Few bikes in the modern era have been more responsible for changing the fortunes of a bike company than Trek’s ABP-equipped Fuel EX series. Before its inception in 2008, Trek’s focus had been primarily on road bikes and XC hardtails for almost a decade, to the extent that the performance of its dual suspension offerings were considered by many to be well off the mark.With the 120mm travel Fuel EX series and its new ABP suspension system, that all changed. The ensuing slew of praise from owners, journalists and the MTB industry in general placed Trek’s full suspension bikes at or close to the forefront of modern trail bike performance, and they’ve remained there over the last five years. Although the frame, geometry and rear shock have seen a process of gradual evolution since that first Fuel EX hit the market, its travel has stayed at the 120mm trail bike sweet spot; until now that is. For 2013 the travel has been pushed up to 130mm front and rear, as well as the geometry being slackened further in line with current trends. We’ve been putting the hammer to the latest Fuel EX9 to see if Trek have taken things a step too far, or have managed to make their most popular dual suspension bike even better.
At $3,999, the Fuel EX9 is the top-level all-aluminium bike in the range. You can also get a budget oriented EX5 for $1,899, a mid-range EX8 at $2,999 or you can spring for the carbon fibre EX9.8 for the princely sum of $5,499. It’s fair to say that all four models represent good value for money at their given price points, and the frame is more or less the same for all models (the 9.8’s carbon construction notwithstanding). There are five sizes on offer too, so no matter your stature you should be able to get a Fuel EX that fits. Our 18.5-inch frame weighed 2,903g, and the complete bike came in at 12.6kg without pedals; not the lightest out there, but competitive with many similar offerings.
The EX9 is kitted with full Shimano XT running gear (including a clutch-style derailleur) and brakes. You also get a RockShox Reverb dropper post and Fox DRCV suspension (a Trek exclusive) front and rear. The tyres and cockpit components all hail from Trek’s own Bontrager brand, as do the excellent Rhythm Elite wheels. Post mounts for the rear brake, a direct mount front derailleur and ISCG tabs for a chain guide keep the frame details on-trend, and despite these modern concessions, it’s nice that you can still fit a bottle cage if you want.
It’s a well thought out parts list and there’s really nothing you’d need to change, however the Bontrager In-Form saddle is available in different widths, so you should get your Trek dealer to size you up for the correct one. The 720mm handlebar also feels very ‘straight’, so if your shoulders aren’t overly broad you may want to swap it for something with a bit more back-sweep. It’s a little disappointing that the rim strips that are required to officially make the rims ‘tubeless ready’ aren’t included, especially as the tyres are designed to be run just with valves and sealant. In any case, we simply tape-sealed the rims and after a bit of a struggle seating the tyres we haven’t had any dramas.
Trek frames have traditionally been beautifully designed and made, featuring a few trick finishing touches that really set them apart. With the new EX9 we were a little surprised to see that the alloy construction wasn’t quite as ‘fancy’. Cosmetically, the lovely hourglass head tube has been replaced with a straight-sided version which houses a fully integrated headset. Whilst it should function identically it just doesn’t look as classy, and in the rare event that you have a nasty front end bingle and ovalise the head tube, you can’t just replace the headset cups. The new frame has also gone for filled (or double pass) welds to try to achieve a smoother finish, however there were some uneven and untidy areas on our test bike. Whilst no doubt structurally sound, the 2013 EX9 frame just doesn’t have quite the same air of quality as its predecessor. It’s also a bit of an oddity that although the stated horizontal top tube on the 18.5-inch bike is 605mm it felt short to ride, and running a tape measure over the frame came back with a length of 585mm (centre-centre). We’d suggest that prospective buyers may want to go one size up from what they’d normally choose to avoid feeling cramped, or at least double check their sizing before committing to a size based on the listed top tube length.
Travelling Show
To control its 130mm of ABP travel, the 2013 EX9 uses the Fox/Trek co-developed DRCV air spring technology with CTD dampers both front and rear—acronym overload, anyone? Or is that AO for short? ABP (Active Braking Pivot) is Trek’s suspension layout whereby the rear suspension pivot is concentric with the rear axle; it’s a system that has worked very well in the past, and it continues to provide a supple suspension platform which remains largely unaffected by braking forces. The 142x12mm rear axle on the EX9 helps keep the rear swing-arm laterally stiff, although the 2013 bike uses an external-cam style axle with a polymer bushing instead of licensing SRAM’s Maxle as in previous versions—the plastic-free Maxle was worth an extra dollar or two in our book.
The DRCV air spring was a bit of a watershed when we first rode it a few years back. It was the first time we’d ridden any air sprung suspension that used all of its travel without being wallowy in the mid-stroke. This is achieved by having two air chambers; the large main chamber, and a smaller second chamber which is opened by an internal pushrod about a third of the way through the shock stroke. The end result is a shock/fork that gives plenty of support early in its travel, but doesn’t ramp up aggressively when you push it to the limit. It’s still a great system and throughout our test we regularly pushed the travel O-ring all the way to the end without feeling any sense of bottoming out.
The last part of the suspension letter-fst is Fox’s new CTD (Climb-Trail-Descend) damper, which is fitted to both the fork and shock on the EX9. It’s a pretty self-explanatory system; a three position switch with a fully open setting for full and unrestricted bump compliance, a moderately damped middle setting for general riding when you want a balance between bump sensitivity and pedalling efficiency, and a heavily damped mode for times when it’s all about getting power transfer to the back wheel. There’s no doubt that it’s a simple system to use and there’s a noticeable difference between each of the three settings, which certainly adds some easy adjustability to the ride characteristics of the EX9 depending on your preferences or riding conditions.
In practice we found that whilst the fork’s three settings were pretty much spot on, the middle setting on the rear shock seemed a bit soft—perhaps only a third of the way from fully open to the ‘climb’ setting. This meant that you didn’t gain a great deal of compliance by descending in the fully open mode versus the ‘trail’ setting, but nor was there generally enough damping in trail mode to prevent unwanted suspension movement—particularly for standing efforts.
Suspension performance on any bike is a combination of the suspension layout itself and the damper tune, and by changing both of these factors at the same time Trek have made harder for themselves to find the perfect balance between the generally conflicting requirements of MTB suspension. We found the best compromise was to use the fork settings as you’d expect, but keep the rear shock in trail mode for all but the roughest and longest descents. The climb function was reserved for smooth but steep climbs. For technical climbing, the best results came from using the granny ring almost exclusively, where the extra chain force combined with the shock’s trail setting to limit pedal induced suspension movement.
If this is sounding a little critical, we can assure you that the new EX9 is a very good jack of all trades bike, especially when it comes to high speeds on relatively steep trails. We’re mentioning these things because the tweaks and changes for 2013 have taken the Fuel EX much closer to their Remedy models. Trek’s 150mm travel Remedy is one of the best all-mountain bikes available. Previously the Fuel EX was a distinctly different beast; capable of tackling technical trails but still with an eye primarily on efficiency, but the new EX9 has moved much closer in character to its longer-legged stable mate. Both bikes now pedal about the same, so it’s no longer a choice between two very capable but distinctly different bikes, but rather a very blurred line between the extra travel of the Remedy versus the slightly sharper handling of the Fuel EX. How much you get your wheels off the ground and just how rough and steep your trails are will ultimately be the deciding factor here.
Get on the Gas
The 3x10 drivetrain clearly indicates that the Fuel EX9 is meant to be pedalled, and in as wide a variety of terrain as you can imagine. That said, if your legs or terrain allow it we also think the EX9 would be a great candidate for a single-chainring conversion; with the Shadow Plus derailleur and a chain guide you’d be pretty sure to keep your chain in place no matter what, and ditching the front derailleur and shifter would shed a few hundred grams. Either way, the short 425mm chainstays keep the handling snappy, especially when jinking through the rocks or a succession of quick turns, and the 68-degree head angle is slack enough to let you confidently maintain speed when things get a bit steep or hairy. Short top tube aside, it’s clear that Trek have got their geometry sorted; the Fuel EX9 feels dynamic and engaging on the trail, and the riding position keeps you very much in the centre of the bike so you can easily move around the cockpit as the terrain dictates. The EX9’s frame is laterally stiff, and at 130mm the Fox Float fork is also short enough to resist twisting excessively, no doubt helped by its 15mm thru-axle. There’s plenty of standover, and the dropper post lets you make the most of it through tight turns and steep downs.
The new EX9 may have given up some of its pedalling prowess, but it’s certainly replaced it with a more than equal amount of up-for-it enthusiasm; it’s a very difficult bike to rattle unless you take it a very long way beyond what’s sensible for anything with 130mm of travel. Like the other ABP-equipped bikes we’ve ridden over the last few years it has a particularly supple, ground-hugging feel to it, and by keeping the wheels glued to the ground it seems to find traction where other bikes may not.
The EX9 is also very happy to fly over the chunder; it’s composed and balanced in the air while the stiff frame shrugs off sideways landings. There’s also a lack of any harsh bottom-out, making the suspension feel longer than it actually is. Compliments need to go to the new XR3 tyres, which proved themselves to be predictable and reliable in a huge range of conditions—they are definitely worth considering, even if you don’t own a Trek bike. Likewise the wheels; the weight is very reasonable, they’re still straight and true, and the 23mm (internal) rim measurement gives a reasonable footprint to whatever tyres you choose to run.
It seems that Trek’s 2013 Fuel EX9 is not so much an evolution of its highly regarded ancestor, as it is an entirely new beast spawned from the mix of a new frame, new suspension components, and a longer set of legs. It’s not quite as pretty or as efficient as the previous version, but it’s even more capable when things get nasty. Now less of a cross-country bike with respectable trail capabilities; the new rendition is a play bike with a positive attitude and the chops to back up its confidence. Whilst it may not be the lightest trail bike on the hill, the EX9 is certainly not lacking in the fun department, and if your riding is more likely to involve challenging trails than challenging distances, then it’s well worth putting some fuel on your shopping list.
Thumbs Up
Fun and engaging ride
Supple traction enhancing suspension
Well considered parts spec
Thumbs Down
Lacks a little in pedalling efficiency
Frame finish isn’t as slick as its predecessor
Specifications
Frame: Alpha Platinum Aluminium
Shock: Fox/Trek DRCV CTD 130mm travel
Fork: Fox/Trek DRCV CTD 15QR 130mm travel
Headset: FSA Fully Integrated, 1 1/8 - 1 1/2
Handlebars: Bontrager RL Low-Rise 720mm
Stem: Bontrager RL Alloy
Shifters: Shimano XT
Front Derailleur: Shimano XT
Rear Derailleur: Shimano XT Shadow Plus
Cassette: Shimano XT 11/36 10-speed
Chain: KMC X10
Cranks: Shimano XT 24/32/42
Bottom Bracket: Shimano XT
Pedals: N/A
Brakes: Shimano XT
Wheels: Bontrager Rhythm Elite Tubeless Ready
Tyres: Bontrager XR3 Team Issue, Tubeless Ready 2.2
Saddle: Bontrager Evoke 2
Seatpost: RockShox Reverb Dropper
Weight: 12.6kg without pedals (18.5-inch frame 2,903g)
Available Sizes: 15.5, 17.5, 18.5 (tested), 19.5 and 21.5-inch
Price: $3,999
Distributor: Trek Bicycle Corporation (02) 6173 2400 / www.trekbikes.com
