trek top fuel marathon

2020 Trek Top Fuel 9.8 Review – The Icon Reborn

• Bike Reviews
• December 21, 2019
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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

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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Trek’s Top Fuel Is More Than Just an XC Race Bike

Trek bills the Top Fuel as “fast, versatile ...for the cross country racer, marathon rider, and the Trek Factory Racing World Cup team.” All these things are true. It’s wicked fast and way more versatile than you might think. Like most race-focused bikes (or race-focused anything), the Top Fuel takes a little while to get to know. That’s not a knock, it’s a compliment. Once you earn its respect it'll carry you far and fast.

It’s got normal, 11-42-tooth 11-speed gearing and a 32-tooth front chainring. Fast and light, nothing crazy. XC bikes are designed to disappear between your legs. You don’t want too much thinking going on while trying to beat 50 other caffeine-jacked lunatics off the starting line.

The wheels are boost-ed Bontrager Kovee Pro, OCLV Carbon. They are super light and fabulous for racing. They held up fine on trail rides too, straight and true as the day they came out of the box.

The tires… well… Bontrager XR1 Team Issue are beautiful things but, unless you live in the desert, they’re a bit precious. On smooth, fast courses, they'll probably work great. I threw on Vittoria 2.35 Morsas for muddier rides and 2.25 Mezcals for faster tracks. The Mezcals were better overall than the beefy tire, but still had better tread and a stronger sidewall than the XR1.

The OE carbon stem is 70mm long. I’m mostly legs, short torso and long-ish arms—so I put a 35mm stem on the cockpit. Changing a stem is a cheap, easy way to fit a bike to you. Seems like a small thing, but in XC racing you tend to obsess more about small details like stem length, tires, air pressure, bottle cages, saddle angle, cockpit setup, computer mount and on and on.

The Top Fuel does not come with a dropper at any spec level. It has a super-light carbon seatpost, which helps keep the bike around 24lbs. I did throw on a dropper for one of the more technical races, and was glad I did. Though with the lockout and a dropper, the handlebar felt a bit crowded, but not unmanageable. Truthfully, I did ride a good bit without the dropper and got used to it.

The frame is slick and elegant, as are pretty much all Trek frames. If you buy this bike, you better like black. The carbon front, seatstays and aluminum chainstays are seamlessly integrated. Setting up the fox fork and shock is very quick. Fox’s float components are designed to be plug-and-play.

Now we come to the big leap forward for this 2017 bike. Trek’s Top Fuel experience is about the custom Re:Aktiv shock’s updated regressive valving and its simple, two-position switch. 1) Firm and 2) Locked. Boom, that’s it. When Trek first told me about this I was like “Aw, man. I’m sure it’s a fast, light bike and all...but am I in for two months of taint-punching race riding?”

However, Trek was confident that, aside from smooth courses or situations where you should lock the frame out, the open position was not only supportive, but plush enough for all purpose riding and tough modern XC courses. Of course the bike still has Trek’s proven ABP (active braking pivot) technology and Full Floater shock mount.

I raced the Top Fuel in 4 races, one early season tune-up, one super smooth roadie-fest, one super-technical mudfest called the Chain Stretcher (where they purposefully and willfully set the course to knock roadies out of balance), and one other fast and very flowy one. In the super fast, no-tech tracks, hardtails seemed to have the edge, but for tough tracks, this bike shines. Bright. The Top Fuel keeps peppy and quick all the way through your ride, allowing you to finish strong and have some fun.

Early in its travel, the Re:Aktiv regressive valving maintains a linear and firm shock rate. It then ramps up in mid-stroke to be a bit more progressive. However, at any point in its travel, for medium and big hits, or over rough terrain, the shock opens up and becomes instantly supple. I have absolutely no idea how it knows how to do this, but it knows.

Here’s a quick video on the tech.

Again, the two settings on the handlebar-mounted lockout are either fully locked for both fork and shock or open, which puts the shock in its firm, ‘wonderboy’ mode and opens the fork.

After a few rides, merging the usual firm and open capabilities of a 3-position shock actually makes perfect sense, not to mention massively simplifies everything. I either want to push the gas hard in locked out mode, or I want the shock be firm/open for supple travel when the going gets gnarly.

When you’re pushing hard and concentrating on racing--eyes bleeding, legs burning, your whole body in the pain box--you don’t want to think about three positions.

With a 70-degree head angle, the Top Fuel’s steering is super fast and responsive. This is where the ‘getting to know it’ phase is. The better you can handle a bike the more you’ll enjoy it. Ride it like a champion fencer, cutting and thrusting precisely through a course. While the Top Fuel doesn't have 65-degree head-angle impunity, I never went over the bars or felt sketchy. You just have to slice and punch with some accuracy.

It climbs great (a 74-degree effective seat tube angle helps). Just like an XC bike should. Really, that’s job one for any XC bike, because it’s where races are lost and won. So check that box for this bike and move on.

While the suspension can handle punchy climbs so well, it's still ready for an unexpected log-over, root section or big hit. That's where I found the Top Fuel to have a remarkable advantage over other XC bikes: it’s ability to flow right from fast to tough. Guys on hardtails look like baby giraffes on long root sections but the Top Fuel mashes through with no problems.

The SRAM X01, 11-speed drivetrain was always smooth under the toughest, most demanding (and occasionally ill-advised uphill) shifts. If you’re so inclined, The Top Fuel 9.9 gets you SRAM Eagle, which has 12 speeds and a 50 rather than 42-tooth top cassette ring. Might be nice if you need it, though not having it forces you to push without bailing to a too-easy gear.

The SRAM Level brakes (the lighter, XC race version of their capable Guide brakes) also had no issues. Through the mud and muck they stayed true without rubbing, squealing or fading. They still work like new.

The bike has a Mino-link flip chip, but leave it in the low position. It comes that way, no reason to change it. It’s there if you want to experiment. I didn't touch it.

Because Trek’s jam is making bikes more versatile than their intended design, I took it on a few trail rides. Powering up and keeping speed are, of course, easy on this bike. This is also where the Re:Aktiv tuning gives you the plushness and ability to ride the bike with comfort and a bit more playfulness. The geometry is still racy, so you have to handle it. Descend with precision and you're able to hit any trail you'd normally ride on a longer-travel bike.

The Bottom Line

Once again, Trek has put out a bike that's great at what it's made for, but is also really good at something else. The Top Fuel is, first and foremost, a race bike. It's light, fast and stiff—so go out and race it. Your secret weapon will be how well it handles rougher courses and sections that toss hardtail roadies. It's also really tough, with low-stress brakes and shifting which hold up great on trail rides. Add a dropper and some beefy tires and you've got yourself a short-travel trail bike rocket. It's enjoyable as a precise, not slacked-out, ride.

Frame: OCLV Carbon main frame & seatstay, alloy chainstay, ABP,Mino Link, Carbon Armor Boost 148 & G2 Geometry on 29ers, 100mm travel Fork: Fox Performance 32 Float 100mm travel w/ Grip 2-position remote damper. Shock: Fox Performance Float 100mm travel, RE:aktiv XC 2-position remote damper Wheels: Bontrager Kovee Pro Carbon W/Boost Hubs Tires: Bontrager XR1 Team Issue 2.2 Drivetrain: SRAM X01 w/11-speed 10-42 cassette Crank: SRAM X1 Carbon w/32T Direct Mount X-Sync chainring Brakes: SRAM Level TLM Seatpost: Bontrager Pro, OCLV Carbon It’s Black. All Black. Everywhere. 24lbs $5,199

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About The Author

stash member Gunnar Waldman

Editor-at-Large, IMBA instructor and east-coaster. Raced Trans-Savoie in France, SoCal Enduro and Endurance in Temecula and is psyched for all the great new races in the east. Article Ideas: [email protected]

September 6 th , 2017

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Trek Top Fuel 8 2022: first ride review

• Danny Milner
• October 7, 2021

Trek Top Fuel 8 morphs from marathon racer to short travel trail ripper, but is there a high-octane ride beneath run-of-the-mill looks?

Trek's Top Fuel 8 offers a high-octane ride Credit: Roo Fowler

Product Overview

Trek top fuel 8.

• Sublime suspension, playful handling, fantastic size range, internal storage
• Not particularly light for the intended use, inconsistent Shimano brakes on our test bike

Manufacturer:

Price as reviewed:.

New Trek Top Fuel 8 is a short travel – 120mm travel front and rear – down-country trail bike with internal frame storage for both alloy and carbon models.

The Top Fuel has been a bit of a forgotten model in Trek’s range in recent years. Originally conceived as an XC race bike, it slowly morphed into a marathon bike around 2019, right about when mainstream XC race bikes became mainstream enough, and capable enough to go marathon racing on (see Trek’s Olympic and World Cup winning Supercaliber). Which made the Top Fuel kind of redundant.

Trek Top Fuel need to know

• 29in wheels on most frame sizes, but the XS gets 27.5in wheels
• 10  bike range starts at £2,600 and rises to £11,100
• Six frame sizes available

Trek’s Top Fuel 8 gets new sizing. This is the M/L where there are two sizes below and three sizes above.

Understated, verging on vanilla, there’s nothing aesthetically that’ll make a passing rider rubberneck Trek’s new Top Fuel, but to write off this new short travel ripper at first sight is to make a big mistake. In fact the Top Fuel is the two-wheeled equivalent of a Q car (sleeper to our friends across the pond) – the kind of unassuming, run-of-the-mill executive saloon that flies under the radar, but packs a knock-out punch under the bonnet. The kind of car you use to rob a bank, in other words. But before I elaborate on this bike’s unexpected pace, let’s take a look at what’s new for 2022.

So now the Top Fuel slides sideways for 2022, aiming to slot into the best down-country mountain bikes shortlists. But whatever you call it, it’s trying to balance pedal efficiency with downhill capability in a package that’s more about fun than finishing first.

RockShox Sid fork up front on the Trek Top Fuel 8 boasts 120mm of travel

Backing up this role change is a raft of small but significant revisions to the Top Fuel. Firstly the geometry has seen a wholesale shift towards a better all-round balance between climbing and descending. The head angle has been slackened by 1.5º to 66º (the Mino link lets you steepen it back by 0.5º), and the reach has grown by up to 15mm depending on the frame size. Talking of which, there are now six, yes six, different frame sizes available, from S right up to XXL, making this one of the most comprehensive size ranges on the market. Trek has also steepened both the actual and effective seat tube angles to improve weight distribution for climbing, and it has increased rear wheel travel by 5mm to 120mm.

Trek Top Fuel’s Mino Link moves from the rocker link to the lower shock mount

Geometry adjustment has been a feature on Trek’s bikes for a while now, but for 2022 the Top Fuel’s Mino Link has moved from the rocker link (other Trek’s use locate it in the upper seatstay pivot) to the lower shock mount. The reason for this is that Trek has moved to a Trunnion Mount shock for 2022 – it’s no longer upside down – reducing room at the rocker link. In its new position, the Mino Link is still easy to access and still gives you a head/seat angle change of 0.5º and a BB height variation of 5mm (the reach will also grow very slightly if you put the bike in the high/steep position).

Trek Top Fuel gets the Knock Block steering limiter, but turning radius is now widened to 72º

Moving along, the Knock Block steering limiter has been made slightly less limiting. Previous models used a 58º radius, now that’s been upped to 72º, but the system retains its compatibility with standard stems and there’s clearance for the forks crowns, so it’s more about protecting the top tube from controls if you run a super racy cockpit. Trek has also made the move to a larger diameter 34.9mm dropper post in order to ensure better stiffness and a smoother action with modern long drop posts (some models come with a 200mm dropper on the largest frame sizes).

Trek Top Fuel gets internal frame storage even on the alloy frames

Perhaps the biggest news, however, is that Trek has found a way to incorporate its down tube storage system on the alloy models as well as the carbon ones. Not without some engineering head scratching, due to the difficulty of reinforcing specific areas of an alloy frame, this is a bit of a coup for Trek, since Specialized still doesn’t have SWAT on its alloy bikes. Included with the bike is a bottle cage and a neoprene pencil case inside the frame that can be used to hold your tools and a tube without them rattling around. And while we’re on the subject of rider-friendly features, the BB is now a threaded unit, and the carbon frames get tube-in-tube internal cable routing.

Trek Top Fuel retains ABP for improved suspension under braking

As the most lavishly specced alloy bike in the range, this Top Fuel 8 won’t set any pulses racing with its mix of Shimano XT, SLX and Deore components. However, it’s a functional collection of parts with the multi-release XT shifter being a standout selection, offering precise shifts and a nice rubber pad for thumb traction. The four-piston Shimano M6000 series brakes on our test bike were badly in need of a decent bleed, but offered plenty of power once we’d adjusted to their inconsistent bite point.

And while we’re moaning, we may as well raise the remote for the TranzX dropper post – slippery and difficult to position for ergonomic access, we’d be tempted to upgrade it with something from OneUp, Wolf Tooth or PNW.

Trek Top Fuel 8 2022 gets internal frame storage and RockShox suspension for £3,750

How it rides

Trek has done a clever thing with the Top Fuel. Glance through the spec and you’ll see that there are basically two different shocks used across the entire range depending on whether it runs a RockShox fork or a Fox Fork. That means that the top of the line, XX1 AXS-equipped model at £11,100 will have exactly the same suspension characteristics as the £3,750 model I’m testing here. It’s levelling up in the truest sense, bringing the performance of the best models to the most affordable bikes in the range. And it also means Trek will have dialled the shock tune, since it has only had to do it for two different shocks, and not just the top model then hoped that the ride wasn’t too compromised with a lower-priced unit and a different damper bolted in. So you get a top spec RockShox Super Deluxe Ultimate RCT shock on this Top Fuel 8 with a pedal platform and three different low-speed compression settings for the open mode.

The 2022 Top Fuel rails turns and loves fast, flowing singletrack

Up front there’s a RockShox SID fork with 35mm upper tubes and a basic Rush RL damper. Adjustments include a sweeping compression lever that gives you open through to locked modes and rebound via the pull-out knob at the base of the right leg.

I set the Top Fuel up with 25% sag at the rear and a firm 87psi in the fork (I weigh 76kg). The shock I ran in the most open of the three settings.

With a low top tube, you can really hunker down and shred turns on the Trek Top Fuel

On the first climb out of the car park it was immediately noticeable how much softer and more comfortable the Top Fuel was than another 120mm travel, RockShox SID-equipped bike I’d ridden the week before. There’s more chassis movement both front and rear, so some energy is lost in the suspension, but it wasn’t so much that I instantly reached down for the pedal platform lever. Aboard the M/L size, the Top Fuel felt compact but not cramped, with a decent seated position over the BB. If you like a long bike and are of average height, definitely look at sizing up to the L frame, which has a 480mm reach, 15mm longer than the bike I rode.

Get out of the saddle in bottom gear to claw up a steep bank and the suspension really extends, which sounds bad, or weird, but actually feels spot on, because it lets the back wheel seems to dig into the dirt rather than spin when traction and power are poised on a knife edge. Bear in mind, as well, that I ran the bike in the most open setting, so changing the low-speed compression in the open mode, or making more use of the pedal platform, will produce a much firmer, sharper response.

But despite its meagre 120mm of travel, the new Trek Top Fuel can be rallied harder than the numbers suggest

My decision to set the Trek Top Fuel 8 up as open as possible was immediately rewarded on the first descent. The grip it generates is impressive, tracing every little contour of the trail with a hyperactive response. It’s incredibly supple, yet it also displayed a spooky ability to gain speed and accelerate just by loading up the suspension through dips and unweighing over crests. There’s a perfect amount of progression, giving up full travel, but never too frequently.

Being on the small side, my M/L Trek Top Fuel 8 was blessed with ridiculous agility. I could sling it into a series of direction changes and without emerging tied in knots, despite its very un-down-country-like 14.46kg weight. It was easy to set up for tight turns and contort through gaps, but the poise of the suspension let me hold it wide open on faster, more open sections. Equally the chassis and wheels seemed to have just the right amount of deflection to increase control in the rough and on off-camber sections without ever feeling like it was disconnected from my inputs.

Not as sharp or ruthlessly efficient as a YT Izzo, softer and more approachable than a Transition Spur, this new Trek Top Fuel brings high-octane entertainment and understated performance to the type of trails most widely ridden in the UK. Even if the looks might not leave a lasting impression, it’s unforgettable to ride. 

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Top Fuel 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. Whether it be the all day marathon ride or the rugged trail ride with friends, the best line has never been clearer with Top Fuel.

The future looks bright for XC and trail riders alike

Trail proven

Top Fuel is an efficient, capable, and ridiculously fun short-travel carbon trail bike with the performance boost of upgraded trail geometry. It’s built to rip technical terrain and descents, speed through flow sections, and withstand the beating endurance races dole out.

Whether on the local trail, or the 100 Mile White Rim trail, Top Fuel is the tool for the job

All day capabilities

You’ve set your sights on endurance racing, and want every lightweight and performance advantage. You’re looking for an efficient yet trail-capable rig that’s fast on flats, soaks up rough terrain, and has the latest in fully wireless electronic components. This down-country rig is the clear option for any all-day adventure.

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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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First Look: 2022 Trek Top Fuel - A Classic Reimagined

Cool Features

• Sun. Apr 28th, 2024

FACE OFF: TREK SUPERCALIBER 9.8 VS TREK TOP FUEL 9.8

When TREK launched the Supercaliber last year, we took one look at the specs and the photos and the videos and immediately decided it was made for TREK’s XCO World Cup racing team of Jolanda Neff, Emily Batty and Anton Cooper. When marathon bikes are moving towards more suspension travel, 60mm at the rear is more like forgiveness than suspension, surely? We spent a few weeks riding both the TREK Supercaliber 9.8 and the 120mm-travel TREK Top Fuel 9.8 to see which is the better bike for South Africans.

Top Fuel 9.8 vs Supercaliber 9.8 in the dry winter Highveld.

Our three-rider bike-test team rode both bikes on a range of trails, including Thaba Trails (steep and rocky), Huddle Park (flattish and manicured), Hennops (longer climbs and descents), Cradle Moon Red (twisty and rough), The Spruit (flattish and manicured), Hobby Park (twisty and firm), Taroko Trails (rolling and twisty) and Wolwespruit (twisty and steep).

A wide variety of popular Gauteng trails gave us a good perspective for each bike.

When it came to climbing, the snappiness of the Supercaliber was noticeable. It’s definitely one of the best-climbing bikes we have ridden in terms of light weight and responsiveness. The Top Fuel is a comfortable climber though. And for many, comfortable climbing is more important than fast climbing.

As expected, the Top Fuel aced the descents. It delivered bucket loads of confidence on any descent. The dropper seatpost never faltered and the geometry combined with the wide bar, Fox suspension and solid Bontrager wheelset made every downhill ‘ownable’. The Supercaliber descended as well as you’d expect a bike without a dropper post to descend, but it had a very secure feel at the front. One of our testers recorded a Strava PR on the full Delta Park descent (no tailwind) on the Supercaliber. This descent is all hardpack singletrack with small jumps and berms.

The Top Fuel was seriously impressive with handling and descents.

We have created a separate category for Handling because although it’s a part of both descending and cornering it really needs to be discussed separately. Those moments before a turn, between a berm and a jump or a jump into berm, or over loose stones on an off-camber slope, or angled ruts at speed or, well, you get our drift… That’s when you find out about how a bike handles. It’s the between-obstacle moments where you and the bike need to be connected. Where you need full trust in the bike.

After much discussion at our pre-review notes-comparison meeting, all three testers decided that both the Supercaliber and the Top Fuel were unflinching. And this takes into account that the Supercaliber doesn’t have a dropper seatpost. Yoh! Both these bikes just handle incredibly well.

The Supercaliber was swift through corners.

Tyre type and tyre pressure are critical in ensuring a bike corners with confidence. But there’s more to it. Frame geometry, handlebar/stem and fork settings also play a big part. And of course, the rider’s ability. We threw these two bikes into hundreds and hundreds of corners. Flat, fast turns, tight turns, berms, off-camber bends, sketchy switchbacks, pretty much every kind of corner type there is. The Top Fuel, which was fitted with Bontrager XR3 2.4-inch tyres, was simply flawless. It never left us feeling unsure or doubtful at all in any corners. A truly stable, sure, confidence-inspiring bike to take into any corner at any pace.

The Supercaliber was fitted with the Bontrager XR2 Team Issue 2.2 tyres. These were faster-rolling and slightly narrower than those on the Top Fuel, offering a lighter weight too.

Cornering on the Supercaliber wasn’t far off the Top Fuel. The occasional cornering moment gave us just a bit of a confidence knock, but each time it was momentary and didn’t linger in our minds… Still, a great cornering bike, the Supercaliber.

We love the Bontrager Kovee Elite 30 Wheels.

Comfort may not always be a priority if you’re fit and fast and skilled. But if you’re lacking in any of those, you’re going to appreciate comfort. And comfort isn’t just saddle comfort, it’s your position when you’re seated and it becomes more essential the longer you spend on the bike. One our testers took each of these bikes on a Mini Munga – a 100km/1000m ascent mostly gravel road challenge. The Top Fuel was, as expected more comfortable than the Supercaliber on long rides. It was also a more comfortable bike to climb. Our female tester set a Strava PR on a local climb on the Top Fuel, without intentionally putting in a big effort. There was no tailwind. We could only attribute it to her feeling comfortable on the bike.

We have to include looks into any bike test. Obviously this is subjective, but a bike needs to look good in terms of silhouette, styling, proportion, components. Colour doesn’t always matter unless it’s a really crappy colour. We really liked the look of both bikes a lot.

TREK Top Fuel 9.8

Trek supercaliber 9.8.

HOW THEY MATCHED UP

Those wheels though!

Both bikes came with SRAM Eagle GX 1×12 drivetrains. Some may feel a higher-level drivetrain would be more appropriate on a R100K bike – and that’s not unreasonable at all. An XX1 drivetrain would likely be more longer-wearing. But the GX worked without a glitch on both bikes and that’s mostly what you want from a drivetrain.

What did blow us away though were the wheels! Both bikes come with Bontrager Kovee Elite 30 Wheels. They’re OCLV carbon rims with 29mm internal width and 36mm external width. The hubs are Bontrager’s highly rated Rapid Drive, which offer ridiculously rapid engagement.

A good set of wheels can make a big different to the handling and cornering of a bike. We reckon these are among the best wheels we have ever ridden. And we have ridden many…

At 1715g for the pair, they’re not the lightest, but they are seriously strong and responsive and complement both bikes way more than a more expensive drivetrain would.

Medium/Large sizing

TREK has hit a sweet spot with its Medium/Large size option. Both the Top Fuel and Supercaliber come in Small, Medium, Medium/Large, Large and Extra Large. For the fairly high percentage of riders on the cusp of a Medium and Large, this ensures you don’t have to compromise on fit. The two bikes we tested were both Medium.

Knock Block

The Knock Block is a TREK feature which prevents your handlebars (and fork) from turning too far and damaging your top tube. It’s on both the Supercaliber and the Top Fuel and certainly has its benefits. But when you’re accustomed to not having it, it can be a bit distracting until you get used to it.

Both bikes come with Shimano hydraulic disc brakes – SLX on the Top Fuel and XT on the Supercaliber. They both have 160mm rear rotors and 180mm up front for optimal stopping power. We had one issue on the Top Fuel where one of the rear pads broke off. It wasn’t a TREK issue and it’s not a common Shimano issue either. So much so that Shimano reimbursed us for the pair that we bought as to replace the damaged pair.

Top Fuel 9.8

The dropper seatpost

The Top Fuel comes standard with a dropper seatpost, which, combined with the bike’s trail geometry (67.5-68-degree headtube angle – Hi/Lo settings), generous standover space and 120mm travel front and rear, encouraged us to take this bike over every jump line in Joburg. And Pretoria. With confidence. And one of our testers took it to Giba Gorge and Cascades MTB Park, in KwaZulu-Natal where he says it more than held its own against bikes more suited to gravity lines and big jumps. It’s a Bontrager Line Elite Dropper with 150mm movement (130mm on the Small and 170mm on the Large and Extra Large).

The unexpected Fox/Rock Shox liaison

While the Top Fuel 9.8 comes with Fox fork and rear shock, the simultaneous suspension adjustment is via a Rock Shox TwistLoc remote, which we really liked a lot! We’re already familiar with – and highly rate – the 120mm-travel Fox Performance 34 fork, which combined well with the 120mm-travel Fox Performance Float two-position shock to confirm the Top Fuel’s much-mentioned allrounder label.

MAX COMPATIBLE FORK TRAVEL: 130mm

CLAIMED WEIGHT: 11.80kg (without pedals, with sealant)

RIDER WEIGHT LIMIT: 136kg (bike and rider combined)

PRICE: R109 999

FULL DETAILS

The TREK Top Fuel 9.8 has ‘allrounder’ firmly in its DNA. The handling is simply superb on all surfaces, it climbs comfortably and it descends with supreme confidence and control. It’s ideal for the rider that likes to race, but loves to ride – everything.

Supercaliber 9.8

The little rear shock

The new frame design of the Supercaliber sees the inclusion of the new IsoStrut rear shock that’s only really visible from below. It’s neatly – actually beautifully – integrated into the toptube and, combined with slim seatstays, eliminates the need for a rear pivot to give 60mm of travel. You may wonder if 60mm is even worth it. Isn’t it close to a hardtail or TREK’s Procaliber with its Isospeed Decoupler ?

No, it’s not. It has the feel of a full-suspension bike, but with a very light, snappy rear end that’s most evident on climbs. Undoubtedly one of the fastest full-sus bikes we’ve ridden uphill on! At 10.46kg it’s not the lightest full-sus XC/Marathon bike out there, but we’ve never been pedantic about bike weight because we know that performance isn’t reliant only on weight – it’s the result of a combination of factors.

The Supercaliber fits two full-size water bottles inside the frame, which, in South Africa, is important to many…

The fork is a Fox Performance 32 Stepcast, with 100mm of travel, while the rear shock is a proprietary TREK IsoStrut Fox Performance with 60mm of travel. A Fox remote lever delivers simultaneous lockout/open release. We probably shouldn’t have, but we dropped the seatpost and sent it down a couple of jump lines. You know, just to see how the suspension would respond. To be fair, some of the modern XC course aren’t much different to what we covered and it performed without so much as a wince over big hits.

There was some noticeable absorption of ‘trail chatter’ through the slim seatstays when locked out (from a vertical perspective), but this didn’t affect standing and accelerating, well not that we could notice anyway.

MAX COMPATIBLE FORK TRAVEL: 120mm

CLAIMED WEIGHT: 10.46kg (without pedals, with sealant)

RIDER WEIGHT LIMIT: 136kg (bike and rider combined).

The TREK Supercaliber 9.8 is unashamedly made to go fast. It’s a phenomenal climber and handles superbly. It’s ideal for the rider that’s physically conditioned and highly competitive, preferring a fast time to a good time…

By TREAD MEDIA

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• Top Fuel 9.9 XTR

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MBUK’s Trail Bike of the Year 2022

“It’s easy to look at the bike from afar and assume this is just another downcountry rig... It wasn’t until I’d fired it over some jumps, nosed it down the odd steep chute and slung it through my test loops’ berms that I realised the Top Fuel is, simply put, a bloody brilliant trail bike.”

"Enduro’s Best Downcountry Bike of 2022"

"Top Fuel 9.9 XX1 AXS earned top honors in Enduro’s round-up of best downcountry rippers, thanks to the bike’s clean look, practical details, and progressive suspension."

"This is a really, really good bike"

"The Top Fuel is a very capable descender, but its well-proportioned geometry is just half the story. It manages to strike a great balance between grip, tracking, and precision. The whole bike seems to just will you on to hit things faster and with more precision."

"This thing rips"

"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."

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