trek top fuel 9.8 dropper post

2022 Trek Top Fuel Review | All-new frame & geometry, with a whole new attitude

The not-so-minor details, 2022 trek top fuel 9.8 xt.

https://www.trekbikes.com/

- Brilliant trail-ripping geometry - Active and supportive suspension - Masses of cornering grip & stability - Refined and practical frame design - Downtube storage is a welcome addition

- Dropper post is sluggish - Wheels are solid but quite heavy - Carbon bars are harsh - Heavier than many of its competitors

Flow reviews the 2022 Trek Top Fuel

The Trek Top Fuel has long been known as the American brand’s flagship full suspension XC race bike, purpose-built to to compete at the very highest level of the sport. In more recent years however, the Top Fuel has steered in a different direction. With the short-travel Supercaliber taking over duties for World Cup XCO racing, Trek has softened the Top Fuel’s serious, race-focused persona, adding travel and bulking it up in the process.

For 2022, the Trek Top Fuel makes its biggest move away from its XC racing roots. Equipped with a brand new frame, an updated suspension design and some thoroughly modern geometry, the Top Fuel aims to retain the pert pedalling performance of its predecessor while significantly boosting its all-round capability. So, has Trek succeeded?

Watch our video review of the new Trek Top Fuel here:

Along with the active ABP suspension design and chunky tyres, there’s an exceptional amount of grip and support on offer for a 120mm travel bike.

Trek Top Fuel overview

Despite being all-new, the Trek Top Fuel retains its position in between the Supercaliber (the 60mm travel XC race bike) and the Fuel EX (the 130mm travel trail bike).

It’s equipped with a 120mm travel fork just like its predecessor, but rear travel has actually lifted by 5mm up to 120mm. This increase has been achieved with a longer stroke shock (50mm vs 45mm), and Trek has also flipped the orientation of the trunnion-mount. The rocker link now drives the shock via two sealed cartridge bearings to improve sensitivity.

You’ll no longer find a dual remote lockout on the Top Fuel, which leads to a vastly cleaner bike with fewer cables occupying your view from the cockpit. Along with the bigger shock, slacker geometry and 2.4in wide tyres, it is without doubt the most trail-oriented Top Fuel we’ve seen yet.

To put it into context, that sees it move away from the likes of the Orbea Oiz TR and the Canyon Lux Trail , and more towards the direction of the Santa Cruz Tallboy and Pivot Trail 429 .

A new, burlier chassis

Though it looks pretty similar, the Trek Top Fuel frame is all-new for 2022. It’s not so much a radical overhaul, but rather a collection of many small refinements that add up to a more practical package.

The chassis is notably beefier than its predecessor, with the seat tube diameter swelling to the new-school 34.9mm size. As well as increasing frame stiffness, the fatter seat tube is also shorter, allowing it to swallow a modern long-stroke dropper post.

The downtube is also larger, and it now features the integrated storage design we’ve seen employed on the latest Fuel EX and Slash. A latch underneath the bottle cage removes the trap door, providing you access within. A neat tool roll is included with the bike so you can carry a spare tube, levers and CO2. You could also fit a lightweight jacket in there along with some snacks.

Trek has updated the Knock Block headset, increasing the available turning radius from 58° to 72°. This provides you with greater freedom of movement on the trail, but still prevents the handlebar controls from smashing into the top tube. If you’re not into it though, the Knock Block is removable.

Also nice to see is a threaded bottom bracket shell for ease of maintenance, and the rear ABP pivot can now be tightened with a cassette tool. Also new for the Top Fuel is guided internal cable routing – poke the cable in at one end, and it’ll pop out the other, no fishing required.

Trail-leaning geometry

The 2022 Trek Top Fuel has received a series of geometry updates over the outgoing model, bringing it up to speed with other boundary-pushers in this travel bracket. Here are the key numbers;

• Head tube angle: 66°
• Seat tube angle: 76°
• Reach: 420mm (S), 450mm (M), 465mm (M/L), 480mm (L), 500mm (XL)
• Rear centre length: 435mm
• BB drop: 36mm

Compared to the old Top Fuel, the head angle has kicked back by 1.5-degrees and the reach measurements have gone up by 10mm. The seat tube angle has also steepened by 1-degree to improve the climbing position, while the chainstay length and BB drop remain the same.

The Top Fuel still features a Mino Link, but it’s now located at the lower shock eyelet. Bikes will come setup from the factory in the Low position. Flipping that into High will lift the BB height by 7mm and steepen the angles by 0.4°.

You can get even rowdier by fitting a 130mm travel fork, which will kick the head angle back to a very-slack 65.6° in the Low position. And for those wanting to push the needle further, there’s clearance to run 2.5in tyres.

Trek Top Fuel price & specs

We’ll see four Trek Top Fuel models coming into Australia this year – two with alloy frames and two with carbon. All Top Fuel models feature the same geometry, suspension design and travel. They’re all equipped with 29in wheels, and there are five frame sizes available from Small through to X-Large (the XS size with 27.5in wheels won’t be available in Australia).

Pricing kicks off at $3,499 AUD for the Top Fuel 5 and goes up to $8,299 AUD for the Top Fuel 9.8 XT that we have on test here. Additionally, Trek will offer a 9.9 spec via the Project One bike builder program.

You can check out the specs and prices for all those models down at the bottom of the page. Right now we’ll be diving straight into our experience of testing this bike here; the Top Fuel 9.8 XT.

• Frame | OCLV Mountain Carbon Fibre, ABP Suspension Design, 120mm Travel
• Fork | RockShox SID Select+, Charger 2 RL Damper, 44mm Offset, 120mm Travel
• Shock | RockShox Deluxe Ultimate RCT, 185x50mm
• Wheels | Bontrager Line Elite 30, OCLV Carbon Rims, 29mm Inner Width
• Tyres | Bontrager XR4 Team Issue 2.4in Front & Rear
• Drivetrain | Shimano XT 1×12 w/XT 30T Crankset & 10-51T Cassette
• Brakes | Shimano XT 4-Piston w/Ice Tech Rotors
• Bar | Bontrager Line Pro, OCLV Carbon, 27.5mm Rise, Width: 750mm (S), 780mm (M-XL)
• Stem | Bontrager Line Pro, 45mm Length
• Seatpost | Bontrager Line Elite Dropper, 34.9mm Diameter, Travel: 100mm (S), 150mm (M-M/L), 170mm (L), 200mm (XL)
• Saddle | Bontrager Arvada, Austentite Rails
• Confirmed Weight | 12.88kg (Large, Tubeless)
• RRP | $8,299 AUD

This differs from some other brands that utilise a single frame, and simply up-fork and up-shock it to create a slightly longer travel bike (like the Specialized Epic EVO and Orbea Oiz TR). The Top Fuel is not one of those bikes.

Trek Top Fuel sizing & fit

We put the new Trek Top Fuel into the hands of our tester Ben, who owns the current Top Fuel and has also spent considerable time on the Fuel EX. At 181cm tall, Ben’s been riding a size Large across all three bikes.

The Top Fuel is well-proportioned out of the box. The 480mm reach is very long, but it’s balanced nicely with a 50mm stem and the 76° seat tube angle. The Bontrager saddle is totally inoffensive, and we haven’t needed to shunt it into an extreme position just to get it comfortable.

The 760mm wide riser bars are a great match for this bike, and while it may not be totally necessary for all riders, the 170mm stroke dropper post is fashionably long for such a short travel bike.

Suspension & tyre setup

With the anodised sag gradients on the fork and shock, suspension setup is made easy. Weighing 80kg loaded up, Ben’s been running 180psi in the rear shock (26% sag) 80psi in the fork (20% sag).

The factory rebound tune for both the RockShox SID fork and Deluxe shock is quite light, so each rebound dial was set a couple of clicks slower than halfway.

Tubeless rim strips and valves come pre-fitted to the Bontrager wheels, and Trek kindly includes two bottles of sealant with the bike, making tubeless setup the breeze it should be. Pressures were set at 20psi on the front and 22psi on the rear.

Trek Top Fuel weight

Given its swollen proportions, the new Trek Top Fuel has gotten heavier. With the tyres setup tubeless, our test bike came in at 12.88kg without pedals. To put that number into perspective, here’s how it compares to some similarly-priced XC and Trail bikes we’ve recently tested;

• Canyon Lux Trail CF 9 – 11.22kg
• Merida Ninety-Six 8000 – 11.63kg
• Scott Spark 910 – 12.43kg
• Specialized Stumpjumper Pro – 12.84kg
• Trek Top Fuel 9.8 XT – 12.88kg
• Giant Trance Advamced Pro 29 1 – 13.38kg

Trek claims a carbon Top Fuel frame weighs 2.7kg including the rear shock, which puts it on the heavier side of things for a 120mm travel bike. The alloy frame is purportedly a whole kilo heavier again, with a claimed weight of 3.74kg.

The Top Fuel’s rolling stock is also a significant contributor to its overall mass. The Bontrager Line Elite wheels are heavy at 2,071g for the pair (with tubeless strips and valves). Incidentally, these are exactly the same wheels that came on the Slash 9.9 X01 , which is a full-bore enduro race bike.

Trek has also plumped up the rubber. The previous Top Fuel featured semi-slick XR3 tyres, but the new bike is now spec’d with 2.4in wide XR4 Team Issue tyres. They’re not overly heavy at around 800g each, though they do offer significantly better grip across a broader range of conditions.

What does the Trek Top Fuel do well?

From the very first ride the new Trek Top Fuel proved to be easy to get used to, with no quirks to the fit, handling or suspension.

The proportions are significantly broader compared to the outgoing Top Fuel, with the front wheel sticking out much further ahead of the rider. Despite the long reach however, the effective top tube length is basically identical to its predecessor, so the overall cockpit length remains the same.

The steeper seat angle is noticeable though, providing an improved climbing position with your hips placed further over the bottom bracket. As a result, less bum-shuffling is required on stem-chewing ascents.

Pedalling performance is also superb. Despite its burlier exterior, Trek is still prioritising pedal efficiency with the Top Fuel, with the main pivot positioned high and quite far forward of the bottom bracket. Anti-squat is claimed to hover around the 100% mark, and indeed the rear suspension clenches tightly under chain torque, propelling the whole bike forward with minimal energy loss.

Active suspension performance

Despite the trunnion bearing mount and the longer shock stroke, the rear suspension doesn’t feel radically plusher than its predecessor, which already offered great performance. It is noticeably more supportive though, particularly when absorbing square-edge hits at speed, and when returning to earth after boosting off a lip on the trail.

It’s worth noting here that many bikes in the 100-130mm travel bracket make use of a carbon flex-stay design, including the Canyon Lux Trail, Merida Ninety-Six, and Specialized Stumpjumper. As well as being simpler, flex-stay designs are typically lighter too.

In comparison, the Top Fuel sticks with a genuine four-bar platform based around the ABP suspension design. Trek claims the ABP pivot helps to isolate braking forces from the suspension, and indeed it does result in less skipping and skidding when you’re on the brakes on loose, rocky descents.

With all the pivot points rolling on steel ball bearings, the suspension is more active and possesses a more consistent feel to both compression and rebound damping when compared to a flex-stay design. Yes it’s heavier, but the Top Fuel offers notably more active suspension performance, with excellent traction on loose climbs and better reactivity across chattery rock gardens. It’s very impressive for a 120mm travel bike.

Look out Fuel EX!

The geometry is also brilliant, and the handling really sets it apart from the outgoing Top Fuel.

Cornering performance has improved, with more grip courtesy of the longer front end and those XR4 tyres. These are great all-rounders, with a supple casing and surprisingly decent rolling speed given their size and tread pattern.

The new Top Fuel is also much more composed on rough and fast descents. Thanks to the longer reach and slacker head angle, the overall wheelbase length has grown by almost 40mm. That’s huge, and it offers a vastly more planted feel at speed. Along with the big tyres and active suspension, this really is a solid little trail bike.

In fact, the geometry updates kind of make the Fuel EX look a little outdated. The two bikes now share the same head angle, and the Top Fuel has a 10mm longer reach and a steeper seat angle. The front end is quite a bit higher on the Fuel EX though, and that does inspire more confidence on really steep descents.

As mentioned earlier though, it’s possible to fit a 130mm fork to the Top Fuel, which would lift the front end and actually make it slacker than the Fuel EX. Indeed there’s now quite a bit of overlap between the two platforms, leaving us to ponder what could be in store for the next generation Fuel EX.

What does it struggle with?

You’ve likely gathered that the new Trek Top Fuel is more of a muscly trail ripper than a spindly XC featherweight. While it may carry over the name, it’s evolved into quite a different bike compared to its racier ancestors.

The lack of a remote lockout results in a much cleaner cockpit, and we like how it signals the Top Fuel’s commitment to its trail riding intentions. However, it may disappoint those riders and racers who prefer having an instantaneous sprint button at their fingertips.

Indeed with all the updates, and the fact that the new Top Fuel has double the travel of the Supercaliber, there is now an even bigger gap between these two bikes. Riders who are still interested in some part-time XC racing, but aren’t sold on the Supercaliber’s sharp geometry and proprietary IsoStrut suspension design, may be turned off by the Top Fuel’s new attitude.

Of course you could easily inject some speed with some lighter and faster-rolling tyres, like Bontrager’s XR2. There’s also around half a kilo to be saved in the wheelset, which would make a significant difference to the Top Fuel’s acceleration and climbing enthusiasm.

You could also flip the Mino Link into the High position to steepen the angles. In that guise, with lighter wheels and faster tyres, the Top Fuel would make for a comfortable and confidence-inspiring option for those wanting to sign up for the odd endurance race or multi-day event. If you’re serious about your XC racing though, this is not the bike for you – you’ll be wanting to look at the stupendously efficient Supercaliber for such endeavours.

Component highs & lows

The 2022 Trek Fuel 9.8 XT is a solid package out of the box, especially when you consider it comes in $1,600 cheaper than the 2021 model. And that’s with a pretty much identical build kit. How has a new bike gotten cheaper in the midst of a global pandemic and industry-wide component shortages? Heck knows!

There’s not a lot to be said about the Shimano XT groupset – it works, it’s solid, and it’s easy to tune. The I-Spec mounts offer plenty of adjustability for getting the brake and shift levers into the right spot, and the integrated dropper lever is a nice touch too.

The RockShox suspension isn’t quite as sensitive as the Fox equivalent, particularly the SID Select+ fork, which felt a little stickier than we expected. Otherwise the fork and shock perform well, and the ease of setup is great.

The Bontrager dropper post works fine, but the action is sluggish compared to some of its competitors. And while the carbon handlebars offer a nice profile, having spent a lot of time on OneUp handlebars lately, the Bontrager Line Pro feels considerably harsher in comparison.

We’ve had excellent long-term experience with Bontrager’s latest Line Pro & Line Elite carbon wheels , which feature thick carbon beads that are designed to increase impact strength while also reducing the chance of pinch-flats. They’re totally solid and come with an excellent crash-replacement guarantee, while the buzzy 108pt engagement freehub delivers rapid pickup at the pedals. As mentioned earlier though, they are heavy, providing an opportunity to drop significant weight with a wheel upgrade.

Otherwise we’ve been impressed with the frame finish so far. The Mino Link is simple and effective, the Knock Block is totally unnoticeable on the trail, and we’re big fans of the built-in storage from the Burrito Box. Or is it the Kebab Cave? Maybe a Sausage Roll Hole? Sushi Shaft? Cannoli Cavity? Hot Dog Hollow? Spring Roll Room?

Alright, alright! We’ll show ourselves the door…the door that leads into the Spring Roll Room – ha!

Flow’s Verdict

Tying together a whole suite of updates to the frame and suspension design, there are no doubts that the new Trek Top Fuel is a more capable bike than its predecessor. It’s still very efficient, but having adopted a more progressive approach to its geometry, it delivers a significant improvement in stability. Along with the active ABP suspension design and chunky tyres, there’s an exceptional amount of grip and support on offer for a 120mm travel bike.

With all those changes, the Top Fuel moves even further away from the Supercaliber. And for some riders, that gap will be a little too wide.

Trek seems happy to have a clear delineation between the two platforms though. This differs from some other brands that utilise a single frame, and simply up-fork and up-shock it to create a slightly longer travel bike (like the Specialized Epic EVO and Orbea Oiz TR). The Top Fuel is not one of those bikes.

Instead of being a long-legged Supercaliber, it’s really a shrunken-down Fuel EX, albeit one with more contemporary geometry. And having ridden both bikes, unless you really need the extra travel of the Fuel EX, this is arguably the better option.

Sure it may have put off the weight-weenies and lockout-lovers, but there’s no denying that the Top Fuel has broadened its appeal to an even wider range of riders, and we reckon it’s more fun as a result.

2022 Trek Top Fuel 9.9 XTR

• Fork | Fox 34 Step-Cast, Factory Series, FIT4 Damper, 44mm Offset, 120mm Travel
• Shock | Fox Float DPS, Factory Series, 185x50mm
• Wheels | Bontrager Line Pro 30, OCLV Carbon Rims, 29mm Inner Width
• Drivetrain | Shimano XTR 1×12 w/e*thirteen TRS Race Carbon 30T Crankset & 10-51T Cassette
• Brakes | Shimano XTR Race 2-Piston w/Ice Tech Rotors
• Bar | Bontrager RSL Integrated, OCLV Carbon, 27.5mm Rise, 820mm Width
• Stem | Bontrager RSL Integrated, OCLV Carbon, Length: 35mm (S), 45mm (M-XL)
• Saddle | Bontrager Arvada Pro, Carbon Rails
• RRP | $14,199 AUD

2022 Trek Top Fuel 9.7

• Fork | Fox Rhythm 34, GRIP Damper, 44mm Offset, 120mm Travel
• Shock | Fox Float DPS, Performance Series, 185x50mm
• Wheels | Bontrager Line Comp 30, Alloy Rims, 29mm Inner Width
• Drivetrain | Shimano SLX/XT 1×12 w/Deore 30T Crankset & 10-51T Cassette
• Brakes | Shimano SLX 4-Piston
• Bar | Bontrager Line, 27.5mm Rise, Width: 750mm (S), 780mm (M-XL)
• Stem | Bontrager Elite, 45mm Length
• Seatpost | TranzX Dropper, 34.9mm Diameter, Travel: 100mm (S), 150mm (M-M/L), 170mm (L), 200mm (XL)
• Saddle | Bontrager Arvada, Steel Rails
• RRP | $6,299 AUD

2022 Trek Top Fuel 8

• Frame | Alpha Platinum Alloy, ABP Suspension Design, 120mm Travel
• Fork | RockShox SID, Rush RL Damper, 44mm Offset, 120mm Travel
• Brakes | Shimano Deore 4-Piston
• RRP | $5,299 AUD

2022 Trek Top Fuel 5

• Fork | RockShox 35 Silver RL, Motion Control Damper, 44mm Offset, 120mm Travel
• Shock | X-Fusion Pro 2, 185x50mm
• Wheels | Bontrager Alloy Hubs & Alex MD35 Rims
• Drivetrain | Shimano Deore 1×12 w/Deore 30T Crankset & 10-51T Cassette
• Brakes | Shimano MT200 2-Piston
• Bar | Bontrager Comp, 15mm Rise, 750mm Width
• Stem | Bontrager Rhythm Comp, 50mm Length
• Seatpost | TranzX Dropper, 34.9mm Diameter, Travel: 100mm (S), 150mm (M-M/L), 170mm (L-XL)
• RRP | $3,499 AUD
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2020 Trek Top Fuel 9.8 Review – The Icon Reborn

• Bike Reviews
• December 21, 2019
• No Comments

The 2020 Trek Top Fuel 9.8 has brought a new flavor to the XC marathon field. Its well-crafted frame has undergone a major face-lift, with the geometry getting slacker, the fork travel increasing and the long-anticipated addition of a dropper seat-post. Trek has brought the Top Fuel out of the ‘for racers only’ category and made it more enjoyable to the average mountain biker.

With that said, the bike is targeting at a different aspect of XC racing compared to its predecessor. And that aspect would be multi day stage racing and long-distance marathon racing. Its launch in May 2019 revealed that it would take more of a back seat on the XCO circuit and that it would inevitably be replaced by the Supercaliber later in the year. Nonetheless it’s still one of the great XCM legends, and with all the modifications for 2020 its perfect for the long haul. Truly presenting a happy medium between XCO and XCM.

The Frame – American Muscle:

Every inch of the Top Fuel 9.8’s frame is iconic in the field of mountain biking. With every bike we test from Trek we become even more blown away by the OCLV carbon layup and its performance levels. Thanks to years of refinement, the frame can maintain great stiffness under pressure, and you can really feel this come into action on tight corners, and steep climbs. Not to mention the overall weight reduction, even with Trek’s carbon protection technology.

Its all about being practical when it comes to the extra benefits of owning a Top Fuel – you’re getting Trek’s Knock Block on the head-tube which prevents the handlebars from slamming into the top-tube of the bike. Then there’s neat threading of the internal cable routing that will guide your drivetrain, suspension lockout, and dropper post cables in a clean and easily accessible manner.

It’s also worth mentioning the cool colourways you’ve got available with the Top Fuel’s frame. On the standard bike model for the Top Fuel 9.8, you’ve got solid black, black to teal, and viper red to choose from. However, if you truly want to make the bike your own, you can opt for a customized paint scheme through Trek’s Icon paint workshop. 

The Suspension:

The idea that you should have to settle for one riding style, is evident with Trek’s choice of suspension for the 2020 Top Fuel 9.8. The fork – Fox’s Performance 34 Step Cast – with a GRIP 2-postion damper. The weight of the 34 StepCast forks are noteworthy, being lighter than the 32 StepCast on the current models. Its also slightly more efficient in stiffness, and the most exciting thing is, its got a 120 mm of travel!

Fox’s Performance Float is a shock with a 2 position DPS damper, and it looks after suspension at the rear well. Its also got a little more suspension travel than one might expect – that being 115 mm. Both front and rear shocks can be locked-out from the TwistLoc remote lever on the handlebars.

The Drivetrain:

SRAM’s GX Eagle has become an icon on the market, representing a drivetrain that bridges the gap between quality and affordability. While it doesn’t have any carbon construction the GX Eagle still does a good job of shifting between the 12 gears efficiently.

The Wheels:

The Trek Top Fuel 9.8 comes locked and loaded with a set of mean and lean Bontrager Kovee Elite 30’s. With their carbon design and high durability, these wheels are hard to match up to. They add a lot of stiffness to the bike as a complete unit. In terms of rim width, you’ve got about 29mm on the inside. Which will seat wider mountain bike tires easily. Speaking of which the bike comes standard with a set of recently launched Bontrager XR3’s – the Team Issue with a 2.4inch tread width.

Geometry Station:

Head-tube angle: 68-degrees on Mino Link High Setting and 67.5 on Mino Link Low setting

BB-Height: 34.3cm on Mino Link High setting and 33.7cm on Mino Link Low setting

The Ride – Explosively Efficient:

The 2020 Top Fuel’s build gives it muscular ride feel. With the carbon tubing of the frame seeming evidently thicker, and the chain-stay relatively stiffer, the bike can charge through any type of terrain without breaking a sweat. I even had a few guys comment and mistake it for an e-bike – from certain angles it looks like you can be hiding a battery pack in the downtube and running a motor in the bottom bracket.  The bike has become a powerhouse on climbs, and a confident downhill shredder. The slacker geometry also compliments the bike’s new nerve for downhills; some will love it, while others will hate it.

Climbing is solid, with the Sram GX Eagle 1×12 gear ratio, running a 32T chainring upfront. The new an improvement frame stiffness, allows you to surge forward efficiently with every stroke. For XC marathon racers this type of combo and symbiotic relationship between the drivetrain and strong frame, create the ideal bike for efficient long-distance mountain biking. And essentially the handlebars don’t strain your hands in anyway.

I’d like to see a longer stem – on the bike I rode the Trek Top Fuel medium to large had a 60mm stem, however Trek have got options available for longer 70mm and 80mm stems on hand, depending on your arm length and body length. None the less it was still a comfortable ride on the longer distances. Even the Bontrager XR3 tyres had a low rolling resistance, and that gave the bike a slippery, yet a targeted marathon vibe. Almost everything about the bike is pieced together to be as efficient as possible.

Downhills have become so much more fun aboard the Top Fuel. The longer suspension travel, and slacker geometry are perfectly matching up to the single track of today. And the unique build and design of the Top Fuel provides immense stability on corners. Its as if Trek have embodied a complete downhill bike into a modern XCM race bike. The Bontrager Line Elite Dropper post which had 150mm of free-flowing travel gave the bike that divers edge to tackle larger trail drops, and of course the 115mm rear suspension didn’t hesitate to get involved.  

Looking back at my test rides with the Trek Top Fuel 9.8, I’m happy to conclude that it’s a brilliantly thought out and perfectly executed mountain bike – with its engineering, its ride, and its components. The bike knows no bounds in efficacy, and I’m keen to see it in action at stage marathon races like the Cape Epic.

RRP: ZAR 95 999.00

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TESTED: Trek Top Fuel 9.8 XT

The Trek Top Fuel 9.8 XT is full-tilt fun!

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At the time we were putting our 2023 shootout together, Trek had just launched their brand-new Supercaliber , with IsoStrut rear suspension upped from 60mm to 80mm of travel and a 110m fork up front. It’s their de-facto XC race bike and will no doubt be hugely popular, even if the ‘entry-level’ model, with Shimano SLX and alloy wheels, costs R85k.

We were frothing to test the Supercaliber (and we will), but we forced ourselves to take a deep breath and consider the alternative – this beautiful Top Fuel 9.8 XT, which is on special for only R5k more than the base Supercaliber. 

In our opinion, it’s a better option for the vast majority of South African riders; and the spec is definitely superior. With 120mm of rear suspension travel and a buttery 130mm RockShox Pike upfront, the Top Fuel ventures into trail bike territory; but with its high-tech carbon frame, incredibly light Bontrager Line Elite 30 carbon wheels and carbon cockpit components, it’s only a block of butter heavier than the other pure XC bikes on test. And that’s with a dropper post and 29×2.4” tyres.

It’s also crammed with design details that make a real difference. The internal cable routing is some of the best in the business, and there’s an internal storage compartment in the down tube with a bespoke neoprene pouch for your tools and spares. Some competitor bikes offer this, but it usually feels like an afterthought. Trek’s solution really works – you’ll never have to ride with a tool bag again. 

What’s it like to ride?

Too much fun, is what. The extra suspension travel gave me the confidence to ride lines I’d never dreamed of riding before, and I went faster downhill than on any of the other bikes. 

This is probably because I’m an amateur – a pro on an XC bike would obliterate me. But that’s the point: the Top Fuel makes an amateur like me feel like a superhero. 

It’s such a premium bike. The oversize 35mm-bore carbon handlebar gives you all the cockpit stiffness you’ll need; the frame is beautifully crafted, and looks amazing in this ‘Pennyflake’ colourway; the carbon Line Elite wheels are first-class, and the hubs spin forever; and the Bontrager XR4 Team Issue tyres won’t need upgrading anytime soon. 

Also worth mentioning are the Shimano XT brakes: they’re the latest M8120 version, with four-piston callipers that offer tremendous one-finger stopping power with perfect modulation. The faster the bike, the faster it needs to stop, and Trek have gone all out in this department.

Another honourable mention must go to the RockShox Pike. There are lots of settings you can play with, and it might take an hour or two of YouTube videos to set it up right; but when you do, the plushness is otherworldly. You might be sacrificing a few hundred grams, but the Pike is leagues ahead of competitor XC forks in terms of ride feel. 

A note about frame sizing: it’s worth heading to your local Trek store for a fitting before you decide to bite the bullet. The Top Fuel is designed with a longer effective top tube and a very short 45mm stem, which gives you awesome handling downhill, but the medium I tested felt a bit cramped for my long-leg, short-torso 175cm frame. Going one size up to medium-large would have been ideal. 

The price of new bikes is ridiculous. We get that. But even though the Top Fuel 9.8 XT costs nearly R100k, you actually feel like you’re getting value for money. 

As a cross-country bike, it might not be as racy as some of its competitors; but it’s certainly no slouch, and will serve you well on any stage race. And on the weekends, it will have you whooping with joy when you’re riding trails with your mates. 

✓ Versatile

✓ Internal frame storage  

✓ Excellent brakes

✓ Premium suspension

✓ Dropper post

✗ Not as fast as a ‘pure’ XC race bike

Trek Top Fuel 9.8 XT SPEC

Fork: RockShox Pike Select+ 130mm 

Shock: RockShox Deluxe Ultimate RCT 

Drivetrain: Shimano XT 30t chainring; XT derailleur, shifter and 10-51t cassette (12-speed)

Brakes: Shimano XT

Wheels: Bontrager Line Elite 30 carbon rims; Bontrager hubs 

Tyres: Bontrager XR4 Team Issue 29×2.4”  

Cockpit: Bontrager Line Pro carbon flat bar (780mm); alloy stem

Seat: Bontrager Arvada saddle; Bontrager Line Elite dropper post (100-200mm travel, depending on frame size)

Price: R90 000 | Weight: 12.9kg | trekbikes.com

READ MORE ON: bike review Bike Test trek trek top fuel XC racer

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2017 Top Fuel 9.9 Dropper post recommendations

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Hi, I am looking for recommendations for a dropper post on my 2017 Top Fuel 9.9. I have rode the bike that last 4 months without one and now I am ready to give the dropper a try. I have another mountain bike with a dropper post. Thank you.  

Try the new Bontrager Drop Line post. Simple to install, simple to service when and if the time comes, nice lever, and reasonable price. A couple friends are liking the new-ish Fox Transfer post, also.  

kosmo said: Try the new Bontrager Drop Line post. Simple to install, simple to service when and if the time comes, nice lever, and reasonable price. how do you service the drop line? I've been reading and trying to find out because I'm about to pick one up thats in excellent condition. I see that you change out the cartridge but can't find any on line nor what it looks like. Click to expand...

I have a Fox Transfer post with the K-coating. Best dropper post yet for me.  

I have had a Transfer Performance model on my EX 9 since I ordered it in December. It has worked flawlessly and I would highly recommend it, albeit in the Factory variation for your application.  

Another vote for the dropline. Great dropper, reliable, great price. Easy set up.  

9 point 8 are soon coming out with a very lightweight dropper which will be perfect for that bike.  

fall line r. Yah it will be like 400g. This is the one im waiting for  

I've got a '17 Top Fuel 9.8 SL, after ORAMM I'm looking at a Thomson 150mm dropper. Should only add 300-400g over the stock post, and resolve my seatpost insertion concerns with the excessively low sloping top tube.  

I vote the Bontrager post also. I have it on my Fuel EX 9.8 and it has been bullet proof. Not like the Reverb that was on my old one.  

In addition to the 9 point 8 post, I'll add the KS Lev Ci which now comes in 150mm. I just got one for my Fuel EX, post came in at a pretty amazing 450g (post is 400g, then cable/remote is 50g) for a 150mm drop. I think the 9 point 8 might be 10-20g lighter and perhaps less expensive so might be the better option if you can wait but the Lev is nice.  

I've got a 125mm drop line in perfect shape taken off my 17 ex 9.8 for sale. Message me if your interested Sent from my iPhone using Tapatalk  

Cable routing Can the dropper be mounted internally on the Top Fuel 9.8?  

KenKinSV said: Can the dropper be mounted internally on the Top Fuel 9.8? Click to expand...

i have just fitted a ks lev ci 125mm to my rsl . post came in under 400g . Only around 200g penalty over my xxx post . Well worth the added weight in my opinion . Ks post is really nice .  

careyj1 said: Hi, I am looking for recommendations for a dropper post on my 2017 Top Fuel 9.9. I have rode the bike that last 4 months without one and now I am ready to give the dropper a try. I have another mountain bike with a dropper post. Thank you. Click to expand...

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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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2022 Trek Top Fuel

Wheel Size:

• XS: 27.5’’
• S–XXL: 29’’

Travel: 120 mm rear / 120 mm front

Material: Aluminum and Carbon versions available

• Aluminum frame w/ Fox DPS Performance shock : $2,300 USD / $2,900 CAD
• Carbon frame w/ Fox DPS Factory shock: $3,700 USD / $4,600 CAD
• Complete bikes $2,600 to $11,000 USD / $3,450 to $14,650 CAD; see below for details

When Trek first launched the Top Fuel in 2004, it was a dedicated XC race bike, and it stayed in that camp through several subsequent generations. In 2019, Trek nudged the Top Fuel a bit closer to the Trail category since the Supercaliber took over as their XC race full-suspension bike, but with just 115 mm of rear travel and XC-oriented geometry, that Top Fuel didn’t stray too far from its roots.

However, the all-new 2022 Top Fuel looks to add a big dose of Trail-bike capability, and features a bunch of interesting design details, too.

The overall layout of the Top Fuel hasn’t changed much from the prior iteration. It still uses Trek’s ABP suspension layout (a four-bar arrangement with a pivot concentric to the rear axle) with a vertically-oriented shock, and it’s still available in both aluminum and carbon versions. Both feature threaded bottom bracket shells, internal cable routing, and a storage port in the downtube. A water bottle does fit inside the front triangle on all sizes, but Trek says the XS is limited to a 15-oz one, and the Small can only accommodate a 20-oz bottle.

Both frame versions also feature Trek’s Knock Block 2.0 steering limiter, which has now increased the turning range to 72 degrees. Trek originally introduced the system to allow for a bigger downtube that would interfere with the fork crown if the bars got turned too far, but the new Top Fuel has no such limitation. Similar to the latest Trek Slash , the Knock Block system carries over on the Top Fuel to protect the cables from getting yanked on in a crash, but it can be removed if desired. There’s also ample rubber protection on the chainstay, seatstay, and downtube. A flip chip (Trek calls it a “Mino Link”) toggles between two geometry positions, which we’ll outline in more detail below.

Fit & Geometry

One of the most exciting details about the Top Fuel is that it’s offered in a whopping seven different frame sizes, ranging from XS through XXL, with a M/L snuck in the middle. This means that there’s both an especially wide range of sizes available, and that the jumps between sizes are a little tighter than average in the middle part of the range. And like we just saw from Rocky Mountain on their new Element — a bike that is squarely in competition with the new Top Fuel — the XS size Top Fuel gets 27.5’’ wheels, while the rest of the range rolls on 29’’ ones. That makes a lot of sense, for all the same reasons that we talked about in our First Look of the Element — shorter riders generally have less butt-to-tire clearance, and a shorter front wheel and fork makes it a lot easier for shorter folks to appropriately weight the front wheel, too.

The Top Fuel’s headtube angle sits at 66° in all sizes, and that’s paired with a 76° effective seat tube angle and 435 mm chainstays across the board. Reach ranges from a very short 400 mm to 520 mm across the size range. Interestingly, instead of doing neat 20 mm jumps between each size, Trek opted for a 30 mm jump between the Small to Medium, then tightened things to 15 mm between the Medium to M/L and the M/L to Large (the M/L frame’s reach clocks in at 465 mm). All those numbers are stated in the low position with the stock 120mm-travel fork; the high position steepens things by 0.4°, and Trek also condones running a 130mm-travel fork, which slackens both angles by 0.5°. For reference, here’s the full geometry chart:

There’s a huge range of geometry in modern ~120mm-travel bikes, from heavily XC-derived models to quite aggressive options (usually spec’d with a longer-travel fork), and the new Top Fuel sits somewhere in the middle of that range. Given how Trek has talked about the bike, that makes a lot of sense — this is supposed to be a bike for people who want a very sprightly, efficient bike with a solid dose of downhill capability for when things get rougher, and the Top Fuel slots in neatly there. It’s notably similar to the Transition Spur and Pivot Trail 429 , and just a touch less aggressive than the brand new Rocky Mountain Element and Guerrilla Gravity Trail Pistol — all strong contenders in this category.

Trek offers the Top Fuel in nine different builds, with prices ranging from $2,600 to $11,000, and there’s a great range of SRAM and Shimano options across a big spectrum of price points. And bonus points to Trek for sticking to Shimano on the least expensive few options — as we’ve discussed several times this past year , SRAM’s mid-to-high-end options work great, but Shimano has a clear advantage on the more budget-oriented end of the spectrum.

For reference, the complete build options are as follows:

• Fork: RockShox Recon Silver RL
• Shock: X-Fusion Pro 2
• Drivetrain: Shimano Deore
• Crankset: Shimano MT512
• Brakes: Shimano MT200
• Wheels: Bontrager Alloy
• Dropper Post: TransX
• Fork: RockShox Recon Gold 130 mm
• Shock: Fox DPS Performance
• Drivetrain: Shimano SLX shifter / XT derailleur / Deore cassette
• Crankset: Shimano Deore
• Brakes: Shimano MT4100
• Wheels: Bontrager Line Comp 30
• Fork: RockShox SID
• Shock: Fox Float DPS Performance
• Drivetrain: Shimano XT w/ SLX cassette
• Brakes: Shimano M6100
• Fork: Fox 34 Rhythm
• Drivetrain: Shimano XT w / SLX cassette
• Fork: RockShox SID Select+
• Shock: RockShox Deluxe Ultimate
• Drivetrain: Shimano XT
• Crankset: Shimano XT
• Brakes: Shimano XT 4-piston
• Wheels: Bontrager Line Elite 30 Carbon
• Dropper Post: Bontrager Line Elite
• Drivetrain: SRAM GX
• Crankset: SRAM GX
• Brakes: SRAM G2 RS
• Drivetrain: SRAM GX AXS
• Fork: Fox 34 Factory Step Cast
• Shock: Fox Float DPS Factory
• Drivetrain: Shimano XTR
• Crankset: e*Thirteen TRS Race
• Brakes: Shimano XTR 2-piston
• Wheels: Bontrager Line Pro 30 Carbon
• Fork: RockShox SID Ultimate
• Drivetrain: SRAM XX1 AXS
• Crankset: SRAM XX1
• Brakes: SRAM G2 Ultimate
• Dropper Post: RockShox Reverb AXS

Some Questions / Things We’re Curious About

(1) On paper, the Top Fuel looks like it’ll slot in somewhere between the most XC-derived 120mm-travel bikes and the most aggressive options in the class, but does that prove true on the trail?

(2) As shorter-travel Trail bikes get more and more capable, should more people who’d previously be shopping in a longer-travel category be looking at these sorts of options, including the Top Fuel?

Bottom Line (For Now)

Trek looks to have done a great job of modernizing their longstanding Top Fuel model, and in turn, bridging the gap between the Supercaliper XC race bike and the Fuel EX Trail offering. We’re hoping to get on one to see how it stacks up in a rapidly-growing field of contenders in that space, and will have a full review to come if we can make it happen.

2 comments on “2022 Trek Top Fuel”

Looks like a good all round option for up and down performance. I’d like to try it with a 130 mm fork in the high setting.

I have the 2022 Fuel EX7, I’m a xc type rider and do about one 50 mile ride per week on this bike. I went with the EX model because I like having the extra travel, however I wish I would have gotten the EX8 XT model and then just changed out the wheels and shifting for Sram GX 12 speed. The NX Sram has the DUB crankset and bottom bracket and there’s no thread together bottom bracket for this setup and the NX cassette is a boat anchor. So far I’ve put on lighter tires, seat post, and cassette and having a much lighter wheelset built for it now. I thought I would have been using the shock leavers but I just leave those full open 99% of the time these bikes handle great.

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Trek Top Fuel 9.8 Review

The Top Fuel has been a staple in Trek’s line-up for many years now and its target market has always been those XC racers and enthusiasts wanting a full suspension option. However, the development of the Supercalibre as Trek’s pre-eminent XC race weapon has given the Wisconsin-based brand room to ex-pand the Top Fuel’s horizons and push it into the hotly contested, ‘downcountry’ category.

For those of you living under a rock for the past few years, the downcountry moniker has been given to the increasingly popular segment that takes the XC characteristics of a light, short-travel bike and blends them with the aggressive geometry and suspension design of more downhill oriented bikes. The result is  a versatile bike capable of riding uphill at near XC pace and descending more demanding trails with composure. The 2022 Top Fuel is a perfect example of this new breed.

Compared to its former model, the new Top Fuel comes with a beefed-up version of the OCLV carbon frame and a new shock mounting position that allows for an extra 5mm of travel, allowing for a balanced 120mm of travel front and rear. The geometry also gets a kick in the downhill direction with a slacker 66° head angle and a longer 450mm reach (for a medium frame).

Another new feature is Trek’s integrated frame storage compartment – a lever under the bottle cage opens a trapdoor, providing you access to a recess within the downtube. There you’ll find a neat tool roll with pre-made pockets for a tube, levers and a CO2 bottle.

Our test model was the carbon-framed 9.8 XT, which sits a step down from the top-of-the- line 9.9, but still comes with an excellent complement of components—the Rockshox SID fork and Deluxe Ultimate RCT shock pro- vide great cushioning, the XT drivetrain and brakes are hard to fault, then everything else gets the Bontrager treatment.

A set of Line Elite 30 carbon wheels shoed with team 2.4” XR4 tyres and carbon handle- bars complete the lightweight build kit, giving our medium test rig a rider-ready weight of just under 13kg.

At 176cm tall I instantly felt at home on the medium Top Fuel, but as I headed off on my first ride, I was unsure what to expect from this 120mm race-bred whippet. While I really enjoy pushing the limits of the 130mm-travel bike in my shed, this was my first foray into anything smaller, and, in the spirit of any good review, I wanted to see what it was capable of.

The carbon thoroughbred powered up the first hill, giving me the illusion that I was a snarling beast of an athlete. In fact, the climb- ing prowess of the Top Fuel, with its improved seat tube angle, never wavered during the entire test. At the same time, I knew this was an area where the Top Fuel would excel; I was more interested in exploring how it would handle the ‘down’ bit of downcountry.

To start, I erred on the side of caution and eased the Trek into some fast, undulating flow trails to get a feel for things. Straight out of the gate the Top Fuel pushed me into the attack position and enticed me to be push harder. I complied, and with nothing but smooth trail in front of me, the bike’s race pedigree shone through. This thing was fast, really fast (Strava later informed me that those two warm-up laps were my fastest-ever on that trail).

Again, I’d had an inkling that the Fuel would be rapid on that style of trail, so I wasn’t that surprised by the way it held speed. What impressed me more was its handling and how balanced it felt.

However, smooth flow trails are one thing, but it was time to push the limits further and venture into some burlier terrain. Once again the Top Fuel impressed. Although it rode with the composure of a much bigger travel bike, although I did have to temper its natural race instincts and pick some more realistic lines from where it tried to coax me to go. Its light weight, small travel and short chain stays meant it was as agile a 29er as I’d ridden, and Trek’s choice to spec it with its mid-aggressive XR4 team tyres added another layer of confidence when things got spicier.

With that said, the limits of the 120mm SID fork weren’t hard to find in the rowdier terrain. While the back end handled most things I could throw at it, my arms and shoulders took a beating trying to control the front. The fork’s shortcomings seemed to be compounded by the back end’s liveliness, constantly popping me forward onto the short fork.

It’s worth pointing out that there’s a limit to how plush you can tune 120mm of rear travel and not bottom it out, so it naturally ramps up very hard at the bottom of the stroke. These  rougher trails were a great test and put the limits into perspective, but perhaps these limits here were more based on my expectations rather than on the bike’s ability. The Top Fuel easily handled all the trails I rode; it was more my mindset that needed adjusting, as this wasn’t a big-travel enduro bike.

Overall, my mind was opened to the capabilities of a 120mm bike, and I was genuinely amazed at the Top Fuel’s speed and handling, but was there anything I would change?

I think that depends on which side of the ‘downcountry’ scale you sit. If you’re on the ‘country’ side, then no, the Top Fuel is a race- ready machine that can handle the rowdiest trails you’re likely to encounter. For those looking to push the boundaries on the ‘down’ side of things, I’d suggest beefing up the front end. Luckily there’s one very interesting fact that I’ve kept quiet about until now—the Top Fuel frame is specced to handle a bigger 130mm fork! If I was choosing my dream build  for this speed machine, I would look at putting a 130mm Pike or Fox 34 on the front and I’d send the little Deluxe Ultimate shock to my local suspension guru for some custom tuning to maximise every millimetre of its performance.

Trek’s latest iteration of the Top Fuel is a huge leap forward in versatility over its predecessors, opening the door to more adventurous trail riding, while retaining its XC pedigree. I think this is a great move by Trek, as I doubt (apart from the most hardcore gram-shaving racers) there’re many XC enthusiasts who wouldn’t mind a bit of extra help for the downs, and, God forbid, a dropper post.

For anyone else who could be in the market for a short-travel bike to mix things up on our fitness rides, the Top Fuel would go toe-to-toe with any of the top boutique downcountry weapons on the market.

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Trek Top Fuel 9.8

• AUS $ NZD $ USD $ CAD $ GBP £ EUR €

Weight / M - 11.80 kg / 26.02 lbs (with TLR sealant no tubes)

At a glance

Top Fuel 9.8 is a high-performance full suspension mountain bike for endurance racers and riders who don’t settle for one style of riding. It combines the best qualities of XC and trail bikes for an unbelievably fun, efficient, and capable rig. It’s fast on flow, shreds big singletrack, and conquers endurance events. The 9.8 is built with an OCLV Mountain Carbon frame and across-the-board parts upgrades, including a 120mm Fox Performance 34 Step-Cast fork, SRAM GX Eagle drivetrain, and carbon wheels and bars.

Where To Buy

"Racing blood, trail spirit"

"It's devilishly quick, accelerates in a way that makes it seem like my legs actually produce real power. It's stable, planted, and it tracks like it's supposed to. Endurance athletes will be able to remain seated over more terrain, saving precious energy over the long haul, while XC pinners will hook up better on steep technical climbs."

"Super light and fast as hell"

"The new Top Fuel might not be a pure XC-race bike anymore, but it's still precise and very fast. Its new trail orientation makes it a great choice for a rider who wants a fast and light bike with most of the the efficiency of a cross-country race bike, but with bit more versatility and playfulness."

"A little more travel, a lot more aggressive"

"Top Fuel is damn efficient heading up, but when you hit a downhill the bike rides much more like a lightweight trail bike than a purebred XC race machine, and has no hesitation getting a little rowdy if you're willing to let it."

Specifications

• Fork Fox Performance 34 Step-Cast, Float EVOL air spring, GRIP 2-position damper, TwistLoc remote, tapered steerer, 44mm offset, Boost110, 15mm Kabolt axle, 120mm travel
• Shock Size: S, M, M/L, L, XL, XXL Fox Performance Float, 2-position DPS damper, TwistLoc remote, tuned by Trek Suspension Lab, 190x45mm Size: S, M, M/L, L, XL Fox Performance Float, 2-position DPS damper, Bontrager DropLock remote, 190x45mm
• Chain SRAM GX Eagle, 12 speed
• Crank Size: S Truvativ Descendant 7k Eagle, DUB, 32T alloy ring, Boost, 170mm length Size: M, M/L, L, XL, XXL Truvativ Descendant 7k Eagle, DUB, 32T alloy ring, Boost, 175mm length
• Bottom Bracket SRAM DUB, 92mm, PressFit
• Rear Derailleur SRAM GX Eagle
• Shifters SRAM GX Eagle, 12 speed
• Brakeset Size: S, M, M/L, L, XL, XXL Shimano SLX M7100 hydraulic disc Size: S, M, M/L, L, XL, XXL Shimano RT66, 6-bolt, 180mm Size: S, M, M/L, L, XL Shimano SLX M7000 hydraulic disc, 180mm front rotor, 160mm rear rotor Size: S, M, M/L, L, XL, XXL Shimano RT66, 6-bolt, 160mm
• Handlebar Size: S, M, M/L, L, XL, XXL Size: S, M, M/L, L, XL Bontrager Kovee Pro, OCLV Carbon, 35mm, 5mm rise, 720mm width
• Seatpost Size: S Bontrager Line Elite Dropper, 100mm travel, internal routing, 31.6mm, 340mm length Size: M, M/L Bontrager Line Elite Dropper, 150mm travel, internal routing, 31.6mm, 440mm length
• Stem Size: S, M, M/L Size: M, L, XL, XXL
• Headset Knock Block Integrated, cartridge bearing, 1-1/8'' top, 1.5'' bottom

Q: How much is a 2020 Trek Top Fuel 9.8?

A 2020 Trek Top Fuel 9.8 is typically priced around $6,000 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 Top Fuel 9.8?

The 2020 Trek Top Fuel 9.8 may be purchased directly from Trek .

Q: How much does a 2020 Trek Top Fuel 9.8 weigh?

A 2020 Trek Top Fuel 9.8 weights M - 11.80 kg / 26.02 lbs (with TLR sealant no tubes).

Q: What size 2020 Trek Top Fuel 9.8 should I get?

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TESTED: Trek Top Fuel 9.8 XT

Ben morrison owns the previous generation top fuel, so he's the perfect reviewer for this brand new model.

Photos: Nick Waygood

For 2022 the new Trek Top Fuel takes its feet out of the cross country camp and firmly plants them in the trail bike camp! In 2004 the Top Fuel was a pure and dedicated cross-country race bike being piloted in Australia by the likes of Justin Case and Imogen Smith. Updates saw it lead the charge for cross-country, notably being piloted by riders like Dan McConnell, Brendan Johnston and Zoe Cuthbert. In 2019 it developed into a more capable bike with light trail applications, bumping up from a 100mm platform to 115mm with a 120mm fork. Now with 2022 around the corner we see the Top Fuel move over into the ever popular and growing short travel trail bike market.

Along the way, there have been several geometry changes to the Top Fuel. In the past these have included the standard head angle, seat tube and bottom bracket changes while also getting progressively more reach in the top tube. So, it comes as no surprise that Trek have applied the longer, lower slacker term, while developing the new top fuel.

First Impressions:

Some of the 2022 highlights include an increase in rear travel to 120mm from 115mm and the compatibility of a 130mm travel fork, although 120mm is stock. We also see the modernisation of shock mounting going to a trunnion mounted shock. Our test bike had a RockShox Deluxe Ultimate shock while there are other models in the range that come with Fox DPS shocks. Trek also approves some models of rear shock that feature a piggyback from top brands like RockShox and Fox.

Trek are calling the geometry on the Top Fuel progressive trail, while it may only seem like a minor change to angles (in the low MinoLink setting), the head angle goes from 67.5 to 66 degrees and a two degree change in seat tube angle going to 76 degrees. If you were to go down a little bit more aggressive path and install a 130mm travel fork you would see some changes to the head angle and seat tube alike with the head angle going out to 65.5 degrees and see tube going to 75.6 degrees.

On average there is a 10mm increase in reach across the range, for example in 2021 a large Top Fuel had a 470mm reach but now has a 480mm reach. Something to note is the old Top Fuel often shipped with around an 80mm stem and the new one that we tested came with a 45mm stem on a size large bike.

A standard feature we are starting to see on bikes these days is integrated frame storage of some kind. Trek use this on their road and gravel bikes not just exclusively on their mountain bikes so, it comes as no surprise to see any new model of bike Trek are releasing such as the Top Fuel, come with frame storage hidden underneath the bottle cage. As a small segue from frame storage, Trek are now using a full tube in tube system for internal cable routing, this is great, in fact it's refreshing to know that you can replace the cable on a dropper post and it's just going to come out the other end and without having to get some sort of magnet system to make sure the cable comes out first time. The only place that you'll notice this is when you poke your head inside frame storage (head will not fit in frame storage) you can see some little tubes running along the inside of the frame.

Another update is in frame protection, with the odler Knock Block giving you 58 degrees of turning while Knock Block 2.0, just like that featured on the Slash, provides 72 degrees of turning making it a much more shuttle friendly bike when throwing it over a tailgate. This really does show that this bike is meant for much more than climbing up hills all day.

A common Sight on all Trek full suspension mountain bikes is the MinoLink. Traditionally you see them featured on the top of the seat stays and for 2022 we see it move to the lower shock mount, still offering an adjustment in bottom bracket height and head angle, just in a new easier to use place. The new MinoLink offers about 5mm of change to the bottom bracket height, 0.4 degrees for the head and seat tube angle and a tiny 1.1mm change in the chain stay length. 

Trek have also increased the seat tube diameter to 34.9mm just like the Slash, allowing for longer dropper post inserts and bigger dropper post bodies which in turn should lead to more reliable dropper posts. Trek have also moved to a threaded bottom bracket, another change seen on the Slash in 2021.

When I first received our Top Fuel, we had no information regarding its changes other than what we could see when comparing it to the current model that was on hand. Visually they are extremely different with a much more aggressive stance than the previous Top Fuel. This stance was almost a bit of a dead giveaway with the intention that Trek had been developing the new bike for 2022. In fact, it makes the old bike look quite slim and very cross country in oriented with the new bike looking strong, aggressive and the potential for lots of fun!

Even with a 120mm travel SID fork attached the new Top Fuel doesn't look like it's set for just light use. The 35mm legged XC fork is hung on a burly looking frame with an aggressive stance, wide carbon wheels with an oversize cockpit and big brakes. It's not an XC bike or an Enduro build – but instead some sort of light, fast and capable trail bike dream build. At 12.9kg for my test bike it isn't setting any records, but riding it would prove whether this build was a dream or nightmare.

On The Trail:

The first things you notice on the new Top Fuel is how well it climbs compared to the previous model, thanks to refined suspension kinematics. The 2019 era Top Fuel runs a remote lockout rear shock which often gets quite a lot of use when going up those long fire road climbs. There is still a lockout on the new Top Fuel, however it is no longer a remote. With a much firmer platform and kinematics I found it was not needed as often – or maybe I just didn't like reaching for it. Trek’s racers and development team noted the climbing of the new Top Fuel was equal if not greater than the previous model, and as an owner of the previous model – I agree.

Brilliant climbing aside, as soon as you throw a leg over the Top Fuel everything about it just screams fun, from the 435mm chain stays, short stem and slacker head angle and even just how big the tubes are when you look down on them – it all adds up to more confidence when pushing hard on rougher trails. It's hard to believe the previous iteration of this bike was a cross-country marathon bike chosen by Trek-Pirelli riders for some World Cups and races like the Cape Epic. Some of the progressive changes made to the Top Fuel have certainly added to this bigger, musclier look. I could have been riding this bike out in the open for months without anybody noticing that it was something new because it shares so much in the looks department with bikes like the Slash. This is by no means a terrible thing when it comes to aggressive trail riding. The extra beef on the frame and build gives you the confidence to push hard knowing your bike is up for the challenge, and the Top Fuel is certainly up for a challenge. I'm lucky enough to have had the opportunity to ride lots of short, mid and long travel bikes. I'll often ride a bike that says it's one thing and it's really another and the Top Fuel in the past said it was a marathon or cross country bike. The Top Fuel of the future says it's a trail bike with trail bike intentions right down to is parts spec – and it's true. The fact that you can pair a 130mm travel fork on this bike really does open up the type of rider that will feel at home on it. Even at 120mm of travel on the front the Top Fuel is an incredibly capable bike and matched with strong Bontrager Line Elite 30 wheels you feel very assured heading down some rougher technical trails that some 120mm bikes shouldn't be riding.

Herein lies the fun and the beauty of the Top Fuel, it wants you to go down that trail and it wants you to try and push your limits and it's not going to say sorry for making you do that kind of riding. Think of the Top Fuel as that friend who's just that little bit better than you and is always pushing you to do a little bit more because they know that you're up to the task – you just need to understand that you can do it.

With the 130mm travel fork the opportunities to ride these trails as you get more confident will increase and so will the fun with little to no impact on the ability to climb. On the 130mm travel fork it was a little disappointing to see that our test bike came with a SID Fork that could only be used at a maximum of 120mm of travel thus meaning if you bought a model with this fork, you would be out of pocket looking for a new fork in future not just the cost to increase the travel.

Judged on the geometry and travel changes alone, the update to the 2022 Trek Top Fuel doesn't seem like a big deal. While the previous model is quite capable, you become aware when pushing it hard it is a cross country bike and it's probably not designed to do what it's capable of doing, whereas the new version is designed to do what you are doing and probably more. I spent a lot of long hours in the saddle doing technical climbs, fire road climbs, long fire grinds as well as hitting up some rough technical trails and even some decent size jumps which I would not have done on the original bike. The Top Fuel never really felt out of place so this begs the question who is it for? I guess this is where terms like Down Country come from, we love to give terms to things when we don't really know what it is and that's how genres are created. Call the Top Fuel what you will but I remember when Enduro races came around and it was this new great category which was riding up hills and then racing down hills as fast as you can and I thought to myself, isn’t that just riding your bike with your friends? Well, we're back there again with Down Country if you want to call it that. This bike is awesome at ripping trails with friends, and finding your limit.

Something that this bike excels at is climbing and I guess it could be its old cross country heritage poking through, but it is also really fun hitting fast corners and tight rocks gardens. That’s what makes this bike so good. The Top Fuel really is a bike for many people. It hasn't been touted as a race bike but if you want to try a cross country race on this bike, brilliant, give it a go. Or perhaps you're not particularly into that idea and you like doing some jumps and going down technical trails then it's probably still the bike for you. Alternatively, with the entry point the Top Fuel 5 coming in at $3499.99 (our 9.8 XT test bike came in at $8,299.99) you won’t be totally broken hearted if you end up growing out of it. In a positive sense the Top Fuel could be your gateway, it could be your gateway to Enduro or it could be your gateway to cross country, or it could just be the bike that you always go and grab because it is so versatile and fun to ride.

Price : $8299.99

From :  https://www.trekbikes.com/au/en_AU/ 

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2023 Trek Top Fuel 9.8

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

Top Fuel 9.8 GX AXS - 2023, Med/Large

In Stock: LG

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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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Compare the full Top Fuel model range

Jul 2023 · Alan Muldoon

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.  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.  Frame 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.  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.  Suspension 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 …Continue reading »

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.

Read Review

Mar 2022 · Peter Walker

In our big 2022 downcountry group test, we pitted the Trek Top Fuel 9.9 XX1 AXS against 5 of the hottest bikes of the year. Read the full review to find out what it’s capable of and how it stacks up against the competition. Hit the link for the full review and a list with all other bikes in test.

Freedom of movement downhill

Firm and efficient rear suspension generates plenty of traction

Intuitive handling

Practical detail solutions and clean look

Very wide handlebars

Mar 2022 · Guy Kesteven

Trek’s Top Fuel delivers superlative short-travel suspension performance but it’s definitely a trail bike not an XC bike

Infectiously agile and playful vibe

Superlative suspension feel

Seriously tight tracking frame

Trail tough kit

Internal storage

Too heavy for XC racing

Simple fork damper

Tight internal storage access

Yawning gap between this and the Supercaliber

Shore Country? Dad Country? No no, this one is "fast trail"

Dec 2021 · Henry Quinney

For a bike that is so capable on the descents, though, the Top Fuel still packs a mighty punch when it comes to gaining elevation..

Great suspension performance

Frame storage

Strong climbing performance

Knockblock isn't as well executed as other brand's versions

Works well when pushing hard, but might not be the most comfortable for all

Oct 2021 · Ryan "Squirrel" LaBar

Adding fire to the Fuel

The Trek Top Fuel has been overhauled for 2022, receiving an all-new frame with integrated storage, plus key updates to the suspension design and geometry. So how does it ride on the trail? And will everyone be pleased with all the changes? Read on for our Trek Top Fuel review.

Brilliant trail-ripping geometry

Active and supportive suspension

Masses of cornering grip & stability

Refined and practical frame design

Downtube storage is a welcome addition

Dropper post is sluggish

Wheels are solid but quite heavy

Carbon bars are harsh

Heavier than many of its competitors

My history of mountain biking started with a little wooden trike, with no pedals and wheels bigger than my head. I moved forward as any child does onto a bigger bike with bigger wheels and pedals. My parents always encouraged me to get outside and ride a bike, although I didn’t like the idea of mountain biking. I knew how to ride a bike; why go any further?

Last updated April 6 Not listed for 6 days

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Field Test: 2020 Trek Top Fuel - The Featherweight That Packs a Powerful Punch

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Russia says Ukrainian drone attack targets Moscow, hi-rise damaged

Authorities instituted a temporary restriction on the presence of any aircraft in the airspace above moscow after the attack..

More footage from Moscow following reported Ukrainian UAV attack https://t.co/5xpSDYqGBC pic.twitter.com/5szQkcEeCz — Faytuks News Δ (@Faytuks) July 30, 2023

Crazy footage of the Ukrainian UAV attack on Moscow https://t.co/fzO30EpAZu pic.twitter.com/jJpPybNRmw — Faytuks News Δ (@Faytuks) July 30, 2023

Two Ukrainian drone attacks on Moscow reported earlier this week

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Moscow has developed in circles around the original historical center. Today, Muscovites divide their city into four road rings. The first one, Bulvarnoye Koltso (Boulevard Ring), contains the very center of the city, the Kremlin, as well as the Red Square and some other tourist attractions. The second ring road draws a circle with a diameter of around five kilometers around the Kremlin and covers what is considered the city center. The area is referred to as  Sadovoye koltso , the Garden Ring. The Third Transport Ring ( TTK ) is a high-speed freeway. The fourth ring is enclosed by the Moscow Automobile Ring Road ( MKAD ). The MKAD is the official city boundary, although there are huge areas outside the ring that are also officially part of the city area.

MOSCOW CLIMATE

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Winter in Moscow usually goes by with lack of sunshine and the long dark nights. The first snow usually appears in the middle of November, but the most snowy months are January and February.

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Mains are Europlug (two-pole), voltage is 220V and frequency is 50Hz. Total bills for building maintenance, electricity, gas, water and telephone services are around 6000 rubles (€60.24) per month. All bills can be paid via internet.

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In Moscow, the main forms of public transport are metro, bus and trolleybus. The Metro stations are renowned for their elegant and grand decor, and the Metro services are frequent and efficient, but during the daytime stations and trains are usually overcrowded. Choose first or last coaches since they are often less crowded. Passes for one or two trips can be purchased via ticket machines (cash and coins only). Tickets cost about 55 rubles (€0.55) for one journey. Tickets are valid at the Metro, bus, trolleybus, tram and monorail. It is better to purchase multi-ride pass, using it is more profitable.

-> Read our main articles about surface public transport and Moscow Metro

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Uber is available in Moscow as it’s local competitors: Gett , Yandex.Taxi (local leader) or Wheely (use a promo code “WEHEARTMOSCOW” to get 1000 rubles (€10.04) discount at your first Wheely ride). All of them provide iOS and Android apps allowing to order a cab using an online map of Moscow.

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RUSSIAN MOBILE OPERATORS

There are four major mobile-network providers in Moscow: Beeline , MTS , MegaFon and TELE2 , offering similar services and coverage. 15Gb 3G/LTE data plan costs about 600 rubles (€6.02) per month. Prepaid or contract micro-SIM and nano-SIM cards are available in almost every provider store.

ENGLISH-LANGUAGE PRESS IN MOSCOW

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Major TV-providers in Moscow are Rostelecom (default in-flat provider), Beeline (Microsoft Mediaroom platform), NTV Plus (official broadcaster of Russian Football Championship) and MGTS . All of them offer wide range of different language channels including BBC World News, CNN International, France 24, Deutsche Welle, Russia Today and others. Some sport events are available for watching online at Match TV site (HD available).

FM RADIO IN MOSCOW

Jazz: Radio Jazz (89.1 FM) Pop: Europa Plus (106.2 FM), Love Radio (106.6 FM), Chocolate (98.0 FM) Rock: Maximum (103.7 FM), ROCK FM (95.2 FM) Electronic: Megapolis FM (89.5 FM) English-language: Capital FM (105.3 FM)

Most stations are streaming online at MOSKVA.FM .

INTERNET AT HOME IN MOSCOW

Major internet providers in Moscow are Rostelecom (Ethernet), MGTS (PON) and Beeline  (Ethernet or LTE). Average price for fast 60 Mbps internet is 400 rubles (€4.02) per month.

BANKING IN RUSSIA

ATMs are available in almost every street. Most provide 24 hour access. Largest banks are Sberbank , Alfa-Bank and Raiffeisen Bank . Also, Tinkoff bank has grew up in recent years.

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