trek mountain bikes 2023

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8 mountain bikes setting the trend for 2023 and beyond

Introducing our headline bikes…

Andy Lloyd / Ian Linton

Robin Weaver

As we start to dig out our baselayers , and search for that pair of waterproof socks we swore we bought last year, it’s also time to consider which mountain bikes will be making waves next year out on the trails.

We don’t need our crystal ball for this, because we’re not exactly attempting to predict the future. Instead, we're out to identify where things have evolved and what designs might become popular over the next 12 months or so.

With that in mind, it's time to introduce our headline bike test for 2023, with eight machines that each represent a compelling direction for MTB tech in the year ahead.

Setting the pace for 2023

All eight bikes are here for a reason.

The Trek Fuel EXe illustrates how electric bikes are developing and where, potentially, the future lies. And yes, we know we said similar about the Specialized Turbo Kenevo SL last year, but you only need to look at the numbers to see that Trek has shifted things up a gear.

It’s a similar story with the Hope HB.916, the UK brand’s new high-pivot enduro bike. If Hope, too, is getting behind this newly popular suspension design, will we see an even bigger influx of high-pivot bikes next year?

Like the Hope, the Pole Voima is extremely interesting, and not just because of its geometry or design. The Finnish company’s approach to manufacturing is very different from most brands, and it’s great to see a fresh take on what’s possible when it comes to making bikes.

We’ve also included the new Canyon Strive, because of its stretched-out, rather radical geometry, which can be heavily adjusted on the fly.

Also on the enduro front, we have the new Santa Cruz Nomad. It seems a simpler machine than the Canyon, but this heavy-hitter has switched to a mixed-wheel setup for 2023. Is this the beginning of the end for the dedicated 27.5in front wheel?

From one extreme to the other, we haven't neglected hardtails, either. Decathlon’s Rockrider Race 900 Team Edition is a pricey bike for the French sporting goods megastore, but how does it cut it for riders who are serious about cross-country racing ?

Finally, Bird’s Forge is a classic UK hardtail with stable geometry, a customisable parts package and a classy stainless-steel finish, which helps it stand out from the pack.

What’s more, each of these bikes has been tested by the BikeRadar and MBUK magazine team, and we’ll be publishing reviews of every one over the coming month.

These bikes may be setting the trend for 2023, but how does that translate onto the trails?

Regardless of what you’re after or what you’re into, there’s something for everyone coming next year and it’s a great time to be a mountain biker.

Now, let’s introduce our headline bikes for 2023.

Trek Fuel EXe

As a ‘mid-level assist’ electric mountain bike , the Fuel EXe, launched in July , promises to deliver a helping hand on the way up but a more traditional trail bike feel when bombing back down.

Thanks to the dinky motor from German brand TQ – a compact unit delivering 50Nm of torque, with a peak power of 300 watts – Trek says geometry isn’t compromised and weight is kept relatively low.

The Fuel EXe represents the next generation of lightweight eMTBs , with a number of other brands offering similar models.

That includes BMC, with the new Fourstroke AMP LT – another machine to use the TQ-HPR50 motor – and Wilier’s Urta Hybrid, which swaps in a Fazua Ride 60 drive unit.

Hope HB.916

High-pivot mountain bikes have enjoyed a resurgence in recent years, with big-ticket launches from brands including Cannondale, GT, Devinci and Norco all adopting an idler and coming with claims of improved suspension performance.

But it’s safe to say that there have been mixed reviews so far.

What about Hope? On the face of it, there’s something wonderfully unique about the British brand’s new enduro bike.

While somewhat of a departure from the previous HB.160 , it still uses a carbon fibre mainframe and a mix of carbon and alloy in the rear triangle.

Changes include a new high-pivot rear-suspension design and bigger 29in (or mixed-size) wheels, while Hope has pushed the geometry figures more than many mainstream brands.

Hope may be the latest brand to adopt the suspension system, but is it more successful than its competition? And if the British brand is going down this route, will there be an even bigger influx of high-pivot designs in the future?

Though launched last year , the Forge reminds us that the British-designed, steel hardtail mountain bike is here to stay, and the future for this genre of bike looks good, to us at least.

Why? Well as more and more brands pump out longer-travel bikes, those looking for a little more connection to the ground, but still wanting to hit the ever-growing network of steep, loose, technical trails, now have a raft of hardtails designed specifically for rattling through tech.

This hardcore hardtail promises to combine the forgiving ‘zing’ that draws riders to ferrous tubing with the rust-resistance of stainless steel, in a ‘slack and long’ shape that may not be as radical as when Swinley-based Bird launched, but still looks good for getting rowdy on the trail.

The Forge Stainless uses stainless steel, and while it comes at a higher price than even fancy non-stainless steels, the rust-resistant material is also more impact resistant, and so those knocks and scrapes that are part and parcel of mountain biking are more likely to to be shrugged off.

Another ebike, this time from Finnish brand Pole.

Much like the Hope, the Voima has an interesting take on progressive mountain bike geometry and design. But that’s not why it makes this list.

The bike industry isn’t known for being the most innovative, so it’s great to see a brand trying a fresh approach to building its bikes.

Pole’s first power-assisted offering boasts striking looks and an unusual CNC-machined aluminium construction process debuted on the Finnish brand’s Stamina trail/enduro bike .

It’s a jaw-dropper that goes against the industry grain in terms of geometry, handling, manufacturing and aesthetics.

Canyon Strive CFR

The brand-new Canyon Strive CFR, revamped in April , has enjoyed a bit of a growth spurt.

It’s stretched out and has undergone some radical changes, with the geometry also being highly adjustable.

In its old role as Canyon’s only long-travel 29er , the Strive had to please all kinds of riders – including trail riders – and it was left behind a little in terms of geometry for the enduro bike genre.

But now Canyon has a longer, 150mm-travel Spectral 29 trail bike and a 175mm Torque 29 bike-park rig , so the latest Strive has been able to regain its place as an unapologetic enduro racing bike, with sights set on the top step of any podium.

But has it been a step in the right direction for the Canyon Strive? And can it fight it out with the best enduro bikes ?

Santa Cruz Nomad

The sixth-generation Santa Cruz Nomad dropped in August and remains heavily gravity-focused, while gaining more versatility for 2023.

While, on paper, the Nomad may not be as complex as the Canyon Strive, the brand’s do-it-all heavy hitter has switched to mixed wheel sizes for 2023, and Santa Cruz has also updated the suspension kinematics and geometry.

The new Nomad also dishes out 170mm of suspension travel front and back, and is paired with slack and capable geometry for tackling ferocious descents.

But back to those wheel sizes, Santa Cruz has ditched the old 650b front wheel in favour of a mullet bike setup (29in front, 650b rear).

With the Nomad known previously for maintaining its 650b status, has it lost any of its magic? And are we going to see more mullets knocking about next year than in a 1980s nightclub?

Decathlon Rockrider Race 900 Team Edition

Decathlon has an enviable reputation for quality and value, and we’ve been impressed by past budget bikes from the brand.

But it was a surprise when we heard the French sports superstore chain was getting into World Cup XC racing.

With the Rockrider Race 900 Team Edition, Decathlon has kept both the carbon frame and component weight to a minimum, in a bid to make this a super-light XC race weapon.

Can its team rig compete with the big guns?

Mondraker Raze

Mondraker’s mid-travel trail bike stands out with its svelte looks, but also its MIND telemetry system . Is data at the heart of future suspension tech?

Magnetic field sensors on the fork and shock send live data to an app, helping you see how much travel is used where, and giving setup hints.

Telemetry has the potential to be an invaluable tool to the dedicated rider looking to eke the maximum performance out of their bike. But how useful – and usable – is it in the woods?

MIND aside, the Raze features a compact 130mm rear end with a burly forked 150mm up front.

The Raze’s ‘Forward Geometry’, with its long front end and short stem, places the rider in the kind of progressive position we’d expect of a mountain bike in 2023, though it may not be classed as radical anymore.

We’ll let you know how the Raze stacks up – along with the rest of our headline bikes – when we deliver our review.

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First Ride - Trek's All-New 2023 Fuel EX 11

Riding a new trail blind on a bike you've never touched let's find out what confidence really means..

I t has been a decade since Trek first released the Fuel EX. Mountain biking as a sport has changed quite a lot over those years, as has the Fuel EX. On this, the ten-year anniversary, Trek has released an all-new Fuel EX that is a dramatic change from the prior iteration. There's a new frame design, revised geometry, frame storage, and a host of adjustments that can make the Fuel EX morph into any kind of trail bike you want. There's a lot to unpack here, let's not waste time.

• OCLV carbon and alloy frame options
• 29-inch wheels (XS is 27.5 only, small is available in 27.5 or 29)
• Mixed-wheel compatible with Mino link and 160mm fork
• 140mm (5.5-inches) of rear wheel travel // 150mm (5.9-inches) fork travel
• ABP suspension design
• Tapered headtube with adjustable headset cups
• Guided, internal cable routing
• In-frame storage with BITS bag
• BITS tool in the headtube
• Adjustable suspension leverage chip
• Full downtube protection
• Size-specific chainstays
• Threaded bottom bracket with ISCG05 mounts
• Boost 148 rear spacing with 12mm through axle
• MSRP $10,749 USD (As tested)

When Trek launches a new bike there tend to be more leaks than a sunk boat. Down to its prominent display in Brandon Semenuk and Kade Edwards' Parallel 2 video , the new Fuel EX is a surprise to few. Regardless, the new frame lines and design are indicative of an entirely new platform. Trek is offering the Fuel EX as a complete line with a broad selection of build kits and price points.

Trek went all in with the geometry updates here. Yes, the longer, slacker, steeper trend is there but certainly, that is a good thing and though the changes are pretty big, the Fuel EX isn't outlandish by any stretch of the imagination. Depending on the size, the Fuel EX has grown by 20mm in reach. The head angle comes out of the box 1.5-degrees slacker (and can go slacker still) and the seat angle steepens by 2 degrees.

The Fuel EX ships with the Mino link in the low position, giving it a 64.5-degree head angle. Going to high will steepen that to 65 degrees. Trek is offering an aftermarket headset insert that will allow riders to alter the head angle by plus or minus 1 degree, meaning riders could go as slack as 63.5 degrees but then bump it up to 64 degrees with the Mino in the high position (slack with more pedal clearance). Trek has a geometry tool on the Fuel EX page to help riders discover all of the possible adjustments and scenarios.

Additionally, there is a flip chip at the lower shock mount. In stock form, the chip comes in a more neutral progression setting, ideal for air shocks and an overall more supple feel. Flip the link to a more progressive setting and the Fuel EX takes on a more aggressive leverage curve and becomes coil compatible.

In all, there are seven new Fuel EX builds along with both carbon and alloy frameset options. The two alloy builds use Trek's Alpha Platinum aluminum and does have in-frame storage. The five carbon builds are Trek's OCLV and also have in-frame storage.

Both alloy builds, EX 7 ($3,699) and EX 8 (4,299), use Shimano 12-speed drivetrains and Shimano 4-piston brakes. The EX7 runs a RockShox 35 Gold RL fork and FOX Performance Float Evol shock while the 8 gets a bump to the FOX Rhythm 36 and FOX Performance Float X. While the EX 8 may not be the higher-end aluminum build that many riders shout out for, the parts blend is solid without being flashy.

Trek delineates its carbon offerings by the 9 designations, with builds starting at 9.7 and moving up to 9.9. The Fuel EX 9.7 (4,699) is a blend of parts from both the 7 and 8. Riders get the nicer suspension from the 8 but the drivetrain from the 7. For those wanting to dip into carbon waters, this is a good place. The suspension is great and the drivetrain is rock solid, albeit a bit weighty.

The EX 9.8 GX AXS ($7,699) build tells you the drivetrain already. The fork bumps a little to the FOX Performance 36 and the Float X stays on. Riders do get the bump to Bontrager's Line Elite carbon hoops. Robots aren't cheap and we're guessing Trek went with the SRAM Code R brakes to save a little coin. We'd choose derailleur cables over Code Rs but riders can make that choice for themselves.

Next is the 9.8 XT ($6,249). Every part from the 9.8 GX AXS carries over except the obvious drivetrain and brake swap to Shimano's XT group.

Lastly are the EX 9.9 XX1 AXS ($10,749) and XTR ($9,749) builds. As one would expect, everything is top-notch. FOX Factory suspension, Line Pro carbon wheels, RSL carbon bar/stem combo; it's all there. The XX1 AXS has said drivetrain and Code RSC brakes while the XTR build has the appropriately matched Shimano drivetrain and brakes.

On The Trail

It isn't often if ever, that one says a mountain bike looks just like an e-bike, but that is exactly the case with the new Fuel EX. When we attended the online launch, we had to chuckle as the Fuel EX looks just like the Fuel EXe we had recently tested . In picking up our test bikes in Whistler, we were nervous that onlookers may accuse us of riding an e-bike on an unsanctioned trail. Our uphill pace probably put us well in the safe zone.

Our two Vital staffers grabbed a medium and extra-large Fuel EX 9.9 XX1 AXS for a little jaunt on Lord of the Squirrels. This is a popular trail in the area, and we were in luck as it had just opened the day before. In all, our ride would carry us over 20 miles with 4,000 feet of climbing. As we laid out our plan to Trek, they replied that it was the perfect ride for the Fuel EX.

Our bikes were shiny and new, with brakes that were not even bedded. Fortunately, Trek did have the time to chop down the bars for our medium test bike. We set our FOX Float X shocks to 30% sag and lead with the PSI chart on the FOX 36 forks, putting in the recommended amount of air. After that, we boldly went off on our ride. Vital would normally not recommend such a ride without some shakedown, but it was Crankworx, baby! #sendit

Our given route for this ride had us start off on a paved climb, nothing too steep. From there, we were to head into something I like to call Face Punch Alley. After that, things were pleasant for some miles, and the "meander in the woods" stigma around this ride set in. At some point, near a lookout deck, the trail made a right turn and went up. The going up did not stop for many miles. Somewhere along the line one of us broke and determined this climb was really damn hard. The other person rode his XL bike swiftly up the mountain, further demolishing my spirits. At least the flies and mosquitos were really bad.

Right out of the gate on the paved portion, the Fuel EX proved itself a happy climber. Our two-man crew breezed along in an efficient and comfortable manner. We'll tip our cap to the Fuel EX for being a rather natural feeling ride. Once thrown into the more technical and looser bits of the climb, the EX held its own. Considering the circumstances, there were a number of occasions we were thankful to be on this particular bike.

There are plenty of sections of the climb that are smooth and we did goof around with the climb switch, particularly in the hurt locker. It wasn't so much that the bike needed it but we wanted that emotional gain. Despite having a load of hydration on our back, the Fuel EX didn't get too light on the steeper bits.

DH/Technical Performance/Fun Factor

After far too much climbing and several snow fields, we reached the top of our ride. Our team received some brownie-to-mouth resuscitation and broke out the camera for beauty shots to let the sugar sink in.

During the initial part of our descent, we felt the Fuel EX was a little too glued to the ground. There's definitely a time and place for this sort of character but based on what we were taking in with the trail, we wanted more pop. After some adjustments to the suspension, we were off again. Then we pulled over again and tweaked some more. The third time was the charm and we were off to the races.

Knowing that the bike is not defined by a single character is pretty fantastic.

We'll say that it speaks well of both Trek and FOX to have such an adjustable nature. Knowing that the bike is not defined by a single character is pretty fantastic. While we will loudly add the disclaimer that neither of us had ever been on this bike and one of us was riding blind, our nerves were calm aboard the Fuel EX.

There are a number of blind rollers and punts on the downhill and after plowing through a few of them, both the trail and the bike became very predictable. Letting the bike off the leash revealed a glorious ride. We were really impressed with the Fuel EX and still had miles of trail to go.

Rear Suspension Performance

FOX's Float DPX was one of our favorite shocks. We often called it the little shock that could. The new Float X is all that and more. For being a parking lot tune with a trail-side adjustment, we could not have been happier with its ability to tame miles of roots and rocks. Lord of the Squirrels is not the heaviest trail around but it is long and there are plenty of bumps. From slabs to roots and square edge hits; both the Float X and Trek's ABP handled it masterfully.

Where did the suspension excel?

There are tons of small to mid-sized impacts on the downhill. The FOX suspension smoothed it all out, and we were genuinely impressed with the moments of magic-carpet feel. Were it not for our gloveless hands' disagreement with the Bontrager grips, we would have felt fresh as a daisy.

We used the full travel on our test bikes but felt well supported when fluttering through higher-speed rough sections. Additionally, the Fuel EX was well-balanced front and rear, letting us set up properly for a variety of sections.

Unique Features  

In-frame storage is becoming less unique but we always appreciate having it. Additionally, the Bontrager tool in our steerer was quite handy for trail-side adjustments. We're eager to get our long-term test bike and play around with all of the adjustments on the Fuel EX. The Bontrager RSL one-piece bar and stem is unique , though time will tell if it is a feature.

When Trek told us we had outlined the perfect ride for the Fuel EX, they weren't kidding. In its stock form, this is as clear a representation of a trail bike as one can get. Mountain bikers that do big climbs with long descents will love the Fuel EX line. We have to imagine that even more can be squeezed out of this bike with a longer fork, slacker head angle, mixed-wheel setup, coil shock, and what-have-you. Riders can tweak their little hearts out. Regardless, out of the box, this might be our favorite Trek we've ridden to date.

Perceived Weight

We wouldn't characterize the Fuel EX as a featherweight. To be fair, it is not marketed as such but we had hopes that with all those light, high-end parts, it would feel as such. Regardless, the bike never felt piggish and conversely, it was soundly planted in the rough stuff.

Our medium tester spun his 30-inch legs as fast as he could to keep pace with Captain Climb, and the Fuel EX obliged as best it could. Bursts of power out of corners resulted in immediate acceleration. In short, the Fuel EX is an efficient machine.

It's 2022 (or 2023 according to most bike brands). If a brand's top-shelf superbike makes noise on the trail they should turn off the lights and quit. Of course, the 9.9 XX1 AXS was quiet. All we heard was the scurry of rocks beneath us punctuated by moments of uncontrollable laughter.

If Trek is buying, we'll take the XX1 AXS build kit but that isn't how things work. If it were our money and the Fuel EX line was laid before us, we'd give the nod to the 8, 9.7, or even the 9.8 XT if we were feeling fancy. All of these platforms will get you comparable performance and money left over to stuff that downtube full of taquitos.

Long-term Durability

Vital has taken in a lot of Trek bikes for long-term reviews over the past four years and never had much of an issue. When we look over the Fuel EX, we see increased levels of frame protection and much of the same, nicely finished build qualities we've come to expect from Trek. Whenever there are more things to adjust (leverage rate chip, headset cups) there will always be an increase in the likelihood of creaks. We cannot speak directly to those on this bike, but it is out there.

...the new Trek Fuel EX is a damn fine trail bike right out of the box, no matter your riding style.

What's The Bottom Line?

Vital sent two testers out on the Fuel EX. One of them punished himself for too many hours editing bike reviews, the other guy took off up the hill. If it means anything, those roles were reversed on the descent. In the end both riders made it back to the truck with giant smiles on their faces. Ultimately, it was concluded that the new Trek Fuel EX is a damn fine trail bike right out of the box, no matter your riding style. 

Look for the long-term review coming later. For now, head to TrekBikes.com for more details.

View key specs, compare bikes, and rate the new Trek Fuel EX in the Vital MTB Product Guide.

2023 Trek Fuel EX FAQ’s

What's new about the frame?

• An aggressive, forward-leaning visual redesign
• More travel: 150mm front/140mm rear
• Size-specific chainstay lengths
• Threaded bottom bracket
• Adjustable geometry via Mino Link and aftermarket angled headset cups
• Adjustable suspension progression provides more support for coil shocks or extra-aggressive riders looking for more bottom-out resistance
• A 34.9mm seat tube for fitting burlier, more reliable dropper posts
• Guided internal cable/hose routing for simplified maintenance and less noise
• A full-length dual-density downtube guard for protection from debris and during shuttle runs
• Alloy models now get internal downtube storage!

Do any frame sizes feature curved top tubes for lower standover?

Can XS and S bikes with 27.5” wheels run a 29” front wheel?

No, there’s not enough fork clearance.

In which Mino Link position does the bike ship?

Low/slack (64.5 degrees)

What happens if I flip the Mino Link position to High?

You’ll get a half degree steeper head angle (65 degrees) for quicker handling and an 8mm higher bottom bracket for more ground clearance.

How does the adjustable headset work?

You can swap out your headset cups to get a full degree of head angle adjustment without affecting any other measurements. The bikes come stock with the zero degree cups, but SKU W5295319 (sizes XS-L) or W5295274 (sizes XL-XXL) gets you the angled upper cup and SKU W5294449 (all sizes) gets you the angled lower cup.

The upper cup is a drop-in part, but the lower cup needs to be pressed in with a standard shop headset press. The cups have notches and laser-engraved guides to help you install them straight. For more detailed installation instructions, watch the Fuel EX service video on Trek U.

Install the angled cups in the indicated slack position to get a 63.5 degree head angle for more stability, or rotate 180 degrees to get a steeper 65.5 degree head angle for quicker handling.

You can install the headset cups in the slack position and use the Mino high setting to maintain BB height and avoid pedal strikes, all while keeping a 64 degree head tube angle. Need even higher and steeper? Use the Mino high setting and the steep head tube cup setting for a 66 degree head tube angle.

Are all sizes compatible with a water bottle?

Do all frame sizes use the same wheel size?

• XS: 27.5-only
• S: 27.5 or 29
• M and up: 29

What is the maximum tire size?

Frame clearance for 2.5” wide tires on both 27.5 and 29 models.

Is it compatible with other wheel/tire sizes?

Yes – this bike is mullet compatible. Riders can run a 27.5 rear wheel for better bike-to-body clearance and more agile handling. To keep the bottom bracket height reasonable and avoid pedal strikes, we recommend a 160mm fork and running the Mino Link in the High (65 degrees) position.

Are these bikes tubeless compatible? What additional parts are required?

Fuel EX 7 and up come with everything you need to set the wheels up tubeless out of the box. No additional parts required. Fuel EX 5 comes with tubeless ready rims and rim strips, but no valves, sealant, or tubeless ready tires.

What is the maximum fork axle-to-crown and travel?

See charts below. Approved for the longer Fox 38 /Rock Shox ZEB 160mm.

How much dropper post insertion does the frame have?

Does it have any accessory mounts (kickstand, racks, fenders, lights)?

Fuel EX 9.8 and 9.9 come with a Blendr-compatible bar/stem. Otherwise, Fuel EX is a purpose-built trail bike and doesn’t have mounts for a kickstand, racks, or fenders.

What is the maximum chainring size? Minimum chainring size?

Max: 34T round, 32T oval; Min: 28T

What is the chain line?

What is the crank interface?

BSA 73mm, threaded

Does it have ISCG mounts?

ISCG-05, 3-bolt

Which version of Knock Block does it use?

No Knock Block here.

What is the rear brake mount? What is the max rotor size?

180mm direct post mount (203mm max)

Which aftermarket shocks are compatible?

We know that the following shocks will fit. Other shocks may fit, as there is generous clearance, but should be checked for frame clearance at full suspension compression.

• All FOX, air and coil
• All RockShox, air and coil
• o Flight Attendant fits all sizes, but with no bottle clearance on sizes XS, S 27.5, and S 29. - DVO, air and coil
• PUSH shocks
• o No bottle clearance on sizes XS, S 27.5, S 29.
• EXT Storia coil

What size hardware is needed for aftermarket shocks?

Fuel EX takes a 185mm x 55mm shock with an industry standard 54mm x 10mm upper Trunnion and 40mm x 8mm lower standard pin mount. Fox and RockShox lower eyelet hardware in the 40mm x 8mm size are available on B2B.

Are there different sizes chainstays for size-specific stays?

Size-specific chainstay lengths are achieved by altering the main frame, not the chainstay. This means replacement chainstays are the same for all frame sizes (for a given wheel size).

Will the alloy stays work on carbon frames and vice versa?

Will there be painted replacements for paint-matched storage doors?

Yes, replacements can be found in each model’s Trekbikes.com page under Bike Tech. Note that the entry-level models get a black storage door.

Will it be available in Project One?

View replies to: First Ride - Trek's All-New 2023 Fuel EX

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Trek’s Fuel EXe Is the Best e-Mountain Bike of 2023

Light, discrete, and quiet with a great chassis, the new EX-e proves that more doesn’t make e-bikes better.

Weight: 40.9 lbs. (medium, 9.9 XX1 AXS // Price: $14,000 (9.9 XX1 AXS)

I did bad things on Trek’s Fuel EXe. But in my defense, I don’t care. Most of the trails where I live are, stupidly, closed to e-bikes. But I rode the EXe where I wasn’t allowed, and I had a metric shit-ton of fun.

Some of the fun came from being naughty, sure. A feeling that took me way back to the mid-1980s when I started riding mountain bikes. Back then, almost all trails were closed to mountain bikes. But my friends and I didn’t care. We just rode our bikes, explored, and grew our skills, asking for neither permission nor forgiveness. Because we were having fun and knew we weren’t hurting anyone or anything.

This review is of a bike, Trek’s Fuel EXe, not an essay about e-bike trail politics. Unfortunately, it is still difficult to separate the two. But I don’t find today’s debates about e-bike trail access to be substantively different than the debates we engaged in 40 years ago about mountain bike trail access.

I just wanted to say I don’t feel guilty about wanting to ride an e-bike or enjoying myself on an e-bike, and neither should you. Riding e-bikes is a blast; they are not the devil many cast them to be. And frankly, as e-bikes get quieter, sleeker, and less obvious (like this EXe), it will be increasingly difficult to tell them apart from unpowered bikes. And as they get better and lighter, also like this EXe, they’re going to become more appealing to more riders. Even ones who, in the past, had rejected e-bikes.

Guess what happened when I rode the EXe? Nothing. Nobody noticed, nobody said anything, and no horsemen of the apocalypse appeared. I, however, enjoyed myself immensely because, with assistance or not, the EXe is a damn fine mountain bike. And when you add its sleekly integrated and well-tuned motor, the EXe becomes one of the most compelling bikes in recent memory.

While the usual e-bike story is about more power, battery, and range, the EXe falls into the intriguing e-light category where the story is less. The EXe is much lighter—by ten or so pounds—than a full-power e-bike because it uses a less powerful motor. A less powerful motor is a smaller motor that weighs less and requires a smaller (lighter) battery. While many will view less as less, I found that less powerful doesn’t mean less enjoyment. The EXe is proof that the old Less-Is-More axiom works for e-bikes too.

The EXe’s embrace of less makes it an appealing choice for e-curious riders who also want the feel and handling of an unpowered e-bike. It also attracts smaller and lighter riders put off by the wrestling match that can be riding a 50-pound e-mountain bike. Plus, the lower weight means it’s easier to load on a rack, carry up flights of stairs, or hang on the wall. These are chores that make life with heavier, full-power e-bikes burdensome.

Trek Fuel EXe 9.9 XX1 AXS

Both the chassis and the motor represent new directions for Trek. While it retains Trek’s familiar suspension system, it’s an all-new and very different-looking frame from the crew in Wisconsin. And for the motor, Trek turned to a new-to-them supplier, TQ Group.

“We all wanted an e-bike that rode more like an acoustic bike,” said David Knauf, Trek’s full suspension product manager, “Like everything in the bike world, it generally comes back down to weight. Weight adds up and affects the ride of the bike significantly.”

Knauf states that Trek and TQ co-developed the HPR50 motor, which is essentially a less powerful, smaller, and lighter rendition version of TQ’s powerful (120Nm of torque) HPR 120S. “TQ had this HPR 120, which was huge. Knowing what their capabilities were to basically shrink that down as far as we wanted, we started out qualitative testing and playing around with different outputs of that motor [to] understand what was best for this mid-assistance category.” After considerable testing, Knauf noted that Trek and TQ found that 50 newton meters of torque provided the most balanced experience. “The goal the entire time was to find the bike that gave you enough assistance on the trail but didn’t compromise too much of what we appreciated in an acoustic bike,” he added.

Though not as big a name in e-bike motors as Shimano, Bosch, and a few others, TQ is no newbie startup: Its e-bike journey began in 2008. And, like many of its e-bike motor competitors, it is part of a large and diversified company. In addition to its e-mobility products, TQ plays in the robotics, automation, electronics, aviation, and medical fields.

Those resources allowed TQ to design an e-bike motor architecture it calls Harmonic Pin Ring, based on a principle called strain wave gearing. What’s interesting here is not the electric motor—it is a little different than any other e-bike’s electric motor—but its reduction gearing system.

All mid-drive e-bike motors need to slow the high RPMs of the electric motor to turn the chainring at a typical rider’s cadence: Usually about 60 to 100 RPM. Other mid-motors use a series of gears or a belt as a reduction system which lengthens the motor’s profile. The strain wave design, in contrast, employs a nested layout and achieves higher reduction ratios with fewer parts and almost no backlash (“play”). And lest you think this is some unproven or unreliable system, the moon buggy used by Apollo astronauts employed electric motors and strain wave gearing.

TQ’s final product looks more like an oversized BB standard than the typical e-bike motor. It’s also light, coming in at 1,830 grams: 120 grams lighter than the Specialized SL 1.1 system found in the first-generation Levo SL.

The HPR50 maxes out at 50Nm torque (300 watts maximum assist), putting the Fuel EXe into the growing e-light category of mountain bikes with the Levo SL and a handful of others. With less than half the maximum torque of a full-power e-bike motor, these e-light bikes don’t have the sheer thrust of a full-power e-MTB. But less powerful systems are smaller and lighter. They also draw less juice, meaning bikes can use smaller and lighter batteries. And that’s why this EXe is easily 10 pounds lighter than a comparable full-power e-bike. For example, the full-power Trek Rail weighs 51.3lb, while the similarly equipped EXe weighs 40.9 pounds.

Wrapped around the new motor is a mid-travel trail bike frame with 140mm rear travel. All complete bike models get a 150mm fork, though the frames are rated to take up to 160mm forks. Trek’s ABP (Active Braking Pivot) rear suspension is a single-pivot system with a floating brake arm. ABP allows Trek’s enginerds to fine-tune the bike’s anti-squat (pedaling) and anti-rise (braking) characteristics more than they could by using a more traditional single-pivot design. The frame fits a water bottle inside the main triangle, has a cargo mount under the downtube, and it’s compatible with air and coil spring shocks. There’s nothing radical in the bike’s fit or handling numbers. It’s a modern trail bike: long, reasonably slack in the head angle, with a steep-ish seat tube angle. Additionally, a flip chip gives riders two settings, though the difference is minimal to nearly the point of why bother.

While there’s a lot to gawk at and geek out about, the EXe still manages to blow away expectations once you get it on the trail. I got comfortable with it very quickly, and it wasn’t long before I was in love with this bike. I’m going to declare that this is one of the best mountain bikes—powered or unpowered—that I’ve ever ridden.

Everything about this bike makes it great, but I’ll start with the frame. The chassis has a modern fit and balanced handling that lets the rider climb comfortably or let it run on the descents. Yet the bike is still agreeable on mid-speed and flatter trails. There’s nothing particularly unique or different about the EXe’s geometry numbers, which is the point: It finds an equilibrium that works well on many kinds of climbs and flavors of descents without neglecting that some trails are flatter.

Sixteen years from its debut, Trek’s ABP suspension design continues to serve the brand’s bikes admirably. Though essentially a “simple” single pivot design, the EXe’s suspension is balanced against a mountain bike’s dynamic demands. Even with the assist, pedaling efficiency still matters. And the EXe does well in this regard, keeping the rider supported and the bike calm while floating up big climbs without sacrificing traction.

The suspension’s performance on the descents is similar: Good support and control while offering traction and smoothness. The feel from the RockShox Super Deluxe Ultimate shock feels particularly buttery; the RockShox Lyrik fork on the front does ride slightly firm—but that isn’t a bad thing on an e-bike.

Altogether the EXe’s overall feel on the trail is snappy and lively—two words rarely used to describe e-mountain bikes—enough that I often forgot that I was on an e-bike.

The motor’s lack of noise and smoothness is another reason I’d sometimes forget I was on an e-bike. I couldn’t hear it over my breathing on climbs; it’s so smooth that there are almost no vibrations or buzzing to feel in the frame. Plus, it is entirely free of clunking and lash. The EXe’s TQ unit is the most natural-feeling e-bike motor I’ve ridden to date. It doles out power in an approximately human way and so quickly that there’s almost no lag between when you start and stop pedaling; the motor power flows in and out. Legitimately, it just feels like you’re having a great day when pedaling this bike. I felt less surging and pushing from this motor, even in the highest assist mode, than I’ve experienced from any other e-bike motor.

The TQ feels exceptionally well-tuned, and the experience is refined, eclipsing even Specialized’s excellent motors. Some of this smoothness likely results from the TQ’s lower torque. The quiet system tricks the brain into perceiving the lack of noise as smoother. But riding the EXe was such a pleasant experience that I never missed the extra boost of a “full power” e-bike.

According to Trek, they spent a lot of time analyzing and quantifying e-bike motor noise. And while I don’t consider any of the current mid-drive e-bike motors loud, they all make noticeable (and not particularly pleasant) noise. Trek claims that, when measured in an anechoic chamber, its motor’s tonality, across a range of cadence speeds, is four to five times lower than competitors’ e-bikes, registering as “barely perceivable.”

After riding the EXe, I concur barely perceivable is a suitable way to describe the motor’s noise. It’s so quiet that it barely registers above (usually masked by) tire noise and breathing. Not only is it hushed, but the noise you can hear is a much lower pitch—almost like a cat’s happy purr—than the high-pitched whine of most e-bike motors.

So quiet is the HPR50 motor that I rode the EXe in a group, and other riders didn’t even know I was on an e-bike until they got a close look at the bike from the non-drive side or happened to see the discrete handlebar remote. To make it even stealthier, I covered the top tube display with electrical tape to hide it and covered the top tube logo with stickers. And I rode trails where e-bikes are barred. Of course, I can’t suggest you do the same, but no one I rode past gave me or the bike a second look.

The EXe’s 360Wh internal battery is good for “two to five hours,” according to Trek. While frustratingly vague, it’s also about as truthfully accurate as a brand can convey since so many factors influence battery range: air temperature, rider weight, terrain, and assist mode are examples. Weighing about 180 pounds, I rode for two hours and 40 minutes in the “Mid” assist mode and covered 25 miles with almost 2500 feet of climbing. I finished with under 30 percent battery remaining, so the two-to-five-hour estimate is accurate.

If you want more range or less range anxiety, the EXe offers a couple of options. One is a 160Wh piggyback battery ($660, 900 grams claimed weight) that fits into the bottle cage. You’ll lose that spot to carry a water bottle but gain 40 percent more range. One clever thing about this range extender, when hooked up to the bike, is that you can charge it and the bike’s in-frame battery concurrently.

The other option is to buy a second in-frame battery ($750). You can easily hot-swap the in-frame on the trail; if you’re willing to carry a spare 1,835g battery in your riding pack. Trek’s claimed charge time for the 360Wh battery is a relatively short two hours, while the 160Wh piggyback charges in an hour.

The EXe has a bright and easy-to-read two-inch OLED display flush-mounted in the top tube. It offers four data lines and a single button that powers the system on and off and loops through the data pages. A battery graphic and selected assist mode always show on top, with the bottom switching through different data pages with a button press. I appreciated that TQ offers multiple ways of conveying battery information—remaining battery charge as a percentage, estimated ride time, and range in miles. This system allows riders to confront their range anxiety in a way that suits them best. Other data pages show rider and bike power and speed. Overall, the TQ system’s display and controls are a model of simplicity. But if you like lots of metrics in front of you, the TQ system broadcasts information on an ANT+ channel, allowing you to pair it with a compatible GPS cycling computer. Riders may access further information and settings—and fine-tune the assist modes—through the Trek Central app for iOS and Android.

Everything added up, this e-lite mountain bike might provide a superior experience for many riders, even committed e-bike riders. Yeah, it’s not going to hurl you up the climbs the way a full-power e-bike will. Yes, I did wish for more range at times—if only because riding the EXe is so damn fun. But the Fuel EXe has enough power and battery capacity to offer substantial assistance, yet the bike remains lithe and agile. And it doesn’t punish the upper body on descents.

Based on Strava, even with the EXe’s assist, I was still slower on the climbs and descents than my town’s fastest pro rider on their acoustic bikes. I wasn’t even as fast as my best unassisted times from when I was in my best riding shape. But I could ride it quicker with less effort than I can at my current weight and fitness on an unassisted bike. It lessened—but did not eliminate—the pain and, most importantly, increased the fun in a quiet, sleek, and easy-to-ride package. These are the hallmarks of an extraordinary bike.

The EXe provides an e-bike experience that doesn’t overwhelm the mountain bike experience. Transitioning from a mountain bike to a full-power e-bike can be jarring. Full-power e-bikes are a lot: A lot of power and a lot of weight. Many riders adapt and are completely happy on full-power e-bikes, but if you’ve tried a full-power e-bike and found it just too much, the EXe will be a revelation.

A gear editor for his entire career, Matt’s journey to becoming a leading cycling tech journalist started in 1995, and he’s been at it ever since; likely riding more cycling equipment than anyone on the planet along the way. Previous to his time with Bicycling , Matt worked in bike shops as a service manager, mechanic, and sales person. Based in Durango, Colorado, he enjoys riding and testing any and all kinds of bikes, so you’re just as likely to see him on a road bike dressed in Lycra at a Tuesday night worlds ride as you are to find him dressed in a full face helmet and pads riding a bike park on an enduro bike. He doesn’t race often, but he’s game for anything; having entered road races, criteriums, trials competitions, dual slalom, downhill races, enduros, stage races, short track, time trials, and gran fondos. Next up on his to-do list: a multi day bikepacking trip, and an e-bike race. 

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On Test | Is the Trek Fuel EX 2023 the most forward-thinking trail bike out there?

Huge news in the trail bike world, the brand new 2023 Trek Fuel EX has landed and it looks like an absolute ripper! As we predicted when we tested the electrified Fuel EXe a couple of months ago, Trek is bringing many of the same updates to the non-motorised version. There are some surprises however, with the new Fuel EX adopting some of the innovations shown in the latest Session downhill bike, while also unveiling brand new tech that makes this one of the most versatile Trek mountain bikes we’ve ever seen.

Watch our video review of the Trek Fuel EX 2023 here:

What’s changed with the 2023 Trek Fuel EX?

For 2023 the Trek Fuel EX receives an all-new frame design, and it also sees a 10mm increase in suspension travel. Stock bikes are now equipped with a 150mm travel fork, while the ABP platform delivers 140mm of rear travel.

Most frame sizes will come with 29in wheels, though the two smallest frame sizes will be available with 27.5in wheels. And as with previous models, the Fuel EX will be offered in both alloy and carbon variants.

With the aim of improving overall practicality, some of the features we’ve seen in the past have been eliminated from the new Fuel EX. The Knock Block headset is gone, and so too is the proprietary Thru Shaft shock and custom RE:aktiv damper. You’ll also no longer find a press-fit bottom bracket, with the Fuel EX moving to a more popular threaded BB shell.

Trek has also adopted guided internal cable routing, both on the carbon and alloy frames. The same goes for the integrated downtube storage. And as with the latest Trek Slash , there’s a new two-piece, dual-density, bolt-on armour plate for the downtube.

There’s huge versatility

For sure one of the most exciting aspects of the 2023 Trek Fuel EX is its in-built versatility.

Of course you’ll still find the Mino Link flip chip, which allows you to tweak the angles by 0.5° and the BB height by 8mm.

Adding to that, there’s now a flip chip at the lower shock mount for fine-tuning the suspension’s leverage rate. We first saw this on the Session downhill bike, and the concept is the same here with ‘More’ or ‘Less’ settings. The Fuel EX will come setup from the factory in the Less progressive setting, which delivers a plusher ride quality and is well suited to air shocks. Riders can flip the chip around to increase progressitivity for more support on bigger jump trails, which is also designed to work better with coil shocks. Yes, the new frame is coil shock compatible.

3-way head angle adjustment

Furthermore, you can now tweak the head angle independently on the new Trek Fuel EX.

Stock bikes will come with neutral headset cups, though Trek will also be offering an offset cup that allows you to slacken or steepen the head angle by 1°. The execution is different to the Specialized Stumpjumper EVO , with the Fuel EX utilising press-in headset cups that require a proper tool for removal and installation. Trek states this was done to provide a snug and secure interface, with less chance of the headset developing play or creaking over time.

Unfortunately the Fuel EX won’t come supplied with the offset headset cups. Those will be sold separately, and we understand they won’t be available immediately either. When they are available, owners will be able to set up the head angle to be as slack as 62.9° or as steep as 66°, which is wild!

Oh, it’s mullet compatible too!

As if that wasn’t enough adjustment, the Trek Fuel EX can be setup as a mullet too. If you do decide to fit a 27.5in rear wheel, Trek recommends flipping the Mino Link in the High position, and it also suggests running a 160mm travel fork to help lift the BB height back up to its optimal position.

It’s worth noting that most of the stock Fuel EX models come with a Fox 36 fork, so it’ll be relatively easy to fit a 160mm air shaft to extend the travel without having to buy a whole new fork.

And big geometry updates

Along with the increase in travel, the 2023 Trek Fuel EX has also received a significant overhaul of its geometry.

In its stock configuration, the head angle has been slackened out to 64.5° and the effective seat angle has been steepened to around 77.5°. Reach measurements have grown, with a Medium frame now sitting at 450mm, and a Large at 485mm. All good stuff for a modern trail bike.

Perhaps more exciting however, is the adoption of size-specific rear centre lengths. By manipulating the suspension pivot locations on the front triangle, Trek’s engineers have been able to adjust the rear end length to better maintain weight distribution throughout the size range. On the smaller frames you’ll find a 435mm rear centre length, which grows to 450mm on the largest frame size.

Speaking of frame sizes, it’s worth acknowledging that Trek will be producing no fewer than eight sizes across the Fuel EX lineup. Yes, eight ! The XXL size will only be available in alloy, but it’s still fantastic to see given that most brands only produce 3-4 frame sizes.

Also of note is the move to a fatter 34.9mm seat tube diameter. Along with an increased insertion depth, the Fuel EX is designed to fit modern, longer-stroke dropper posts.

Trek Fuel EX price & specs

In Australia, there will be four models available in the 2023 Trek Fuel EX lineup. Prices will start at $4,999 AUD for the Fuel EX 7, and will top out at $8,999 AUD for the Fuel EX 9.8.

What about that gorgeous Fuel EX 9.9 model shown here? We understand that Trek Australia will be offering these in a limited number available through the Project One custom bike builder, though we’re still waiting to confirm pricing and availability.

If you’re looking for something on the other side of the spectrum, the previous generation Fuel EX 5 will carry over into 2023. This provides a more budget-friendly option at $3,799 AUD, though it does miss out on all of the frame and suspension updates.

Keen to know how the new bike rides? Check out our Trek Fuel EX review to find out how the new bike compares to the outgoing version and some of its biggest competitors.

2023 Trek Fuel EX 9.9 XX1 AXS

• Frame |  OCLV Mountain Carbon Fibre, ABP Suspension Design, 140mm Travel
• Fork | Fox 36, Factory Series, GRIP2 Damper, 44mm Offset, 150mm Travel
• Shock | Fox Float X, Factory Series, 185x55mm
• Wheels | Bontrager Line Pro 30, OCLV Carbon Rims, 29mm Inner Width
• Tyres |  Bontrager SE5 Team Issue 2.5in Front & Rear
• Drivetrain | SRAM XX1 Eagle AXS1×12 w/30T Crankset & 10-52T Cassette
• Brakes | SRAM Code RSC 4-Piston
• Bar |  Bontrager RSL Integrated, OCLV Carbon, 27.5mm Rise, 820mm Width
• Stem |  Bontrager RSL Integrated, OCLV Carbon, 45mm Length
• Seatpost | RockShox Reverb AXS, 34.9mm Diameter, Travel: 100mm (S), 150mm (M-M/L), 170mm (L), 200mm (XL)
• Saddle |  Bontrager Arvada, Austentite Rails
• Claimed Weight | 14.11kg
• RRP |  $TBC

2023 Trek Fuel EX 9.9 XTR

• Drivetrain | Shimano XTR 1×12 w/e*13 TRS Race Carbon 30T Crankset & 10-51T Cassette
• Brakes | Shimano XTR 4-Piston
• Seatpost | Bontrager Line Elite, 34.9mm Diameter, Travel: 100mm (S), 150mm (M-M/L), 170mm (L), 200mm (XL)
• Saddle | Bontrager Arvada Pro, Carbon Rails
• Claimed Weight | 13.7kg

2023 Trek Fuel EX 9.8 XT

• Fork | Fox 36, Performance Series, GRIP Damper, 44mm Offset, 150mm Travel
• Shock | Fox Float X, Performance Series, 185x55mm
• Wheels |  Bontrager Line Elite 30, OCLV Carbon Rims, 29mm Inner Width
• Drivetrain | Shimano XT 1×12 w/30T Crankset & 10-51T Cassette
• Brakes |  Shimano XT 4-Piston
• Claimed Weight | 14.33kg
• RRP |  $8,999 AUD

2023 Trek Fuel EX 9.7

• Fork | Fox Rhythm 36, GRIP Damper, 44mm Offset, 150mm Travel
• 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/30T Deore Crankset & 10-51T Cassette
• Brakes | Shimano Deore 4-Piston
• Bar | Bontrager Line, 27.5mm Rise, 780mm Width
• Stem | Bontrager Elite, 45mm Length
• Seatpost | TranzX Dropper, 34.9mm Diameter, Travel: 100mm (S), 150mm (M-M/L), 170mm (L), 200mm (XL)
• Saddle | Bontrager Arvada, Chromoly Rails
• Claimed Weight | 14.76kg
• RRP |  $6,999 AUD

2023 Trek Fuel EX 8

• Frame | Alpha Platnium Alloy, ABP Suspension Design, 140mm Travel
• Drivetrain | Shimano XT 1×12 w/30T Deore Crankset & 10-51T Cassette
• Claimed Weight | 15.65kg
• RRP |  $5,999 AUD

2023 Trek Fuel EX 7

• Fork | RockShox 35 Gold RL, Motion Control Damper, 44mm Offset, 150mm Travel
• Shock | Fox Float DPS, Performance Series, 185x55mm
• Drivetrain | Shimano Deore 1×12 w/30T Crankset & 10-51T Cassette
• Brakes | Shimano MT420 4-Piston
• Bar | Bontrager Rhythm, 15mm Rise, 750mm Width
• Stem | Bontrager Alloy, 50mm Length
• Saddle | Bontrager Arvada, Steel Rails
• Claimed Weight | 15.97kg
• RRP |  $4,999 AUD

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Trek Marlin 4

• AUS $ NZD $ USD $ CAD $ GBP £ EUR €

Size / XS, SM, MD, MD/LG, LG, XL, XXL

At a glance

Where to buy.

Specifications

• Frame aluminum frame
• Fork Size: XS, SR Suntour XCE 28, coil spring, preload, 42mm offset for 27.5'' wheel, 100mm QR, 80mm travel; Size: S, SR Suntour XCE 28, coil spring, preload, 42mm offset for 27.5'' wheel, 100mm QR, 100mm travel; Size: M, ML, L, XL, XXL, SR Suntour XCE 28, coil spring, preload, 46mm offset for 29'' wheel, 100mm QR, 100mm travel
• Hubs Formula DC-31, alloy, 6-bolt, 6/7/8 speed freewheel, 135x5mm QR
• Wheels Size: XS, S, Bontrager Connection, double-wall, 32-hole, 20 mm width, Schrader valve, Black; Size: XS, S, M, ML, L, XL, XXL, Bontrager Connection, double-wall, 32-hole, 20mm width, schrader valve; Size: M, ML, L, XL, XXL, Bontrager Connection, double-wall, 32-hole, 20 mm width, Schrader valve
• Wheel Size 29" 27.5"
• Tires Size: XS, S, Bontrager XR2 Comp, wire bead, 30 tpi, 27.5x2.20''; Size: M, ML, L, XL, XXL, Bontrager XR2 Comp, wire bead, 30 tpi, 29x2.20''; Size: M, ML, L, XL, XXL, Bontrager XR2 Comp, wire bead, 30 tpi, 29x2.00''
• Chain KMC Z7, 7 speed
• Crank Size: XS, S, M, Shimano Tourney TY301, 42/34/24, 170mm length; Size: ML, L, XL, XXL, Shimano Tourney TY301, 42/34/24, 175mm length
• Bottom Bracket Size: XS, S, M, ML, L, XL, XXL, VP BC73, 73mm, threaded cartridge; Size: XS, S, M, ML, L, XL, XXL, Sealed cartridge, 73mm
• Front Derailleur Shimano Tourney TY300, 34.9mm clamp, down swing, down pull
• Rear Derailleur Shimano Tourney TY300, long cage, 34T max cog
• Shifters Shimano Altus EF500, 7 speed
• Brakeset Size: XS, S, M, ML, L, XL, XXL, Tektro MD-M280 mechanical disc, 160mm rotor; Size: XS, S, M, ML, L, XL, XXL, Tektro MD-M281 mechanical disc, 160mm rotor
• Handlebar Size: XS, S, Bontrager alloy, 31.8mm, 5mm rise, 690mm width; Size: M, ML, L, XL, XXL, Bontrager alloy, 31.8mm, 5mm rise, 720mm width
• Saddle Bontrager Arvada, steel rails, 138mm width
• Seatpost Size: XS, S, Bontrager alloy, 31.6mm, 12mm offset, 330mm length; Size: M, Bontrager alloy, 31.6mm, 12mm offset, 360mm length; Size: ML, L, XL, XXL, Bontrager alloy, 31.6mm, 12mm offset, 400mm length
• Stem Size: XS, Bontrager alloy, 31.8mm, Blendr compatible, 7 degree, 50mm length; Size: S, Bontrager alloy, 31.8mm, Blendr compatible, 7 degree, 60mm length; Size: M, Bontrager alloy, 31.8mm, Blendr compatible, 7 degree, 70mm length; Size: ML, L, Bontrager alloy, 31.8mm, Blendr compatible, 7 degree, 80mm length; Size: XL, XXL, Bontrager alloy, 31.8mm, Blendr compatible, 7 degree, 90mm length
• Grips Bontrager XR Endurance Comp, lock-on
• Headset Semi-integrated, 1-1/8''

Q: How much is a 2023 Trek Marlin 4?

A 2023 Trek Marlin 4 is typically priced around $619 USD when new. Be sure to shop around for the best price, and also look to the used market for a great deal.

Q: Where to buy a 2023 Trek Marlin 4?

The 2023 Trek Marlin 4 may be purchased directly from Trek .

Q: What size wheels does the 2023 Trek Marlin 4 have?

The 2023 Trek Marlin 4 has 29" and 27.5" wheels.

Q: What size 2023 Trek Marlin 4 should I get?

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• (1.01 mi) Renvills-Hotel
• (7.85 mi) Park Inn by Radisson Izmailovo Moscow
• (7.10 mi) D'Hotel
• (0.04 mi) Restaurant Bar Barcode
• (0.07 mi) Burger 9.18
• (0.22 mi) The Burger Guide
• (0.41 mi) Tanuki
• (0.25 mi) Sushi-market Tatsu
• (0.39 mi) Fest Mytishchi Drama and Comedy Theater
• (0.63 mi) Katya & Nikita — Local Moscow Guides
• (0.32 mi) Monument to Plane Po-2
• (0.32 mi) Paprika Lounge Bar
• (0.04 mi) Enot Anticafe

• 2 Get around

Mytishchi is a mid-sized industrial city in North Moscow Oblast , which borders Moscow to the southwest. It is perhaps Moscow Oblast 's principal industrial center, particularly for machinery and armaments.

Get in [ edit ]

A convenient elektrichka route (in fact, the first elektrichka route in Russia) runs frequently all day between Mytishchi and Moscow's Yaroslavsky Train Station. Rapid trains (Sputniks) bound to Pushkino and Bolshevo also stop here.

You can also get here pretty easily by taking the Kaluzhsko-Rizhskaya metro line to the end at Medvedkovo and there catch a bus or marshrutka to the Mytishchi center from the metro station.

Do [ edit ]

There is one of the biggest ice Arenas in Region (appr. 8 500 visitors) for ice hockey.

At summer: several pay beaches at Pirogovo water reservoir. Malibu pay resort (yachts, cafes etc)

Sleep [ edit ]

Go next [ edit ].

• Pushkino is just a little farther along the rail and elektrichka lines running from Moscow through Mytishchi.

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