and the fresh-cut loam and rocky outcrops of the Cairngorm National Park. Bikes were tested back to back, with short repeated loops ensuring differences were easily noticed. An extensive programme of workshop weighing, measuring and general poking about meant every little detail was explored.

I knew the Top Fuel was going to be a good ride from the minute I slung a leg over the 120mm-travel, alloy trail bike’s low-slung top tube. Its geometry felt right from the off, the spec list is up to the task and the suspension is all kit that I’m well versed in testing. It’s easy to look at the bike from afar and assume this is just another downcountry rig, with its SID fork and short-travel figures. It wasn’t until I’d fired it over some jumps, nosed it down the odd steep chute and slung it through my test loops’ berms that I realised the Top Fuel is, simply put, a bloody brilliant trail bike.

Trek Top Fuel 8 climbing performance

Stab the lever that raises the unremarkable Trans-X dropper, chunk yourself precisely (thanks to Shimano’s excellent shifting even under power) into the biggest cog on the SLX cassette and the Top Fuel climbs like a sticky mountain goat. The steep seat angle for a short-travel bike is helpful, positioning your hips further forward and centred over the bottom bracket, helping to keep the front wheel planted and pedalling efficient. When combined with the low 30x51t gearing, you can comfortably climb almost anything (traction permitting).

The Bontrager XR4 tyres feel great in dry conditions. The Bontrager XR4s are a little slick for damp off-piste conditions, with a rounded profile and shallow tread blocks tending to skate over the surface rather than dig in. However, if conditions are dry, they happily transfer power through their mid-depth treads.

The trade-off is they roll fast and are communicative on the limit, letting go predictably. They provide acceptable grip on surfaced trails and leaf mulch, and don’t drag on tarmac. The shock lockout lever on the Super Deluxe has an uncomfortable-to-operate indexed notch, which snaps open unpredictably, making it feel agricultural to use (especially with cold fingers). However, it does provide a severe but effective platform when climbing. In contrast, the SID Select fork lockout is a rather spongy affair.

The bike’s groupset has a notably crisp feel. Overall, the geometry and crisp Shimano shifting mean it’s easy to winch your way up to the top of a peak. It does lack the taut eagerness of XC-derived downcountry rigs such as the Scott Spark, which strain at the leash to attack every climb, whereas the Top Fuel prefers to lope along comfortably.

As downcountry bikes go, the Top Fuel’s forward pivot position, placid anti-squat curve and overall build are swayed toward delivering incredible overall performance and stable, low-effort climbing rather than scintillating polka-dot-jersey-esque uphill sprints. Furthermore, its 14.8kg weight separates it from the most dedicated downcountry bikes, which likely shed a kilo or two. However, view it as a trail bike, and it knocks the socks off most traditional trail bikes when pointed up a hill.

Trek Top Fuel 8 descending performance

The Top Fuel is a hoot on descents. Point it downhill and the flickable chassis is easy to manoeuvre: if you’ve felt over-biked and sluggish on a 140mm trail bike, this is the answer. Whereas some downcountry bikes are XC race rigs on steroids – devastatingly efficient on trail-centre loops, but unwieldy descenders – the Top Fuel feels as though Trek has tautened and lightened its Remedy trail bike. Again, look at it as a trail bike, rather than a downcountry bike, and you’ll appreciate that its quality, not quantity, of suspension that often does the bulk of the work when it comes to descending, especially when backed up with really good geometry and decent kit.

While the Top Fuel lacks athletic fervour, it feels exuberant and cheeky, goading you into manuals and riding the trail playfully. With predictable cornering manners and progressive-feeling rear-suspension kinematics, thanks to its forward pivot point, this bike is devastating on the descents.

A flip chip alters the bike’s geometry and suspension kinematics. Rather than insulating you from every bump, the Top Fuel feels like a bike that works with you, involving the rider in the glory of a corner well hit or an obstacle correctly anticipated. It flatters your moments of brilliance but buffers any mistakes stoically. Indeed, the level of grip and confidence is so high that it’s not until you get onto rougher black trails or find yourself offline that you need to brace for impact – and remember this isn’t an enduro bike.

This means it’s easy to inadvertently throw the Top Fuel way out of its depth and get carried away with the fun you’re having on the descent. Over trail-centre features, the bike has an addictive personality. It has pop for days, encouraging you to hop, skip and jump your way over the trail, leaving the ground at every opportunity. Spy a rocky or rooty take-off, and the Top Fuel seems to want you to bounce the front tyre off the top and pull the bike skyward, before the low BB, and long front end scream to be slung through the following berm as fast as you dare.

It’s possible to find the limits of the bike in chunky terrain. Take it to the trees, and the wide Bontrager-branded bars and short stem, and tight 435mm chainstays, work together to ensure direction changes are jet-boat rather than oil tanker in speed, while the bike’s reaction times to pedal inputs put Usain Bolt’s to shame. Hammer it has hard as you can into jumbled rocks or amassed roots and the fork can twang a bit, but the 120mm back end is also going to struggle when you really batter it through the chunder, despite the shock’s progression later in its stroke.

Spend a little bit of time learning how the bike likes to be ridden and you’ll find yourself hunting out opportunities to jump over these or smooth the line with finesse anyway. Okay, if you spend your weekends searching out the gnarliest lines, then the Top Fuel might not be for you – but there are other bikes in this category that’ll float your boat. The four-piston Shimano brakes offer predictable, yet punchy power, so whether you’re grabbing a fistful of stopping power when you’re hauling down the trail, or deftly trying to shimmy down a tight, steep, slow-speed tech-fest, you’re in ultimate control.

Yes, the small rotors do lack some outright power, but at least boosting their size is a quick, easy and cheap way of adding braking grunt. For the majority of everyday trail riders, the Top Fuel has every trick in the book ready to pull out at a moment’s notice, whether you’re rallying trail centres, carving turns in the woods, or developing your skills on steeper, more technical terrain.

How does the Trek Top Fuel 8 compare with the YT Izzo Core 2?

In terms of a light and fast machine for tackling less technically demanding trails, the YT Izzo Core 2 seems like the obvious comparison. Both bikes give a spirited fight on the climbs. The Trek is perhaps a little perkier, with a taut back end that doesn’t waste your watts. The Izzo might not be quite as stable as the Trek under pedalling pressure, and the lockout is a pain to access, but the Maxxis Forekaster tyres zip along with minimal resistance, really making the bike fly up climbs.

Add in a supple early stroke that helps generate grip, and I found the Izzo gave me little to complain about uphill. Despite very much coming from the downcountry side of things, the Top Fuel 8 is a ripper on the descents. The tyres play a massive part in this, with a more pronounced shoulder tread than the Forekasters on the Izzo. This makes the Top Fuel much more confident when pushing hard on mixed surfaces.

The suspension is a bit of a toss-up here. Fox’s 34 Performance fork on the Izzo is a smooth operator, while the SID feels a little more aggressive in its damping. At the back, though it has less travel, the Trek seems to deal with repeated big hits a little better, though I’d say the Izzo is smoother on low-amplitude chatter.

Trek Top Fuel 8 bottom line

Picking a 120mm downcountry bike as our trail bike of the year may seem odd, but I think it’s justified. Picking a 120mm-travel bike as my Trail Bike of the Year took a bit of soul searching. The diversity of bikes available aimed at the trail rider is as broad as the trails on which they’re ridden. But the Top Fuel stole my heart (if not my head) in 2022. A trail bike needs to do it all – climb well, descend with authority, and ask to come back for more and more.

The Top Fuel gets to the top of the hill without making us yearn for our XC rigs, made me grin like a Cheshire cat on fast flow trails and rarely baulked when gradients steepened and a firm grip on bar and brake lever was required to safely navigate to the bottom. If you want a bike to do it all and trust that it’s quality, not quantity of suspension that does the bulk of the work, give a shorter-travel, more agile bike a shot – you probably won’t regret it.

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Tested: Trek Top Fuel

Don't call it a race bike. Trek's new Top Fuel is for railing steep fast decents with no course tape in sight.

Takeaway: Trek’s latest edition of the Top Fuel moves from being a big cross country racer and becomes a short travel trail bike. With new longer and slacker geometry, plus 5mm of extra travel, it aims to give riders the efficiency they want for long days while still enabling them to ride more technical trails with confidence.

• Fully guided internal routing in the front triangle plus a 73mm BSA threaded bottom bracket simplifies maintenance for both professional and home mechanics.
• The new Top Fuel has clearance for 2.5” tires; which makes perfect sense as even XC racers are now running 2.4” tires as standard.
• The downtube storage compartment is now featured on all Top Fuel models, including the alloy versions. It’s a great feature that often gets nixed on lower priced frame models.

Price: $11,500 Weight: 26.8lbs (size XL) Style: Full suspension 120mm trail bike Frame: OCLV Mountain Carbon, internal storage, tapered head tube, Knock Block 2.0, internal guided routing, downtube guard, magnesium rocker link, Mino Link, ABP, Boost148, 120mm travel Wheel Size: 29” Fork: RockShox SID Ultimate, DebonAir spring, Charger Race Day damper, tapered steerer, 44mm offset, Boost110, 15mm Maxle Stealth, 120mm travel Rear Shock: RockShox Deluxe Ultimate RCT, 185mm x 50mm Drivetrain: SRAM Eagle AXS, wireless, 12-speed Cranks: SRAM XX1 Eagle, DUB, 55mm chainline, 175mm length Chainring: 30 tooth Cassette: SRAM Eagle XG-1299, 10-52T, 12-speed Brakes: SRAM G2 Ultimate hydraulic disc, carbon levers Front Wheel: Bontrager Line Pro 30, OCLV Mountain Carbon, Tubeless Ready, 6-bolt, Boost110, 15mm thru axle Rear Wheel: Bontrager Line Pro 30, OCLV Mountain Carbon, Tubeless Ready, Rapid Drive 108, 6-bolt, SRAM XD driver, Boost148, 12mm thru-axle Tires: Bontrager XR4 Team Issue, Tubeless Ready, Inner Strength sidewalls, aramid bead, 120tpi, 29.x2.40'' Saddle: Bontrager Arvada, austenite rails, 138mm width Seatpost: RockShox Reverb AXS, 170mm travel, wireless, 34.9mm, 480mm length Handlebar / Stem: Bontrager RSL Integrated handlebar/stem, OCLV Carbon, 27.5mm handlebar rise, 820mm width, 0 degree stem rise, 45mm stem length

While XC race bikes were becoming longer travel, yet another new category of mountain bikes started to gain traction with riders: down-country. This new breed of bikes combines elements of longer travel all-mountain and trail bikes (such as slack geometry, more powerful brakes, and heavier casing tires) with shorter travel and lighter-weight frames. Essentially, burly XC bikes that you can ride all day, are efficient climbers, and very capable at descending. This is the approach Trek took with the latest Top Fuel.

The new Top Fuel strikes a similar silhouette to the older model, with a vertically mounted shock layout and Trek’s Active Braking Pivot suspension system; which now delivers an extra 5mm of travel in the rear to match the 120mm travel fork. The Top Fuel’s geometry is in line with other bikes in the emerging down-country category, with the headtube angle becoming 1.5 degrees slacker and reach increasing by 10mm as compared to the previous generation of the bike. The Top Fuel now also has clearance for 2.5 inch tires, for those who want to push traction to the limit.

The new Top Fuel edges ever closer into the territory of its longer travel sibling, the Fuel EX. The updated geometry of the Top Fuel actually makes the Fuel EX look a bit dated in comparison. The two bikes have identical headtube angles, with the Top Fuel having a longer reach and a steeper seat angle as well. You can even fit a 130mm fork on the Top Fuel, which would make it slacker than the Fuel Ex. Basically, the Top Fuel is no longer a race oriented bike. It has now morphed into an efficient trail bike for riders that still want solid pedaling performance to get up the climbs, but who want additional speed, confidence, and control on the descents.

Builds & Pricing

There are a total of nine different Top Fuel builds offered by Trek, plus carbon and alloy framesets. The Top Fuel is also available through Trek’s Project One program, allowing riders to customize everything from components to paint.

We got to test the Top Fuel 9.9 XX1 AXS build, which at $11,050 is (depending on your perspective) either a reasonable price for a modern high end bicycle or completely bonkers. With bikes such as Specialized S-Works Epic EVO coming in at a cool $13,000, and the Scott Spark 900 Ultimate EVO AXS at $14,000, the Top Fuel 9.9 almost seems price conscious.

The cheapest Top Fuel model, the alloy framed Top Fuel 5, features a RockShox Recon fork, X-Fusion X-Pro2 shock, and a Shimano Deore drivetrain at $2,630. The Top Fuel 7 has a Recon Gold fork with a mix of Shimano SLX and XT parts, plus Bontrager Line Comp wheels for $3,530. The Top Fuel 8 is the priciest alloy build at $3,830, with a RockShox SID fork and Deluxe Ultimate shock plus more powerful Shimano M6120 four-piston brakes.

The Top Fuel 9.7 is the most affordable of the carbon builds at $4,230. It uses Fox Rhythm 34 fork with a Float DPS shock and is finished with a mix of Shimano SLX and XT, plus Bontrager Line wheels. The Top Fuel 9.8 has three different versions based on your component preferences. You can go mechanical with SRAM GX or Shimano XT for $7,050 or upgrade to GX AXS for $7,550. All three use RockShox SID Select+ forks and Deluxe Ultimate RCT shocks, along with Bontrager Line Elite 30 wheels. Moving to the top of the price range, for $9,550Trek offers the Top Fuel 9.9 XTR build for Shimano and Fox lovers. It uses Fox Factory level suspension, a full mechanical XTR drivetrain, and Bontrager Line Pro 30 wheels. Riders preferring Rockshox Ultimate level suspension and electronic XX1 AXS shifting will need to spend $11,050 to get the most expensive Top Fuel model, the 9.9 XX1 AXS.

If you’d rather build your bike from the frame up, Trek offers alloy and carbon framesets. The Top Fuel AL frame sells for $2,320 with a Fox Float DPS shock. The carbon frame is priced at $3,720 and includes a Fox Factory Float DPS shock.

Geometry & Fit

The new Top Fuel has received the slacker and longer treatment, and as a result, the head tube angle is now a degree and a half slacker at 66º across the entire size range. Reach grows by 10mm while BB height and chainstay length remain the same from the previous generation.

Trek offers seven different sizes of the Top Fuel, including an M/L option for riders often caught between the medium and the large. With a stock stem length of 45mm on all sizes except an XS, our 6’3 tester felt cramped on the size XL and likely would have benefited from sizing up to an XXL. The issue was resolved with a longer stem, but the most expensive 9.9 builds of the Top Fuel Trek use its integrated Bontrager RSL handlebar and stem combo. It’s easy enough to swap out as it thankfully doesn’t run any lines internally, but it still means riders will need to supply both a bar and a stem to make fit adjustments. As always, it’s highly recommended that you get a test ride in at a shop before buying a new bike if possible.

Ride Impressions

The new Top Fuel is very much a short travel trail bike meant for ripping down burly trails. Thanks to a 40mm increase in wheelbase, a slacker head tube angle, and other geometry changes over its previous version, it feels much more planted and composed on rough and fast descents. It’s a bike that wants to hold a line and stay planted on the ground. This worked well in certain situations, like scrubbing speed on a rough bit of trail heading into a turn. Other times it made me have to fight the bike a bit to make quick line adjustments.

To highlight the new trail bike character of the Top Fuel, Trek has made some component choices to suit the bike's new intended purpose. Opting for four-piston SRAM G2 brakes, as well as grippier XR4 tires, for better control on steep descents. The frame is also beefed up with a larger downtube that now includes a storage compartment for snacks or, more likely, flat-fix tools. The seat tube also grows in diameter to increase stiffness and accommodate a larger diameter 34.9mm dropper post. The remote lockout is also gone from the handlebars – which, perhaps more than any other change, makes the Top Fuel's intent as a trail bike crystal clear.

Trek’s ABP suspension design has had many years of refinement and is a genuine four-bar platform, unlike many 120mm bikes that use a flex pivot. In contrast, all the pivot points on the Top Fuel use sealed bearings, resulting in a suspension setup that feels much more active. The design does a good job of isolating braking from the suspension, resulting in less skipping and bouncing when you’re hard on the brakes in a rough section of trail.

The downside of the Top Fuel’s trail bike transformation is that it’s now a bit heavy. Our premium 9.9 XX1 AXS XL sample came in at nearly 27 lbs. This isn’t wildly heavy for a trail bike, but typically you get a bit more suspension travel with that weight penalty. For reference, the Scott Spark I tested earlier this year has the same amount of suspension travel as the Top Fuel but is a full three pounds lighter. Trek does say that the Top Fuel is compatible with a 130mm fork, and I can’t help but think the new Top Fuel would have made a lot more sense with the increased travel straight from the factory.

After having multiple testers on the Top Fuel over the last few weeks, our consensus has been that the Top Fuel would thrive in a place that has a lot of machine built or well maintained, and steep trails. Trails where you can get the Top Fuel moving fast allow the progressive all-mountain geometry to shine and make the bike feel much more capable than its 120mm of travel would suggest.

The new Top Fuel is undoubtedly more capable than its previous version while maintaining much of its pedaling efficiency. Riders with more than a casual interest in racing should probably look at bikes such as the Scott Spark , Canyon Lux Trail , or Specialized Epic EVO . The Top Fuel is perhaps the ideal bike for riders who want a trail, or even all-mountain, bike geometry experience, but don't want the extra weight or need the extra bit of travel.

Trek Top Fuel 9.9 XX1 AXS

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Russia establishes special site to fabricate fuel for China’s CFR-600

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A special production site to fabricate fuel for China’s CFR-600 fast reactor under construction has been established at Russia’s Mashinostroitelny Zavod (MSZ - Machine-Building Plant) in Elektrostal (Moscow region), part of Rosatom’s TVEL Fuel Company. 

As part of the project, MSZ had upgraded existing facilities fo the production of fuel for fast reactors, TVEL said on 3 March. Unique equipment has been created and installed, and dummy CFR-600 fuel assemblies have already been manufactured for testing.

The new production site was set up to service an export contract between TVEL and the Chinese company CNLY (part of China National Nuclear Corporation - CNNC) for the supply of uranium fuel for CFR-600 reactors. Construction of the first CFR-600 unit started in Xiapu County, in China's Fujian province in late 2017 followed by the second unit in December 2020. The contract is for the start-up fuel load, as well as refuelling for the first seven years. The start of deliveries is scheduled for 2023.

“The Russian nuclear industry has a unique 40 years of experience in operating fast reactors, as well as in the production of fuel for such facilities,” said TVEL President Natalya Nikipelova. “The Fuel Division of Rosatom is fulfilling its obligations within the framework of Russian-Chinese cooperation in the development of fast reactor technologies. These are unique projects when foreign design fuel is produced in Russia. Since 2010, the first Chinese fast neutron reactor CEFR has been operating on fuel manufactured at the Machine-Building Plant, and for the supply of CFR-600 fuel, a team of specialists from MSZ and TVEL has successfully completed a complex high-tech project to modernise production,” she explained.

A special feature of the new section is its versatility: this equipment will be used to produce fuel intended for both the Chinese CFR-600 and CEFR reactors and the Russian BN-600 reactor of the Beloyarsk NPP. In the near future, the production of standard products for the BN-600 will begin.

The contract for the supply of fuel for the CFR-600 was signed in December 2018 as part of a governmental agreement between Russia and China on cooperation in the construction and operation of a demonstration fast neutron reactor in China. This is part of a wider comprehensive programme of cooperation in the nuclear energy sector over the coming decades. This includes serial construction of the latest Russian NPP power units with generation 3+ VVER-1200 reactors at two sites in China (Tianwan and Xudabao NPPs). A package of intergovernmental documents and framework contracts for these projects was signed in 2018 during a meeting between Russian President Vladimir Putin and Chinese President Xi Jinping.

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Rosatom Starts Life Tests of Third-Generation VVER-440 Nuclear Fuel

• 16 June, 2020 / 13:00

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• Top Fuel 9.8