trek top fuel vs rocky mountain element

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Trek Topfuel vs Rocky Element vs Transition Spur

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SO total first world problem but looking to add to my bike quiver. I have a stupid light 2017 Felt singlespeed with 100mm SID. 17 pounds pros: light, quick, and fun for a quick rip, on mostly green to blue trails. cons: Limited travel and limited hill climbing Other bike is a 2020 Rocky instinct with travel jacked to 180/160, 2.6 marys etc. 35+ pounds Pros: slack angles, and large travel will smash thru anything and likes the steeps terrain Cons: even with the ride9 chip, and lockouts. still not great pedaling up, and a bit hefty for long rides or XC rides. I have cost / pro forms on Rocky, Trek and Transition, so looking for the happy mid ground bike. Downcountry I guess? Looking for this new bike to do 1) take it on some of the black+ trails I would take the instinct on, but try it with similar angles in a lighter package and see what trouble I can get into. Same reason to take my SS on XC trails, yes it makes it a bit harder, and that is the point. "underbiking" as the cool kids call it? 2) Take it on some long rides. I have done a few 100 mile events over the years on the SS (HC100, MDH100) but as I age, I dont think I can do the distance on the SS anymore. Burns too many matches on the ride. So thinking that gears and full sus might give me the chance to to big rides still. So with that "Dear Diary" post, anyone got a comparison on the Trek Topfuel vs Rocky Element vs Transition Spur. Looking at XT package on all of them, similar prices, similar weights (12-13kg or 26-28 pounds), similar travel 120mm, similar angles (HTA 65-66, STA 66)

I went down that rabbit hole with an Element in ‘21. Really responsive, great pedaler. But I ALWAYS felt like I was fighting the edge of control going Mach-Chicken on downhills, even our tame ones here. I either would blow through all of the travel with it too soft, or get jackhammered with it too firm. I never found the ‘sweet spot’. My solution was to get another ‘21 Altitude frame, and make it really really light with a 150 Kitsuma and a 160 Helm, EE wings, full XTR, etc. DD Dissector rear, exo+ Assegai front. Carbon one up bar, one up post. Carbon wheels. I call it the Instinctitude. Just under 28 pounds, perfect compliment to the Big Altitude, that has 170/170, coil, etc. Works for me. I don’t think I am any slower on the uphills than on the Element, TBH…but I’m always slow uphill, LOL. In other words, build up a dreamy light Instinct.

Forum Cross Pollinator, gratuitously strident

Originally Posted by rideit In other words, build up a dreamy light Instinct. buy a norco sight (160/160) E bike on closeout, add a real fork, (180) and then get the current bike on a big diet?

LOL, I also have an Altitude Powerplay, 180/170. Mows down little children and baby fawns with equal ferocity.

Originally Posted by rideit LOL, I also have an Altitude Powerplay, 180/170. Mows down little children and baby fawns with equal ferocity. Children: so tender and mild.....

I got an Element earlier this summer, highly recommend. Surprisingly plush and controlled on the downhill. Maybe not the best at speed through chunk, but that's not my bag anyway. On the steep and technical stuff I've ridden it on I've felt very comfortable and have ridden things that have given me pause in the past. Feel like I'm riding faster on easier downhill as well, but I don't strava so it's hard to say. Pedals great I think goes without saying.

Will agree with PD, the perception of greater speed for sure is a thing. That did make riding with the wifey fun. I think my issue was likely coming from a ZeB and 38, (170 and 180) and then trying to charge with the 130mm Pike. Mostly my own issues more than the bikes’. As far as long rides, I LOVED the two full water bottle capability, I could run two full 1 liter/32 Oz. Bottles. Or one bottle filled with a jacket and snacks, etc.

Last edited by rideit; 09-01-2023 at 06:41 PM .

come down and ride my Top Fuel, it's awesome and if you aren't getting Crankworx air (and I know you are not) you'll be just fine

what's orange and looks good on hippies? fire rails are for trains If I had a dollar for every time capitalism was blamed for problems caused by the government I'd be a rich fat film maker in a baseball hat. www.theguideshut.ca

I have a Spur and a Sight. The Spur is good for 90% of riding on the Shore and is quite a bit more pleasant to pedal around than the Sight. I suspect you're splitting hairs between these three bikes. I am sure there are differences, but they're in the same category and it will likely come down to personal preference. Go with the one you think looks the nicest?

Mostly agreed with rideit. Had a Spur. Liked it well enough, but ultimately wasn't what I wanted. It was capable enough that I was comfortable riding it on pretty much any trail. But it was sketchy enough that I didn't really feel like I could push it very hard when things got rougher and techier. Ultimately sold it because pushing through rough techy stuff is fun, and I decided I'd rather pedal a bigger, heavier bike up to have more fun on the down. I think if I rode somewhere with less vert and more rolling trails, I'd be more excited about something like the Spur.

Hey D. Saw you asked me to chime in. I'm the wrong person to ask as I like to ride undergunned ie the smallest bike possible for the hardest terrain. I also think a lot of the long low Slack geo is a crutch and overly biased to wide open fast trails and not that good for tight tech ( which I like) Get whatever has the best deal

As the owner of a big enduro (Nomad 6) and ebike (170/163 Levo), if I could get a third bike without my wife divorcing me, I'd get something like a 5010 v5 or Smuggler v3, rather than something more XC-biased. One of my friends has an Epic Evo, and rides it on most of the usual trails we normally ride on our big bikes. But every time he does, he is constantly making comments like, "I almost died there", usually from not being able to control speed or over jumping things. And he honestly doesn't climb much faster on it. I had a v2 Smuggler and it was fun as hell, and the main reason I sold it was that the alu version had a dogleg in the seat tube that wouldn't let me run more than a 150 dropper. I don' think I'd want a bike that I couldn't at least put a Pike/36 and Super Deluxe/Float X on. 34 feels noodly when ridden hard, and a the DPS on the Smuggler was just so crude. I'd try and stick with a somewhat faster rolling tire / lighter casing combo like a Kryptotal/Xynotal or DHF/Dissector. And still 4 piston brakes of course. I'm sure I'd still end up with something just under 30 lbs (instead of 33-35), but the geometry and less travel would make it feel more playful and agile.

Really comes down to the riding you’re doing, duh. We can provide a bunch of data points though, and I tend to lean in the direction of a lot of other posters in the thread thus far. I thought I wanted a bike that could climb like a XC bike, and be survivable on the downs. Was pretty much looking in the exact category you are now. The thing is, you can bump up one “class” and get a bike that is way more capable on the down that is (or can be built to be) marginally heavier than the ~120mm class of bikes. I think my GF’s stumpy evo weighs right around 30lb, about 6lbs lighter than my built up Enduro. Huge, noticeable difference. Even when swapping bikes on causal rides. I’ve ridden a regular Stumpy on the rough shit and while it held it’s own decently it’s not the bike I’d want to take there regularly, let alone something like an Epic Evo. [sorry for the Spec only references, but to some extent you can pick out the class of bikes I’ve referred to with any brand] Sent from my iPhone using TGR Forums

I think it’s always about what you’re comparing… so I’ll offer a counterpoint. If you’re riding a single speed hardtail from 2017 I don’t think the points above are valid. They’re people comparing a modern enduro bike to modern short travel bikes… you’re doing that but also comparing it to a single speed. Good riders can push a 100mm XC bike very very hard. Just look at Kegan blowing people out of the water at downiville on a short travel bike with bald tires and others are on big bikes. Any of the bikes you listed will feel insanely capable compared to your current short travel bike. They’ll handle technical trails great. I pedaled the whole enchilada last year on my Pivot Mach 4. It’s about 24 lbs as built and handled the trail “great”. Worse than my switchblade at the chunky portions and I needed to be ‘light’ on the bike but still very very fun if you embrace being on a little bike. The Mach 4 also did better than the Yeti ASR 7 i rode the same trails on in 2010. A modern enduro bike would have let me much sloppier on my form, ride a bit faster and feel a little less fatigued while descending but it wouldn’t have let me do the loop I wanted because who wants to do a 6000 foot partially paved climb on an enduro bike? My favorite rides are on the little big because they’re big days that let me see and do unique things. If you want to do big days (7000+ feet of climbing) or truly fast paced days get one of the bikes you mentioned and put modestly heavy tires on it (forecaster, ground control etc). It will teach you how to be a better rider than the big bikes and you’ll get to explore trails in a new way. 50 mile days on the light bike feel fine and fun… even my 33 lbs switchblade feels like a boat anchor on days like that. Im faster on the little bike but also it’s just more fun and im suffering less. On the race bike I don’t blink at pavement transitions between trails on big loops or if you want to avoid shuttling things ‘yep I’ll just spin up’.

Originally Posted by rideit Will agree with PD, the perception of greater speed for sure is a thing. That did make riding with the wifey fun. I think my issue was likely coming from a ZeB and 38, (170 and 180) and then trying to charge with the 130mm Pike. Mostly my own issues more than the bikes’. As far as long rides, I LOVED the two full water bottle capability, I could run two full 1 liter/32 Oz. Bottles. Or one bottle filled with a jacket and snacks, etc. If by riding with the "wifey" you mean oh fuck I'm riding with my wife I need to bring my motherfucking A game just to keep up, then why yes, it's absolutely a great bike for riding with the wife.

It's hard to pick a quiver of one for sure. Dan loves the new Element- it is fast and solid. I'm still on an Orbea Occam with a 36 up front. It is stiff enough to climb like a dream but then absolutely rail on the way down. I'd vote for a 150-140 setup and an "all-mountain" bike. Just sayin.... And he only gets to call me "wifey" if in this sort of context: "Wifey should probably get first tracks in this 1800' powder shot." Harrumph.

Originally Posted by panchosdad If by riding with the "wifey" you mean oh fuck I'm riding with my wife I need to bring my motherfucking A game just to keep up, then why yes, it's absolutely a great bike for riding with the wife. Lol, I forgot who you ride with!

I too have a ss as my xc bike and two summers ago picked up a spur. The ss sees much less use now, bit it was my dd before the full sus. If I did it again, I’d go the 150-140 route mentioned above for fun and ss for fitness. Sent from my iPhone using Tapatalk

Perfer et obdura, hic dolor olim utior tibi. -Ovid

Currently in similar situation to OP and considering adding a “light trail“ bike between hardtail and bigger bike. Some days I want to mellow and not ride aggressively in steep gnarly chunk. On those more pedally days I find the bigger bike to be a drag up and overkill down. Whereas it seems like several posters didn’t get on with a lighter shorter travel bike because riding style and preference means they end up trying to rally it like a big bike on the way down on terrain suited for a big bike and it’s too compromised in that situation. Not a criticism, just an observation. So need to be realistic about what you’re going to ride and why you want another bike. That said no direct experience with your choices but I reckon any of them would fit the spot and I sure wish I had fight club access pricing on any of them.

Just bought a top fuel. Been on a V3 following. I’ll be keeping the favorite. I’ll report back.

Originally Posted by dcpnz That said no direct experience with your choices but I reckon any of them would fit the spot and I sure wish I had fight club access pricing on any of them. bikes.com is on sale. Retailers might be less Element C70 Regular price $8,499.00 CAD Sale price $7,649.00 CAD (5,636.49 USD ) I think that is cheaper then in the US?

Originally Posted by mntlion bikes.com is on sale. Retailers might be less Element C70 Regular price $8,499.00 CAD Sale price $7,649.00 CAD (5,636.49 USD ) I think that is cheaper then in the US? I know a number of people who have bought Rocky's recently and all have been able to do better than that through a local dealer.

Buy and build up (if the sizing works) Toast's Hugene frame?

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As I’m aging, and big drops and charging through chunder are becoming off the menu, I sometimes think I should move on from my Bronson to something lighter and snappier. However, whenever I’ve tried bikes in the “aggressive trail” category (including the latest Element) they obviously pedal like a dream on climbs, and handle ok on smooth moderate trails , but are just plain awkward (survivable but not particularly fun) on anything steep or technical, even when riding precisely and and at moderate pace. A Spectral 125 or a 5010 might be closer to the balance of qualities I’m looking for.

Blogging at www.kootenayskier.wordpress.com

FYI: this new bike is to fill in between the SS and the 180 travel bike. Not replace either. N + 1

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Video: Top Fuel vs Element vs Jet9 vs Trance 29 vs Blur TR vs Lux Trail - Field Test Roundtable

Which downcountry bike would you like to ride the most?

• Trek Top Fuel
• Rocky Mountain Element
• Niner Jet 9 RDO
• Giant Trance Advanced 29 Pro
• Santa Cruz Blur TR
• Canyon Lux Trail

Cool Features

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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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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Best downcountry mountain bikes of 2024 | Top-rated downcountry MTBs and buyer's guide

The top downcountry mountain bikes, tested and rated by our expert reviewers

Steve Behr / Immediate Media

Stan Portus

Imagine a bike that can tackle all-day epic rides with ease and efficiency, cover ground extremely fast and has just the right mix of componentry to fly down descents, and you're on your way to picturing the best downcountry mountain bikes.

Here, we list the best downcountry mountain bikes in 2024, as tested and rated by our expert reviewers at BikeRadar.

A relative newcomer to the mountain bike scene, downcountry bikes are growing quickly in popularity because they give you everything you need and nothing you don't.

Many of these bikes started life as race-ready cross-country mountain bikes, but they have been given some extra travel and a more progressive geometry, while retaining their XC speed.

Not all downcountry bikes are built the same, though. While some are more like beefed-up cross-country mountain bikes , others are closer to the best trail mountain bikes – pared-back and adrenaline-seeking.

We've put together a buyer's guide at the end of this article to help you choose the best downcountry bike for you and to help explain this new category of bike.

Best downcountry mountain bikes of 2024

Transition spur x01.

• Great geometry
• Smooth downhill, sprightly uphill
• £6,000 / $6,499 / AU$10,499 as tested

Unlike some downcountry bikes, the full-carbon frame Transition Spur is neither a beefed-up XC machine or a pared-back trail bike. Instead, Transition started from the ground up to build a bike that, it claims, will cover ground quickly and fly down descents.

The Spur has 120mm of travel in both the front fork and the rear shock , and when it comes to descending it really shines a light on how capable a bike like this can be, staying composed with an innate ability to smooth out the trail despite its modest travel.

When climbing, the Spur is quick and efficient, surging forward as you step on the pedals, and staying firmly rooted on rough pitches.

Overall, Transition has created a bike with superb geometry, well-considered kit and a ride that would put many longer-travel bikes to shame.

• Read the full Transition Spur X01 review

Cotic FlareMAX GX AXS

• Very capable downhill
• Fast rolling and responsive

Designed for riding in the UK, the FlareMAX feels capable in most situations, leaning more to the side of ‘down’ in the downcountry equation.

Uphill, the FlareMAX offers tons of traction, accelerating efficiently when you stamp on the pedals. Featuring 125mm of rear travel, the FlareMAX has a ground-hugging feel that never makes it seem under-biked when pointed downhill.

The bike comes well specced with a 120mm RockShox SID fork up front, while Cane Creek's DBair IL takes care of the rear. It also features SRAM’s Eagle AXS drivetrain and G2 RSC brakes, making the bike weigh in at 13.9kg for a size large.

Juliana Wilder CC X01 AXS TR Reserve

• Super-light, responsive build
• Impressively capable on the descents
• £8,299 / $9,449 as tested

Weighing in at 10.5kg, it’s no surprise that this range-topping new downcountry build from Juliana is a mega climber.

By dropping the VPP linkage, the rear-suspension design has helped to shave 289g off the frame weight of the Blur – the Wilder’s Santa Cruz equivalent – yielding 115mm travel using the single-pivot linkage and flex-stays.

There’s more to this new downcountry rig than pure prowess uphill though: specced with 120mm travel up-front, the Wilder is surprisingly capable when it comes to tackling rougher ground and descents.

• Read the full Juliana Wilder CC Xo1 AXS TR Reserve review

Specialized Epic EVO Expert

• Super-fast when you step on the pedals
• Short-travel but incredibly capable
• £6,750 / $6,300 / AU$10,100 / €6,699 as tested

The Specialized Epic EVO is a rocketship, reflective of its cross-country roots.

On climbs, the bike is sprightly and energetic and gives the feeling that everything you put into the pedals is translated into forward momentum. Slow up a little bit and the bike sits in the middle of its travel and feels more supportive than others.

When you point the Epic EVO downhill, it's surprisingly stable, delivering far beyond its 120mm of travel on rougher terrain, but getting the right line is important to really unlock the bike's potential.

For the price, one might expect a carbon bar rather than the alloy one Specialized has specced, and the brand's in-house tyres could be switched out for some extra bite.

• Read the full Specialized Epic EVO Expert review

Trek Top Fuel 8

• Ideal suspension and geometry
• Meaty but weighty frame
• £3,850 / $3,830 / €4,099 / AU$5,300 as tested

The Trek Top Fuel 8 won't quite match its rivals on descents, but it's highly versatile, climbing and nullifying rugged surfaces with aplomb.

The modern geometry and gearing of the Shimano XT/SLX groupset allow you to scamper up sheer inclines, provided the Bontrager XR4 tyres retain purchase.

Downhill, the Top Fuel is agile and the RockShox SID fork is only outgunned on the most technical sections.

Unlike an XC bike, the Top Fuel should be forgiving enough to pootle along on all-day adventures.

• Read our full Trek Top Fuel review

YT Izzo Uncaged 7

• Modern geometry
• Impressive climbing ability
• Good spec for the money
• £6,299 / $6,499 / €6,299 as tested

The Izzo Uncaged 7 features the same frame as the rest of YTs Izzo range, but features 120mm of travel front and rear instead of the usual 130mm.

Being direct to customer, YT has provided a high spec for the money featuring SRAM's XX1 AXS groupset and G2 Ultimate brakes. A full carbon frame and the carbon DT Swiss XCR 1200 wheels make covering ground quick and easy.

Descending is at the core of the Izzo, though meatier tyres would allow it smash gnarlier trails.

• Read our full YT Izzo Uncaged 7 review

Nukeproof Reactor Carbon 290 ST

• Downhill demon
• Great spec for the price
• £4,700 / $4,700 / AU$6,600 as tested

The Nukeproof Reactor ST is a really capable bike that comes with progressive geometry and a good riding position.

Considering the price point of the Reactor ST, the kit that is bolted to it is really impressive. There is a Fox Factory 34 fork, a Shimano XT 12-speed groupset, Maxxis rubber and carbon handlebar.

On descents, the Fox 34 feels well-controlled and the 125mm of travel in the rear can take some pretty big hits, creating a ride that is seriously fun.

The Reactor ST isn't energetic on climbs and locking the shock is advised to get a bit more efficiency on long drags. This means the Reactor ST isn't quite as rounded as other downcountry bikes, but when it comes to descending and value for money, it's hard to beat.

• Read our full Nukeproof Reactor Carbon 290 ST review

Scott Spark 900 Tuned AXS

• Lightning fast
• Suspension eases over bumps
• £8,199 as tested (international pricing TBC)

Even in its downcountry guise, with a 130mm-travel fork, the Scott Spark 900 Tuned AXS is suitably rapid. This is in part due to the Fox Nude 5T shock and fast-rolling Schwalbe Wicked Will tyres.

Thankfully, the Shimano XTR brakes can cool off that speed.

Although the Scott Spark whizzes up rock-strewn ascents, on leveller ground the suspension tends to absorb power from the pedals instead of propelling the bike forwards.

• Read the full Scott Spark 900 Tuned AXS review

Scott Spark 910

• Very fast, devours climbs
• Clean hardware

Sharing its frame with the Spark RC cross-country race-bike, the Spark 910 is a fast mile-munching monster with top-of-the-class climbing ability.

The Fox Nude rear shock provides 120mm of travel and is hidden away in the seat tube, creating a clean-looking frame and protecting the shock from the elements. A 130mm Fox 34 fork supports the front end, and the bike is specced with Shimano's XT drivetrain and features a Syncros Fraser integrated bar and stem.

Unlike some downcountry bikes, the Spark is still very much 'country' focused, and is more at home at trail centres rather than gnarly backcountry descents.

Also consider…

This downcountry mountain bike scored fewer than four out of five stars in testing, but is still worth considering.

Cannondale Scalpel SE LTD Lefty

• Incredibly comfortable
• Agile and fun
• £7,000 / $8,300 / €8,399 as tested

The Scalpel SE LTD Lefty shares the same carbon frame as Cannondale's XC Scalpel but has a longer stroke shock to increase the travel from 100mm to 120mm.

This cross-country DNA is apparent in the handling, with the Scalpel eager to get moving and climb. The bike doesn't feel quite as supportive or as bob-free as other downcountry bikes, but on long straight climbs, it can go along at a good pace.

The Scalpel really shines on meandering downhills. It slithers over roots and rocks with ease and is nimble on flowing trail park descents. But rougher terrain will reveal the limits of the Scalpel quicker than other similar bikes.

Having said this, if you're looking for a downcountry bike more at the XC end of the spectrum, the Scalpel is ready to eat up some big miles and comfortably cut through singletrack too.

• Read the full Cannondale Scalpel SE LTD Lefty review

First ride recommendations

These downcountry bikes have only been ridden by the BikeRadar testers a handful of times, so they haven't yet been given a full, rated review, but they are worth considering.

Yeti SB115 T1

• Supple and supportive suspension
• Super-solid chassis
• £6,499 / $6,300 / €7,490 as tested

Adapted from Yeti's SB100 cross-country bike , the SB115 T1 is a solid bike that feels very planted through the chunder but efficient on the climbs.

The SB115 is graced with Fox Factory suspension that comes up trumps. High anti-squat figures keep the bike feeling stable on climbs.

On descents, it is soft enough to keep the rear wheel stuck to the ground and with enough mid-stroke support for some good pop. It also ramps up nicely for bigger hits, even though there is just 115mm of travel in the rear.

The geometry of the Yeti is fairly similar to the SB100, which contributes to its speed, but the reach is short and it could do with a bit more length to remain stable and less skittish on loose rocks and steep chutes.

• Read the Yeti SB115 T1 first ride review

Buyer’s guide to downcountry mountain bikes

Mountain biking often feels like a broad umbrella for many different disciplines; from trail to high-flying downhill, there are myriad riding styles and, of course, the bikes to match.

Downcountry bikes are one of the latest mountain biking phenomena, sitting at the intersection of cross-country, trail and all-mountain bikes.

Having existed in one form or another for a number of years, downcountry bikes have recently hit the mainstream. As demand for this type of bike began to balloon, the bike industry responded, and downcountry is now a burgeoning category.

Different brands approach downcountry bikes in slightly different ways, but this buyer’s guide will take you through everything you need to know.

What is a downcountry mountain bike?

In short, downcountry bikes are lightweight XC-style frames with added travel, trail-friendly geometry and wider, knobbly tyres.

The result? Bikes that will cover ground extremely fast but still enable you to charge down descents.

The term 'downcountry' was coined by Mike Levy at PinkBike three years ago, and is a mash-up of 'downhill' and 'cross-country'. So, a pretty neat encapsulation of what the bikes are for, and consequently a term that has stuck around.

The origin of downcountry bikes is a bit hazy. Some say it extends back to cross-country racing, where gnarlier courses demanded more technical, gravity-capable machines. Others say it comes from engineers making small tweaks to thoroughbred XC race bikes to make them more fun to ride.

Arguably, they could stem from manufacturers doing their market research and seeing consumers riding more extreme terrain on their cross-country bikes and making corresponding upgrades to existing bikes.

However they came to be, some of the biggest bikes brands now offer off-the-shelf downcountry bikes that deliver a refined balance of short travel, minimal mass and progressive geometry.

What to look for in a downcountry mountain bike

Alongside trail-friendly geometry, wide knobbly tyres and extended travel, downcountry bikes have a few other features that help them balance their fast and agile ride with their downhill performance and more relaxed feel.

Much of what makes a downcountry bike is what it is specced with, and here we run through the key things to look out for.

A lightweight frame with a relaxed geometry

Go back 10 years and tell a cross-country rider they’d one day be riding a bike with a 66-degree head tube angle and they’d probably look at you as if you’d had one too many caffeine gels. But now, this is exactly what is happening with downcountry bikes.

This angle is slacker than traditional cross-country bikes and helps give downcountry bikes their gravity-riding potential. This is because a slacker angle means the front fork sticks our further, creating a more stable ride at high speeds.

Reach figures have also increased as head angles have decreased. A longer reach number makes the bike feel more stable when you’re stood on the pedals descending.

Descending stability was going to be an inevitable outcome when combining the slack head angle, long reach and the consequential longer wheelbases created by those two figures.

Even though downcountry bikes have more gravity-friendly geometry, they remain relatively light so riders aren’t pushing too much mass, helping the bikes stay fast.

Short-travel

Although downcountry bikes have a short-travel design, they still offer a bit more travel than cross-country race machines to help them on more technical downhill sections.

As a general rule, downcountry bikes have between 120mm and 130mm travel in the forks and a variation of between 110mm and 125mm at the back, depending on brand and model.

Some downcountry bikes do offer more travel, but this is testament to how downcountry is a rather woolly category that is more about different factors coming together than travel defining what the bike is.

Large wheels and burly tyres

29in wheels are standard on downcountry bikes. Compared to 27.5in wheels, they require less effort to keep their momentum and are consequently more efficient, making them the right choice for the sorts of longer, more pedalling-intensive rides you’ll be doing on these bikes.

Downcountry bikes pair 29in wheels with wider and burlier tyres than you would expect to find on 29er cross-country bikes.

These mountain bike tyres sit between fast-rolling, lightweight XC tyres and chunkier downhill treads, making them fast and less of a drag when climbing, yet more durable and capable on the rough stuff.

Wide bars and short stems

Wide bars and short stems are the go-to for downcountry bikes.

The wide bars give you more leverage and help make downcountry bikes super-stable, agile and less skittish than bikes with more XC-focused components.

A shorter stem also improves handling. It gives the bike quicker handling characteristics by making steering more direct and makes the bike feel more responsive.

Dropper seatposts

Dropper posts are a common feature on downcountry bikes because they give riders a bit more space for moving around and shifting weight on technical descents.

It’s possible to raise the saddle for efficient pedalling and to make the most of downcountry bikes’ cross-country-style speed, combining the best of both worlds.

It might not be a surprise that downcountry bikes come with dropper posts considering their versatility, and dropper posts are even making their way onto gravel bikes .

Gearing on downcountry bikes is slanted towards the cross-country end of the spectrum. Front rings tend to have between 32 and 38 teeth compared to the 30- to 34-tooth rings on trail bikes.

This allows for more speed, which is always appreciated on the smoother trails and fire roads that a downcountry bike is at home bombing along, and for long days in the saddle.

When it comes to brakes on downcountry bikes there is a mix, but they tend to use two-pot rather than four-pot mountain bike disc brakes , where there are only two pistons rather than four.

This is because downcountry bikes don't need the braking power of four pistons because they aren’t descending at the fast, white-knuckle speeds of downhill mountain bikes .

Two pistons rather than four also saves weight, helping downcountry bikes achieve their svelte builds.

In keeping with this, downcountry bikes also tend to have a mix of rotor sizes; 180mm on the front for better braking and heat dispersion and 160mm on the rear, where braking isn’t so strenuous on the disc and a few grams can be saved.

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2022 Rocky Mountain Element

The 2022 Rocky Mountain Element is a lot like a salted chocolate chip cookie. At first, it sounds like an odd combination. But once you’ve had it, you realize that the two go together extremely well. Except in the Element’s case, we’re not talking about salt and sugar. Instead, we’re talking about all-mountain geometry and cross-country feeling suspension. It has the long and slack geometry of a much bigger bike and the suspension feel of a quick little XC whip. So does it meet in the middle as the perfect trail bike? Or is it just a hot, gooey mess? Stick around to find out.

The Element has some of the most aggressive geometry I’ve seen on a 120mm bike. The geo is right on par with the quintessential all-mountain bikes like the Ibis Ripmo, Santa Cruz Hightower, and Yeti SB130.

It’s as slack and long as those bikes, yet it has way less travel. In fact, it’s slacker and longer than almost every other trail bike, including longer-travel options like the Orbea Occam and Giant Trance X.  When you first sit on it, you would think you’re on an all-mountain bike. That is until you start pedaling. That’s when the firm, supportive pedal platform rears its head and makes you think you’re on an XC bike.

I honestly struggled to know how to ride it for the first few days. It confused me more than any bike I’ve ever ridden. Once I got the feel for what it could do, I ended up breaking PRs both up and down the mountain. That would make sense, as Rocky Mountain has always claimed this is the bike designed for the BC bike race. It would make sense that it’s quick uphill without sacrificing stability for rough trails. Now that I’ve spilled the beans, let’s get into how it rides.

2022 Rocky Mountain Element Review

It’s tough to find a benchmark to compare the Element to. Do you compare it to an all-mountain bike? Do you compare it to an XC bike? To be honest I don’t really know where I’d put it. So we’re going to put it in the super general category of mountain bikes. For a mountain bike, it goes uphill fast. It’s the kind of bike that begs you to put the pedal to the metal and give it some gas on the climbs. The suspension rewards those efforts by not wasting any energy. There’s no pedal bob to speak of with the ultra-efficient pedal platform. It doesn’t seem to be lacking in the traction department all that much. It could be due to the tire spec on my test bike. It’s equipped with a Maxxis Dissector on the front and a Maxxis Rekon on the rear. For having a quick-rolling rear tire, the rear wheel traction seemed better than it should have been. EVen when standing up on steep pitches and crawling over wet rocks and roots, the bike stuck to the ground well. 

While the Element remains very composed under pedaling efforts, it’s not the most active feeling suspension on the climbs. You feel the rocks and bumps more than you would on other bikes. I wouldn’t call it an overly plush or smooth climber. In rough and rocky sections you’ll need to pick smooth lines.

The body position on the Element feels a lot like an all-mountain bike. It has a long reach, semi-slack head tube angle, and a long wheelbase. It feels pretty big, especially when seated.. The seat tube angle is on the slacker side of what I find comfortable which made the seated position a bit stretched out for my liking. I prefer to sit a little more upright on the bike. I slammed the saddle forward and ran stubby stem which seemed to help quite a bit. Because your weight is shifted a little more rearward on the bike, the front wheel felt a bit light at times. It took a conscious effort to keep my weight over the front end on the steepest climbs. 

The handling uphill is very similar to most all-mountain bikes. It feels long and stable rather than short and twitchy. It does make navigating really tight switchbacks a bit harder, but keep in mind that is when you compare it to an XC or trail bike. Compared to trail and all-mountain bikes, it has rather quick handling. 

Overall on the climbs, I’m a big fan of the Element. It’s fast, efficient, and provides enough traction. It’s not the smoothest or most comfortable climber, but comfort doesn’t always equal speed. And I think this bike is all about speed uphill.

Downhill is where I liked the Element the most. Again, it’s a really odd combination that ends up working well together. The firm, efficient suspension is great for generating speed, while the geometry is great for being stable at said speeds. 

The best way to describe the suspension on the Element is “firm.” It’s not harsh, but it’s not even close to being plush. I ran a whole bunch of different suspension settings and wouldn’t call any of them plush. Plushness isn’t always the best, though. Sure, it’s comfortable, but it’s not always the fastest. The suspension platform is firm throughout the entire stroke which is great for pumping through rollers and berms. It creates a lot of forward momentum. If you haven’t caught on already, the Element is all about speed. Considering the suspension is so supportive, I would have thought that jumping would be really easy and fun on this bike. It may have been a combo of multiple factors but I had a bit of a tough time getting it airborne. The front end felt a little low for my liking when it comes to jumps.   

It’s not the most comfortable on big hits and rough square-edged bumps, but then again it only has 120mm of travel. It forces you to pick smooth lines or to unweight over nasty sections. There’s enough progression to avoid clattering through all your travel on regular blue and green trail features. You won’t always be sticking to mellow blues and greens on this bike though. The geometry wants much more than that.

The Element’s geometry is the best thing about it on the descents. It is probably the most stable 120mm bike I’ve ridden. I feel like it’s the kind of bike that can get you into trouble. It lures you into a false sense of security with its long, stable wheelbase. Then, you find yourself going faster and riding more aggressively than the 120mm of rear travel can back up. I had a couple of moments on the trail that required some hanging on for dear life as I plowed through rough rocks and chunder at some silly speeds for a bike this size. Not a fault of the bike at all, though. In fact, I bring this up more as praise. The geometry is just that stable and confident. I find the Element is a little more versatile than most other bikes in the category. It opens up harder trails. The geometry allows for rougher riding than most other bikes can get away with.     

The Element is really nice in the corners. It’s stable enough that it doesn’t feel twitchy, especially in bumpy corners. It’s still short enough that it doesn’t feel like a school bus. It finds a really nice middle ground. Pair it with the suspension platform that rewards a good pump, and you’ve got a cornering machine. 

Overall the Element is all about speed on the downhill. Between the suspension and the geometry, everything seems to work toward one common goal—going fast. It’s not the most fun and jibby bike, but it sure is good at covering ground quickly.

2022 Rocky Mountain Element Comparisons

We have lots of comparisons to make here, so I’m going to keep each one brief.

Giant Trance 29

The Element and Trance 29 feel very similar on the climbs. They both roll quickly and waste little to no energy. The Trance might be a little smoother in the bumps, but only by a hair. On the descents, the Element is far more stable and allows you to ride it harder. The Trance feels a bit more quick and nimble, though.  

Revel Ranger

I think the Ranger will edge out the Element on the climbs. It’s a bit quicker and definitely smoother in the rough. Where the Ranger feels very XC on the descents, the Element feels much more capable. I didn’t feel the need to back off or slow down on the Element, where I certainly did on the Ranger.  

Transition Spur

Maybe the closest comparison in this review will be the Element and Spur. They both have that “punch above their weight class” type quality to them on the descents. They’re some of the most stable 120m bikes on the market right now. I don’t think I could really differentiate them too much on the climbs, but on the descents, the Element feels a little bit more stable and stout. A lot of it could come down to the difference in specced forks. The Spur comes with a RockShox SiD and the Element comes with a burlier Fox 34. 

Santa Cruz Tallboy

The Element is much faster uphill than the Tallboy. I would put them close to each other on the descents, even though their suspension feels very different. The Tallboy is much more plush and smooth, but the Element is probably a bit more stable due to its geometry. 

This one may seem out of left field, but hear me out. They have the same head tube angle, nearly identical reaches, and wheelbases within 2mm of each other. The Ripmo obviously does better on the descents as it has a lot more travel to work with, but they have a very similar feeling when it comes to geometry and handling. On blues, I don’t think the Ripmo will feel any faster or more capable than the Element. It’s only on black diamonds and double black diamonds where it will start to pull away. They’re both proficient climbers, but the Element is going to win an uphill battle. 

Who is The 2022 Rocky Mountain Element ?

I like the Element for two different types of riders. The first group is riders like me who tend to ride big bikes most of the time. I like the stability and capability that they provide, but I’m not always on trails that require a big, squishy bikie. The Element would be my weapon of choice for tackling long rides on mostly easier trails. It has a very similar fit and feel to what I’m used to, as well as handling and high-speed stability that I’m familiar with. The bonus is that it pedals way better than my big bikes and will allow for bigger days in the saddle. 

The second group of riders who will enjoy the Element is the endurance racers. Again, this bike is made for the BC bike race. So if you enjoy riding 35 miles and 3500 feet of climbing every day for 7 days, then you’ll probably really like the Element. It’s fast and efficient without feeling extra sketchy on BC double black diamonds.

One Line Bike Review

The Rocky Mountain Element is all about speed.   

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5 responses to “2022 rocky mountain element”.

Love your reviews- thank you! very well written and informative. I am upgrading from a 25yr old hard tail Gary Fisher (lol) – so anything will be an improvement! I am 50yrs, female, and have not biked much recently, though motivated to do more. Ups and downs, climbs on service roads and downhill single track. Think Fruita and Moab. Biking with my teen son, or maybe friends. I got turned onto Rocky Mountain bikes and I am considering the Element or Instinct. I want all to feel “easier,” though still fun and accommodating all around. I like feeling like I am “1 with my bike” and ready to take on speed, turns, roots, maybe small jumps (big maybe). Thoughts?? (or other brand recommendations?) Thank you!

Glad you like them. It sounds like you might be well suited for the Element. It will be much better on the pedals than the Instinct. It’s of course less forgiving, and capable, but based on how you describe your riding it would probably be a good fit.

(…. testing to see if this comment posts. I don’t see my last one!)

Thank you for the thorough review. Did you test an XL? I’m 6’2″ and some change with 34-35″ inseam and am deliberating L/XL…any insights are appreciated.

Yes I rode an XL at 6’2″. I steer clear of giving specific size advice over the internet — its a crapshoot. I’d recommend a test ride or demo.

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rocky mountain element alloy 50 vs trek Fuel Ex 7/8

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Looking to buy my first full-suspension bike. I do a lot of single track and want a good all-around bike as I am pretty new. I currently ride a Trek Marlin 7 and love it but find it is limited. I really Marlin but I don't have enough experience to really be an authority on that other than it's been a good solid bike. I have been looking around and have pretty much come down to 2022 Rocky Mountain Element 50 or a 2022 Trek Fuel EX 7/8. I am looking for people's thoughts it's a significant amount of money and I want to make sure I will like what I get. Thoughts?  

The Marlin 7 has a poor performing fork. RS Judy coil. This really limits its capabilities. Hardtails with a Marzocchi Z2 are a completely different riding experiences. Here's one for comparison. In other words there's a lot of good hardtails out there. You haven't been riding them. So you don't need fs to get good performance. The EX7 has a similarly crapping fork. Motion Control damper with no upgrade possible. The EX8 has a decent fork. I'd pick it over the Element 50.  

Test ride them and see what feels right. There is no right or wrong answer when it comes to a bike upgrade. Seeing you bought a Trek, I recommend starting with that brand and check out any Fuels that are available in shop. Trek shops are a touch easier to find than dealers who sell Rocky Mountain. Unless you are lucky to have both nearby!  

My issue with the Fuel EX7- and why I chose the 21 EX8 over it- is that it significantly trails the EX8 in the following components: Fork, Drivetrain (weight, gearing and quality), brakes, overall weight. Even the shock lacks Trek's Reaktiv damper which is a nice upgrade to an otherwise similar unit. You're only saving 570 dollars for all these differences I would consider it a mandatory upgrade. If you can afford the EX7 you can't afford not to upgrade to the EX8. Can't speak to the Rocky Mountain offering but the Fuel EX8 is robust, quick, responsive, high quality and easy to live with so far.  

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2023 Trek Top Fuel 9.7 Review

Are you looking for a premium mountain bike that can handle anything and any kind of terrain? If so, you’ll want to pay attention to the 2023 Trek Top Fuel 9.7.

In this comprehensive review, we explore all the details about this bike that make it an ideal choice for hardcore bikers who want a truly reliable ride.

The 2023 Trek Top Fuel 9.7 is one of the most advanced mountain bikes available on the market today.

It has a durable and lightweight OCLV Mountain Carbon layup that is designed to provide both strength and stiffness for ultimate handling performance.

The 2023 Trek Top Fuel 9.7 offers more than just its impressive specs – it also features an incredibly capable set of components that can easily handle any terrain you throw at it.

From suspension systems designed to take on high-speed descents to comfortable saddle positions that help reduce fatigue on longer rides, the 2023 Trek Top Fuel 9.7 has everything serious bikers need in one highly refined package.

Let’s take a closer look at this amazing bike and find out why it’s recommended by some of the top names in the world of cycling.

The Trek Top Fuel 9.7 is a lightweight cross-country and trail mountain bike designed with speed, agility and performance in mind.

Built for those who are looking for a fast ride that can handle the toughest trails, the Trek Top Fuel 9.7 has been generating a lot of buzz since its release.

If you’re considering purchasing this new model, read on to find out more about what makes it so great.

The Trek Top Fuel 9.7 is an affordable and fast-rolling cross country mountain bike with a modern trail geometry for added stability and control.

Shimano’s new Deore XT 12-speed drivetrain provides crisp shifting, while tackling technical descents with ease thanks to the Fox suspension front and rear.

With the Bontrager Line Comp 30 wheelset wearing tire sizes of up to 2.5″ wide you’ll have access to terrain like never before – all at an unbeatable price point.

– OCLV Mountain Carbon frameset with internal storage, tapered head tube, Knock Block 2.0, internal guided routing, downtube guard, magnesium rocker link, Mino Link, ABP, Boost148, and 120mm of travel

– Shimano Deore XT 1×12 drivetrain consisting of a 10-51t cassette paired to a 30t chainring mounted to a Shimano Deore crankset

– Fox Rhythm 34, Float EVOL air spring front fork with 120mm of travel

– Fox Performance Float DPS rear shock with 3-position damper and 185mm x 50mm of travel

– Bontrager Line Comp 30 wheelset wrapped in Bontrager XR4 Team Issue 29″x2.40″ tires

– Modern Trail Geometry for added stability & control

– TranzX dropper seat post

– Top of the range Shimano 4-piston hydraulic disc brakes

– Internal cable routing for sleek look & easy maintenance

Frame and Suspension

The frame is constructed from Trek’s OCLV Mountain carbon fiber, making it incredibly light and stiff – ideal for going fast over technical trails.

The full-suspension design features 120mm of travel, giving you just enough squish to get through any unexpected bumps and jumps without sacrificing speed.

The fork has 120mm of travel, providing excellent handling capabilities that won’t falter when faced with challenging terrain.

Components and Drivetrain

Trek equipped their Top Fuel 9.7 model with Shimano components, an Deore XT drivetrain and 4 piston hydraulic disc brakes give you ultimate control on your rides.

The drivetrain has a massive gear range – a 10-52t cassette and 30t chainring – which will make climbing tough inclines much easier than ever before, while the powerful brakes allow you to a stop on a dime.

Handling & Ride Quality

When it comes to handling, the Top Fuel 9.7 does not disappoint; its relatively slack head angle makes it surprisingly agile around tight turns despite its longer wheelbase and short chainstays adding extra stability at higher speeds over rough terrain or jumps.

The rear suspension is firm but responsive enough to absorb vibrations from roots or rocks without compromising its cornering abilities or overall speed.

Overall Impression

We found very little to fault with the Trek Top Fuel 9.7; Its front suspension is well-tuned so it responds quickly yet still absorbs shock impressively well.

The combination of lightweight construction as well as stability provided by its geometry makes this bike enjoyable to ride both uphill and down.

It shifts quickly thanks to its Shimano drivetrain while also delivering enough power.

Finally, its powerful brakes make sure that no amount of descents are too tricky for you!

If you’re looking for an all-mountain ripper, the Top Fuel 9.7 is an excellent choice!

Order online and have it shipped to your local dealer for final assembly!!

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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.

Element Alloy 30

Element Carbon 30

(descending)

Based on build material and quality level of the frame, fork, wheelset, groupset, suspension system, and more.

First refuelling for Russia’s Akademik Lomonosov floating NPP

!{Model.Description}

The FNPP includes two KLT-40S reactor units. In such reactors, nuclear fuel is not replaced in the same way as in standard NPPs – partial replacement of fuel once every 12-18 months. Instead, once every few years the entire reactor core is replaced with and a full load of fresh fuel.

The KLT-40S reactor cores have a number of advantages compared with standard NPPs. For the first time, a cassette core was used, which made it possible to increase the fuel cycle to 3-3.5 years before refuelling, and also reduce by one and a half times the fuel component in the cost of the electricity produced. The operating experience of the FNPP provided the basis for the design of the new series of nuclear icebreaker reactors (series 22220). Currently, three such icebreakers have been launched.

The Akademik Lomonosov was connected to the power grid in December 2019, and put into commercial operation in May 2020.

Electricity generation from the FNPP at the end of 2023 amounted to 194 GWh. The population of Pevek is just over 4,000 people. However, the plant can potentially provide electricity to a city with a population of up to 100,000. The FNPP solved two problems. Firstly, it replaced the retiring capacities of the Bilibino Nuclear Power Plant, which has been operating since 1974, as well as the Chaunskaya Thermal Power Plant, which is more than 70 years old. It also supplies power to the main mining enterprises located in western Chukotka. In September, a 490 km 110 kilovolt power transmission line was put into operation connecting Pevek and Bilibino.

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

• 16 June, 2020 / 13:00

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Vibrations of fuel-element bundles in VVER fuel assemblies excited by turbulent coolant flow

• Published: 21 December 2012
• Volume 113 , pages 153–162, ( 2013 )

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• Yu. G. Dragunov 1 ,
• V. I. Solonin 1 ,
• V. V. Perevezentsev 1 &
• I. V. Petrov 2  

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Complex experimental studies of hydrodynamically excited vibrations of fuel-element bundles have been performed on full-scale models of VVER-440 fuel assemblies. Pressure pulsations were used as the main hydrodynamic characteristic of turbulent coolant flow according to the effect of its load on the fuel-element surfaces in the flow. Realizations of the random hydrodynamic loads causing vibrations of fuel elements are obtained on the basis of multi-point measurements of pressure pulsations along the perimeter of the outer row of the fuels elements in a bundle.

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The Effect of Spacer Grids on the Formation of Added Mass under the Bending Vibrations of a Fuel-Element Bundle in a Covered Fuel-Element Assembly of a VVER-440 Reactor

Transverse transport and heat transfer in smooth vver fuel-rod bundle with cellular spacer grid, calculation of the flow parameters in the fuel bundles of fa with spacers by means of the conv-3d code.

E. S. Saakov, S. I. Ryasnyi, and V. U. Khairetdinov, “Development of full-scale experiments for commissioning reactor facilities in nuclear power plants,” in: Ensuring the Safety of Nuclear Power Plants with VVER: Collection , Podolsk (2007), Vol. 2, pp. 17–23.

K. V. Frolov, N. A. Makhutov, S. M. Kaplunov, et al., Dynamics of the Structures of Hydro-Aero-Elastic Systems , Nauka, Moscow (2002).

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V. I. Solonin and V. V. Perevezentsev, “Hydrodynamically excited vibrations of a fuel-element bundle with different coolant flow characteristic at the inlet into a VVER-440 fuel assembly,” Izv. Vyssh. Uchebn. Zaved. , No. 3, 23–29 (2006).

V. V. Makarov, A. V. Afanasiev, and I. V. Matvienko, “Modal analysis of models of VVER fuel assemblies with force and kinematic excitation of vibrations,” in: Securing the Safety of Nuclear Power Plants with VVER: Collection , Podolsk (2007), Vol. 2, pp. 137–148.

V. V. Perevezentsev, V. I. Solonin, and F. D. Sorokin, “Nonstationary hydrodynamic loads and vibrations of fuel-element bundles in VVER-440 fuel assemblies,” Izv. Vyssh. Uchebn. Zaved. Yad. Energetika , No. 4, 23–29 (2008).

V. V. Perevezentsev, “Vibrations and damage to fuel elements in turbulent coolant flow in VVER fuel assembly,” Bezop. Tekhnosf. , No. 6, 11–17 (2011).

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Bauman Moscow State Technical University, Moscow, Russia

Yu. G. Dragunov, V. I. Solonin & V. V. Perevezentsev

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Translated from Atomnaya Énergiya, Vol. 113, No. 3, pp. 127–134, September, 2012. Original article submitted March 20, 2012.

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Dragunov, Y.G., Solonin, V.I., Perevezentsev, V.V. et al. Vibrations of fuel-element bundles in VVER fuel assemblies excited by turbulent coolant flow. At Energy 113 , 153–162 (2013). https://doi.org/10.1007/s10512-012-9610-x

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Received : 20 March 2012

Published : 21 December 2012

Issue Date : January 2013

DOI : https://doi.org/10.1007/s10512-012-9610-x

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