trek fuel uk

• Trek Fuel EXe reviewed (finally)

by Ben Haworth November 6, 2022 56

The new Trek Fuel EXe is an important bike. It’s attracting a lot of attention from the e-curious who don’t think much of the current e-bike offering from elsewhere.

NB: Ignore the price tag of this model. Let’s talk about the bike behind the bling.

• Brand:  Trek
• Product:  Fuel EXe 9.9 XX1 AXS
• Price:   £13.250.00 £14,350
• From: Trek Bikes
• Review by:  Benji for three months

Three things I loved

• Looks great
• Less scary on technical terrain than heavier e-bikes
• Rides like a normal bike

Three things I’d change

• Range anxiety
• Wish we’d tested a more affordable version

A warning. I’m not going to go into great detail about the nuts and bolts of this bike. You can read our ‘ 5 reasons the Trek Fuel EXe is most important bike of the decade ‘ from when the Trek Fuel EXe was announced for that stuff.

Another warning. Nor am I going to talk much about this particular £14,350 showpiece model. It’s a distraction. It actually gets people’s backs up (mine included to be honest). It doesn’t give the Trek Fuel EXe concept a fair chance.

I’m going to focus on the frame, the motor, the battery and the controls. The stuff that’s exactly the same on the £6,400 Trek Fuel EXe 9.5 .

In this review I’m going to focus purely on how a Trek Fuel EXe bike rides.

For those who do need a quick refresher, or understandably don’t want to click open another browser window for a reminder, the Fuel EXe is Trek’s mid-power e-bike. 50Nm of torque, compared to the 85Nm of full-power e-bikes and the 35Nm of Specialized’s SL low-power e-bikes.

The ostensibly similar – and surely the current main rival – Orbea Rise has 60Nm of torque by the way. And there’s also the new Fazua Ride60 equipped e-bikes with 60Nm too (check out the Pivot Shuttle SL as an example).

The battery is a 360Wh capacity one (same capacity as Orbea Rise). Some full-on ebikes have 700Wh+. A common capacity is 500-600Wh. Specialized SL e-bikes have 325Wh batteries.

There is also a range extender battery available for the Trek Fuel EXe which gives a further 160Wh, for £450. I would have really liked to have had one of these for this test period but they have yet to land in the UK in large enough numbers to get hold of one. Believe me, I tried.

Perhaps the two main USPs of this bike are its weight and its appearance. It weighs around 40lbs. And it looks like a normal mountain bike. Both of these factors cannot be understated as to their importance with the mountain bike market.

There is a third USP too but it’s only once you’re on the bike and riding that it appears: it is pretty much silent. Honestly, once off-road you can’t hear it. You can only just hear it when riding on the road but even then you have to be going pretty slow for the wind noise not to drown it out.

The Trek Fuel EXe can pass for a regular mountain bike. And while this might partially be about hiding the ‘shame’ of riding a pedal assist bike, I actually think it’s more to do with people’s existing fondness for their current mountain bike.

Existing experienced mountain bikers like how their mountain bike looks and sounds. The Trek Fuel EXe totally nails the remit of looking and sounding like a normal mountain bike. Massive kudo to Trek for that alone.

Trek Fuel EXe review

I’ll come out and say it. I still don’t really know how I feel about this bike. I’ve been dithering and delaying writing this review for quite some time. The only thing I am sure about is that the Trek Fuel EXe is not for me.

The thing is, I also think it is brilliant. And it will be perfect for loads and loads of riders out there.

In a nutshell, after passing it round as many other riders as I can convince to get on it, everyone says the same thing: “it’s just like a normal bike”. That is exactly what I say too, although I mean it in a confused head-scratching way. Everyone is saying it in a giddy enthused way.

Despite everything, the overarching experience of the Trek Fuel EXe is one of subtlety. It does not blow your mind upon first pedal stroke. Indeed because of the silence and the instant and super natural way the motor assist comes in, a lot of the time you can’t tell you’re getting any assistance at all. There isn’t a visual display confirmation of the assistance level you’re getting either (a la Shimano or Bosch displays).

It feels like not a lot is happening. But it is.

Finish a ride on the Trek Fuel EXe and then instantly hop on a normal mountain bike and the assistance is instantly noticeable by its absence. The Trek Fuel EXe is like riding with a massive tailwind. Or on ascents that have had a few degrees of gradient removed from them. Or you’ve suddenly become twenty years younger. It’s not that climbing becomes whistle-while-you-work easy (which it can do on full-power e-bikes), it’s still pretty strenuous activity on the Trek Fuel EXe.

I’d go as far to say that, unlike full-power e-bikes, the Trek Fuel EXe cannot do things that normal mountain bikes (and/or mountain bikers) can’t do. You won’t be scrabbling up preposterous trials-y techno climb challenges on the Fuel EXe. You won’t be trebling your usual altitude gain. What you will be doing is riding for that extra hour, and doing that extra hill.

What about descending then? Despite ‘only’ weighing 40lbs or so, the Fuel EXe does definitely exhibit some of the suspension flattery that you get with the extra weight of e-bikes. The Fuel EXe is an excellent descender. It’s pretty long and acceptably slack, which helps, but it’s the weight that is the most significant thing at play here.

The suspension on this bike works excellently. So calm. Very supportive. Very grippy. Sure, some of that may be due to the fancier dampers in the top-end suspension parts specced, but my gut feeling is that it’s to do with the sprung/unsprung help that comes when the frame is heavy, particularly the placement of that weight (central and relatively low down).

Compared to full-power (heavier) e-bikes on descents, the Trek Fuel EXe wins some and loses some. It does lose out on some of the super stability and speed-holding of heavier e-bikes. But on the whole, I think I prefer the nimbler handling of the Fuel EXe. Particularly when things are loose. It feels much less scary. Less like the bike is careering away out of control. More confidence inspiring.

Which brings us to the real surprise arena. Flat stuff.

The Trek Fuel EXe feels most at home on contouring terrain. Or rather, its assistance is more overly felt and appreciated on flatter trails. It’s when you’re not fighting gravity, or using gravity, that the Fuel EXe feels like a rocketship. It feels amazing. It makes you feel like a World Cup XC bod.

It’s also really good fun and capable on technical traverses. Off-cambers. Teetery stuff. Gamble do-you-don’t-you decisions. Ledges, Stream crossings. I felt much less fearful of stumbling and ending up being trapped under a bike, compared to the experience of full-power big-battery e-bikes.

A word here about the motor. They lack of delay is really, really impressive. There’s none of the fear of stopping pedalling (and the subsequent stall/dabbing) as there is with other e-bikes.

There’s also no detectable overrun either (where the motor is still assisting for a brief time even though you’ve stopped pedalling). Whilst some experienced e-bikers will miss the overrun (I did), there is no denying that the combination of instant engagement and instant disengagement really helps make the bike feel incredibly normal.

The controls and the display are fine. Totally intuitive and clear. Again, as an experienced e-biker I did miss the extra info of Shimano and Bosch (even Specialized) displays. But if you’ve never had the info, you’ll not miss it. Again, the Fuel EXe is not for experienced e-bikers. It’s very much a My First E-Bike.

Which bring us to the battery. And here I think there is a bit of an issue. Fundamentally I don’t think the battery is big enough to play to this bike’s strengths. Namely, big days out doing normal mountain biking. I’m not even that sure the aforementioned range extender battery will add enough extra range (for what and where I’d like to go anyway).

On one hand, the Trek Fuel EXe feels very much like a step into the future in terms of aesthetics and acoustics. On another hand, the return of range anxiety feels rather retro.

I appreciate that the whole battery capacity versus system weight is something of a vicious circle. Would adding one or two kilograms to the bike’s weight significantly impair the bike’s handling? Maybe it would. You do have to draw the line somewhere and it can’t have been an easy or quick decision made by the Trek team.

I think personal preferences come into play a great deal here too. I am a bit of a Boost* fan. I can’t help it. I don’t have the discipline to stay in Eco or Trail modes. With a different rider on board, one who switches to Eco for flat road linking sections, and keeps it in Trail for pretty much everything else.

(*Trek don’t actually give their three different power levels names, so I’m using the common e-bike parlance of Eco, Trail and Boost.)

The top power mode certainly does seem to really rinse the battery significantly more than you’d think. It doesn’t feel (there’s that word again) like it’s giving you that much more assistance, yet it certainly gets the battery bars dropping faster.

Ultimately, I did eventually end up doing rides pretty much keeping it in middle/Trail mode and just leaving Boost well alone. But is that like buying something and then putting it away and never using it? You’ve paid for a bit with 50Nm/300W of assist. Surely you should be able to use it?

Again, I’d like to point out that I haven’t had a range extender battery to test out to see what difference that makes to the Fuel EXe’s MPG.

I did use the top/Boost setting under certain circumstances. Those circumstances being going for a ‘Power Hour’. Those sort of sub-20km lunchtime blasts. Stick the bike in Boost and leave it there until you’re on fumes and need to Eco back home. That felt like a good use for Boost. And certainly opens up that short-but-intense type of ride that is pretty unique to e-bikes. Similarly, Boost was great for de-harshing and funning-up night rides (my night rides are always on the short side).

This may sound stupid obvious but if you only want a bit of help, that’s what this bike is for. It’s for normal rides. Normal riders. It is a very subtle bike. That subtlety is easily mistaken for being underwhelming. It’s arguably a waste of time to compare the Fuel EXe to full-power e-bikes. Trek do a full-power e-bike (a really ace one called the Trek Rail). Full-power e-bikes are like a new type of vehicle. The Fuel EXe is much closer to a regular unassisted mountain bike.

Fundamentally the Trek Fuel EXe is a beautifully executed machine that is going to be exactly what a great swath of experienced mtbers are looking for. Folk who are just finding mtbing too hard, but still want it to be strenuous. Something that takes the unpleasant edge off but doesn’t remove the ‘joys’ of Type 2 fun altogether.

Ignoring the motor aspect of it altogether, the ride and handling of the Trek Fuel EXe is brilliant. It’s a fantastic trail bike. Nimble and fun but with great stability and planted-ness.

Right. That’s my review finally done. Although I’d quite like this to be the start of an ongoing conversation about this bike. ‘Cos it’s interesting and I’m sure there are things I’ve not covered here.

Questions please! Comment below.

Specification

• Frame //  OCLV Mountain Carbon 140mm
• Motor //  TQ-HPR50, 50Nm, 300 watt peak power
• Battery //  TQ 360Wh
• Head unit //  TQ handlebar-mounted, TQ LED Display
• Shock //  RockShox Super Deluxe Ultimate AirWiz RCT2, 205 x 60mm
• Fork //  RockShox Lyrik Ultimate AirWiz Charger 3 RC2 150mm
• Wheels //  Bontrager Pro Line 30 OCLV Mountain Carbon
• Front Tyre //  Bontrager SE5 Team Issue 29 x 2.5in
• Rear Tyre //  Bontrager SE5 Team Issue 29 x 2.5in
• Chainset //  E*Thirteen E*Spec Race Carbon 34T 165mm
• Shifter //  SRAM Eagle AXS 12-speed
• Rear Mech //  SRAM XX1 Eagle AXS 12-speed
• Cassette //  SRAM Eagle XG-1299 10-52T
• Brakes //  SRAM Code RSC 200/200mm
• Stem //  Bontrager RSL Integrated bar/stem 45mm
• Bars //  Bontrager RSL Integrated bar/stem 820 x 27.5mm
• Grips //  Bontrager XR Trail Elite lock-on
• Seatpost //  RockShox Reverb AXS 170mm 34.9mm
• Size Tested //  L
• Sizes Available //  S, M, L, XL
• Weight //  19.3kg

Geometry of our size L test bike

• Head angle //  65º
• Effective seat angle //  77º
• Seat tube length //  435mm
• Head tube length //  110mm
• Chainstay //  440mm
• Wheelbase //  1,245mm
• Effective top tube //  630mm
• BB height //  343mm
• Reach //  485mm

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• This topic has 56 replies, 27 voices, and was last updated 1 year ago by julians .

Great technical summary and introduction – but should I buy one. Or rather what rider / riding would I be to go for a great half day ride?

Soz, that was supposed to say half fat ride….thanks again 👍

I bought the 9.5 version (and upgraded a few bits) , and posted some thoughts here

New (e)bike day – Trek fuel exe 9.5

Not quite sure what you mean by this bit

There isn’t a visual display confirmation of the assistance level you’re getting either (a la Shimano or Bosch displays).

There is a permanent part of the display showing what assistance mode you are in , plus you can switch to a screen that shows what power you are generating and what power the motor is generating.

Or rather what rider / riding would I be to go for a great half day ride?

I would say that if you find on a full fat ebike you’re usually coming back from a ride with 25-50% battery remaining , or you think that you dont get enough of a workout on a full fat bike, then something like this bike could be for you.

or if you do quite a lot of lifting the bike over stiles & gates, or possibly a lot of hike a bike , or you prioritise downhill handling and playfullness over the ability to fly uphill – but not so much of a priority that you’ll stick with a bike with no motor…

I get that some of the above is quite hard to determine, if you havent actually ridden a full fat bike for a while in the first place.

I think a full fat bike will please more people more of the time, but in an ideal world you’d have a full fat and a lightweight ebike (along with a normal bike or two;-) )

but it’s the weight that is the

Birrova typo?

Thanks for that – helpful 😊

I had a think about this in it’s cheapest spec, but in the end went for the alloy Rise- it’s 540Wh battery, coupled with the Trek price increase, simply made the Trek less attractive.

Further to that, I like my bikes to feel individual- my uplift bike doesn’t have much overlap with my 29+ which is substantially different to the gravel bike. I’d like my e-bike to still feel like an e-bike.

Maybe one day I’ll read a review on a bike with a new motor where somebody provides info about out of warranty motor support, clarifies if the motor is rebuildable, if motor spares are available, if there is a uk motor repair centre, if they’re going to partner with an existing uk repairer etc etc, even how much a new motor costs, and how (*if required) any manufacturer/bike model specific settings get applied to the motor.

As an xc map explorer who prefers long term ownership I was really interested in this bike – lighter (so easier over fences/stiles etc), removable battery (charging at hotel/b&b), large brand so hopefully spares available but I’ve not managed to get any info on how out of warranty support will go so going to sit on the fence till that gets clarified or something else similar comes along.

Similar to Vinnyeh, I looked at these Treks but decided to go with a base model Hydro Rise (540wh battery and under £4k). I was put off by reports of early motor failures on the Trek, but also by the smaller battery (That put me off the carbon Rises too). I don’t want a lot of assistance, but I do want to ride a long way.

Lighter is always nicer imho, but the Trek is really only slightly lighter because of that new (and unproved) motor. And if you are going to save a bit of weight, the bottom bracket area is the last place to save it from: weight here doesn’t make much difference, and it’s where durability is needed most. The Trek keeps the rest of the weight down through having a small battery and a £14k price tag!

Sounds like it pedals nicely, but so does the RS motor. A £5k Trek EXe with a 500+Wh battery, option of range extender and solid warranty support would be more attractive :-)

Those are really good points and ones which I intend to address in a series of online articles in this fine publication when I do a long term test on the Pivot Shuttle SL. Range, repairability, support post warranty, cost to fix, suitability for big mountain adventures, how it handles, fun – all matter to me. I’ve held off on buying one as the technology is advancing so quickly. I suspect that the technology from bikes like the Trek will filter down to a much more affordable price level. For me, full fat e bikes are generally just too darn heavy for the riding I do.

There is also a feature in the next issue where Mark, Nick Craig and I rode High Street and Skiddaw as a day ride where Nick and I were on normal bikes and Mark on a Levo SL.

^^^ that will be an interesting read Sanny 👍. I love my Levo SL but reckon if I tried the Trek I’d be hankering after one !

£14k…ha, ha, ha. Perfectly suited to the new economic climate. How many 1%ers are keen mtb’ers I wonder. Plus that guy up thread with half my username, are you my brother from another mother?

Ianc and Sanny, we’ll anybody really

See also the haibike Lyke – lower weight e, with removable battery – fazua 60, more power and battery – *seems** to have better range – seems to be cheaper – probs? Well motor as my post above Cables thru headset, but this seems to be getting more common Frame Plug hole appears to be in a ‘well’ at the bottom of the frame – ? Water ingress Weird air hole above motor on frame tube up to seatpost – ? Mud/water ingress onto motor

Those haibike Lykes are a bit 2018 in their geo, long seat tube for any given size,relatively short reach,longish chainstay, but they look decent value if the geo suits what you want.

They’re also using very lightweight tyres on them to hit those headline weight numbers.

The focus jam2 sl looks really good though, fazua 60 motor, decent geo, decent value etc. But they have takenthe bizarre decision to not put a charging port in the frame , meaning that you have to remove the battery from the frame in order to charge it.

Maybe one day I’ll read a review on a bike with a new motor where somebody provides info about out of warranty motor support

It’s brand new so far too soon to know anything about out of warranty support. I also think it’s unreasonable to be quizzing a magazine that gets or loses the chance to test new bikes on the whim of the manufacturers.

I know it’s “not about the price” but honestly, how is that bike £14 grand, really?

There’s more than a few bikes out there that don’t have motors, or even suspension in some cases, that cost the same. It’s absolutely ridiculous, regardless of the economic climate, but as long as the bikes sell the manufacturers will keep on making them.

It is crazy pricey though. I have a 2020 Levo SL carbon expert. It now has XT four pots, a Fox 36, AXS shifting and dropper and all in, allowing for selling the bits I upgraded, was around 10k…

Yeah, it is a daft price but you aren’t supposed to buy it. It’s like an S Works Levo. Twice the price of a normal one just to act as a halo and attract attention.

Tell that to what must be dozens of folk I’ve seen riding sworks and plenty other 5 figure ebikes in the wild. Not just ‘1%ers’ buying them either.

Can’t wait for a year or two when all these pop up on the second hand market so I might have a chance of actually affording one :)

Crazy how many <1 year old e-bikes on pinkbike and other FB sites etc. With very few miles are popping up now (mind you might be out of the lockdown impulse purchase period so maybe not)

Trek have opened a store really near me and they offer transferable warranty to subsequent owners (as long as bike is registered) and I also have a spesh turbo store also local so for me I would only consider either of these two brands currently as for such an expensive purchase I would want to be able to take it back to a real shop.

Oh well, in that case the price still isn’t crazy then as they seem to fly off the shelf into normal punter’s hands.

Interest free credit,init

I think an article on warranties and future support is vital.

I’ll be on an e-bike at some point. I don’t need something for nothing or a warranty that covers crashes. But I’ll need to know I can keep the thing running. A fixed cost motor exchange program. Send in you motor and get back a used rebuild for £500 available for say 8 years from purchase

Without wishing to be rude, just because you can’t afford it or, rather, you have other things you’d rather spend your money on, doesn’t make a price crazy. The average price of a new car in the UK is £42k. I would never spend that on a car (well, I would, but I can’t afford it now and am unlikely every to be able to. Plus I can’t drive.), but I’m not gonna call anyone that would crazy.

Without wishing to be rude, just because you can’t afford it or, rather, you have other things you’d rather spend your money on, doesn’t make a price crazy. The average price of a new car in the UK is £42k. I would never spend that on a car (well, I would, but I can’t afford it now and am unlikely every to be able to), but I’m not gonna call anyone that would crazy.

+1 and have you seen how much ordinary folk spend on phones/contracts, watches, holiday to Disney etc etc

The prices are a bit crazy though,when you can buy the bottom of the range version of the bike, then buy all the other bits at full RRP, fit them to the bottom of the range version that you just bought and have the exact same bike for several grand less than buying the ‘official’ version

Without wishing to be rude, just because you can’t afford it or, rather, you have other things you’d rather spend your money on, doesn’t make a price crazy.

Agreed, however the price is crazy. Objectively speaking it is nuts.

The average price of a new car in the UK is £42k

Wow! That’s proper bonkers

that was the figure quoted on top gear last week, so as sure as that.

Is that from the same shop, or does that take some savvy shopping around, finding stock, navigating possible compatibility pitfalls etc. not everyone has the time for that. Hell, my last couple of bike builds took between 6 & 12 months just assembling the parts, two year wait for brakes not included so if I were as minted as some of you think I am, an extra few quid just to have everything I ultimately want, right from the off would be a price worth paying. But I’m not, so it isn’t. It may be to others.

Pricing it so not enough folk would buy it is crazy.

I don’t know… When you can get one of these for the same price… Seems crazy to me!

https://www.ducati.com/gb/en/bikes/monster/monster-sp

Or a Rolex with the Dominos pizza logo on it.

Different people have different priorities.

Very true Tom. That watch is hideous! Preowned too. Different strokes for different folks.

Is that from the same shop, or does that take some savvy shopping around

No need to seek bargains,just pay full retail pricing and you still save a truckload over buying the top end bike.

Each to their own though, they obviously do sell the top end versions or they wouldn’t make them.

I did edit to say just finding stock, which has been a challenge of the past few years. So a whole top end bike with top end parts (not just what you can get hold of) is more of a commodity.

Reading my post back again I can see that my wording comes across as being sarcastic when that wasn’t what I intended.

If indeed every other bike out there is a range topper then I’m wrong and so is anyone who says it’s crazy because people are buying them!

I appreciate that the whole battery capacity versus system weight is something of a vicious circle. Would adding one or two kilograms to the bike’s weight significantly impair the bike’s handling? Maybe it would. You do have to draw the line somewhere and it can’t have been an easy or quick decision made by the Trek team. I think personal preferences come into play a great deal here too. I am a bit of a Boost* fan. I can’t help it. I don’t have the discipline to stay in Eco or Trail modes. With a different rider on board, one who switches to Eco for flat road linking sections, and keeps it in Trail for pretty much everything else

I think a lot of people reviewing bikes like this or the Rise, coming from full power e-bikes, kind of miss the point. I’m guessing it probably gets a very similar range to an Orbea Rise if you don’t thrash it in Boost. That equates to about 1400m climbing (+/- 200m) which is a good chunk more than most people would ride on an unpowered bike on a full day out. For really big days add the 252wh range extender and you’re well over 2000m at which point you’re going to be exhausted anyway. (This might be where Trek *have* missed a trick – their range extender looks expensive and undersized at 150wh). So you only carry the extra weight when you plan to use it.

What these bikes are *less* suited for is shuttling up a fire road to ride downhill runs or chasing people on full-fat e-bikes. That’s when the temptation comes to whack it in boost to keep up and you rinse the battery. But I think they’re a lot more ‘bike like’ and a lot more fun to ride the rest of the time.

This might be where Trek *have* missed a trick – their range extender looks expensive and undersized at 150wh

its actually 160wh, but your point still stands. I suspect there will be a larger range extender in the works. The Trek rationale for this says that the range extender has been sized at 160wh because that is the max size that is allowed in aeroplanes, so you can take your bike abroad, leaving the main battery at home of course, and still get some assisted riding in.

a modular battery would be a great idea- 2, even 3 160wh batteries that could be connected in parallel, clipped together like lego, and separated for air flight

and separated for air flight

you’re only allowed a total of 160wh per person, so you’d need to get someone else in your party to carry any additional batteries

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Trek Fuel EX 5 2023

From £ 1,650.00 £ 2325.00

Fuel EX 5 is the gateway to full suspension trail Bikes. Trail-taming front and rear suspension, a Shimano 1x12 drive train, a dropper post for getting low on descents and hydraulic disc brakes make Fuel EX 5 a high-value, high-performance mountain bike with exceptional versatility.

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Description.

Fuel EX 5 is the gateway to full suspension trail Bikes. Trail-taming front and rear suspension, a Shimano 1×12 drive train, a dropper post for getting low on descents and hydraulic disc brakes make Fuel EX 5 a high-value, high-performance mountain bike with exceptional versatility.

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Trek Fuel EX 8 review – still one of the best trail MTBs?

Trek’s alloy fuel ex trail mountain bike lacks the latest features but is the overall package still a winner.

Bike Perfect Verdict

Heavy frame that misses the latest features but still a great package for fast and precise all round mountain biking

Tight, precise frame

Sorted all round handling

Very efficient suspension feel

Durable Shimano kit

Excellent sizing options

Heavy frame

No internal storage

Press fit bottom bracket

Top Fuel is more playful

Why trust BikePerfect Our cycling experts have decades of testing experience. We\'ll always share our unbiased opinions on bikes and gear. Find out more about how we test.

Trek’s Fuel EX has been one of the best mountain bikes in the world for years, but the alloy-framed 8 is lacking some of the features the latest alloy and carbon Treks. High-durability component spec matches the vibe of a really well-balanced bike. One that plans ahead, hands its homework in early (having double checked it) and rarely puts a wheel wrong or goads you into being silly yourself. So how has Trek done that and is there a better option in the range if you want something short on travel but big on fun?

Design and aesthetics

Trek has been using a rocker link-driven, vertical shock suspension design on its bikes for so long that “Looks like a Trek Session” is a cliche on most MTB forums. No surprise then that the Fuel EX continues the clean looks which leave plenty of room for a big bottle on the down tube and strap-on storage. You don’t get the internal storage of the newer Top Fuel alloy frame though and this older frame still uses a press-fit bottom bracket rather than reverting to a more reliable threaded  format. There are ISCG chain keeper tabs on the BB though, a wider-angle Knock Block steering limiter to stop bars hitting the frame in a crash and rear axle concentric ABP rear suspension pivot. Cunning zip tie tabbed ‘Control Freak’ internal cable routing and rubber frame armor including molded chainstay sleeves keep things quiet. 

You also get the 0.5-degree geometry change ‘Mino Link’ flip chip at the seat stay/rocker pivot. That changes head angle from 65.5- to 65-degrees and effective seat angle from 75.5- to 75-degrees on the Large I tested. Reach also shifts from 475 to 470mm and BB height drops from 346 to 340mm. The big win with choosing a Trek though is the sheer range of sizes from XXS to XXL including a sweet spot ML in the centre. Smaller bikes also run 27.5in wheels for proportional balance, too, although the chainstays are the same length on all frame sizes. The Fuel EX 8 is also available in three different two-tone color options.

Specification

Trek acknowledges that the ‘priority is on the parts’ with the EX 8 and the highlight is an almost complete Shimano XT drivetrain (the chain is SLX). The Fox Float shock is a custom unit, too, using a Penske race car derived RE:aktiv damper setup for a pert-pedaling feel on top of the 130mm travel. The 140mm Fox 34 fork is the stock Rhythm spec though and the Shimano brakes are basic four-piston MT400s. Bontrager’s functional Line component range completes the bike in well-judged, size-specific cockpit options although dropper post strokes are short on the larger sizes. Big volume versions of Bontrager’s XR5 and XR4 tires on Bontrager Line Comp 30mm internal rims put plenty of air between bike and trail for protection, too.

Performance

While the EX8 isn’t light at just under 15kg (a full kilo heavier than Trek claims) it’s in the ballpark for a mid-travel, alloy-framed bike at this price. What really stands out is how well it hides that weight when it comes to pedaling. The big tires don’t drag nearly as much as they look like they might, while the RE:aktiv shock and overall kinematic give it a really clean, crisp and stable platform to put down power from. That means even with three potential low-compression settings to play with, we rarely felt compelled to flick it out of full open unless we were hoofing uphill out of the saddle. Add the clean shifting, top-quality Shimano XT drivetrain and the Fuel EX is a great choice for high-mileage rides and riders. The fast-engaging ‘Rapid Drive’ freehub and relatively high ground clearance are a bonus for anyone who likes to kick hard out of corners or attack rough technical climbs, too. The efficient suspension feel still gives enough sensitivity to track the ground under power and you can drop pressures in the big tires if you’re into a proper ‘crawler/swamper’ feel. 

The 140mm fork/130mm rear travel feels well balanced on the trail and the Grip damper Fox Rhythm repeatedly proved why its our favorite cost-effective fork. Trek’s suspension calculator is accurate enough to get most people sorted on set-up for most situations. The angles and proportions of the model we tested were confident at speed on jumps but still turned in promptly on woodland twisters. Even the basic Shimano brakes feel better than normal through the neutral suspension responses created by the ABP pivot and the 200mm rotor up front boosts power, too.

While you could speed up reactions with a shorter stem, the stock setup probably suits its overall character better. That’s because while it will pop and play off trailside opportunities if you’re in the mood, it does tend to sit on top of an already relatively high ride height rather than sucking down onto the trail and railing. Interestingly that’s a big - and counter intuitive - difference to the Top Fuel 8. With slightly steeper angles, less travel, significantly different suspension kinematic and top-spec RockShox rear shock, Trek’s pocket rocket has an addictively playful charisma that’s very much at odds with it’s ‘XC’ categorization. 

In fact, despite it being heavier we’d probably opt for the Fuel EX for long marathon-style or efficiency-based events, especially as it’s significantly cheaper than its little brother, leaving you more cash for race entries and energy products. Just make sure you keep an eye on the press-fit bottom bracket and get it replaced as soon as it shows any signs of wobble/creak as that can eventually creates frame issues.

Trek’s Fuel range might be a bit backwards when it comes to assigning categories based on travel but the main thing is that the Fuel EX is still a really efficient, enjoyable and fitness/skill flattering all rounder. While it misses out on the internal storage, threaded BB and super-plush playfulness of the Top Fuel, Shimano XT will always bring a lot of hard riding boys (and girls) to the yard. Those are exactly the riders who’ll appreciate just how well this extremely well balanced bike covers ground and keeps a fresh and sharp feel long into the day, and down tough technical sections, too. 

Tech Specs: Trek Fuel EX 8 XT

• Price: $3,929.99 / £3,200
• Discipline: Trail
• Head angle: 66/66.5-degrees
• Frame material: Trek Alpha Platinum Aluminum
• Sizes: XS, S, M, M/L, L (tested) XL, XXL
• Weight: 14.9kg
• Wheel size: 29 x 2.3in
• Suspension (front/rear): Fox Rhythm 34, Float EVOL 140mm travel, 44mm offset/Fox Performance Float EVOL, 3-position RE:aktiv 130mm travel
• Components: Shimano XT 10-51T, 12-speed gearing, shifter, chainset and cassette. Shimano SLX chain. Shimano MT400 brakes with 200/180mm rotors. Bontrager XR4 Team Issue 29 x 2.6in front and Bontrager XR5 Team Issue 29 x 2.5in rear tires on Bontrager Line Comp 30 wheels. Bontrager Line 780 x 35mm bar and 50 x 35 mm stem, Bontrager Line Dropper 150mm dropper post, Bontrager Arvada saddle

Guy Kesteven has been working on Bike Perfect since its launch in 2019. He started writing and testing for bike mags in 1996. Since then he’s written several million words about several thousand test bikes and a ridiculous amount of riding gear. He’s also penned a handful of bike-related books and he reviews MTBs over on YouTube.

Current rides: Cervelo ZFS-5, Specialized Chisel, custom Nicolai enduro tandem, Landescape/Swallow custom gravel tandem

Height: 180cm

Weight: 69kg

• Guy Kesteven Technical-Editor-at-Large

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Trek Fuel Ex 5 Mountain Bike 2020 Slate/Gloss Black

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In the unlikely event that you are dissatisfied with your purchase please feel free to return your goods within 60 days of the purchase date for a full exchange or refund. Any item (excluding food and underwear) can be returned to us for any reason provided it is returned in ‘showroom condition’, with its original packaging, tags and a valid receipt/delivery note. Simply box up your items for return, include a cover note with the word REFUND or EXCHANGE inside & follow the below steps for safe return to our warehouse; where your return will be processed promptly.

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Leisure Lakes Bikes Returns, Unit 1 Osprey Place Titan Way, Leyland, PR26 7EW

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• a) If we have sent you the incorrect bicycle, we will cover the cost of collection and delivery of the correct model.
• b) If we have delivered the bicycle you ordered, but upon inspection you decide it is not the bike for you, we will charge you £50.00 for the collection.

Please do not ride the bike as a full refund cannot be given if the bike has been used or damaged.

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Any item (excluding food and underwear) can be returned to any Leisure Lakes Bikes store not just the one you made your purchase at, including those made online. The item must be returned in ‘showroom condition’, with its original packaging, tags and with a valid receipt/delivery note.

Wrong size or you don't like the item?

If returning items that are not suitable for either refund or exchange you are accountable for the delivery cost in returning it to us. You should always keep proof of postage and we advise you to use a ‘signed for service’ when returning goods.

New faulty items/ Wrong Item Received

If you have received items that are faulty or not what you ordered send them back to us (using the steps above) and we will cover the delivery cost of the return if it is within 14 days of delivery. If we have supplied the correct product, it is not faulty or it is outside of the 14 days we can not be liable for your postage charges. You should always keep proof of postage and we advise you to use a ‘signed for service’ when returning goods.

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If you have received items that are faulty please send them back to us using the steps above. Please include a covering letter describing the fault and if you would like the item replacing or refunding. Once the item arrives back at our Mail Order Centre you will receive an email notifying you about the progress. Faulty items are then forwarded onto the suppliers to confirm the warranty issue. Please be patient with us as we need to receive this confirmation from the suppliers before we can process your request for a replacement/refund.

When returning the item please use Royal Mail1 st Class Recorded* so that you have a tracking reference just in case! If your item arrived faulty we will refund your postage cost. If the item was in full working order at the time of delivery to you, we can not refund your return postage cost.

*In the event that you return a faulty/incorrect item we will refund your postage charge as long as it is 1 st Class Recorded or a lesser value service. We do not refund premium services.

Refunds will be processed using the same method of payment used for the original purchase. Credit and debit card refunds must be made to the card used for the original transaction, cheque payments will be refunded in cash but due to banking restrictions can only be refunded at least 14 days after the original purchase date. Due to the high incidence of fraud we regret that we are unable to offer any refund without a valid receipt/delivery note.

Refunds will be made for faulty or incorrect items, including any delivery charge incurred by the buyer (excluding ‘Special Delivery’) in the return of the item. If the products you ordered are delivered to you in good condition but you wish to return them for any reason we will refund the full value of the goods excluding any carriage charge upon receipt of your returned goods.

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If you have not received your order please call us on 01772 644340 and a member of staff can confirm the shipping date. Unfortunately we cannot consider an item to be lost until 15 working days has passed (according to Royal Mail procedure). Once the 15 working days have passed we will be able to issue a full refund or resend your order.

Season:2020

Code:590337-TREK20

The Trek Fuel Ex5 Mountain Bike is the gateway to full suspension trail bikes. A 140 mm fork and 130 mm of rear travel, a Shimano 1x10 drive train, a dropper post for getting low on descents and Shimano hydraulic disc brakes make Fuel EX 5 a high-value, high-performance mountain bike with exceptional versatility.

Trek Fuel EX 5 Build Highlights

• Frame  - Alpha Platinum Aluminium with Magnesium Rocker Link, Knock Block and Tapered Headtube
• Forks  - RockShox Recon RL SoloAir 140mm front suspension travel
• Rear Suspension  - RockShox Deluxe Select Plus 
• Wheelset  - Bontrager Line Comp 30, Tubeless Ready Boost 110 / Boost 148 
• Groupset  - Shimano Deore 10-Speed

Trek Fuel Geometry - Suspension set High

How to measure yourself, measure your height.

Our handy size charts match your height to the appropriate frame size so you need to be sure you’ve measured your height accurately.

• Take off your shoes and stand with your back against a wall.
• Make sure legs are together and your shoulders are back.
• Place a pencil on top of your head and mark the wall (the best and easiest way to do this properly is with a friend to help you).
• Measure from the floor to the pencil mark you have just made with a tape measure.

Range of Reach

For most people to get the right frame size, measuring your height will suffice. However, you may find that your height is on the borderline of the range we suggest for a particular frame. If this occurs you need to measure the range of your reach or “Ape Index”. This will ensure you get a comfortable distance between the handlebars and your saddle.

• Stand up straight with your back against a wall.
• Life your arms out horizontally either side of you.
• Measure the distance from fingertip of one hand to fingertip of the other. This will give you your arm span.
• Subtract your height from this figure to get your Ape Index.
• If the result is positive (your arm span is greater than your height) you should go for the larger size of bike.
• If the result is negative (your arm span is less than your height you need the smaller size.

Stand Over Height

You should also consider your inside leg measurement when choosing your bike to ensure adequate stand over height. Stand over height is the clearance between the top tube and the bottom of your crotch. For mountain bikes we recommend a distance of 2-4 inches and for road or hybrid bikes 1-2 inches of clearance is required. This will ensure comfort when you’re stopped and standing astride the bike.

Our bike sizing charts take stand over height into consideration but if you have a particularly long or short inside leg measurement in relation to your height you will need to bear this in mind when selecting your frame size.

Riding Style

The way you ride and the type of bike you are into will also impact the frame size you should choose. For example, a trail devotee looking for an aggressive ride may prefer a smaller, more manoeuvrable bike size. It all comes down to personal preference and how the bike feels to you.

Our sizing charts aim to be as specific as possible so you can look up the particular type, make and model of bike you’re looking for. Remember, the sizes given in our guides are suggestions and should be used for general advice only. For the best possible fit  we recommend popping in to your local Leisure Lakes Bikes store, or call 0800 083 0888 for expert advice tailored to you.

Write a review for Trek Fuel Ex 5 Mountain Bike 2020 Slate/Gloss Black

Also in the range.

• £3760 £3760 Trek Fuel EX 8 XT Mountain Bike 2025 Satin Mercury
• £3760 £3760 Trek Fuel EX 8 XT Mountain Bike 2025 Nautical Navy
• £2999 £5850 Ex Demo Trek Fuel EX 9.8 GX Large Mountain Bike 2022 Satin Black/Olive
• £6700 £6700 Trek Fuel Ex GX AXS T-Type Mountain Bike 2025 Deep smoke
• £4999 £7075 Trek Fuel EXE 8 GX AXS Electric Mountain Bike 2025 Rage Red/Deep Dark Blue Fade
• £5500 £5500 Trek Fuel EXE 8 XT Electric Mountain Bike 2025 Satin Mercury
• £5999 £7075 Trek Fuel EXE 8 GX AXS Electric Mountain Bike 2025 Matte Keswick
• £6575 £6575 Trek Fuel EXE 8 XT Electric Mountain Bike 2025 Nautical Navy
• £4500 £4500 Trek Fuel EXE 5 Deore Electric Bike 2025 Matte Blue Sage
• £5175 £5175 Trek Fuel EXE 5 Deore Electric Bike 2025 Matte Dnister Black
• £11250 £11250 Trek Fuel EXE 9.9 X0 AXS T-Type Electric Bike 2024 Mulsanne Blue
• £8950 £8950 Trek Fuel EX 9.9 XO AXS T-Type Mountain Bike 2024 Dark Aquatic
• £8950 £8950 Trek Fuel EX 9.9 XO AXS T-Type Mountain Bike 2024 Lava
• £8950 £8950 Trek Fuel EX 9.9 XO AXS T-Type Mountain Bike 2024 Deep Smoke
• £11250 £11250 Trek Fuel EXE 9.9 X0 AXS T-Type Electric Bike 2024 Dark Aquatic
• £11250 £11250 Trek Fuel EXE 9.9 X0 AXS T-Type Electric Bike 2024 Lava
• £11250 £11250 Trek Fuel EXE 9.9 X0 AXS T-Type Electric Bike 2024 Deep Smoke
• £13150 £13150 Trek Fuel EXE 9.9 XX AXS T-Type Electric Bike 2024 Mulsanne Blue
• £13150 £13150 Trek Fuel EXE 9.9 XX AXS T-Type Electric Bike 2024 Dark Aquatic
• £13150 £13150 Trek Fuel EXE 9.9 XX AXS T-Type Electric Bike 2024 Lava
• £13150 £13150 Trek Fuel EXE 9.9 XX AXS T-Type Electric Bike 2024 Deep Smoke
• £11275 £11275 Trek Fuel EX 9.9 XX AXS T-Type Electric Bike 2024 Dark Aquatic
• £11275 £11275 Trek Fuel EX 9.9 XX AXS T-Type Electric Bike 2024 Lava
• £11275 £11275 Trek Fuel EX 9.9 XX AXS T-Type Electric Bike 2024 Deep Smoke
• £3875 £5550 Trek Fuel EX 9.8 XT Gen 6 Mountain Bike 2023 Deep Smoke
• £3875 £5550 Trek Fuel EX 9.8 XT Gen 6 Mountain Bike 2023 Mulsanne Blue
• £3250 £4175 Trek Fuel EX 9.7 SLX/XT Gen 6 Mountain Bike 2023 Mercury
• £3250 £4175 Trek Fuel EX 9.7 SLX/XT Gen 6 Mountain Bike 2023 Crimson
• £2125 £3050 Trek Fuel EX 7 Deore/XT Gen 6 Mountain Bike 2023 Hex Blue
• £2125 £3050 Trek Fuel EX 7 Deore/XT Gen 6 Mountain Bike 2023 Black
• £1799 £2600 Trek Fuel EX Alloy Gen 6 Mountain Bike Frame Set 2024 Grey/Black Fade
• £4450 £4450 Trek Fuel EX Carbon Gen 6 Mountain BikeFrame Set 2024 Mulsanne Blue
• £4450 £4450 Trek Fuel EX Carbon Gen 6 Mountain BikeFrame Set 2024 Deep Smoke
• £7075 £11800 Trek Fuel EX 9.9 XX1 AXS Gen 6 Mountain Bike 2023 Satin Baja Yellow
• £7075 £11800 Trek Fuel EX 9.9 XX1 AXS Gen 6 Mountain Bike 2023 Mulsanne Blue
• £7075 £11800 Trek Fuel EX 9.9 XX1 AXS Gen 6 Mountain Bike 2023 Deep Smoke
• £4525 £6475 Trek Fuel EX 9.8 Gen 6 GX AXS Mountain Bike Mulsanne Blue
• £4525 £6475 Trek Fuel EX 9.8 Gen 6 GX AXS Mountain Bike Deep Smoke
• £4525 £6475 Trek Fuel EX 9.8 Gen 6 GX AXS Mountain Bike Satin Baja Yellow
• £8999 £9275 Trek Fuel Ex 9.9 XTR Gen 6 Mountain Bike 2023 Satin Baja Yellow
• £8999 £9275 Trek Fuel Ex 9.9 XTR Gen 6 Mountain Bike 2023 Mulsanne Blue
• £9275 £9275 Trek Fuel Ex 9.9 XTR Gen 6 Mountain Bike 2024 Deep Smoke
• £3875 £5550 Trek Fuel EX 9.8 XT Gen 6 Mountain Bike 2023 Satin Baja Yellow
• £13500 £13500 Trek Fuel EXe 9.9 XX1 AXS Electric Mountain Bike 2023 Deep Smoke
• £13500 £13500 Trek Fuel EXe 9.9 XX1 AXS Electric Mountain Bike 2023 Mulsanne Blue
• £12500 £12500 Trek Fuel EXe 9.9 XTR Electric Mountain Bike 2023 Satin Baja Yellow
• £12500 £12500 Trek Fuel EXe 9.9 XTR Electric Mountain Bike 2024 Deep Smoke
• £6425 £9900 Trek Fuel EXe 9.8 GX AXS Electric Mountain Bike 2023 Satin Baja Yellow
• £4999 £9900 Trek Fuel EXe 9.8 GX AXS Electric Mountain Bike 2023 Deep Smoke
• £5550 £7400 Trek Fuel EXe 9.7 SLX/XT Electric Mountain Bike 2023 Deep Smoke
• £4999 £7400 Trek Fuel EXe 9.7 SLX/XT Electric Mountain Bike 2023 Pennyflake
• £4499 £7400 Trek Fuel EXe 9.7 SLX/XT Electric Mountain Bike 2023 Matte Galactic Grey
• £5550 £8350 Trek Fuel EXe 9.7 SLX/XT Electric Mountain Bike 2023 Mulsanne Blue
• £2000 £2000 Second Hand Trek Fuel EX 5 Deore Mountain Bike 2021 Grey/Orange
• £1650 £2325 Trek Fuel EX 5 Deore Mountain Bike 2022 Matte Dinister Black
• £3699 £5850 Trek Fuel EX 9.8 GX Mountain Bike 2022 Satin Black Olive
• £2299 £3450 Trek Fuel EX 8 XT Mountain Bike 2022 Rage Red/Dinister Black
• £1650 £2325 Trek Top Fuel 5 Deore Mountain Bike 2023 Lithium Grey/Marigold
• £2850 £2850 Trek Fuel Ex Carbon Mountain Bike Frame 2020 Raw Carbon/Rage Red

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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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Review: Trek's 2023 Fuel EX-e Is Light & Nearly Completely Silent

Cool Features

What is the winter fuel payment? Labour conference votes to reverse Sir Keir Starmer's cuts

Discussions about the winter fuel payment and who receives it are not going away for the Labour Party.

Labour members at the party's conference have voted in favour of a motion calling for ministers to reverse their planned cut to the allowance.

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The motion was put forward by the trade union Unite on Wednesday, September 25 on the last day of the Labour Conference in Liverpool.

Sharon Graham, the general secretary of Unite, moved the proposal.

She said: "The nation wants food, work and homes... It wants a high and rising standard of living, security for all, against a rainy day.

"Friends, that's a quote from the 1945 Labour manifesto, written in the shadow of death, destruction and debt, caused by years of war. A manifesto of hope."

Ms Graham said debt then was "nearly three times higher than it is now" but there was "no mention of cuts, no mention of austerity and certainly no mention of making everyday people pay".

She added: "I do not understand how our new Labour government can cut the winter fuel allowance for pensioners and leave the super-rich untouched.

"This is not what people voted for. It is the wrong decision and needs to be reversed."

The motion was passed by a show of hands.

The proposed cuts would potentially affect about 10 million pensioners in the UK.

Senior Labour politicians have maintained that means testing the benefit is necessary to help fill a funding black hole left behind by the Tories. Reports suggest this will save the country around £1.3 billion.

However, the country’s most vulnerable pensioners will still receive the credit, worth up to £300.

Here’s what you need to know about the winter fuel payment.

What is the winter fuel payment?

It is a tax-free annual payment the Government provides to help older people with their heating costs during the winter. At present, the payments are a universal benefit for all pensioners — but not for much longer.

Who is eligible for the winter fuel payment?

The amount pensioners receive depends on their age and living situation. For example:

• People who live alone and were born between September 23, 1944, and September 22, 1958, receive £200.
• People who live alone and were born before September 23, 1944 will receive £300.
• People who live with someone who qualifies may get a split payment .

From 2024, only pensioners receiving other benefits such as universal credit or pension credit will qualify for the winter fuel payment.

Many have argued that pensioners only receive pension credit if their annual income is below £11,336.

Caroline Abrahams, charity director at Age UK, said restricting the winter fuel payment to those on pension credit was “reckless and wrong” and “spells disaster for pensioners on low and modest incomes”.

Age UK said it would fight the decision and has launched a petition .

Scotland no longer provides the universal winter fuel payment for all pensioners. Instead, the Scottish government has introduced the winter heating payment, an annual allowance of £58.75 for those receiving certain benefits.

When will eligible people receive their winter fuel payment?

The Government website says most payments are made automatically in November or December.

Those eligible will get a letter telling them:

• how much they’ll get
• the bank account it will be paid into – usually the same one as for pension credit or other benefits.

People who do not get a letter or receive the money in their accounts by January 29, 2025, should contact the Winter Fuel Payment Centre .

How to apply if you think you are eligible for the winter fuel payment

If you think you are eligible for the winter fuel payment but haven’t received it automatically, you can apply by following these steps.

• Check eligibility : Ensure you meet the eligibility criteria mentioned above.
• Gather information : Have your national insurance number, bank or building society details, and the date you were married or entered into a civil partnership (if applicable) ready.
• Apply by phone or post : By phone : Call the Winter Fuel Payment Centre. The phone number can be found on the UK Government website . By post : Download the claim form from the UK government website, fill it out, and send it to the address provided on the form.
• Submit your claim : Make sure to submit your claim by the deadline, usually around the end of March for that winter season.

Charities such as  Citizens Advice  or  Age UK  can advise if you need help completing the form.

When was the winter fuel allowance introduced?

The Labour government of Tony Blair introduced the payment in 1997 to tackle fuel poverty among older people. The goal was to provide financial support to help pensioners with the costs of heating their homes during the cold winter months.

The payment was £20 (or £50 for those in receipt of means-tested benefits).

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The Environmental Protection (England) (Medium Combustion Plant) (New Fuel) Direction 2024

Ministerial direction to the Environment Agency about medium combustion plant operating on new fuels.

Applies to England

The environmental protection (england) (medium combustion plant) (new fuel) direction 2024 [accessible version].

PDF , 120 KB , 3 pages

This file may not be suitable for users of assistive technology.

The Secretary of State for Environment, Food and Rural Affairs, The Rt Hon Steve Reed MP, has issued a direction to the Environment Agency.

The direction will require the Environment Agency to set and apply emission limit values for new fuels used in stand-alone medium combustion plant. This is to provide consistent regulatory standards and limit the pollution from new fuels used in medium combustion plant.

Published and in force from 27 September 2024.

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Pensioners start legal action against government over winter fuel cut

The policy has sparked fury across the country

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Two British pensioners are seeking to take the UK and Scottish governments to court over the cut to the winter fuel payment . Peter and Florence Fanning, of Coatbridge, North Lanarkshire, have raised proceedings against the UK Work and Pensions Secretary and the Scottish Government over the policy.

Following Labour’s election win, Chancellor Rachel Reeves announced the winter fuel payment – which had previously been universal – will only be available to those on pension credit or other means-tested benefits this year due to financial woes. Earlier this week, dozens of Merseyside pensioners braved torrential rain outside the Labour Party Conference in Liverpool to protest the policy. One sign read: "Scouse pensioners have warm hearts. Starmer's heart is cold as ice. Labour not welcome in Liverpool."

The decision by the UK government to cut the allowance led to the Scottish Government to follow suit. The judicial review – which has been raised at the Court of Session – now requires a judge’s approval to move to a hearing on the merits, with the Govan Law Centre seeking to expedite both the case and its application for legal aid to ensure a decision can be handed down before the winter.

The case asks the court to rule on whether the decision was unlawful, which would then allow the petitioners to ask the court to, in effect, set aside the policy and restore the winter fuel payment to all. Speaking at a press conference in Edinburgh on Thursday, Mr Fanning, 73, said: “We intend to sue both the London and Scottish governments, since both are guilty through action and inaction, of damaging the welfare of pensioners.

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“We are hoping to be successful, given the manifest injustice involved, however, my work as a trade unionist and shop steward has taught me that some battles are worth fighting regardless of the outcome – I believe this is one such battle.”

The case’s argument rests on the accusation both governments failed to adequately consult with those of pension age on the change and did not release an equality impact assessment on the changes. A freedom of information request revealed an abridged version of such an assessment had been carried out by the Department for Work and Pensions (DWP), with the UK Government arguing a full study was not required.

Former first minister and current Alba Party leader Alex Salmond was instrumental in putting the Fannings in touch with the Govan Law Centre ahead of the action being raised. Speaking at the press conference on Thursday, Mr Salmond said every person in Scotland “should be grateful” to the Fannings for raising the action, which he said should have been taken forward by the Scottish Government in the first instance.

Pointing to an analysis by the Labour Party in 2017 – which suggested 4,000 people could die if the winter fuel payment was cut – Mr Salmond claimed it would be “reprehensible” for the UK Government not to undertake an equality impact assessment because such a figure would be made public.

He added: “The Scottish Government, instead of meekly accepting this, should have challenged it. They should have stood up for pensioners and stood up for the people as opposed to meekly toeing the line that was coming from Westminster.”

The former first minister added that while it would be “the most enormous humiliation” for the governments to lose the case: “I wonder is that as bad as the humiliation if the health service in Scotland and England can cope with the health impacts of what they’re doing?”

Rachel Moon, the instructing solicitor and a partner at Govan Law Centre, said: “Quite simply, (government) should have considered this rigorously. This policy and the decisions taken affect those with protected characteristics, including age and disability, and it affects 10 million people.”

A spokeswoman for the UK Government said: “We are committed to supporting pensioners, with millions set to see their full new state pension rise by £1,700 this Parliament through our commitment to the triple lock.

“Given the dire state of the public finances we have inherited, it’s right we target support to those who need it most. Over a million pensioners will still receive the winter fuel payment, while many others will also benefit from the £150 warm home discount to help with their energy bills over winter.”

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Trek Top Fuel 8 review

• Alan Muldoon
• July 27, 2023

Once a lean XC race-focused machine, now a bulked up down-country rig. We test Trek's latest take on its short travel full suspension design.

Trek Top Fuel 8 Credit: Roo Fowler

Product Overview

Overall rating:, trek top fuel 8.

• • Poppy, playful and efficient
• • Available in six frame sizes
• • Internal down tube storage
• • Mino Link flip chip allows geometry tweaks
• • Needs a 180mm rear rotor
• • Accurate rear shock set up is crucial
• • A solid build, so not the lightest in its class

Manufacturer:

Price as reviewed:.

Think Top Fuel, and the image of a XC race bike instantly springs to mind. But like a faded polaroid tucked into the corner for a dusty picture frame, it’s not an accurate representation of the current design. With the Fuel EX increasing in travel, the Top Fuel has been swept along in its backdraft and seen in high definition, it’s now a capable 29er trail bike with modern sizing and 120mm travel and one of the best down-country bikes on sale. 

A dropper post and sorted cockpit complement the Top Fuel’s playful and poppy nature

Trek offers the new Top Fuel in carbon and alloy options, where the Top Fuel 8 tested here is the high-end alloy build. Regardless of frame material all Top Fuels come with integrated downtube storage. And while the quick release hatch under the bottle cage isn’t big enough to cram a three course lunch into the frame, there’s enough space for a tube, multi-tool, a few snacks and a lightweight jacket. 

Down tube storage is handy for those riders who are travelling light

Trek always offers a comprehensive size range; and with frame options from S to XXL, with a tweener M/L option too, the Top Fuel 8 is no exception. It also has geometry adjustment, but rather than having Trek’s signature Mino Link on the seat stay pivot, the Top Fuel has a flip chip at the lower shock mount. In the low setting this gives a relatively tall 340mm BB height for a 120mm bike, which is probably the only carryover from its race-bike roots – designed to let you keep the cranks spinning, and the speed high at all times.

• Best down-country mountain-bike: short travel full-suspension

The rest of the Top Fuel’s vital stats are on the money though, where a slack 65.6º head angle and steep 77.2º effective seat tube angle make it easy to hammer up the climbs and shred the descents. 

Flip chip in the lower shock mount offers 0.5deg head angle and 8mm BB height adjustment

It’s built solid too, the complete bike tipping the scales at 14.89kg. It also comes with a combined rider and bike weight limit of 136kg (300lb) so it’s clearly no wet noodle. Yes, it’s not the lightest for a 120mm bike, and not far off what you’d expect for a 150mm bike, but that’s the price you pay for integrated storage, as the alloy down tube needs reinforcing when you cut a hole in it.

Thankfully, the Top Fuel 8 rides light, as there’s less travel to pull through to get the bike off the ground, so it offers a different ride experience to modern long-travel trail bikes which tend to have one eye on enduro racing. 

The stock RockShox Pike Rush RC fork dishes out 130mm of travel

There are no sag gradients on the 130mm travel RockShox Pike fork, which we assume is down to cost saving, but set-up is still really straightforward with a tape measure to hand. And while the Pike has a reputation for having a sporty, firmer tune, the basic RC version on the Trek felt smooth and composed in all situations. Yes, the RC damper has a very wide range of rebound adjustment, but there’s only a small range that’s actually usable, but it is enough to get the rebound just so; and that’s all that really matters, right?

• Best mountain bike suspension forks: XC, trail and enduro forks

You need to be equally attentive when setting up the rear suspension. Set to 30% sag, the top-end RockShox Deluxe Ultimate RCT shock bottoms relatively easily. So if you want to run the shock softer to achieve a lower dynamic BB height, you’re going to need to add volume spacers. As such, we increased the shock pressure and reduced the sag to 27.5%.

This small change alone was enough to prevent premature bottom out, but we could still use all of the available shock stroke when we really needed it. We also ran the low-speed compression setting in the minus position for maximum plushness. In the low geometry setting we measured rear wheel travel at 115mm, which is 5mm less than claimed. 

One of the biggest differences in terms of ride feel between the Lapierre and the Trek, other than sizing, are the wheels. The Bontrager Line 30 rims have a 30mm internal rim width, 5mm more than the Mavic rims on the Lapierre XRM 6.9 we tested the Trek against. This adds to the overall volume of the tyres and the stiffness of the bike. It is also why we dropped the tyre pressures slightly on the Trek, even though we were running the exact same tyres on both bikes. 

Bolted on chainstay protection is a neat and considered touch

With 108 points of engagement the freehub on the Bontrager rear wheel offers rapid, secure engagement, with less chain slack and chain slap as a result. The bike is not totally silent though as there is a little bit of cable rattle, but it will probably disappear when you stuff the BITS storage box to the gills.

The contact points on the Top Fuel 8 are all sorted and while there’s a stack of stem height adjustment, the three 20mm spacers don’t offer any fine tuning of the handlebar height. So swapping one of the 20mm spacers of a 10mm, a 5mm and two 2.5mm spacers, would be our first move before leaving the store.

• How to: ultimate guide to handlebar cockpit set up

Nothing else needs changing though. The mix of Shimano XT and SLX for the 12-speed drivetrain worked flawlessly in the dry, dusty test conditions, where the smaller 30t chainring is a real saviour on long draggy climbs or on days when your legs feel like lead. 

ABP suspension design transforms the seat stay assembly into a floating brake mount

Performance

The steep seat tube angle on the Trek Top Fuel 8 really helps with the pedalling dynamics on steeper climbs and the cockpit is long enough that even with the shorter 45mm stem, you never feel cramped or uncomfortable when climbing. It’s not so steep though, that it feels like the pedals are behind you when sitting down spinning across flatter, rolling singletrack.

Stand up to sprint and the rear suspension on the Trek clearly gets animated, the rocker link flapping around like the tail on an overly excited puppy. So the best approach is to sit and spin up the climbs, as the shock remains remarkably still and lifeless until you encounter a bump. Also if you really want to go for it on smoother climbs, the rear shock has a firmer pedal threshold setting. In short then, gaining elevation on the Top Fuel 8 is relatively straightforward and painless.

Knock Block 2.0 steering lock with 72º steering angle, protects the frame without limiting steering

So, it’s somewhat surprising just how rapidly you can throw those gains away. This bike simply rips the descents. Given the limited travel it still seems to carry speed everywhere, and while bumps that would normally chip away at your momentum are still felt though the chassis, they do not perturb the Trek one bit. It rails corners too. Simply load up the suspension mid-turn, and the Top Fuel has just the right amount of support and extension to keep the front end loaded, before slingshotting you out of the turn faster than you entered it. Combine the raw speed with the balanced weight distribution, and the Top Fuel 8 is a really fun, exciting ride and blisteringly fast too.

Would the Trek Top Fuel 8 be even faster with a genuinely low geometry setting? You bet it would. But we’d settle for a bigger rotor on the SRAM DB8 rear brake, as this bike is so fast in fact, that the 160mm rotor feels wholly inadequate and it looked like it had been tempered after just a couple of rides. 

• Best cross-country XC mountain bikes: hardtail and full suspension

The Top Fuel 8 is at home on fast sweeping singletrack

At 14.89kg (32.83lb), the Trek Top Fuel 8 isn’t that much lighter than a 150mm bike. So if you want one bike to conquer all trails, it wouldn’t be our first choice. It’s still a great 29er trail bike though, and if bike park laps and enduro racing don’t fall under your trail bike remit, the Trek Top Fuel 8 offers a fast, fun and engaging ride. Its poppy playful nature, combined with generous sizing means you never feel limited by the travel for regular trail riding. Yet, it still feels more energetic and efficient under pedalling than than most 150mm bikes. It’s a heady combination that manages to keep both the tempo and fun factor high, without any apparent lows.

Top Fuel Gen 3 or Gen 4

See which is right for you

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