trek fuel ex 9.8 xtr

• Fuel EX 9.8 XT Gen 6

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Pinkbike's 2022 Mountain Bike of the Year

"This is a bike that could be used to head out for a big meandering backcountry adventure one day, roll up to the starting line in a local enduro race the next, or even head into the bike park for a lap or three without missing a beat."

Editor's Choice: Best Mid-Travel Trail Bike

"The burliest, most versatile, and most capable Fuel yet; truly up for whatever you want to ride [...] The updated geometry sits comfortably amongst today's best trail bikes [...] Absolutely shreds right out of the box."

"Our favorite Trek"

"Fuel EX proved itself a happy climber. From slabs to roots and square-edge hits, the Fuel EX handled it masterfully. A damn fine trail bike right out of the box, no matter your riding style."

"Fuel EX is a masterpiece"

"Fuel EX absolutely devours chunky terrain while still retaining the ability to tractor up steep climbs. I have become convinced that a bike with long, stable geometry and mid-level travel really can provide the best of both worlds."

Editor's Choice

"The term ‘quiver killer’ may be old and tired, but there’s nothing old-fashioned about a versatile mountain bike that can handle nearly any terrain [...] Riding the Fuel EX this summer was a treat!"

"Loves to ride fast, both up and down"

"Fuel EX is a highly adaptable bike that feels comfortable in a really wide variety of terrain but doesn’t confuse itself for anything more or less. Bike riders, rejoice."

"Ready for anything"

"Fuel EX's geometry feels ready for just about anything. There's plenty of traction for climbing and a nice fluttery feel on descents, calmly smothing out the trail chatter."

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FIRST RIDE REVIEW

The new trek fuel ex review.

Photos & Words by Dario DiGiulio

As mountain biking has evolved into what it is today, the trails we ride on have slowly but surely raised the bar of what modern bikes have to keep up with. Sure, some tracks have been sanitized over time, but there’s no question that the pointy end of the sport has kept pushing forward. As a result, trail bikes have had to pick up the pace to match the expectations of the average rider, leading to more capable and confident rigs with every new model. Stepping up to the plate, we have the evolved version of the Trek Fuel EX, Trek’s mainstay trail bike. This time it’s really meant to do it all, riding anywhere and doing anything. Being this adaptable can be a tricky task though, so has Trek painted themselves into a corner?

The new Trek Fuel EX breaks just about every mold that the prior generations had fit into, with a full-on redesign for the new model. The name of the game here is adaptability, whether in the geometry, the suspension kinematics, or even what size wheels you’ll run. Thanks to their Mino Link flip chip and two sets of press-in headset cups, you can shift the character of this bike drastically to suit your terrain and preference. As a result, it’s a bit hard to parse out the specific geometry of the bike (however Trek’s site features a geometry tool to let you do so), so I’ll just speak to it in its most neutral form, which is where many will likely settle. There are a whopping 8 size variations to this bike from XS to XXL, so it’s worth digging through the geometry tables to see which might suit you best. They’re all sporting 140mm of rear travel with a 150mm fork, upping the numbers on the prior generation by 10mm.

I’ve been testing the large frame, which puts the reach and stack at around 485mm and 621mm, which are in line with the majority of the industry right now. In keeping with the new Trek Fuel EX’s theme of being adaptable and capable. In its neutral-low setting, the bike comes with a 64.5-degree head tube angle and the effective seat tube angle sits at 77.2-degrees. Chainstays shift with the frame size, and on a large come in at 440mm. Thanks to the Mino Link flip chip, you can adjust bottom bracket height by 8mm up from the slammed 38mm drop in stock configuration, with a 0.6° steeper head tube and seat tube angle. The more significant head tube adjustment comes from the independent press-in headset cups that Trek supplies, which can steepen or slacken things by a full degree, giving a very wide range of handling characteristics. The last frame toggle is the progression flip chip, offering a simple more or less option to tailor the suspension feel and offer uncompromised coil shock compatibility.

As is trend right now, you can set the Fuel Ex up as a mullet, simply by popping a 27.5” wheel in the rear, swapping the Mino Link to high mode, and bumping up fork travel to 160mm. The bike comes stock as a 29er front and rear (or 27.5″ in XS and Small), so you’ll have to make this change on your own accord.

A notable thing lacking from the newest Fuel EX its the Knock Block – you’ll find no such thing on this frame. X-up fans take note, as this is a big move for the engineers in Waterloo, Wisconsin, and was necessary to achieve the headset adjustment range they wanted. Trek has also moved away from the RE:aktiv damper shock, now simply relying on an off-the-shelf model. Still included in the frames are the handy-dandy stash box in the down tube, with what I think might be the best weather sealing of any of the options on the market at this point, and a neat BITS tool roll.

Build kits come in as many flavors as the sizes, and the range of options is quite extensive, beginning at a respectable $3,699. I’ve been on the highest end build, the 9.9 AXS especial, coming in at a healthy $10,749. From Bontrager Line 30 carbon wheels, to the RSL one-piece carbon cockpit, to the XX1 drivetrain, just about everything is as nice as it gets, as you’d hope for this kind of money.

At my height of 6’3”, the geo combination of the Neutral-Low-More flip chip configuration on the large size makes for a really comfortable fit,  one that feels stable enough at speed while still remaining lively for your average trail. I started my time testing the bright yellow Trek up in Whistler, riding some gnarly rocky pedal-access trails around the Valley. This was a great context for deciding where I stood on the less or more progression debate, and I settled on the latter end of the spectrum. Increased bottom-out resistance and a more supple top of travel were worth a slightly punchier suspension feel, and I stand by that choice for most of the riding I have around me. On my home trails in Bellingham, the Fuel has been a choice companion for fast and fun rides in our local trail systems, where technical and engaging climbs lead to fast, rooty, and jump-filled descents. My general synopsis is that this is a bike that loves to ride fast, both up and down.

The climbing characteristics are comfortable and neutral, without wallowing too much or lacking grip in trickier terrain. Like many of the take-aways of the bike as it comes stock, things are extra-medium, in the best way. Compared to the new Hightower, the bike has slightly less support, but is significantly better in rough terrain and successive hits. Compared to the Stumpjumper EVO, the Fuel EX is definitely more of a trail bike, less of the all-mountain enduro-lite ride that the Specialized offers. All three bikes serve as a nice gradient from the lighter and sportier end of the trail spectrum to the burlier and more capable side of the category. Sitting pretty right in the middle is the Fuel EX, but I’m sure one could tweak it to either of the other extremes, given how much variability is baked into this frame.

Build kit notes are mostly positive, which you’d hope to see from the highest end build. My main gripe is with the Bontrager SE5 tires, which are some the least confidence-inspiring I’ve ridden in recent memory. The casing and tread pattern are fine, but the compound doesn’t seem to want to hook up anywhere, whether it’s dry loose terrain, rock slabs, and especially wet roots. This would be an immediate swap in my book, and I’d just keep the stock tires to run in the rear when conditions are dry and beat at the peak of summer.

The removable shuttle pad doesn’t seem to want to stay close to the frame, and bows out slightly when attached, giving the downtime a funny bulged look to it. One other frame annoyance has been a recurring suspension knock, despite chasing through every bolt in the linkage with a torque wrench. I still have yet to find the culprit, but luckily it’s not very noticeable when riding.

As a system, I’ve been more than impressed by Trek’s work on the new Fuel EX. Not only does it feel quick and confidant in the stock configuration, it also offers a whole host of layout options to better cater the bike to your preferences.

THE WOLF’S FIRST IMPRESSION

To close out our review of the new Trek Fuel Ex, it’s clear that Trek’s engineers and designers set out to design a bike that caters to that wide center of the market – the trail bike – where most riders spend their time, and where a bike can take many forms. In that goal, they found success. Sure some riders may feel the new Fuel EX has departed from what they were used to and liked about the bike, but many other riders will likely welcome the advancements in capability and confidence on the trail. The Fuel EX is a highly adaptable bike that feels comfortable in a really wide variety of terrain but doesn’t confuse itself for anything more or less. Bike riders, rejoice.

TREK FUEL EX 7

Price: $3,699.99

Frame: Alpha Platinum Aluminum, internal storage | 140mm Fork: RockShox 35 Gold RL | 150mm Shock: Fox Performance Float EVOL

Drivetrain: Shimano SLX/XT Brakes: Shimano MT420 4-piston

Wheelset: Bontrager Line Comp 30, Rapid Drive 108

TREK FUEL EX 8

Price: $4,299

Frame: Alpha Platinum Aluminum, internal storage | 140mm Fork: Fox Rhythm 36 | 150mm Shock: Fox Performance Float X

Drivetrain: Shimano XT M8100 Brakes: Shimano Deore M6120

TREK FUEL EX 9.7

Price: $6,249.99

Frame: OLCV Mountain Carbon, internal storage | 140mm Fork: Fox Rhythm 36 | 150mm Shock: Fox Performance Float X

Drivetrain: Shimano SLX/XT Brakes: Shimano Deore M6120

TREK FUEL EX 9.8

GX AXS Price: $7,699.99 XT Price: $6,749.99

Frame: OLCV Mountain Carbon, internal storage | 140mm Fork: Fox Performance 36 | 150mm Shock: Fox Performance Float X

Wheelset: Bontrager Line Elite 30, OCLV Carbon, Rapid Drive 108

GX AXS BUILD Drivetrain: SRAM GX Eagle AXS Brakes: SRAM CODE R

XT BUILD Drivetrain: Shimano XT M8100 Brakes: Shimano XT M8120

TREK FUEL EX 9.9

XX1 AXS Price: $10,749.99 XTR Price: $9,749.99

Frame: OLCV Mountain Carbon, internal storage | 140mm Fork: Fox Factory 36 | 150mm Shock: Fox Factory Float X

Wheelset: Bontrager Line Pro 30, OCLV Carbon, Rapid Drive 108

XX1 AXS BUILD Drivetrain: SRAM XX1 Eagle AXS Brakes: SRAM CODE RSC

XT BUILD Drivetrain: Shimano XTR M9100 Brakes: Shimano XTR M9120

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Trek Fuel EX 9.8 XT

• AUS $ NZD $ USD $ CAD $ GBP £ EUR €

Size / 14" High, 14" Low, 15.5" High, 15.5" Low, 15.5" High, 15.5" Low, 17.5" High, 17.5" Low, 18.5" High, 18.5" Low, 19.5" High, 19.5" Low, 21.5" High, 21.5" Low

Weight / 13.13

At a glance

Where to buy.

Specifications

• Frame OCLV Mountain Carbon main frame & stays, internal storage, tapered head tube, Knock Block, Control Freak internal routing, Carbon Armor, ISCG 05, magnesium rocker link, Mino Link, ABP, Boost148, 130mm travel
• Fork Fox Performance Float 36, Fox Performance 36, Float EVOL air spring, GRIP damper, tapered steerer, 44mm offset, Boost110, 15mm Kabolt axle, 140mm travel
• Shock Size: XS, S, Fox Performance Float EVOL, RE:aktiv with Thru Shaft 3-position damper, tuned by Trek Suspension Lab, 210mm x 52.5mm; Size: S, M, ML, L, XL, Fox Performance Float EVOL, RE:aktiv with Thru Shaft 3-position damper, tuned by Trek Suspension Lab, 210mm x 55mm
• Hubs Bontrager alloy, sealed bearing, alloy, 6-bolt, Rapid Drive 108, Shimano MicroSpline freehub, Boost148, 12mm thru axle
• Wheels NEW Bontrager Line Elite 30, OCLV Mountain Carbon, Tubeless Ready, 6-bolt, Boost110, 15mm thru axle
• Wheel Size 29" 27.5"
• Tires Size: XS, S, M, ML, L, XL, Bontrager XR4 Team Issue, Tubeless Ready, Inner Strength sidewalls, aramid bead, 120tpi, 29.x2.40''; Size: XS, S, Bontrager XR4 Team Issue, Tubeless Ready, Inner Strength sidewalls, aramid bead, 120 tpi, 27.5x2.60''; Size: S, M, ML, L, XL, Bontrager XR4 Team Issue, Tubeless Ready, Inner Strength sidewalls, aramid bead, 120 tpi, 29x2.60''
• Chain Shimano XT, Shimano XT M8100, 12 speed
• Crank Shimano XT, Shimano XT, Size: XS, S, Shimano XT M8100, 30T alloy ring, Boost (52mm chainline), 170mm length; Size: M, ML, L, XL, Shimano XT M8100, 30T alloy ring, Boost (52mm chainline), 175mm length
• Bottom Bracket Shimano MT500, 92mm, PressFit
• Rear Derailleur Shimano XT, Shimano XT M8100, long cage, 51T max cog
• Shifters Shimano XT, Shimano XT M8100, 12 speed
• Brakeset Shimano SLX, Shimano SLX M7120 4-piston hydraulic disc
• Handlebar Bontrager Line Pro, OCLV Carbon, 35mm, 27.5mm rise, 780mm width
• Saddle Bontrager Arvada, austenite rails, 138mm width
• Seatpost Size: XS, S, Bontrager Line Elite Dropper, 100mm travel, internal routing, 31.6mm, 340mm length; Size: M, ML, Bontrager Line Elite Dropper, 150mm travel, internal routing, 31.6mm, 440mm length; Size: L, XL, Bontrager Line Elite Dropper, 170mm travel, internal routing, 31.6mm, 480mm length
• Stem Size: XS, S, Bontrager Line Pro, 35mm, Knock Block, Blendr compatible, 0 degree, 35mm length; Size: M, ML, L, XL, Bontrager Line Pro, 35mm, Knock Block, Blendr compatible, 0 degree, 45mm length
• Grips Bontrager XR Trail Elite, alloy lock-on
• Headset Knock Block Integrated, 58-degree radius, cartridge bearing, 1-1/8'' top, 1.5'' bottom

Q: How much is a 2022 Trek Fuel EX 9.8 XT?

A 2022 Trek Fuel EX 9.8 XT is typically priced around $5,999 USD when new. Be sure to shop around for the best price, and also look to the used market for a great deal.

Q: Where to buy a 2022 Trek Fuel EX 9.8 XT?

The 2022 Trek Fuel EX 9.8 XT may be purchased directly from Trek .

Q: How much does a 2022 Trek Fuel EX 9.8 XT weigh?

A 2022 Trek Fuel EX 9.8 XT weights 13.13.

Q: What size wheels does the 2022 Trek Fuel EX 9.8 XT have?

The 2022 Trek Fuel EX 9.8 XT has 29" and 27.5" wheels.

Q: What size 2022 Trek Fuel EX 9.8 XT should I get?

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David Harrison

Table of contents, fuel exe 9.8 xt review (2023).

No longer are bike manufacturers only pushing to create e-MTBs with the largest batteries and most powerful motors – though, of course, there are still those bikes being made, too.

There are now new players in the market, like the super light-weight e-MTBs, which mimic the feel of normal MTBs, but still offer a little assistance when needed. Many bike brands are now pushing to create the lightest models, rather than the most powerful.

Trek, Specialized and Orbea are the front-runners in the pack looking to make this happen. Trek’s EXe range of bikes are among the best out there at the moment.

The Fuel EXe 9.8 XT is on the cheaper end of the spectrum in the Trek range, so is it a steal? Or should you go for one of the higher spec options? Or should you look to some of the other big players?

We’ve given it a thrashing on the trails, climbed the climbs and negotiated the descents, to give you all the answers. Without further ado, then, let’s really get to grips with the Fuel EXe 9.8 XT…

Our Verdict

It’s another round of applause for the crew at Trek.

The Fuel EXe 9.8 XT is a very well crafted e-MTB, which is set at a fair price for the amount of assets on offer. It’s lightweight and nimble on the trails, yet feels sturdy and well-planted at the same time.

It has the same motor and battery as featured on the much more expensive models in the Fuel EXe range, yet is a fraction of the price. It can climb, it can descend, it can twist and it can turn, and always feels comfortable.

There are few minor qualms, but overall we think the Trek Fuel 9.8 offers excellent value for money.

• Lightweight
• Natural power delivery
• Motor display
• Brakes (heat management)
• Battery size

Trek Fuel EXe 9.8 XT

Price: $8,699

Weight/frame.

The Fuel EXe 9.8 XT comes with a strong, fully-carbon, OCLV frame . It’s a sturdy beast, which can take a lot of punishment out on the trails. It looks a beauty, too, with internally-routed cabling giving an uncluttered and simplistic finish.

If you’re wondering how much does a Fuel EXe 9.8 XT weigh? The answer is the full bike, with a medium sized frame (which we rode during our reviews), only weighs in at 18.10kg . That’s decent, but by no means the lightest out there.

The bike handles very well, though, and you can tailor your setup to your body pretty well thanks to the differing frame sizes available and the range of geometry options. You can choose between 4 sizes of frame – small, medium, large and extra large – each of which has two different geometry setups.

It means that, for most riders, you end up with a comfortable position on the bike you end up going for.

ℹ️ It’s key to get the sizing right or you could find yourself losing out on the true capability of the bike’s handling, if you don’t.

The bike handles really well on super technical and twisty trails, you feel very much in charge of the bike and it dodges and weaves seamlessly.

Trek has partnered with the robotics and aviation tech firm TQ for their electrical components. The company is a new player in the market, but it’s certainly turned heads in this collaboration with Trek.

The Fuel EXe 9.8 XT has TQ’s 360Wh battery installed, which is the same size as the battery in the higher spec bikes in the Fuel EXe range.

ℹ️ This is a good time to remember why this bike exists in the first place – it isn’t meant to be a powerhouse, workhorse of an e-mountain bike. It’s meant to offer a bit of assistance, while remaining light-weight, playful and like a normal MTB. This battery achieves this.

It charges up in two hours and during our review rides we managed to get out around 35-40km of assistance , with plenty of climbing involved. That isn’t insignificant and it works well with the TQ motor (which we’ll come to soon) to release power conservatively.

The motor fitted on the Fuel EXe 9.8 XT is another reason to celebrate TQ. The company’s HPR50 , which can emit 50Nm , is a beautiful piece of kit and it operates near enough silently on the Trek Fuel 9.8.

ℹ️ This is another good time to remember that this type of e-mountain bike isn’t designed be immensely powerful, like some of the big beasts on the market. You would lose that manoeuvrability and lightness.

50Nm is by no means a measly amount of torque. That TQ motor does a seriously good job out on the trails. When you take into account bike’s lightness, it makes easy work of some tough climbs and the TQ technology delivers the power in a natural-feeling way.

It’s very easy to forget that you aren’t riding a normal MTB – you don’t encounter any over pulls from the motor and you feel in control. It won’t power on all day, but it offers a capable rider a decent leg up when they might need it.

Motor Display

It’s a big bravo to TQ and Trek here. The motor display is a truly excellent feature, which really needs to be credited.

It’s far from just a device which tells you how much battery you have left, although it certainly does that and with a precise percentage figure.

It also offers a full ride experience – complete with RPM information, elevation data, how many kilometres you can still use with the assistance on, along with many other awesome features.

Put simply, we flippin’ love it.

The bike comes with 3 modes to flick between – Eco, Mid and High – with the display offering prompts to make sure you utilise the right assist level at the right time, to get the most out of your battery.

The suspension setup on the Fuel EXe 9.8 XT is exactly the same as the slightly pricier Fuel EXe 9.8 GX AXS.

The 9.8 XT comes with RocksShox Lyrik Select+, Debon Air spring forks and RockShox Super Deluxe Select+ RT rear shocks . They offer 150mm travel at the front and 140mm at the rear .

It’s a setup which is ready for some enduro and XC thrashing, not crazy downhill riding. That’s not to say it can’t handle a bit of descending, but it feels very uncomfortable on the big hits – although, again, it wasn’t designed for that.

The suspension offers a decent level of comfort, particularly as it ducks and dives between techy twisty trails. It comes alive on back and forth single-tracks and has a very playful feel. With that light frame, it’s a pleasure to ride.

Wheels/Tyres

The Fuel EXe 9.8 XT has exactly the same tyre setup as the more expensive and higher spec models in the Fuel EXe range – 29in carbon, Bontranger Elite Line wheels . They’re a sturdy pair of feet to have out on the trail, and lightweight thanks to their carbon OCLV compound.

They also manage to soak up quite a lot of pressure, which is complemented by the Bontrager SE5 Team Issue tyres . The tyres offer a great level of cushioning and it’s another feature that makes you feel very comfortable out on the trail, alongside the sturdy frame, suspension setup and wheels.

However, the tyres aren’t as durable as we would like them. Although they offer a decent level of cushioning, they are prone to punctures and that’s a problem for us.

Now this is where the spec comes down a bit compared to other bikes in the Fuel EXe range. The 9.8 XT comes with Shimano XT M8120 4-piston hydraulic disc brakes .

There are elements to admire – they certainly have the stopping power you need, operating well at pace and when put into some hardcore cornering.

However, they do sound quite noisy at times, with a level of screeching which isn’t easy on the ear. The heat management isn’t ideal, either – they can get very hot, indeed.

This is where the XT gets its name. The bike comes with a Shimano XT M8100 , which we think is much of a muchness compared to the SRAM Eagle XG-1275, which is fitted on the more expensive Fuel EXe 9.8 GX AXS.

The XT M8100 offers smooth shifting and no grumbles at our end. It ticks the boxes we want, and whilst it’s a no-thrills setup, it does the job nicely.

We think this is quite an attractive price. The Fuel EXe 9.8 XT has many similar features to some of the more expensive bikes in the Fuel EXe range and it offers a lot in the electrics department, without adding heaps of extra weight.

Its very well-rounded e-MTB, which comes in significantly cheaper than some of the higher-spec bikes in the range. We would certainly consider dipping into our pockets at this fair price point.

Fuel EXe 9.8 XT Facts & Figures

Size configurations.

* All measurements provided in cm unless otherwise noted.

How Does it Compare?

A good place to start is to look at the other bikes in the Fuel EXe range

The highest-spec Fuel EXe 9.9 XX1 AXS comes in at $13,999; that’s over $5,000 more than the 9.8 XT. If you look closely, many of the features are exactly the same – particularly in terms of the electronics, wheels and frame.

So, realistically, what you’re paying $5,300 more for is a higher-spec drivetrain, brakes and a slightly better suspension. To us, that sounds like a lot. And more to the point, the higher spec 9.9 XX1 AXS actually weighs more than our bike in this review.

Unless you’re a very experienced rider, there aren’t many of us that really need to be heading up for the highest spec bike; in terms of ride experience, you won’t notice much difference and certainly not worth paying over $5,000 more for.

There are other manufacturers operating in this area, though.

Orbea are one of the big players, with their Rise series of bikes really nailing the market at the moment. A comparable bike, price wise, is the Rise M-Team 20MPH – at $9,449.

It comes with a 360Wh battery and a Shimano EP8-RS motor, which kicks out 60Nm of torque. The large-sized carbon framed bike has a full weight of 18.92kg, slightly more than the Fuel EXe 9.8 XT.

Both bikes have the same amount of travel in the suspension and similar Shimano XTR M9100 drivetrain setups. Overall, they’re both very similar bikes, both handle like a dream, are lightweight and offer a good amount of torque, without compensating too much on the overall weight.

It really is a toss up between them and it depends whether you want a little extra torque for a little extra weight. Ultimately, though, we would stick with the Fuel EXe 9.8 XT.

Final Thoughts

The Fuel EXe 9.8 XT is another example of excellent manufacturing by Trek. It’s another brilliant e-MTB, which bridges the gap between the worlds of the conventional MTB and fully juiced-up e-MTBs.

It’s lightweight, a dream to throw around the trails and still offers a decent amount of assistance. There isn’t much difference between this bike and the higher spec bikes in Trek’s Fuel EXe range and, quite frankly, we loved riding it.

It ticks a lot of enduro and XC boxes, offering brilliant cornering, nimble performance on the descents and light-footedness on the hills.

It would suit a capable rider, who wants a leg up at the most challenging of times; it wouldn’t suit a novice or they might feel like they’re not getting enough out of their e-MTB.

We loved it, though, and at $8,699, it’s a fair price for a highly-advanced piece of kit that’s beautiful to ride. Go out and give this puppy a spin.

“If you enjoyed this review then make sure to check out our reviews of other Trek e-MTBs, including the Fuel EXe 9.8 GX AXS , Fuel EXe 9.9 XTR , Fuel EXe 9.7 , and Fuel EXe 9.5 .”

Fuel EXe 9.8 GX AXS Review (2023)

Fuel EXe 9.9 XTR Review (2023)

Fuel EXe 9.7 Review (2023)

Fuel EXe 9.5 Review (2023)

+1 (918) 393 4169, [email protected].

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Trek Fuel EX 9.8 review

• Alan Muldoon
• November 6, 2019

Trek’s updated Fuel EX now features storage in the downtube, 29er wheels, more travel and a gorgeous frame… oh and it’s rollicking fast too

Product Overview

Overall rating:, trek fuel ex 9.8.

• Punchy trail bike with great handling.
• Low profile tyre tread lacks bite.

Manufacturer:

Price as reviewed:.

The updated Trek Fuel EX now features storage in the downtube, 29er wheels , more travel and a gorgeous frame… oh and it’s rollicking fast too.

>>> Best full suspension mountain bike in 2019

Winner of our Bike of the Year award in 2017, the Fuel EX easily impressed us with its turn of speed, capable suspension and its ability to excel on any trail.

Three years on, and the Fuel EX is still a 130mm travel 29er trail bike, but Trek has moved things forward once again.

Fork travel has been upped to 140mm to make the bike even more capable and the mix and match carbon/alloy frame options on the high-end bikes are gone. Instead, all 9 series Fuel EXs now get a full carbon frame, with a one-piece magnesium rocker link, and the frame is now covered by a lifetime warranty.

Sizing on the Fuel EX has moved forward too. Our size L test bike growing by 12mm to sport an ample 470mm reach measurement. We’ve complained about overly slack seat angles on Trek bikes in the past, so we welcomed the steeper seat tube on the latest version. Granted, at 67.2 degrees it’s not as steep as some, but it still allowed us to run the saddle centered on the seat post, without having to sit on the nose of the saddle for climbing.

Fox Float RE:aktiv Performance shock dishes out 130mm of travel

Trek first eliminated the Full Floater linage on the Trek Slash , then the Trek Remedy and now the Fuel EX. To be fair, it was something of a hangover from the days when Trek had an inferiority complex about its suspension. More importantly, ditching it has freed up space for the new thru-shaft shock. There’s no oil displacement with this design, but the shock still has a thermal compensation chamber that looks like a tiny piggyback. The RE:aktiv damped shock is easy to set-up and with three distinct compression settings at the flick of a lever, it’s easy to match the damping to the terrain. Just don’t expect a super-firm pedal platform as the RE:aktiv damper is super sensitive off the top.

Knock Block headset helps protect the frame from fork damage

With shallow knobs, the 2.6in Bontrager XR4 Team Issue tyres are sporty, but they lack a pronounced edge on which to push in loose corners. The lack of knob height also makes the tyres more pressure sensitive. With no real knobs to squish, you need to drop the tyre pressure by a couple of psi to stop the ride from feeling too harsh. Thankfully, the tyres have reinforced Inner Strength sidewalls that make this possible without having to tiptoe through rocks for fear of puncturing.

Getting the front-end height dialled in was a little tricky too. Trek provides three 10mm interlocking headset spacers to match the Knock Block stem , but we’d like to see a couple of 5mm spacers and a 2.5mm for really fine-tuning the handlebar height.

We liked the lever shape of the SLX four piston disc brakes , and thankfully we had none of the shifting bite-point issues associated with the more expensive XT and XTR brakes. Raw power wasn’t quite as impressive as the SRAM Code brakes on the Specialized Stumpjumper though.

Full Floater design is a thing of the past

Performance

We spent the first couple of rides on the Fuel EX 9.8 chasing a knocking sound around the frame. We removed the BITS storage door and burrito, checked the Knock Block headset was secure, battened down all of the cables and tightened the new universal derailleur hanger, all to no avail. It wasn’t until we cinched up all of the pivot bolts that silence was restored and we could shift our focus back to the performance of the bike.

If we had to describe the new Fuel EX in a single word it would be “direct”. Not only does it feel like the fastest way from A to B, it’s tight and responsive when you want it to be, but remains sensitive enough to iron out the chatter. We really liked how light it feels to pedal and how the Fuel EX fires you out of corners faster than you entered them.

Yes, the shock feels more active than the Stumpy we you stand up to pedal, but stay seated on the steepest climbs and the Fuel EX makes everything feel easier.

Trek has done and amazing job with the new Fuel EX, retaining the blistering pace of the old design while bringing the sizing, suspension and handling up-to-date. It's not quite perfect though. The bar and stem don't offer enough rise, and we’d like more headset spacer options to fine-tune bar height. There’s no faulting the ride quality of the Fuel EX 9.8 though. The suspension offers stacks of traction and plenty of support for raining turns. Yes, the custom shock doesn't offer the firmest level of support when stomping on the pedals, but this doesn't appear the slow the Fuel EX down any.

2023 Trek Fuel EXe Review | This brand new lightweight e-MTB is the stealthiest we’ve ever tested

The not-so-minor details.

Trek Fuel EXe 9.9 XX1 AXS

https://www.trekbikes.com

$13,999 USD

- The near-silent motor performance - Solid chassis with excellent weight distribution - Great geometry and all-round handling - Supportive suspension offers exceptional control at speed - Sleek frame is low on e-bulk - The 9.8 model is surprisingly well priced

- Highly damped RockShox suspension isn't the plushest - TQ motor can lag - Not as light as some of its competitors - Rear axle lever makes noise while riding - Crankset Q-Factor is very wide

Mick & Wil review the Trek Fuel EXe

Following two years of development, the Trek Fuel EXe launches as a brand new electric mountain bike for 2023. Aiming to straddle the gap between the Rail (Trek’s full-powered, big travel e-MTB) and the regular Fuel EX, the Fuel EXe is built around a unique, never-before-seen motor that is claimed to be one of the quietest and lightest on the market. Along with its slim battery and carbon frame, the Fuel EXe is purported to weigh around 18kg in its lightest configuration, which is a good 5kg lighter than the Rail. That puts it into direct competition with the Specialized Levo SL and Orbea Rise ; two bikes that have had a significant head start in the lightweight e-MTB category. So what exactly does the new Trek Fuel EXe bring to the party? And how does its new motor perform on the trail? We’ve been testing it for the past few weeks to find out!

Watch our Trek Fuel EXe review here:

Overall it’s a very clean system, and combined with the compact motor and slim downtube, the Fuel EXe does a remarkable job of not looking like an e-MTB.

An overview of the Trek Fuel EXe

Whereas the Rail is based upon the Slash enduro bike, the Trek Fuel EXe is essentially an electrified version of the Fuel EX trail bike. It features 29in wheels, though it gets a touch more travel with a 150mm fork and 140mm of rear wheel travel courtesy of the ABP four-bar suspension platform.

OCLV Mountain carbon fibre has been employed to construct the Fuel EXe frame, while a two-piece alloy rocker link drives the rear shock via a trunnion bearing mount. Unlike the regular Fuel EX, Rail and Slash that feature Trek’s proprietary Thru Shaft damper, the Fuel EXe relies on a conventional rear shock.

The compact TQ motor

Powering the Trek Fuel EXe is a brand new and extremely compact motor that has been developed in collaboration with Bavarian company TQ.

TQ has previously been known for producing the 120Nm monster motor found within the Haibike Flyon. Taking the same patented Harmonic Pin-Ring (HPR) mechanism, those clever Germans have shrunken it right down to create what it believes is the lightest and smallest e-MTB motor on the market.

Comprised of just two moving parts, the HPR drive unit doesn’t require a belt or additional cogs, and it spins at an RPM that is three times lower than a conventional motor. Thanks to its simplified construction, the HPR design is claimed to result in fewer operating frequencies, reducing not only the overall decibels produced by the motor, but also lowering the ‘tonality’ (read: annoyance) of the sound.

Despite its compact form, the German-manufactured HPR50 motor delivers a healthy 50Nm of torque and a peak power output of 300W. TQ claims this motor has the highest torque density on the market, while offering seamless power delivery with virtually no lag.

It’s bloody light too

According to TQ, the HPR50 motor weighs just 1.85kg. That’s lighter than Specialized’s SL 1.1 motor (1.95kg), Fazua’s Ride 60 motor (2.3kg), Shimano’s EP8 (2.6kg) and Bosch’s Performance CX (2.79kg).

To make the most of its weight advantage, the HPR50 motor is paired to a modest 360Wh battery. This is claimed to weigh 1.83kg, which is notably lighter than the 360Wh battery used in the Orbea Rise (2.2kg), and about the same weight as the Specialized Levo SL’s smaller 320Wh battery (1.8kg). The compact battery allows the downtube to be made much slimmer, which results in further weight savings.

Putting the motor and battery together, here’s how the total system weight compares between the new Fuel EXe and its two main competitors;

• Trek Fuel EXe (50Nm motor & 360Wh battery) – 3.68kg 
• Specialized Levo SL (35Nm motor & 320Wh battery) – 3.75kg
• Orbea Rise (60Nm motor & 360Wh battery) – 4.8kg

Unlike the Levo SL and the Rise, the Fuel EXe’s battery can be easily removed from the frame without having to drop out the motor. This means you can charge it in the bike, or separately if you don’t have a power point in your shed. Trek claims you can fully charge the battery in just two hours with a fast charger.

Trek will also be offering a 160Wh Range Extender battery that customers can purchase separately for $1,199 AUD. Boosting range by a claimed 40%, the piggyback battery is designed to fit into a standard water bottle cage with the addition of a built-in retention strap for security. Unfortunately the Range Extender battery won’t be available in Australia until late 2022 however.

Tidy, integrated display

Just like the Specialized Levo and Rocky Mountain Altitude Powerplay , the Trek Fuel EXe features a display that’s integrated directly into the top tube. This 2in O-LED screen forms the control hub for the bike, with a single button that turns the system on and off. This same button is then used to cycle through four pages that display key metrics including battery status, riding speed, average speed, rider power, motor power, and estimated range. Because of its integrated display, the Fuel EXe doesn’t have room for the Knock Block steering limiter, and so omits it entirely.

A discreet two button controller sits next to the left-hand grip, allowing you to toggle between the Eco, Mid and High assist settings. Holding the top button also engages the Walk mode, which delivers power to the rear wheel when you’re off the bike and pushing uphill.

Bluetooth and ANT+ capability allows the TQ system to pair with your GPS head unit and mobile phone. Further functions can be unlocked via the Trek Central app, which offers navigation and integration with third party apps. You can use the app to tune the motor’s assistance levels, and it’ll also provide you with tyre and suspension pressure recommendations if you’re using a TireWiz and AirWiz.

Geometry & mullet capability

Without a bulky motor getting in the way, there are few compromises forced upon the suspension layout and geometry of the Trek Fuel EXe. For example, the chainstay length sits at an impressive 440mm, which is quite short given the 29in rear wheel and 2.5in tyre clearance. Trek has also chosen to stick with conventional Boost hub spacing and a 55mm chainline, so there’s nothing funky in terms of standards.

With the Mino Link flip chip set in the Low position, the Fuel EXe features a 64.7° head angle, a 76.7° seat angle and a 38.5mm BB drop. In the High position those angles steepen by 0.5° and the BB lifts by almost 7mm.

In that same High setting, Trek also states that the Fuel EXe can be run as a mullet with a 27.5in rear wheel. This will affect the motor’s output and 25km/h cutoff point however, as there’s currently no way for users to adjust the rear wheel circumference in the TQ system.

Trek Fuel EXe price & specs

Globally, there will be six Trek Fuel EXe models offered for 2023. Only three of those models will be available in Australia, with prices starting at $9,499 AUD for the Fuel EXe 9.5, and maxing out at $12,999 AUD for the Fuel EXe 9.8 XT.

All Fuel EXe models make use of the same TQ-HPR50 motor, 360Wh battery and OCLV carbon frame. There will be no alloy models for the foreseeable future.

The bike we’ve been testing is the top-end Fuel EXe 9.9 XX1 AXS, which in the States will come with a staggering retail price of $13,999 USD (that’s approximately $20,000 AUD!). It features RockShox Ultimate-level suspension, Bontrager Line Pro carbon wheels, a one-piece RSL carbon bar and stem, a SRAM XX1 AXS drivetrain, Code RSC brakes and a Reverb AXS dropper post. While this model won’t be available in Australia, aside from the wireless bits the spec isn’t drastically different from the 9.8 XT. As usual though, our review won’t be focussing a whole lot on the individual components, but rather the important stuff that’s shared throughout the range; the frame, handling, suspension and drive system.

2023 Trek Fuel EXe 9.8 XT

• Frame | OCLV Mountain Carbon Fibre, ABP Suspension Design, 140mm Travel
• Fork | RockShox Lyrik Select+, Charger 3 Damper, 44mm Offset, 150mm Travel
• Shock | RockShox Super Deluxe Select+, RT Damper, 205x60mm
• Drive Unit | TQ-HPR50, 50Nm Peak Torque
• Battery | TQ 360Wh
• Wheels | Bontrager Line Elite 30, OCLV Carbon Rims, 29mm Inner Width
• Tyres | Bontrager SE5 Team Issue 2.5in Front & Rear
• Drivetrain | Shimano XT 1×12 w/e*thirteen E*spec Race Carbon 34T Crankset & 10-51T Cassette
• Brakes | Shimano XT 4-Piston
• Bar |  Bontrager RSL Integrated, OCLV Carbon, 27.5mm Rise, 820mm Width
• Stem | Bontrager RSL Integrated, OCLV Carbon, 45mm Length
• Seatpost | Bontrager Line Elite, 34.9mm Diameter, Travel: 100mm (S), 150mm (M), 170mm (L), 200mm (XL)
• Saddle | Bontrager Arvada, Austentite Rails
• Claimed Weight | 18.1kg
• RRP | $12,999 AUD

2023 Trek Fuel EXe 9.7

• Fork | Fox Rhythm 36, GRIP Damper, 44mm Offset, 150mm Travel
• Shock | Fox Float X, Performance Series, 2-Position Damper, 205x60mm
• Wheels | Bontrager Line Comp 30, Alloy Rims, 29mm Inner Width
• Tyres | Bontrager XR5 Team Issue 2.5in Front & Rear
• Drivetrain | Shimano SLX 1×12 w/e*thirteen E*spec Race Alloy 34T Crankset & 10-51T Cassette
• Brakes | Shimano Deore 4-Piston
• Bar | Bontrager Line, Alloy, 27.5mm Rise, 780mm Width
• Stem | Bontrager Elite, 45mm Length
• Seatpost | TranzX Dropper, 34.9mm Diameter, Travel: 100mm (S), 150mm (M), 170mm (L-XL)
• Claimed Weight | 19.05kg
• RRP | $10,999 AUD

2023 Trek Fuel EXe 9.5

• Fork | RockShox 35 Gold RL, Motion Control Damper, 44mm Offset, 150mm Travel
• Shock | RockShox Deluxe Select+, RT Damper, 205x60mm
• Wheels | Bontrager Sealed Bearing Hubs & Alex MD35 Alloy Rims, 34mm Inner Width
• Drivetrain | Shimano Deore 1×12 w/e*thirteen E*spec Plus 34T Crankset & 10-51T Cassette
• Brakes | Shimano MT420 4-Piston
• Bar | Bontrager Rhythm Comp, Alloy, 15mm Rise, 750mm Width
• Stem | Bontrager Alloy, 50mm Length
• Claimed Weight | 19.93kg
• RRP | $9,499 AUD

Noise isn’t everything, but geez it’s nice when you’re on a quiet bike. And in this regard, the Fuel EXe sets a whole new benchmark that we expect other brands will attempt to follow over the coming few years.

Trek Fuel EXe sizing & fit

Deviating from the regular Fuel EX, which comes in six sizes, the Trek Fuel EXe will only be available in four. To suit our 175-178cm testers we chose the Medium, which features a 452mm reach.

We had few complaints with sizing, though the stock handlebars are comically wide at 820mm. Those were promptly chopped down to a more conventional 780mm width, which proved to be a better fit with the 45mm ‘virtual’ stem length.

While the big diameter seat tube is nice and short, the 150mm dropper post limited our freedom of movement when riding down steep descents and along jump trails. We’d prefer to see a 170-180mm dropper on a bike that’s as capable as this.

Otherwise the Fuel EXe cockpit is a comfortable place to be thanks to the agreeable Bontrager saddle and lock-on grips. The seat tube angle isn’t too steep, with neutral weight distribution that doesn’t put a load of pressure on your hands. There’s plenty of adjustability thanks to the long saddle rails for those who do want to shunt it forward for a more aggressive climbing position.

Where the Fuel EXe definitely feels like an e-MTB is in its Q-Factor. Although the TQ-HPR50 motor is very compact, the fat e*13 carbon crank arms see the pedalling width blow out considerably. We measured the Q-Factor at 195mm, which is wider than any other e-MTB we’ve tested, and around 20mm wider than a regular mountain bike. Many riders will be unfazed by the difference, and indeed the wider stance can improve your overall stability on the bike. However, flat pedal riders will need to be wary when riding through deep ruts, and those with sensitive knees may simply find the Q-Factor to be too wide for comfort.

Suspension setup

The rear shock on the Trek Fuel EXe is designed to be run with 30% sag, a process that’s made easy thanks to the anodised gradients on the RockShox Super Deluxe.

Jose Gonzalez of Trek’s Suspension Lab explained to us that the Fuel EXe does have a slightly lower leverage rate compared to the regular Fuel EX, and the rear shock has been valved with a medium compression tune. The aim here is to provide more support to handle the additional weight of the battery and motor. Because of the greater damping forces generated by the shock, we trended towards having the compression adjusters backed off from the neutral setting. High-speed was set at minus two clicks (fully open) and the low-speed dial was set at minus one click. Rebound was set a couple of clicks faster than halfway to suit our 68-75kg testers.

Up front is the new 2023 RockShox Lyrik that features the new DebonAir+ spring and Charger 3 damper. RockShox recommends an extra 10psi for this fork when it’s fitted to an e-MTB, but we found this pressure to be too high when paired with the highly supportive Charger 3 damper. We ended up running 10psi less than recommended on the chart, set the rebound on the faster side, ran the high-speed compression at minus one click, and set the low-speed adjuster a few clicks lighter than neutral.

Trek Fuel EXe weight

Confirmed weight for our Trek Fuel EXe XX1 AXS test bike is 18.6kg, weighed without pedals and with the tyres set up tubeless.

That’s an impressive weight for a full suspension e-MTB, especially when you factor in the aggressive Bontrager tyres, powerful brakes and piggyback shock. Still, it’s not quite as light as some of its competitors;

• Specialized Levo SL Expert – 17.84kg
• Orbea Rise M10 – 18.38kg
• Trek Fuel EXe XX1 AXS – 18.6kg
• Specialized Kenevo SL Expert – 19.12kg

When you consider that the Fuel EXe is the only bike in that list with carbon wheels and crank arms, as well as a one-piece cockpit, its weight becomes a little less impressive. Given that the Fuel EXe supposedly has the lightest drive system out of the lot, we suspect some of the additional weight is found in the frame itself. That’s no bad thing, especially if it equates to having a stiffer and more robust chassis.

What does the Trek Fuel EXe do well?

When riding the Trek Fuel EXe the first thing you notice, or more accurately don’t notice, is just how quiet the TQ-HPR50 motor is. No doubt about it, this is easily the quietest e-MTB we’ve ever ridden.

The overall decibel output is low, and the motor’s pitch is significantly less prominent than other motors we’ve ridden. Rather than droning or whining, the TQ-HPR50 motor emits a more discreet sound that’s a bit like a gentle breeze whistling through the trees. Furthermore, there’s no annoying clacking noise on the descents like you’ll find with the latest Shimano and Bosch drive units. The TQ motor does feature an integrated freewheel that allows the drive wheel to disengage from the cranks to minimise drag, but despite this we couldn’t detect any obvious noise when descending on rocky trails.

Indeed the motor and chassis are well damped, with very little vibration or rattling present. While riding back-to-back with our Canyon Spectral:ON test bike, which features a cavernous downtube and a Shimano EP8 motor, the difference in trail noise was stark. Noise isn’t everything, but geez it’s nice when you’re on a quiet bike. And in this regard, the Fuel EXe sets a whole new benchmark that we expect other brands will attempt to follow over the coming few years.

Initially the muted motor gave the illusion of providing us with less assistance. This is because the power delivery is less obvious than a louder, whinier motor. However, a glance at our average riding speeds had us soon correcting that illusion.

Of course there’s not as much punch compared to the bigger 85-90Nm motors on the market, which is to be expected. During our standardised range test (more on that below), climbing speeds aboard the Fuel EXe hovered around 14km/h, compared to 18km/h on an EP8-equipped bike. This means you’ll be working harder on the Fuel EXe if all your pals are riding on full-powered e-MTBs.

Still, if you only ever ride singletrack aboard your e-MTB in the Eco or Trail assist settings, the TQ motor is likely to meet your needs. This will especially be the case for lighter and fitter riders, who will find the 50Nm output to be just about perfect for trail riding.

Well-damped suspension & no-fuss handling

It isn’t just the motor that’s quiet either, with the Trek Fuel EXe delivering a nicely damped ride quality that’s complemented by the distinct lack of any slurping noises from the fork’s new Charger 3 damper.

The carbon chassis feels stout and reliable, with no hint of twisting or excessive flex under load. It somehow manages to achieve this sensation without feeling harsh or pingy, and instead offers an accommodating platform that allows you to push it quite hard without fear of being punished for less calculated line choices.

The top-notch suspension plays into this beautifully when you’re smashing down rowdy descents. The Lyrik’s mid-stroke is particularly good, offering a heap of support with plenty of big hit damping control that encourages you to let off the brakes when gravity takes over.

While the suspension is good, it’s worth acknowledging that the Fuel EXe is not as plush as the Rail. Along with its lower overall weight, it can’t monster-truck down wide-open terrain like the Rail can.

The Fuel EXe takes the upper hand as the trail gets squigglier though, with less exaggeration required from your handling inputs. The smaller and shorter battery puts less weight up towards the head tube, helping to centralise and lower the bike’s centre of mass. Combined with the stout frame, there’s very little understeer present with the Fuel EXe. Compared to bigger and heavier e-MTBs, it never feels like it’s trying to push wide or ride away from you.

The excellent handling and weight distribution makes the Fuel EXe an easier bike to ride for less experienced riders. For more advanced pilots, the Fuel EXe delivers a thoroughly involving ride quality. Yes it’s still an 18kg bike, but it’s far more playful than the heavier Rail, with the shorter chainstays helping to encourage front wheel popping shenanigans.

It dips into corners without requiring constant persuasion, and it takes to the air well too, maintaining a steady trajectory without making you feel like you’re an unwilling passenger. There’s a heap of support from the suspension for soaking up ill-timed landings when things do go awry, with the shock’s Hydraulic Bottom Out ramping up the travel in the final 20% of the stroke. While the O-ring indicated we’d used full travel on many occasions, not once were we able to detect it while riding.

What does it struggle with?

Though the progressive RockShox suspension on the Trek Fuel EXe offers bucketloads of high-speed control, it does feel quite aggressively damped on smaller chatter. This is more so the case with the new Lyrik, which hasn’t amazed us with its small-bump compliance, transmitting more feedback through to our hands.

The fork on our test bike has improved noticeably over the first dozen rides as the seals and bushings have bedded in, and there’s no denying the incredible support and control that the Charger 3 damper brings. However, the Fuel EXe hasn’t exactly delivered a cloud-like ride quality, certainly not compared to the floaty Spectral:ON we’ve been testing alongside it. For this reason, we’d be curious to try out the Fuel EXe 9.7 to see whether its Fox suspension package brings about a more supple ride.

We’ll point out that heavier and more aggressive riders may not encounter the same experience as us. And it has to be said that the damping support does make the Fuel EXe a highly responsive and rewarding bike to ride. Still, those eager for the cushiest ride on the chunkiest of terrain will likely be better served by the Rail.

Overall we’ve been impressed by the usable and natural-feeling support from the TQ-HPR50 motor. It doesn’t spike or surge, offering a nicely progressive power band that makes it predictable and easy to modulate on tricky climbs. The 25km/h cutoff point is about as seamless it gets, and because the motor is so quiet, it’s difficult to tell when the motor has disengaged from the cranks.

It took us a few rides to get used to though, as it can occasionally lag before the power starts to come on. Spinning a lower gear at a slightly higher cadence seems to be its preferred input, though we’ve not found it to be as adept at responding to rapid changes in RPM compared to some other e-MTB motors.

There are options to tune the TQ motor via the Trek Central app, which allows you to tweak the pedal response, assist factor and the maximum power of each of the three settings. Unfortunately the app hasn’t been available prior to the Fuel EXe’s public launch, so we’re yet to play around with those tuning options. We’ll be exploring more of that functionality over the coming weeks of riding.

What range can you get with the Trek Fuel EXe?

Depending on the terrain, most of our rides on the Trek Fuel EXe have typically racked up 1,000-1,300m of elevation gain over a distance of 30-38km. We’ve mostly utilised the Mid power setting, which strikes a nice balance for general trail riding.

It’s been mighty helpful having the battery status displayed as a percentage, and the remaining ride time and range estimations have proven to be surprisingly accurate. When you do get down to the final 10% on the battery, the motor’s power output automatically lowers a few notches to help conserve what’s left. It doesn’t totally limp home though, retaining a usable level of support all the way down to 0%. When you have finally cooked the goose, the lack of drag through the TQ motor means it’s not an awful experience to ride the Fuel EXe on human power alone.

To see how the Fuel EXe’s efficiency compares directly to some of the other e-MTBs we’ve reviewed, we subjected it to our standardised range test. This involves the same rider pedalling up a road climb with a 10% average grade, with the motor set to its most powerful setting, before bombing back down a singletrack descent. The idea is to see how much elevation, and how many laps each bike can rack up on a single charge, while keeping the variables as constant as possible.

Here’s how the Fuel EXe faired in our range test;

• Norco Sight VLT (Shimano EP8, 900Wh Battery) – 2,478m climbing (12.8 runs)
• Rocky Mountain Altitude Powerplay (Dyname 4.0, 720Wh Battery) – 2,108m climbing (10.9 runs)
• Cube Stereo Hybrid 160 (Bosch Gen 4, 625Wh Battery) – 1,800m climbing (9.3 runs)
• Canyon Spectral:ON (Shimano EP8, 630Wh Battery) – 1,570m climbing (8 runs)
• Orbea Rise (Shimano EP8-RS, 360Wh Battery) – 1,388m climbing (7.2 runs)
• Specialized Levo SL (SL 1.1, 320Wh Battery) – 1,377m climbing (7.1 runs)
• Trek Fuel EXe (TQ-HPR50, 360Wh Battery) – 1,312m climbing (6.8 runs)
• Specialized Kenevo SL (SL 1.1, 320Wh Battery) – 1,053m climbing (5.5 runs)

As you can tell by those figures, the Fuel EXe managed to achieve considerably more range than the Kenevo SL, and not just because it has a larger capacity battery. The Fuel EXe is also lighter, comes fitted with faster-rolling tyres and features a more efficient suspension platform.

It didn’t get quite as much as the Levo SL however, and there are reasons for that. The 35Nm output of the Levo SL’s motor is naturally less demanding in terms of its fuel requirements, since it delivers a slower average riding speed. This makes the Fuel EXe a noticeably quicker bike on the climbs, which isn’t accounted for in our range test data.

Given the Orbea Rise has the same capacity battery as the Fuel EXe and a more powerful motor on paper, how did it achieve more range? The simple explanation is the tyres. The Rise M10 we tested was fitted with a lighter and much faster rolling Maxxis Dissector and Rekon tyre combo, which likely accounts for the difference.

Of course it’d be possible to get more range out of the Fuel EXe by fitting lower profile tyres, and you can also utilise the lower assist settings to reduce power consumption. Once the Range Extender batteries are available, Fuel EXe owners will have the opportunity to boost range by up to 40%, which will see it get closer to some of those bigger capacity e-MTBs.

Component highs & lows

As mentioned earlier, we won’t be dwelling on the components of our Trek Fuel EXe 9.9 XX1 AXS test bike. And truth be told, there’s not a lot to be said about the ultra high-end build kit that we haven’t discussed before.

We’ve largely ignored the TireWiz and AirWiz gizmos to begin with, partly because we’ve been experimenting with tyre and suspension setup. However, we’ll be delving more into their functionality now that we have access to the Trek Central app that pairs with the sensors to provide live readings and recommendations.

It is worth touching on the new Bontrager SE5 tyres, which are spec’d on each Fuel EXe model. These 2.5in wide tyres feature a Minion DHR II-inspired tread pattern and a dual compound mix that combines a firmer 61a rubber in the centre tread, and softer 50a rubber for the cornering blocks. They’re built upon the Core Strength casing, which combines sidewall protection with a sub-tread reinforcement for puncture protection. The result is a solid, durable and well-damped tyre that isn’t overly stiff on the trail, while also feeling predictable across a broad range of surfaces. They’re decent all-rounders, though they aren’t as tacky as a Maxxis 3C compound or a Specialized T9 tyre. If this were our bike, we’d likely be fitting something softer up front for a little more bite.

There have been some mild annoyances on our test bike, like the rattling thru-axle lever at the rear dropout. Thankfully this lever can be removed, though you do lose its handy 6mm hex key. That didn’t matter too much as the fork’s steerer tube comes loaded with a Bontrager BITS multi-tool inside. The tool can be a bit tricky to remove, and we also found the bits have a habit of coming loose, allowing them to rattle around inside the steerer. Once tightened up, the Fuel EXe returned to its blissfully silent state.

We love how the TQ display sits flush with the top tube, though it’d be nice to see a clock offered on one of the data screens. The option to display cadence would also be useful, especially while getting accustomed to the TQ motor’s output. The controller offers a nice tactile platform with an audible, yet discreet ‘beep’ whenever you switch assist levels. However, accessing the Walk mode requires you to constantly press down the top button with your thumb, which is awkward when you’re holding onto the bars and pushing the bike up a steep and slippery incline.

Otherwise all the electrics on the Fuel EXe have proven to be totally functional. Being able to easily remove the battery will be a welcome feature for anyone who needs to charge it separately to where the bike is stored, and we like that the main charge port is located high up on the downtube where it’s protected by a thick rubber plug. Internally there’s also an automatic lock built into the main battery’s connector, basically eliminating any chance of the cable coming loose while bouncing down the trail. Sure they’re only small details, but they’re also clear signs of a well-considered design.

Trek Fuel EXe vs Specialized Levo SL vs Orbea Rise

Over the past year we’ve spent a load of time aboard two of the Trek Fuel EXe’s main rivals; the Specialized Levo SL and Orbea Rise. So how do these bikes compare?

Specialized Levo SL

Specialized launched the Levo SL at the start of 2020, which shows just how far behind Trek and most other brands have been. No, the Levo SL wasn’t the first lightweight e-MTB to hit the market, but it is the bike that has legitimised the category.

The Levo SL is built around the SL 1.1 motor, which you’ll also find in the Kenevo SL and the Creo e-Road bike. This motor dishes out 35Nm of peak torque, making it considerably less powerful compared to the TQ motor in the Fuel EXe. It’s also much noisier, emitting an annoyingly whiny pitch that takes a while for the rider to tune out. However, the SL 1.1 motor does offer more intuitive power delivery, and it’s also better at handling high-cadence pedalling spurts.

In terms of ride quality, the Levo SL delivers noticeably plusher and more active suspension performance, which makes it a comfortable bike to pedal over choppy terrain. It does have 10mm more travel at the rear, though the suspension kinematic and shock tune also feels lighter compared to the Fuel EXe. We have found it easier to bottom out the Levo SL, and the sensation is harsh with the Float DPX2 shock.

The Levo SL’s handling is nice and lively, though the front-end steering is a little light with the 51mm fork offset, resulting in some twitchiness at speed. In comparison the Fuel EXe feels better balanced across a range of riding speeds thanks to its solid chassis and well-damped suspension. It’s no doubt the more modern bike of the two, making the two year-old Levo SL feel a little outdated.

It also has to be said that the Fuel EXe kills it on value compared to the Levo SL. The Levo SL Expert we tested features a Fox 36 GRIP2 fork and Float DPX2 shock, alloy Roval wheels, a SRAM GX/X01 drivetrain and Code RS brakes. In comparison, the Fuel EXe 9.8 XT gets a similar level of suspension albeit with a Shimano XT groupset, carbon wheels, carbon cranks and a one-piece carbon cockpit. Despite featuring a higher-end spec, the Fuel EXe sells for $2,100 AUD less , making for a far more appealing package.

The Orbea Rise arrived not long after the Levo SL at the tail-end of 2020, though it took a slightly different tact by taking an off-the-shelf Shimano EP8 motor and de-tuning it to reduce the peak torque output to 60Nm. Orbea also developed its own ‘RS’ firmware for the Japanese motor, which aimed to provide a more natural feel to the power delivery while improving efficiency. This was then paired to a smaller 360Wh battery and a gorgeously svelte carbon frame to deliver complete bike weights from as low as 16.2kg.

The more sensibly-spec’d Rise M10 we tested came in at 18.38kg, though it was fitted with lightweight Maxxis tyres that felt somewhat out of place. With more appropriate rubber, the Rise would likely come in at a similar weight to the Fuel EXe.

While value for money from Orbea is better than Specialized, it’s still not as impressive as the Fuel EXe. The Rise M10 comes with blingy Factory Series Fox suspension, a Shimano SLX/XT drivetrain and alloy Race Face wheels, but sells for two grand more than the Fuel EXe 9.8 XT.

On the trail the Rise is a closer match to the Fuel EXe. The geometry is pretty similar, though the Rise chassis doesn’t feel quite as stout when being pushed hard. This also comes down to the steeper head angle (65.5° vs 64.7°), and it’s also due to the suspension, which is marginally more sensitive off-the-top. It delivers terrific traction and a comfortable ride quality, though it’s not as supportive as the Fuel EXe.

Speaking of suspension, we wouldn’t be opposed to seeing both the Rise and Fuel EXe equipped with 150mm of rear travel like the Levo SL. Sure these are lightweight e-MTBs, but travel is travel, and we’re still talking about 18+kg bikes that are capable of going very fast on rough terrain. That said, any increase might see them encroaching too far into the territory of their bigger travel, full-powered siblings (the Wild FS and Rail).

We found there to be terrific power on tap from the Rise’ EP8-RS motor, and the E-Tube app allows you to tweak the acceleration response and assistance character of each setting, depending on how you want the power to come on. The stock tune works mighty well though, with the Rise being an efficient performer that feels natural and intuitive on the trail, with just a fraction more punch available for scaling crux features on a technical climb.

As mentioned earlier, the Shimano EP8 drive unit is much noisier than the Fuel EXe’s TQ motor, which is basically silent in comparison – both on the climbs and on the descents. We also prefer the clean integration of the TQ system, with its bright and easy-to-read top tube display. The standard display on the Rise is a rather austere junction box that features a couple of tiny LEDs. You can upgrade this to the Shimano EM800 display for an additional fee, though it comes with additional wires that add clutter to the cockpit. It’s plenty functional, just not as tidy as the Fuel EXe.

Flow’s Verdict

The Trek Fuel EXe is a terrific example of just how far e-MTB technology has come. Not only is it a fantastic looking bike that’s low on bulk, it also manages to deliver a load of performance out of an impressively lightweight package.

The unique TQ motor is stunningly quiet, and for many riders its 50Nm output will be ideal. Heavier folks and those chasing maximum power with maximum range will still be better served by the Rail and is full-powered Bosch motor. The Rail also features a plusher ride quality that suits brainless bombing down the roughest descents.

In comparison the Fuel EXe is a more involving bike to ride, and it rewards an active pilot that seeks to work and play with the terrain. It’s responsive and fun to ride on twisty singletrack, with the sort of on-point handling and geometry that we expect we’ll be seeing in the next generation Fuel EX.

While the suspension isn’t buttery smooth over smaller chatter, it does produce a heap of support and incredible control at higher speeds. Along with the stout chassis, the Fuel EXe exhibits a well-damped ride quality that shrugs off the big hits and awkward landings despite not having a tonne of travel.

Indeed for those riders who are looking for that hallowed middle-ground between a regular mountain bike and an e-MTB, the Fuel EXe presents one of the most compelling options to date.

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Russia’s BN800 fast reactor fully fuelled with mox

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Beloyarsk 4 was connected to the grid and resumed electricity production after the completing its latest regular maintenance and refuelling outage. It was refuelled with mox fuel assemblies (FAs) produced at the Mining and Chemical Combine (MCC) in Zheleznogorsk, Krasnoyarsk Territory). Unlike the enriched uranium FAs traditionally used in NPPs, the raw materials for the production of mox fuel pellets includes plutonium oxide obtained during the processing of used fuel from conventional VVER reactors alongside depleted uranium oxide, obtained by defluorination of depleted uranium hexafluoride (DUHF – “tails" from enrichment production).

The first serial mox-FAs were loaded into the BN-800 core in January 2020. The first complete refuelling of the BN-800 with mox fuel took place in January 2021, and then, over the next two refuellings, all fuel assemblies were gradually replaced with innovative mox assemblies.

Other important work performed during the outage of unit 4 included overhaul of the main circulation pump with the replacement of the removable parts, maintenance and repair of pumps, heat exchangers, steam generators and a turbogenerator. Also, the operational quality control of metal and welded joints of pipelines was carried out as well as tests of the system for monitoring the tightness of shells using a metrological assembly.

“Today, Beloyarsk NPP is one of the flagships bringing the Russian nuclear industry closer to a new technological platform based on a closed nuclear fuel cycle,” said Beloyarsk NPP Director Ivan Sidorov. “The use of mox fuel will make it possible to increase the fuel base of the nuclear power industry tenfold. And most importantly, in the BN-800 reactor, after appropriate processing, used nuclear fuel from other NPPs can be recycled.”

Alexander Ugryumov, Senior Vice President for Scientific and Technical Activities at TVEL said completing conversion of BN-800 to mox fuel is a long-awaited event for the nuclear industry. “For the first time in the history of the Russian nuclear power industry, we will be able to operate a fast neutron reactor with a full load of uranium-plutonium fuel and a closed nuclear fuel cycle. This is exactly the milestone for which the BN-800 was originally designed, a unique nuclear power unit supported by automated fuel production at the Mining and Chemical Combine. Advanced technologies for recycling nuclear materials will significantly expand the raw material base of nuclear energy by processing irradiated fuel instead of storing it, and it will also reduce the amount of waste generated.”  

Industrial fabrication of mox fuel began at the end of 2018 at the MCC. To create this unique production, broad industry cooperation was organised under the coordination and scientific leadership of TVEL, which also acts as the supplier of mox FAs for the Beloyarsk NPP. Initially, during the start-up of the BN-800 reactor, a hybrid core was installed, partly equipped with uranium fuel produced by Mashinostroitelny Zavod in Elektrostal (Moscow Region), and partly with experimental mox fuel assemblies manufactured at the Research Institute of Atomic Reactors in Dimitrovgrad, Ulyanovsk region.

Image: MOX fuel assemblies are loaded into the BN-800 fast reactor core at Beloyarsk NPP (courtesy of TVEL)

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Rosatom Starts Production of Rare-Earth Magnets for Wind Power Generation

TVEL Fuel Company of Rosatom has started gradual localization of rare-earth magnets manufacturing for wind power plants generators. The first sets of magnets have been manufactured and shipped to the customer.

In total, the contract between Elemash Magnit LLC (an enterprise of TVEL Fuel Company of Rosatom in Elektrostal, Moscow region) and Red Wind B.V. (a joint venture of NovaWind JSC and the Dutch company Lagerwey) foresees manufacturing and supply over 200 sets of magnets. One set is designed to produce one power generator.

“The project includes gradual localization of magnets manufacturing in Russia, decreasing dependence on imports. We consider production of magnets as a promising sector for TVEL’s metallurgical business development. In this regard, our company does have the relevant research and technological expertise for creation of Russia’s first large-scale full cycle production of permanent rare-earth magnets,” commented Natalia Nikipelova, President of TVEL JSC.

“NovaWind, as the nuclear industry integrator for wind power projects, not only made-up an efficient supply chain, but also contributed to the development of inter-divisional cooperation and new expertise of Rosatom enterprises. TVEL has mastered a unique technology for the production of magnets for wind turbine generators. These technologies will be undoubtedly in demand in other areas as well,” noted Alexander Korchagin, Director General of NovaWind JSC.

For reference:

TVEL Fuel Company of Rosatom incorporates enterprises for the fabrication of nuclear fuel, conversion and enrichment of uranium, production of gas centrifuges, as well as research and design organizations. It is the only supplier of nuclear fuel for Russian nuclear power plants. TVEL Fuel Company of Rosatom provides nuclear fuel for 73 power reactors in 13 countries worldwide, research reactors in eight countries, as well as transport reactors of the Russian nuclear fleet. Every sixth power reactor in the world operates on fuel manufactured by TVEL. www.tvel.ru

NovaWind JSC is a division of Rosatom; its primary objective is to consolidate the State Corporation's efforts in advanced segments and technological platforms of the electric power sector. The company was founded in 2017. NovaWind consolidates all of the Rosatom’s wind energy assets – from design and construction to power engineering and operation of wind farms.

Overall, by 2023, enterprises operating under the management of NovaWind JSC, will install 1 GW of wind farms. http://novawind.ru

Elemash Magnit LLC is a subsidiary of Kovrov Mechanical Plant (an enterprise of the TVEL Fuel Company of Rosatom) and its main supplier of magnets for production of gas centrifuges. The company also produces magnets for other industries, in particular, for the automotive

industry. The production facilities of Elemash Magnit LLC are located in the city of Elektrostal, Moscow Region, at the site of Elemash Machine-Building Plant (a nuclear fuel fabrication facility of TVEL Fuel Company).

Rosatom is a global actor on the world’s nuclear technology market. Its leading edge stems from a number of competitive strengths, one of which is assets and competences at hand in all nuclear segments. Rosatom incorporates companies from all stages of the technological chain, such as uranium mining and enrichment, nuclear fuel fabrication, equipment manufacture and engineering, operation of nuclear power plants, and management of spent nuclear fuel and nuclear waste. Nowadays, Rosatom brings together about 350 enterprises and organizations with the workforce above 250 K. https://rosatom.ru/en/

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