trek fuel ex geometry 2020

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2020 Trek Fuel EX

2020 Trek Fuel EX 9.8 XT

Size Tested: Medium

Geometry: See Below

Build Overview (9.8 XT Build):

• Drivetrain: Shimano XT 12-speed
• Brakes: Shimano SLX M7120 4-piston
• Fork: Fox Performance 36
• Shock: Fox Performance Float EVOL w/ RE:aktiv tune & Thru Shaft
• Wheels: Bontrager Line Carbon 30

Wheel Size: 29”

Travel: 130 mm rear / 140 mm front

Blister’s Measured Weight (w/o pedals): 29 lbs, 4 oz / 13.27 kg

MSRP: $5,999

The Trek Fuel EX first debuted in 2001. While, to some, that original Fuel EX looks like a nightmare by today’s standards, it was a damn good bike for its time. Since then, the American brand has continued to improve the Fuel EX to keep up with the ever-changing mountain bike industry.

Prior to this year, the last major update to the Fuel EX was in 2016, so it was due for some change. For model-year 2020, the Fuel EX underwent a well-needed rework. The EX platform has now been fully upgraded to compete with the new generation of aggressive, shorter-travel Trail bikes, and from the looks of it, Trek’s 2020 Fuel EX has better filled the middle ground between the XC-oriented Top Fuel and longer-travel Remedy and Slash.

We recently got our hands on the 9.8 XT build of the 2020 Fuel EX and so far have only had a handful of rides on it as winter is creeping around the corner. So for now, here is a closer look at the specs of the bike and our initial ride impressions, and then stay tuned for our upcoming full review.

While the old carbon Fuel EX had alloy chainstays, the 2020 Fuel EX now offers a full carbon frame (excluding the rocker link) in the 9.7, 9.8, & 9.9 builds, in addition to fully aluminum frames for the 5, 7, and 8 builds.

The carbon Fuel EX frames include one of my favorite features: an integrated storage compartment located on the downtube.

This is a similar design to the “SWAT Box” seen on Specialized’s Stumpjumper and Enduro models. The Fuel EX’s compartment is accessible through a door that’s connected to the water bottle cage by easily turning a lever. The compartment has enough room to fit a spare tube, CO2 cartridge, and a set of tire levers — all in the included Bontrager BITS tool roll to keep things stable and non-noisy. If I ditch the tools, I could even fit an ultralight rain jacket in the space. Compared to Specialized’s SWAT box, Trek’s take on this is a bit easier and quicker to use thanks to its larger lever. The Fuel EX has also adapted to the 1x standards, losing the option to mount a front derailleur.

Trek outfitted the Fuel EX with the now fairly standard integrated chainstay, seatstay, and downtube protectors, as well as a clean internal cable routing system. The Fuel EX came almost entirely built, and setting up the internal cable routing was extremely easy.

For more frame defense, Trek implemented their Knock Block steering limiter, eliminating the chance of the fork crown hitting the downtube, since they use a straight downtube that would otherwise contact the fork if you tried to turn the bars 360°. Trek says this design creates a stiffer frame (due to the straight, oversized downtube), though it’s a polarizing design and I’m still unsure of how I feel about it. One of the major downfalls to the Knock Block system is that it imposes limitations on the customization of the cockpit. You are limited to stem height as well as changing out the spec’d stem (you have to get a special washer from Trek to use a non-Bontrager stem).

The 2020 Fuel EX frame now can accommodate longer dropper posts — 100 mm on the XS-S sizes, 150 mm on the M and ML, and up to 170 mm on the L-XXL sizes.

Aside from updated frame aspects, the Fuel EX has a beautiful array of matte and gloss color schemes for 2020 (FWIW, the purple / raw carbon frame we have looks pretty dang great).

The Fuel EX’s suspension platform still consists of a classic four-bar linkage, but the 2020 model drops their “Full Floater” design introduced back in 2008. That design attached the lower shock mount to the chainstay, just forward of the main pivot, thereby moving both ends of the rear shock, and thus altering the leverage curve. For 2020, Trek has returned to a fixed lower-shock mount, but carries over the Re:aktiv damper configuration and Thru Shaft rear suspension from the prior model.

What is RE:aktiv? Essentially, it’s Trek’s term for the damper configuration in their proprietary rear shock that was designed with Fox and Formula 1 Penske engineers. In short, it is a way of making the damper regressive — the damping force initially increases with higher shaft speeds, but then actually decreases as the speed further increases. This is accomplished with geometry on the main damper piston that increases the area on which the pressurized oil acts on the compression valve as the valve opens, thereby increasing the force exerted on the compression valve. The idea, as Trek describes it, is to create firmer compression damping at lower-frequency inputs — such as pedaling, or while pumping and popping off of features — while having the damping fall off under sharper inputs, to be more supple under high-speed chatter.

If that last paragraph made your eyes glaze over, that’s okay – we’re talking about a somewhat unconventional damper tune here, but nothing totally off the deep end. And if you want to nerd out on the concept some more, Steve Mathews from Vorsprung Suspension has an excellent video on the damper here (the stuff at the beginning about the air spring is referring to an older version of the shock; the details about the Re:aktiv damper start around 5:38).

The version of the shock spec’d on the EX 9.8 and 9.9 builds is a “Thru Shaft” system. Thru Shaft was created to eliminate what Trek refers to as the “lag” created by the Internal Floating Piston (IFP) as the shock cycles, and the damper shaft (and correspondingly, the IFP) changes direction. Their claim is that the Thru Shaft design allows the shock to respond more quickly while riding over varied terrain. Noah Bodman has a good explanation of this design in his review of the Trek Slash , and was able to compare a Thru Shaft shock back-to-back with a conventional one – check out his review for more detail.

Updated for 2020, all Fuel EX models are now spec’d with a 140 mm fork instead of a 130 mm, and the more expensive 9.8 and 9.9 builds get a burlier Fox 36 instead of the 34 on the lower-end models. In my opinion, this is a good move by Trek since the 36 aids in stability and overall stiffness in the front end through demanding sections of trail, but I would have liked to have seen this fork on some of the lower-end models as well, given the strong downhill performance we’re seeing in Trail bikes these days.

The 2020 Fuel EX is offered in nine* different builds and two frame-only options. The alloy frameset w/ Fox Re:aktiv shock goes for $1,999 and the carbon frameset w/ Fox Factory Re:aktiv & Thru Shaft shock goes for $3,299.

*The full builds consist of the 5, 7, 8, 9.7, 9.8, and 9.9, but Trek also offers the 9.8 and 9.9 builds with different drivetrains. You can get a Fuel EX 9.9 with a Sram X01 Eagle drivetrain, Sram X01 AXS drivetrain, or Shimano XTR drivetrain. And you can get a Fuel EX 9.8 with a Sram GX Eagle drivetrain or Shimano XT drivetrain (the build we’re testing). But apart from the drivetrains and prices, the 9.9 builds are all basically identical, and same story for the two 9.8 builds.

The full builds range from the alloy 5 at $2,099, spec’d with components chosen with value in mind, all the way up to the 9.9 X01 AXS build that features a carbon frame, carbon wheels, carbon bars, top-tier Fox Factory suspension, Sram X01 Eagle AXS 1×12 drivetrain, and Shimano XT brakes for a whopping $8,499-$8,999.99.

The build we are currently testing is the 9.8 XT model, priced right at $5,999. This build comes spec’d with a full carbon frame, carbon wheels and bars from Bontrager, Performance-level Fox suspension, Shimano XT 1×12 drivetrain, and Shimano SLX brakes.

For more info on all of the Fuel EX builds (and the rest of Trek’s lineup), see our Trek Brand Guide .

Initial Thoughts on the Fuel EX 9.8 Build

$5,999 is a considerable chunk of change. If you’re paying such high dollar for a mountain bike, you better get a darn good setup, right?

Well, the Fuel EX 9.8 XT comes with Trek’s top-of-the-line OCLV Mountain carbon frame as well as Bontrager carbon bars and carbon wheels. Fitted on the wheels are a set of Bontrager XR4 Team Issue 29×2.6 tires (tubeless-ready, of course). And if you’re concerned about blowing up your sweet new carbon hoops, it’s worth noting that Trek says they’ll repair or replace the carbon rims for free if you damage them within two years after your purchase.

Apart from the fancy carbon bits, the 9.8 XT comes spec’d with the new Shimano XT M8100 1×12 groupset (shifter, derailleur, crank, cassette, and chain) and after my initial time, I think it’s a nice addition. Although I have only ridden the Fuel EX on a handful of rides so far, the drivetrain performed flawlessly (even after we let Sam Shaheen romp around on it in the muddy creek beds of Moab …).

I was easily impressed when going from the jeep mode (51-tooth, lowest gear) climbing up a steep hill, to dumping the shifter into higher gears with my full weight on the pedals as I drop down over the crest. It was a pleasant escape from the usual horrifying noises I typically get when doing this sort of shifting under load. It will be interesting to see how the groupset holds up over time with rough riding, but knowing Shimano, I have high hopes for the new XT 12-speed.

Another recently revised Shimano product on the Fuel EX 9.8 is this year’s 4-piston Shimano SLX brakes. I’m not sure why Trek decided to spec an XT build with SLX brakes, but the revised SLX model is supposed to offer similar performance as the XT, and it seems that Trek took this as an opportunity to save a bit of money. The Fuel EX 9.8 is fitted with a 180 mm rotor in the front and a 160 mm rotor in the rear, which I’ve found to be a great pairing for a shorter-travel Trail bike like the Fuel EX.

Next up is suspension. The rear shock spec’d for the Fuel EX 9.8 features Trek’s RE:aktiv tune and Thru Shaft design, which we touched on earlier. The shock is essentially a Fox Performance Float EVOL with a 3-position damper (climb, trail, & descend modes) that’s custom-tuned by Trek. This shock loses a few features, such as the 3-position fine-tune adjustment for descend mode and Kashima coat, seen on the Fox Factory Float EVOL offered on the higher-end 9.9 builds.

We can’t really compare (at least on paper) this custom shock to the normal Float EVOL due to the custom nature of the shock on the Fuel EX, but I’ll be discussing how the shock feels while climbing and descending in my on-trail impressions.

The fork on the Fuel EX 9.8 is the Fox Performance 36 with the Float EVOL air spring and GRIP damper. Once again being on the lower end of the spectrum for the Fox suspension line, it still works fairly well and does the job for its intended use on this bike. I ride a 140 mm Performance Elite 34 on my current shorter-travel Trail bike, the 2019 Transition Smuggler , and the stout 36 on the Fuel EX feels notably more stable so far. Compared to the higher-end Factory 36 fork on the 9.9 builds, on the 9.8 you lose the more adjustable GRIP2 damper as well as Kashima coat and options for further tuning (though the Performance 36 has been great so far).

You might be questioning why a $6000 bike comes with lower-tier suspension, and I think that comes down to the fact that the Fuel EX 9.8’s Line Pro 30 carbon wheelset costs nearly $1,300 if you were buying it separately, and the carbon frameset alone would cost you $3,299 (admittedly, with the higher-end Fox Factory shock). So at least on paper, the Fuel EX 9.8’s build / price seems pretty reasonable, though Trek opted to spend a bit more on the wheels and cockpit, whereas some other brands put more money into suspension and stick to cheaper wheels, bars, etc.

Fit and Geometry

Going along with the updated trends of modern Trail bikes in the shorter-travel category, the 2020 Fuel EX has seen a geometry change like most new-gen bikes that can be summed up with the words of longer (reach / wheelbase), slacker (head angle), and steeper (seat tube angle).

The Fuel EX’s head angle has now dropped a degree to 66°, reach has been extended by 10-20 mm depending on frame size, and seat tube angle has gained a degree, now sitting at 75° for a steeper position while climbing. The Fuel EX also has a flip chip “Mino Link” that allows for a half-degree change in HA (66.5° in the high setting and 66° in the low setting) and a few mm change in bottom bracket height.

For reference, here’s the geo chart for the Fuel EX:

For sizing, I opted for a Medium frame. At 5’7”, I thought this was an optimal fit, excluding the spec’d 780mm-wide bars. That’s just a personal preference, but at my size I feel more comfortable riding something closer to 750 mm. But the good news is that you can always cut down bars (and can’t turn a smaller bar into a bigger one), and aside from that, the fit felt spot-on compared to other bikes in this category.

Something to take into consideration about sizing for the 2020 Fuel EX models — they have dropped female-specific bikes this year. They are currently implementing their motto introduced in 2019: “Awesome bikes for everyone.” Instead of having women’s-specific models like they did in previous years, they’re just offering more size options for all builds. Personally, I think this is a pretty cool change since Trek can now offer smaller riders more spec and color options from which to choose. Over all nine builds available for the Fuel EX, there are currently six different available sizes (XS, S, M, ML, L, & XL). The XS is only available with 27.5″ wheels, you can get a size S with 27.5″ or 29″ wheels, and the other sizes all come with 29″ wheels. Interestingly, the carbon versions of the Fuel EX are not currently available in the XXL size, though the aluminum versions are.

At first glance, the Fuel EX 9.8 seems like a shorter-travel Trail bike that’s more suited toward descending than ascending, given its slacker and longer geometry, beefier fork, and wider 2.6” tires. However, I don’t think those specific aspects really hinder the bike’s climbing abilities. The Fuel EX climbs fairly well for this class, and even though it’s not a super efficient ascender, it still gets the job done — especially with help from the pedal-assist lever on the shock (that lever has proven to be more important on the Fuel EX than on my Transition Smuggler ).

On longer ascents, the bike felt most efficient with the shock in the middle “trail” setting, which made the bike feel firm when needed without seriously compromising traction, and overall reduced the plush bob off the top of the stroke that I felt when the shock was in the open position. On the majority of my rides, I kept the shock in the middle trail setting, and only on mellow dirt roads did I feel like the shock needed to be fully locked out.

Approaching more committed and technical aspects of trail, I opted to leave the shock in the open position for added grip and traction. This is where the Fuel EX stood out in terms of climbing. The forgiving, plush shock just ate up the rocks and roots, offering little to no tire slip, all without requiring me to make many body-position adjustments to keep the bike on-line. Paired with the buttery smooth 1×12 XT drivetrain, the Fuel EX easily wheeled through punchy, technical climbs. The 29” wheels and 2.6” tires helped tremendously when it came to wheeling over variable terrain, though that wide of a tire also felt a bit sluggish while ascending smoother sections of trail where I would normally be carrying more speed.

While climbing through tight turns, I didn’t notice any steering interference from the Knock Block system, but I could see it possibly giving me some trouble when steering through a true hairpin section.

One thing I do want to point out is that I felt slightly off the back of the bike while seated, which is probably due to the not-extremely-steep 75° seat tube angle and also the positioning of the saddle. I’ll be tinkering more with the saddle and will see if that can alleviate this.

Right off the bat, I felt I was going to enjoy descending on the Fuel EX — everything about it looked like it’d make for a fun Trail bike on the down. I had the Mino Link flip chip in the low setting which put the head angle at 66° and was running my suspension a little on the faster side in terms of rebound, but nothing crazy. According to Trek’s suspension calculator, they recommended me running 30% sag in the rear. I set it up a little under that 30% number, hoping I would gain some support. For the fork, I ran about 65 psi since I like things to be a bit stiffer and was running the GRIP damper a few clicks past the midway point between open and firm (i.e., a bit closer to “firm” than “open”).

The first thing I noticed was how stable the Fuel EX felt during cornering. On flat corners, it was predictable and tracked incredibly well. On more bermed corners, I felt like it was encouraging me to really lean it over and weight the inside, letting me carry speed through the exit without much worry that it was going to slide out on me. In short, the Fuel EX’s predictability made cornering feel easier and it didn’t require me to be perfectly set up / prepared for any awkward transitions. Now with this being said, the combination of super tacky trail conditions and fresh rubber could have been helping, but I feel like that was just a small portion of it. For quick and tight maneuvers, the Fuel EX just handled well.

High-speed rocky sections of trail were where I started to notice the shock’s regressive damper. Similar to climbing with the shock fully open, the bike felt stuck to the ground. The normal chatter and feedback I get from my current trail bike (120mm-travel Transition Smuggler) were not there. This was a smooth and forgiving feeling, almost like a trophy truck’s suspension sucking up all the bumps and its tires maintaining contact with the ground at all times. The Fuel EX feels surprisingly planted and stable for a 130mm-travel bike.

When it came to riding with a looser style and pulling up off obstacles into blind landings, the Fuel EX sucked it up and muted the rough landing, recovering and keeping traction throughout, which was a pleasant surprise.

All that said, the Fuel EX’s plush feel definitely offers something different from my Smuggler, and that’s taken some adjustment on my end. The Fuel EX felt a bit “dead” in the high-speed chattery sections, whereas I’m used to the poppy feel and playfulness of the Smuggler, which lets me hop around or intentionally get kicked from rock to rock. The Fuel EX feels much more planted, and less poppy. I believe that some of this could come from the wider 2.6” tires, and maybe running sag percentage closer to 20% will let me get more pop out of the bike. But at least coming from the Smuggler, the suspension on the Fuel EX felt a bit “off” at first, though I think it’s something that more time and tinkering of the suspension / tire combo will likely solve.

Some Questions / Things We’re Curious About

(1) I’m very eager to play with different sag percentages on the Fuel EX’s Re:aktiv Thru Shaft shock. It will be interesting to see if there is actually a noticeable difference in responsiveness / pop, and more importantly, if it will make the bike feel better or worse. Noah Bodman found that the RE:aktiv shock on the Trek Remedy was very sensitive to air pressure, while the RE:aktiv shock on the Trek Slash was less sensitive, so what about the Fuel EX?

(2) How will the Fuel EX feel with lower-volume tires like a 2.5” Maxxis DHF and 2.3” Maxxis High Roller II?

(3) Is the Fuel EX a viable option for riders looking for a quiver-killer bike that they could use just about anywhere? Or is there any particular area / trail type / riding style for which the Fuel EX is best suited?

(4) How does the 2020 Fuel EX compare to other modern mountain bikes reviewed in the Trail category, such as the Yeti SB130 and Santa Cruz Hightower?

(5) Over long-term use, how will the Bontrager Line Carbon 30 wheelset hold up? And on that note, what about the new Shimano XT 12-speed drivetrain?

Bottom Line (For Now)

The 2020 Trek Fuel EX appears to be a solid revamp from its predecessor, now reflecting trends seen across all modern-day Trail bikes. After my initial time on it, it seems like a very capable, all-round bike. It seems to bring something a bit different to the table than many other shorter-travel Trail bikes, with an emphasis on stability, grip, and plushness over pop and playfulness. We’ll be getting much more saddle time with the Fuel EX to gain a better understanding of where the bike best performs and how capable it really is, so stay tuned for our full review.

8 comments on “2020 Trek Fuel EX”

Nice early review. I’ve been ripping around on a 9.9 since late October. Loving the uber-plush rear suspension, exactly as you described. Funny that the full floater design, but this bike is more plush than my 2017 was.

And the Fox 36 Grip2 is the perfect complement. Easily tuned from all plush, all the time for rugged xc stuff, right up to super-supportive for faster enduro-style descending.

Super interesting bike. Right off the bat, the need for a Knock Block and Trek’s insistence that their head tube to down tube configuration is stiffer just smacks of big brand proprietary gold plating. That said, Knock Block style technology will be helpful when the inevitable dual crown trail bike arrives from Trek or someone else. SLX-level brakes on a $6K bike seems a bit cheap. Conversely, carbon hoops on a $6K bike is pretty rad. Suspension manufacturer brand/model-specific tunes are nothing new. What is new is companies are beginning to market around this phenomenon. Ibis jumped headlong into that trend when they released the Mojo HD5 earlier this year. Trek seems to want that same splash. I think it’s a terrific development in mountain biking that we can start talking about the relative merits of different suspension qualities on the superficial marketing level rather than that subject being limited to the nerds among us.

I do have some questions in the future about this bike. 1) as a short travel quiver killer, is 2.6 the best rubber for the job? 2) is there A place in the market for a planted/plush short travel bike?

I agree that the Knock Block is questionable along with Trek’s statements on an overall stiffer frame. But without it, there would be major issues with frame damage due to the crowns smashing into that oversized and straight downtube. My biggest gripe with the Knock Block is Trek limiting customization to the cockpit. You have to use the Bontrager Knock Block specific stem unless you go through the hassle of ordering a special washer from Trek to then be able to install your stem of choice.

Yes, the Knock Block tech eliminates the crown from hitting the downtube, but let’s have some faith that we don’t start seeing short travel trail bikes with dual crowns….

Those are some great questions we will be taking into consideration with more time on the saddle. Off of a first impression, I think the 2.6 tires are overkill and it will be interesting to see how the bike preforms on lower volume rubber.

The Reaktiv valving truly is different, and not just a model- or brand-specific tune. Most like it. A bit like a Specialized Brain without the clunk. I liked the first versions several years ago, but still slightly preferred the DPX2. I friggin LOVE the latest version. Now it just has to pass the test of time. 30 or so hours so far, and holding up well.

I’m personally not a big fan of 2.6 rubber, but there is a bit of leftover racer in me. I run 2.4 front XR4 and rear XR3 for a snappier feel. The 2.6s are for trips to places like Moab, where a bit lower pressure adds up to less fatigue after a few days.

Great to hear that you’ve been enjoying your 9.9 EX (jealous of that Grip2 damper..) personally, I can’t wait to get more saddle time on the bike.

Did you notice a major difference in overall riding when switching to the lower volume 2.4 XR4/XR3 tires?

Yes, but there is a but. At the same time, I swapped from the Line 30 Carbon wheels to some Kovee Pro 30s. Between the lighter and narrower wheels, the bike feel snappier, and more nimble.

And yeah, the Grip2 damper is the schizzle!

Good to know, I’m sure rolling speed felt a bit faster as well. Thanks for the input Tom.

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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

2020 Trek Fuel EX 5

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

For This Bike

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Based on frame geometry and build specs.

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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Add custom gearing

Oct 2020 · Benjamin Topf

The Trek Fuel EX 9.9 is an absolute classic in the trail bike segment. Could it also be the perfect bike for the next bikepacking adventure with its modern geometry and spare parts compartment in the down tube? We put the Fuel EX to the test.

Maximum fun on the descents

Intuitive and good-natured handling

Storage compartment in the down tube for tools or snacks

Too sluggish on easy terrain

Too much bike for long straights

Read Review

Jun 2020 · Spencer Johnson

As warmer temperatures hit the Pacific Northwest and the dirt starts to dry, I’m always eager to get out on some long rides with some big climbs. Naturally, when this Trek Fuel EX 9.9 showed up at the Freehub office, I knew it was time to put the nimble beast through its paces. I challenged myself to a 60-mile sufferfest on some of Bellingham, Washington’s toughest climbs and descents. It definitely didn’t let me down. Climbing on this bike was a joy. Trek equipped the 9.9 model with its proprietary RE:aktiv shock with a three-position damper, which I left wide open for the entire ride. The rear suspension had an overwhelmingly supportive feel while pedaling out of the saddle, yet as soon as I hit a bump it dived deeper into the travel, keeping the rear wheel firmly planted and providing excellent traction. The geometry is modern and balanced, with a long reach and a sensible 76-degree seat angle. On the descents, the bike inspired confidence, thanks to its long wheelbase and bottomless-feeling suspension. My confidence was further enhanced by the reliable stopping power of the Shimano XT brakes. As a 200-pound rider, I couldn’t have appreciated the ultra-powerful XT brakes and the 203-millimeter front rotor more—especially while bombing down some of Bellingham’s scariest double-black trails.

Apr 2020 · Tom Marvin

A classic trail bike, with a fun and engaging ride built around a solid frame

A solid feeling frame backed up by a ride quality that encourages you to pop and play around

The long Shimano brake levers kill the feel, while the supple rear suspension shows up the budget fork

After six months of testing, it's time to the deliver the review of our 2020 Trek Fuel EX 9.8 long-term test bike. Here we take a closer look at some of the other parts we've changed and the problems we've encountered, and discuss exactly what this 130mm travel trail bike does best.

Hugely capable for a 130mm travel trail bike

The stiff & responsive chassis

Supremely balanced & versatile handling

The suspension is so plush and well controlled

Improved pedal efficiency and support

Lifetime frame & carbon wheel warranty

Poor-fitting downtube trapdoor

The stock Bontrager dropper post is sluggish and sloppy

Carbon wheels are quite harsh

Jan 2020 · Jeremy Benson

Trek recently redesigned their popular Fuel EX mid-travel trail bikes for the 2020 model year. The updated geometry brings this bike in line with modern...

Supple rear suspension

Fun on a wide range of terrain

Moderately heavy

Short dropper post

Frame sizing runs a little small

This is not what it looks like. Even though this new Fuel EX has a Fox 36, it doesn’t mean it has shed its trail-bike past for an enduro-bike future. Even

Aug 2019 · Robin Schmitt

First ride review of the new Trek Fuel EX 9.9 2020 – details, weight, pricing and highlights of the new bike here!

Aug 2019 · Mike Levy

Trek's trail bike gets an all-new frame with tweaked suspension and fresh geometry, but where does sit compared to the competition?

Forgiving, deep feeling suspension

It's a wizard on technical climbs

New geometry increases capabilities

It might be too forgiving for some riders

You'll be using the pedal assist lever often

Trek could have gone further with the geometry

Last updated August 21 Not listed for 1,317 days

Trek Fuel EX 8.0 XT 2020 on test – Versatility for the Best Buy

The Trek Fuel EX 8.0 XT is the most expensive bike in the group test and still gets our Best Buy. What have Trek done to justify this award?

Click here for an overview of the the best trail bike under € 3,200 € in review

The Trek Fuel EX is an absolute classic in the mountain bike scene. The latest, completely revised model was released last year. As is so often the case, the super expensive carbon model attracted most of the attention during the launch. Unjustly so, because the more affordable aluminium version is also a real highlight in Trek’s portfolio. The Fuel EX 8.0 XT costs € 3,199, which still is a lot of money, especially since other bikes in this group test cost almost a third less. However, there is nothing to complain about with the spec and you’ll benefit from the extensive network of Trek dealers.

The 29er features a complete Shimano XT groupset, FOX suspension providing 130 mm travel at the rear and 140 mm up front and a 150 mm dropper post (in size L). As usual, a lot of the components are supplied by Trek’s in-house brand Bontrager. The ergonomics of the cockpit and saddle are excellent while the wheels and tires offer good acceleration and grip. The 2.6″ wide tires are best ridden with a bit less pressure for added grip and comfort. Trek rely on budget Shimano brakes but thanks to the large rotors and single-finger levers, they deliver more stopping power than the four-piston calliper on the Canyon or SCOTT.

Trek Fuel EX 8 XT

Specifications.

Fork FOX 34 Rhythm 140 mm Rear Shock FOX Float EVOL Performace 130 mm Seatpost Bontrager Line Dropper 150 mm Brakes Shimano M6000 203/180 mm Drivetrain Shimano XT 30 (10-51) Stem Bontrager Line 50 mm Handlebar Bontrager Line 780 mm Wheelset Bontrager Line Comp 30 29 Tires Bontrager XR4 Team Issue 2.6"

Technical Data

Size XS S M L XL XXL Weight 14.18 kg

Specific Features

The geometry of the Trek Fuel EX 8.0

If you look at the geometry, you can see that the Fuel EX has been updated recently. The trail bike features modern geometry with a long reach (470 mm in size L), a slack 65° head angle and a bottom bracket drop of 34 mm. Our only concern is the slack seat tube angle of 75°. However, in comparison to the previous model, the kink in the seat tube is less pronounced, so that the effective angle doesn’t slacken as much when you extend the seat post.

Once you get on the Fuel EX, everything feels very familiar. Trek manage to weave their unique DNA into their bikes better than most other brands. The riding position is upright and very comfortable, so it might be worth pushing the saddle forward slightly if you feel the need, but isn’t a must as with other bikes. This is also due to the very efficient rear suspension, which hardly bobs or wallows, ensuring that every pedal stroke propels you forward. Step on the pedals and the Fuel EX sprints forward despite the wide tires, allowing you to have fun even on flat trails. On technical climbs, the bike delivers plenty of traction. However, you’ll have to shift your weight forward ever so slightly so as not to lose control of the front wheel.

Ready for anything! With the Fuel EX you can rest assured that you’ve always got the right bike for the job!

Going downhill, you feel securely integrated with the Fuel EX thanks to the 780 mm wide riser handlebar, the low bottom bracket and the long reach. This instils you with the confidence to stay off the brakes and send it. The suspension underlines this feeling. It performs well and effectively absorbs all kinds of impacts without feeling undefined or spongy. The Fuel EX feels poppy and also easy to get airborne. Once in the air, it feels very stable and confident. Despite its capability in rough terrain, it never feels sluggish on flat trails or like you’re hauling around too much bike. Thanks to the supportive suspension, you can easily generate speed off rollers and dips and the weight distribution between the wheels is spot on. As such, the Trek is a lot of fun to ride, even through switchbacks and tight sections. Through open corners, the front wheel never feels like it’ll wash out. The handling of the Fuel EX makes it easy for anyone to have fun on simple trails but it doesn’t hold you back in demanding terrain either.

How does the Fuel EX compare to the competition?

The Trek Fuel EX is the most versatile bike in this group test. It climbs well, but it doesn’t feel as efficient as the YT IZZO or MERIDA. Here, the focus is more on comfort than maximum propulsion. The Fuel Ex is a little less direct on the descents, though much more versatile. At a point where the IZZO would be nudging you to slow down, the Trek will happily send it. As a result, the Trek is also suitable for rougher or more demanding trails and is the most versatile bike on test.

Tuning tips: narrower and more robust tires

Riding Characteristics

Value for money, intended use.

For this group test, it’s the versatility of the Trek Fuel EX 8.0 that secures it our Best Buy. If you’re looking for a bike with which to have fun on flat, flowing trails, that climbs efficiently yet doesn’t mind veering off into rough terrain, this is the bike for you. In search of the elusive one-bike quiver? Then check out the Fuel EX!

• performs on every kind of trail
• fantastic spec
• a great balance of composure and agility

• seat tube angle could be steeper

You can find out more about at trekbikes.com

The test field

All bikes in test: Canyon Neuron AL 7.0 (Click for review) | FOCUS JAM 6.8 NINE (Click for review) | GIANT Trance 29 1 (Click for review) | MERIDA ONE-TWENTY 9.700 (Click for review) | ROSE GROUND CONTROL 3 (Click for review) | SCOTT Genius 950 (Click for review) | Specialized Stumpjumper ST COMP (Click for review) | Trek Fuel EX 8 XT | YT IZZO COMP (Click for review)

This scale indicates how efficiently the bike climbs. It refers to both simple and technical climbs. Along with the suspension, the riding position and the weight of the bike all play a crucial role. ↩

How does the bike ride and descend? How spritely is the bike, how agile is it through corners, how much fun is it in tight sections and how quickly can it change direction? ↩

Is the bike stable at high speeds? Is it easy to stay in control in demanding terrain? How composed is it on rough trails? Stability is a combination of balanced geometry, good suspension and the right spec. ↩

This is all about how balanced the bike is and particularly about how well it corners. Balanced bikes require little physical effort from the rider and are very predictable. If a bike is unbalanced, the rider has to work hard to weight the front wheel to generate enough grip. However, experienced riders can have a lot of fun even with unbalanced bikes. ↩

How sensitive is the suspension over small bumps? Can it absorb hard impacts and does it soak up repeated hits? Plush suspension not only provides comfort and makes a bike more capable, but it also generates traction. The rating includes the fork and the rear suspension. ↩

This aspect mainly comes down to the suspension. How much pop does it have, does it suck up the rider’s input or is it supportive, and how agile and direct is the bike? ↩

We don’t calculate value for money in an excel spreadsheet or based on how high-end a bike is specced. We are more concerned with how a bike performs on the trail and how the bike benefits the rider. What good are the best components if the bike doesn’t perform well on the trail? Expensive bikes with a lower-end spec can offer very good value for money – provided they excel where it matters. Just as supposedly cheap bikes with good components can get a bad rating if they don’t deliver on the trail. ↩

No, it’s not about racing, it’s about efficiency. Fast, fleet-footed and efficient – those who want to speed along flowy singletrack and gravel roads need a defined and spritely bike that accelerates with ease and efficiency. Nevertheless, reliable components are important too. We interpret XC more like the Americans do: big back-country rides instead of a marathon or XC World Cup with the ultimate in lightweight construction! Uphill-downhill ratio: 80:30 (not everything has to be 100%!) ↩

...also known as mountain biking. Classic singletrack with roots, rocks and ledges – sometimes flowy, sometimes rough. For this, you need a bike with good all-round qualities, whether climbing or descending. Uphill-downhill ratio: 50:50 ↩

Even more extreme and challenging compared to Trail riding, riddled with every kind of obstacle: jumps, gaps, nasty rock gardens, ruts and roots. For this, you need (race)proven equipment that forgives mistakes and wouldn’t look out of place on a stage of the Enduro World Series. Climbing is just a means to an end. Uphill-downhill ratio: 30:70 ↩

Strictly speaking, a 200 mm travel downhill bike is the best choice for merciless tracks with big jumps, drops and the roughest terrain. Those would be the black or double-black-diamond tracks in a bike park. But as some of the EWS pros (including Sam Hill) have proven, it’s the riding skills and not the bike that define what you can ride with it. Climbing? On foot or with a shuttle, please! Uphill-downhill ratio: 10:90 ↩

You can find more info about our rating system in this article: Click here! ↩

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

Words & Photos:

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Trek Fuel EX 8

• AUS $ NZD $ USD $ CAD $ GBP £ EUR €

Weight / M - 14.42 kg / 31.79 lbs (with tubes)

At a glance

Fuel EX 8 is the ideal trail bike for mountain bikers who want a versatile full suspension ripper that can crush marathon and multi-stage races and still huck with the enduro crew. It hits the sweet spot of value and performance in our mountain bike lineup with an Alpha Aluminum frame, 140mm front and 130mm rear suspension, and SRAM GX Eagle 12-speed drivetrain.

Where To Buy

"A world-class trail bike"

"Fuel EX is a beautifully balanced and capable trail 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 when you're playing."

"Good at pleasing everybody"

"Fuel EX has a few tricks that help it keep a level head when outside of its comfort zone, and to be a cloud on rails when it's in the zone. Everything about the Fuel EX, which was already good at pleasing everybody, is now even better at it."

"An absolute trail rocket"

"Thanks to its burlier components, increased travel, and more aggressive geometry, it has become more of a shredder than ever! More performance, fun, and trail prowess."

Specifications

• Frame Alpha Platinum Aluminum, tapered head tube, Knock Block, Control Freak internal routing, downtube guard, ISCG 05, magnesium rocker link, Mino Link, ABP, Boost148, 130mm travel
• Fork Fox Rhythm 34, Float EVOL air spring, GRIP damper, tapered steerer, 44mm offset, Boost110, 15mm Kabolt axle, 140mm travel
• Shock Size: XS , S Fox Performance Float EVOL, RE:aktiv 3-position damper, tuned by Trek Suspension Lab, 210x52.5mm Size: S , M , ML , L , XL , XXL Fox Performance Float EVOL, RE:aktiv 3-position damper, tuned by Trek Suspension Lab, 210x55mm
• Wheel Size 29" 27.5"
• Tires 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 SRAM GX Eagle, 12 speed
• Crank Size: XS , S Truvativ Descendant 6k Eagle, DUB, 30T steel ring, Boost, 170mm length Size: M , ML , L , XL , XXL Truvativ Descendant 6k Eagle, DUB, 30T steel ring, Boost, 175mm length
• Bottom Bracket SRAM DUB, 92mm, PressFit
• Rear Derailleur SRAM GX Eagle
• Shifters SRAM GX Eagle, 12 speed
• Brakeset Shimano Deore M6000 hydraulic disc
• Handlebar Bontrager Line, alloy, 35mm, 27.5mm rise, 780mm width
• Saddle Bontrager Arvada, hollow chromoly rails, 138mm width
• Seatpost Size: XS , S Bontrager Line Dropper, 100mm travel, internal routing, 31.6mm, 345mm length Size: M , ML , L , XL , XXL Bontrager Line Dropper, 150mm travel, internal routing, 31.6mm, 440mm length
• Stem Size: XS , S Bontrager Line, 35mm, Knock Block, 0 degree, 40mm length Size: M , ML , L , XL , XXL
• Headset Knock Block Integrated, cartridge bearing, 1-1/8'' top, 1.5'' bottom

Q: How much is a 2020 Trek Fuel EX 8?

A 2020 Trek Fuel EX 8 is typically priced around $3,450 USD when new. Be sure to shop around for the best price, and also look to the used market for a great deal.

Q: Where to buy a 2020 Trek Fuel EX 8?

The 2020 Trek Fuel EX 8 may be purchased directly from Trek .

Q: How much does a 2020 Trek Fuel EX 8 weigh?

A 2020 Trek Fuel EX 8 weights M - 14.42 kg / 31.79 lbs (with tubes).

Q: What size wheels does the 2020 Trek Fuel EX 8 have?

The 2020 Trek Fuel EX 8 has 29" and 27.5" wheels.

Q: What size 2020 Trek Fuel EX 8 should I get?

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First Ride Review | The 2020 Trek Fuel EX 9.9 Is One Seriously Refined Trail Bike

The not-so-minor details.

2020 Trek Fuel EX 9.9 X01

Trek Bicycles Australia

https://www.trekbikes.com

Handy internal storage feature Solid chassis with supple suspension Not too big, not too small

We'll get back to you on this one...

Oooh goody, a new Trek Fuel EX! This is particularly exciting for us; the existing Fuel EX is a bike we know well and have spent plenty of time on over its long life, changing every few years to keep up to the current standard the new 2020 one is a slick trail bike with well thought out features. So let’s take a look!

See the 2020 Trek Fuel EX in action in the video here

Walk-In Wardrobe, Glovebox, Pie-Hole, Not-S.W.A.T, Or simply ‘Storage’

Full Floater Be Gone!

Longer, Slacker, Steeper, Lower & All The Modern Classic Hits

2020 Trek Fuel EX Geometry

All Carbon, Universal Mech Hanger, Rebound Numbers & Thumb-Friendly Dropper

Throw More Fuel On The Trail

Australian Availability

2020 Trek Fuel EX 5

• Frame | Alpha Platinum Alloy, 130mm Travel
• Fork | RockShox Recon RL, 46mm Offset, 140mm Travel
• Shock | RockShox Deluxe Select Plus, 210x55mm
• Wheels | Alex MD35 Rims & Bontrager Alloy Sealed Bearing Hubs
• Tyres |  Bontrager XR4 Team Issue 29×2.6in Tyres
• Drivetrain | Shimano Deore 1×10 w/Race Face Ride Cranks
• Brakes | Shimano MT200
• Seatpost | TranzX Dropper Post, 130mm Travel
• RRP | $2,999

2020 TrekFuel EX 7

• Fork | RockShox 35 Gold, 44mm Offset, 140mm Travel
• Shock | Fox Float DPS EVOL, Performance Series, 210x55mm
• Wheels | Bontrager Line Comp 30, 29mm Inner Rim Width
• Drivetrain | SRAM NX Eagle 1×12 w/NX Eagle Cranks
• Brakes | Shimano MT400
• RRP | $3,699

2020 Trek Fuel EX 8

• Fork | Fox 34 Rhythm, GRIP Damper, 44mm Offset, 140mm Travel
• Shock | Fox Float DPS EVOL, Performance Series, RE:aktiv Damper, 210x55mm
• Drivetrain | SRAM GX Eagle 1×12 w/Descendent 6K Eagle Cranks
• Brakes | Shimano Deore M6000
• Seatpost | Bontrager Line Dropper Post, 150mm Travel
• RRP | $4,499

2020 Trek Fuel EX 9.7

• Frame | OCLV Mountain Carbon Fibre, 130mm Travel
• Drivetrain | SRAM NX/GX Eagle 1×12 w/Descendent 6K Eagle Cranks
• Brakes | Shimano MT420
• RRP | $4,999

2020 Trek Fuel EX 9.8

• Fork | Fox 36 Float, Performance Series, GRIP Damper, 44mm Offset, 140mm Travel
• Shock | Fox Float EVOL w/Thru-Shaft, Performance Series, RE:aktiv Damper, 210x55mm
• Drivetrain | SRAM GX Eagle 1×12 w/Descendent 7K Eagle Cranks
• Brakes | Shimano SLX M7120 4-piston
• Seatpost | Bontrager Line Elite Dropper Post, 170mm Travel
• RRP | $6,999

2020 Trek Fuel EX 9.9

• Fork | Fox 36 Float, Factory Series, GRIP2 Damper, 44mm Offset, 140mm Travel
• Shock | Fox Float EVOL w/Thru-Shaft, Factory Series, RE:aktiv Damper, 210x55mm
• Wheels | Bontrager Line Carbon 30, 29mm Inner Rim Width
• Drivetrain | SRAM X01 Eagle 1×12 w/X01 Eagle Carbon Cranks
• Brakes | Shimano Deore XT M8120 4-piston
• RRP | $9,499

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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.

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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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"A world-class trail bike"

"Fuel EX is a beautifully balanced and capable trail 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 when you're playing."

"Good at pleasing everybody"

"Fuel EX has a few tricks that help it keep a level head when outside of its comfort zone, and to be a cloud on rails when it's in the zone. Everything about the Fuel EX, which was already good at pleasing everybody, is now even better at it."

"An absolute trail rocket"

"Thanks to its burlier components, increased travel, and more aggressive geometry, it has become more of a shredder than ever! More performance, fun, and trail prowess."

"Perfect all-arounder"

"In a world where most new full-suspension mountain bikes are amazing, Fuel EX stands apart as even more than that."

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