trek fuel wiki

FIRST RIDE REVIEW

The new trek fuel ex review.

Photos & Words by Dario DiGiulio

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

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

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

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

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

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

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

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

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

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

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

THE WOLF’S FIRST IMPRESSION

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

TREK FUEL EX 7

Price: $3,699.99

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

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

Wheelset: Bontrager Line Comp 30, Rapid Drive 108

TREK FUEL EX 8

Price: $4,299

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

Drivetrain: Shimano XT M8100 Brakes: Shimano Deore M6120

TREK FUEL EX 9.7

Price: $6,249.99

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

Drivetrain: Shimano SLX/XT Brakes: Shimano Deore M6120

TREK FUEL EX 9.8

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

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

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

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

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

TREK FUEL EX 9.9

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

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

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

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

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

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Trek Fuel EX 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.

BikePerfect 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 has been working on Bike Perfect since we launched in 2019. Hatched in Yorkshire he's been hardened by riding round it in all weathers since he was a kid. He spent a few years working in bike shops and warehouses before starting 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. To make sure he rarely sleeps and to fund his custom tandem habit, he’s also penned a handful of bike-related books and talks to a GoPro for YouTube, too.

Current rides: Cervelo ZFS-5, Forbidden Druid V2, Specialized Chisel, custom Nicolai enduro tandem, Landescape/Swallow custom gravel tandem

Height: 180cm

Weight: 69kg

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4 upgrades & 7 updates on our Fuel EXe long-term test bike | Trek Fuel EXe Review

The not-so-minor details.

2023 Trek Fuel EXe

https://www.trekbikes.com

$9,499 AUD - $12,999 AUD

The Trek Fuel EXe was launched just a few months ago, arriving to much fanfare thanks to its unique TQ-HPR50 motor and clean aesthetics. We were totally captivated by the smooth and quiet motor performance, while the low weight, balanced geometry and supportive suspension gave it an impressively playful and agile character on the trail.

We’ve since spent a load more time aboard our test bike, and have made a few key changes and upgrades along the way. For those who are curious about this lightweight e-MTB, or for those who already own one and are looking to delve a bit deeper into its capabilities, here’s a look at what we’ve learned from our long-term review of the Trek Fuel EXe.

There’s an app for that

The release of the Fuel EXe has been accompanied by a new app called Trek Central.

Designed specifically for the Fuel EXe, the app incorporates a number of features including ride tracking, navigation and range estimation. It allows you to tune the performance of the TQ HPR50 motor, and it provides recommendations on suspension and tyre setup. You can pair the app with a heart rate monitor, and it’ll even talk to SRAM TyreWiz and AirWiz modules to provide live pressure readouts.

It’s easy to tune the TQ-HPR50 motor

The most interesting component of the Trek Central app is the Perfect Tune function. This lets you adjust the motor’s power output and assistance behaviour across each of the Eco, Mid and High assist modes. Within each mode you can adjust the Maximum Power, Assist Factor and Pedal Response using a simple sliding scale.

Our main interest here was to see if we could give the TQ motor a little more punch for shorter rides. Although the High mode already comes with the Maximum Power set to the full 300W, it is possible to increase both the Assist Factor and Pedal Response settings, which is exactly what we did.

With both settings maxed out, the Fuel EXe accelerates faster and requires less pedal input to deliver maximum power. It still requires plenty of input, and it isn’t as gutsy as a full-powered motor like a Bosch Performance Line CX or Shimano EP8, but it is noticeably quicker compared to the stock settings.

Of course the downside is reduced range, and it’s possible to rinse that 360Wh battery pretty quickly, especially for heavier riders. It works well for an hour-of-power session after work, but for longer rides you’ll want to make use of the Eco and Mid settings, and consider dialling down the Assist Factor. This will encourage you to pedal harder to receive maximum motor support, while only relying on the High setting when you really need it.

It still has some lag

In our initial review, we mentioned that the TQ-HPR50 motor didn’t always provide support when we wanted, exhibiting some lag in certain circumstances.

Now we aren’t referring to the mechanical pickup of the motor. That is near-instantaneous, with very little free-play in the cranks before they engage the drive system. Rather we mean the delay between when you input a pedalling force, to the point that the motor starts delivering power output.

Even with the Pedal Response set to the maximum level, this delay can still sometimes occur. If you’re climbing in a higher gear at a slower cadence, pausing to freewheel over an obstacle won’t be met with instant power delivery once you get back on the gas. Similarly, if you’re cruising along at speed and need to pause on the pedals, there is some lag in the motor’s pickup when you begin pedalling again.

To avoid this, we’ve found the TQ-HPR50 motor to provide better support at higher cadences. Make use of the lower gears, spin at a higher RPM, and the motor will respond faster and more willingly.

Generally speaking though, this is a motor that is here to give you a subtle helping hand rather than feeling like you have a rocket booster strapped to the bike. The soft and smooth power delivery is what contributes to its discreet and energy-efficient performance, allowing the Fuel EXe to be built with such a small and lightweight battery in the first place.

The wide Q-factor may be a bother

Despite spending another couple of months on the Trek Fuel EXe, I’ve not gotten used to its wide stance at the pedals.

To clarify, the TQ-HPR50 is one of, if not the smallest mid-drive motors on the market, and its bottom bracket axle is narrow at 135mm. The issue is with the carbon e*13 crank arms that come on the Fuel EXe 9.8 and 9.9 models. These bulky cranks add significant width to the overall Q-factor, pushing the pedals further away from the bike.

According to my measurements the Q-factor is nearly 195mm. That is very wide, and it’s caused me some knee pain on longer rides.

I visited a local Trek dealer and compared the Q-factor with the alloy e*13 cranks that come on the cheaper Fuel EXe 9.7 and 9.5 models. The difference is almost 20mm, with the alloy crank arms being considerably slimmer and coming much closer to a crankset on a regular mountain bike.

Many riders won’t be fussed by a wide Q-factor, and indeed the broader stance can improve overall stability on the bike. But for riders with sensitive knees, it is something to consider. Indeed if the Fuel EXe were my bike, I’d be looking at changing out the crank arms.

But it’s oh so quiet

Since reviewing the Trek Fuel EXe, I’ve been riding a whole bunch of other e-MTBs including the Canyon Spectral:ON , the Scott Patron and the Cube Stereo Hybrid 160 . Those all make use of full-powered motors that have their various strengths and weaknesses, but one of the most noticeable differences is the amount of noise out on the trail.

The TQ-HPR50 motor is remarkably quiet, even in the highest assist mode with all of the settings maxed out. The pitch and overall volume are so discreet, that every time I jump onto a full-powered e-MTB, it feels like I’m riding a vacuum cleaner.

It’s also unnoticeable on the descents, with none of the freewheel clacking that has plagued the Shimano EP8 and Bosch Performance CX drive units. Along with its smooth and surge-free power delivery, I’ve been really impressed with the experience that the stealthy TQ motor brings to riding the Fuel EXe, which feels closer to a regular mountain bike than a full-powered e-MTB.

The RockShox suspension is performing beautifully

Both the Trek Fuel EXe 9.8 XT and the top-end 9.9 models come fitted with the new 2023 RockShox forks and shocks as standard. Featuring an all-new construction with updated internals, the Lyrik is equipped with the new Charger 3 damper, and the Super Deluxe shock features the RC2 damper.

In our initial review, we found the Fuel EXe’s suspension to be incredibly supportive, but not the most compliant over smaller bumps. That was particularly the case up front with the Lyrik, which even felt harsh in some situations.

I’m happy to report that the suspension has bedded in a lot since new, though I’ve since been riding the Fuel EXe with a different Lyrik Ultimate. This Lyrik had been freshly serviced by SRAM, and it has bedded in beautifully over the last few weeks of riding. Compared to the original fork it is significantly smoother and plusher, especially across smaller rubble. The support is still there, it’s just vastly more comfortable and reactive.

This experience has turned around my earlier feelings on the Lyrik, which I wasn’t overly impressed with. Aside from the different colour, the only difference between these two forks is the fact that the green one had been serviced. It isn’t uncommon to encounter varying levels of assembly grease and oil with mass-produced suspension products, though perhaps the new RockShox forks are more sensitive to it.

My advice to anyone out there with a 2023 RockShox fork that is feeling harsh? Have your local bike shop check the lowers for the proper lubrication levels. It could make all the difference, as it has done on our Fuel EXe.

It’s brilliant with a 160mm travel fork

While the Trek Fuel EXe comes standard with a 150mm travel fork, the frame is rated for use with up to a 160mm fork. And so alongside the green Lyrik Ultimate, I’ve also been testing a Fox 36 GRIP2, both set at 160mm of travel.

The extra 10mm of travel does lift up the BB slightly, and it also slackens the angles a touch. With the longer fork fitted, I needed to nose the saddle down slightly, and I dropped the stem down one spacer to bring the grips down to the same level as before.

On the trail the longer fork feels fantastic. There may be a touch more front wheel wander on the climbs, but having lowered the stem to get more weight over the front, it’s pretty minimal. And the added ground clearance has actually improved the Fuel EXe’s technical climbing abilities, allowing me to keep pedalling over chunky sections with less fear of pedal strikes.

It’s on the descents where the extra 10mm of travel has been most welcome though, delivering increased grip and control when things get rough and rowdy. The whole bike feels more planted, and it’s plusher overall.

I was worried the bigger fork might feel mismatched with the 140mm of rear travel, but that hasn’t been the case. The Fuel EXe is a mighty capable bike, and its rear suspension is nice and progressive with plenty of end-stroke support thanks to the Hydraulic Bottom Out feature in the new Super Deluxe shock. Because it uses its travel in such a controlled manner, it actually feels more balanced with the bigger fork up front.

With that in mind, I can highly recommend experimenting with a longer fork on your Fuel EXe. The good news is that this a relatively cheap upgrade, as you only need to buy a 160mm air shaft to extend the RockShox Lyrik and Fox 36.

Mullet compatibility

A lesser known fact about the Trek Fuel EXe is that it can be run as a mullet. While the bike comes standard with 29in wheels and the Mino Link set in the Low position, Trek says flipping the chip into the High position will help counter the drop in BB height if you decide to fit a 27.5in rear wheel.

That’s true to an extent, though the difference in BB height between the High and Low positions is only 7mm. In our experience with trying out mullet conversions on other bikes, that difference isn’t quite enough. If we were to mullet the Fuel EXe, we’d recommend pairing that setup with a 160mm travel fork to help lift the BB up again to roughly the same spot as the stock setup.

The downside of fitting a 27.5in rear wheel? The TQ’s speed sensor can’t be recalibrated for a different wheel circumference, so the system will still assume you have a 29in wheel fitted. This will affect the speed readout on the top tube display, changing the motor’s behaviour slightly and resulting in a lower actual cutoff speed.

If you’re prepared to put in more effort at the pedals however, the mullet setup will be an effective way to add further agility into the Fuel EXe while increasing bum clearance for shorter riders. See our recent Specialized Stumpjumper mullet review  if you’re keen to know more about the advantages and disadvantages.

Burlier tyres are a great upgrade

While the stock Bontrager SE5 tyres on the Trek Fuel EXe are decent all-rounders, we did find ourselves wishing for more bite up front. As well as wanting a stickier and more aggressive set of tyres, we were also curious to try out a slightly narrower width to improve handling precision.

Since reviewing the bike in its stock form, I’ve been riding the Fuel EXe with a set of Continental Kryptotal tyres. This combination features a front and rear specific tread pattern, and I elected for the burlier Enduro casing option that features the Soft rubber compound.

We’ll have a separate feature coming on the Continental tyre range, but so far I’ve been really impressed with this setup on the Fuel EXe. The 2.4in width suits the bike well, and the sturdy casings offer a really nice balance of stability and damping. Along with the soft rubber compound, the level of grip is outstanding, inspiring more confidence and control compared to the stock SE5s. Along with the 160mm fork up front, I’ve been able to push the Fuel EXe harder and faster on the descents, while enjoying a more responsive attitude through twisty singletrack.

Dialling in the contact points

As with the tyres, I’ve also been trying out some different contact points on our Trek Fuel EXe test bike. The stock Bontrager saddle and grips will be fine for most riders, but there’s always room for personalising these touch points to improve comfort and control.

I swapped the Bontrager Arvada with an Ergon SM E-Mountain Pro saddle, which features a pronounced kick-tail profile. This elevated ramp at the end of the saddle is particularly beneficial on an e-MTB, as it helps to anchor your sit bones while you’re pedalling in the saddle on a steep climb. The ramp is subtle enough that it doesn’t feel weird on the flats though, and combined with the broad platform, relief channel and OthoCell inserts, this has quickly become my favourite e-MTB saddle.

Along with the saddle I’ve fitted a set of Ergon GD-1 grips. These utilise Ergon’s high-end Factory rubber compound, which is incredibly tacky while being quite durable. Along with the tapered profile and one-way traction grooves, the GD-1s provide a more tactile feel and much improved damping over the stock grips. A small but meaningful upgrade, which doesn’t cost a lot either.

Flow’s Verdict

We continue to be impressed by the Trek Fuel EXe, which stands as one of the most agile and enjoyable electric mountain bikes we’ve ever ridden. The discreet TQ motor allows for elegant packaging, while offering quiet and subtle power delivery on the trail. And the option to tune the motor via the Trek Central app means you can customise its performance to suit your range requirements.

It’s also been great fun trying out different upgrades on our long-term test bike. The 160mm travel fork is a winner, offering a plusher and more controlled ride quality that allows you to capitalise on the Fuel EXe’s descending capabilities. Similarly, switching the stock tyres out for burlier casings and stickier rubber has levelled up traction and control. If you’re a Fuel EXe owner and you’re looking to broaden its performance window, we can highly recommend those upgrades.

Keen to know more about the tech and development behind the new bike, as well as prices and specs for the full range? Read on for our Trek Fuel EXe review .

Watch our Trek Fuel EXe video review here:

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Trail time —

I am superman: the trek fuel exe mountain e-bike, reviewed, hitting the trails with trek's top-of-the-line mountain e-bike, the fuel exe 9.9 xx1 axs..

Sheldon Waite - Dec 17, 2022 12:07 pm UTC

I rediscovered my bike after a few weeks in lockdown. At first, I just pedaled my cheap, steel-framed bike around the neighborhood. After a few rides, it dawned on me that this was a mountain bike! So I took it to my closest trail.

That first exhilarating ride is forever etched into my memory. The early morning sun breaking between the trees as deer darted away, the sound of tires on packed earth, and the stupid grin on my face as I rode fast, flirting at the edge of disaster—or at least pain—with my inexperience on trails. I was hooked to the point of riding the bike into the ground, taking a perverse pleasure every time something broke and I upgraded it. I eventually upgraded to a Trek Fuel EX 7 , and I love it.

The Fuel EX is Trek’s full-suspension trail mountain bike family intended for various terrains, from flowy to techie. Like every model in Trek's lineup, it comes in a large range of trim levels, including aluminum and carbon frames. (My EX 7 has an alloy frame.)

Currently, the EXe version is only available for the highest-specced 9.x bikes with carbon frames, but it is hoped that there will be an aluminum frame option in the near future.

• Trek’s rich gearhead history displayed at its corporate offices in Waterloo, Wis. Sheldon Waite
• Trek owns miles of fun, flowy trails that it uses to test bikes and as a perk for employees to use. Sheldon Waite

Getting my hands on the Fuel EXe 9.9 XX1 AXS involved a two-hour drive to Trek HQ in Waterloo, Wisconsin. There, I not only had a chance to speak with members of the team that developed the Trek Fuel EXe, I also got to ride Trek's private trails.

With the Fuel Exe, Trek is targeting the single-track mountain biker who rides for fun, fitness, and the outdoor experience. To achieve the look, feel, and even sound of a traditional mountain bike, Trek partnered with German technology company TQ. TQ's patented harmonic pin-ring drive can deliver 50 Nm of torque in a tiny package that fits neatly behind the chainring.

The motor offers this torque at a low RPM as it achieves a large gear reduction in a single step. Its movement is akin to a Wankel rotary engine. With the battery pack hiding in the down tube and minimalistic controls, the entire battery-motor combo adds just 8.6 lbs to the weight—an impressively low-weight addition in exchange for some real power. My EX 7 weighs just under 32 lb; the EXe comes in at 38.5 lb. Pedal assist tops out at 20 mph.

The electronic features are well-integrated into the EXe. The display is simple and easy to read at a quick glance while on the trail. Its handlebar controls are simple and intuitive, while allowing for quick cycling between the three assist modes, Eco, Mid, and High.

Customization is done through Trek's new phone app, which offers customization of the three e-bike modes by tailoring max power, assist level, and pedal response. The app defaults for these modes shift each up through Eco, Mid, High. A couple of weeks into my time with the EXe, I  tweaked the Mid settings to give me all the power with a mid-high assist, but in a gradual and controlled way. With these settings, I found my ride experience to mimic my analog bike very closely—just easier.

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Trek Top Fuel 8 review

The Top Fuel's heritage may be cross-country, but this is a super-capable trail bike with a seriously addictive personality – so much so that it's our Trail Bike of the Year for 2022

Steve Behr / Our Media

Shrugs off limited travel figures on 95% of trails; loves to twist and turn; fast-rolling rubber helps keep speeds high

Fork can twang under heavier riders; you’re occasionally reminded of the 120mm travel

The Trek Top Fuel was updated at the back-end of 2021 and the result is a knock-out bike for all-round trail riding. So much so that, after pitting the Top Fuel against seven of its toughest competitors, it's our Trail Bike of the Year for 2022 .

The Top Fuel may be listed within Trek’s menu of cross-country bikes on the brand’s website but, with 120mm of travel at either end, it certainly has a whiff of ‘ downcountry ’ about it.

And, with a stout 35mm-chassis RockShox SID plugged in up front, tyres with more than a hint of tread and a 66-degree head angle, I wanted to see how far the new Top Fuel pushes into trail territory.

Trek Top Fuel 8 frame and suspension

The frame is constructed from Trek’s Alpha Platinum aluminium, with the main tubes manipulated in shape along their length.

Around the head tube, there’s a broad contact point between head, down and top tubes, while down by the threaded bottom bracket the down tube’s orientation changes to give a flatter, fatter surface for the BB shell to be welded onto.

The down tube houses a storage compartment, into which you’ll fit a multi-tool and tube, located under a door that also holds a bottle cage.

Trek admits that it adds weight, but claims it’s important to have in this category of bike. And, as the weight is relatively low, it adds stability by lowering the overall centre of gravity of bike and rider.

Trek’s contentious Knock Block steering-lock limiter allowed equipped bikes to have a straight down tube to enhance stiffness, and prevented damage from fork top caps on the down tube or low-slung brake levers on the top tube.

But some riders found the 58-degree angle irksome and disliked the compatibility issue caused by choosing to remove the device.

The 2022 Top Fuel features Knock Block 2.0, which has been redesigned to be less extreme and allow an increased steering angle from 58 to 72 degrees.

Top Fuel frames have been designed with more down-tube clearance for fork top caps, doing away with the previously straight, stiffness-promoting down tube found on Knock Block 1.0 bikes.

If both fork top caps clear the down tube and brake levers clear the top tube, Trek says it’s possible for riders to remove the Knock Block 2.0 completely with minimal fuss.

Wheel size is 29in except for the extra-small bike, which comes with 27.5in wheels (and in the 9.8 spec only). All complete bikes come with 2.4in-wide Bontrager tyres, but the frames will take up to a 2.5in, so mud clearance should be ample for UK riding.

Trek uses its APB suspension linkage to give the 120mm of travel. This features a pivot concentric to the rear axle, so is neither a true single-pivot nor four-bar linkage.

The vertically mounted shock is driven by a magnesium rocker link. It’s bulky, to add stiffness, but the use of magnesium saves weight.

The main pivot has been moved forward on the new bike, flattening the anti-squat curve and making it more consistent throughout its travel.

Trek Top Fuel 8 maintenance and durability

Trek hasn’t forgotten the mechanics out there, who will be happy to hear that although the Top Fuel has internally routed cables, Trek has fitted full-length internal sheathing throughout the bike, meaning no fishing around with bent spokes and magnets when it’s time to refresh the outer cables.

Interestingly, Trek has chosen to rid itself of press-fit bottom bracket issues for this bike and return to the venerable old 73mm-wide threaded shell.

While Trek hasn’t commented on the reason for this shift, many feel that the threaded BB is less prone to creaking, and it’s hard to argue with the ease of replacing a threaded BB when compared to its push-fit cousin.

The seat-tube diameter has expanded to the new 34.9mm standard, allowing the next generation of longer dropper posts to be fitted.

The reasoning behind yet another new standard is actually pretty sound. Its girthier chassis boosts stiffness and spreads side-loading more effectively, meaning modern, longer posts retain stiffness when extended, are stronger and experience reduced wear.

According to Trek, the related stiffness improvement in the frame itself (because of the larger-diameter tube and increased surface area at junctions) is “slight”.

Trek is also pleased to extol the burlier nature of the new Top Fuel, by extending warranty coverage to include the fitting of a longer 130mm-travel fork. Making such a move would slacken the head angle and seat tube angle by around 0.5 degrees and raise the bottom bracket by 3mm.

Trek Top Fuel 8 geometry

If you looked at the geometry figures in isolation of the suspension travel and website sub-menu, you’d be forgiven for thinking this was a totally modern 140mm trail bike.

The head angle is fairly slack at 66 degrees, while the seat angle is claimed to be 76 degrees. That’s not super-steep, but when your rear end sags less thanks to the reduced travel, its dynamic seat angle should still be pretty pert.

I also measured my test bike, with saddle 71cm above the bottom bracket, at 77.1 degrees – steeper than claimed.

The reach is impressively long at 480mm – a number I’d expect to see on some of the best enduro bikes . This combines with mid-length 435mm chainstays to give a wheelbase of 1,215mm.

The 450mm seat tube is short enough that longer-travel droppers should be within reach of most riders. The size-small bike has a 395mm seat-tube length, for reference.

These figures are for a size large (or 19.5in that Trek also gives) in its low setting. The numbers are similar for the small, medium, medium-large, large, XL and XXL – an impressive spread of sizes.

The Mino Link geometry chip is also provided, which steepens angles by 0.4 degrees, and adds 5mm to the reach. For the purpose of this review, I kept the bike largely in its lower setting.

Trek Top Fuel 8 specifications

Trek has gone to RockShox for the suspension on the Top Fuel 8, with its SID fork stood up front and a Deluxe Ultimate RC at the back. The shock has three main compression modes, from open to firm, as well as three settings in the open mode for even more fine-tuning.

The most open of these options gives a really light feel to the shock, while the most closed feels very close to the middle setting of the shock, with noticeably more compression damping.

Historically, the SID has been a pared-down XC race fork, and the SID SL still holds that baton.

The SID Select, though, is one of the new-generation burly XC/downcountry/light-trail forks that feature lighter-weight chassis, packing in extra stiffness thanks to 35mm (or 34mm in the case of the Fox 34) stanchions.

It maxes out with 120mm travel, and on this model Top Fuel we get the base-level fork that uses the OEM-only Rush RL damper.

With 120mm of travel, it feels stiffer than a 34, but perhaps not quite as stout as a Pike. The damper might be bottom-end, but it’s still smooth, and remarkably well controlled, with plenty of progression and little in the way of spiking.

Shimano is used for the drivetrain, with a mixed group of components. The 30t ring sits on a Deore crankset, an SLX chain tugs on a cassette from the same range, while the shifter and derailleur come from the XT family.

Four-piston non-series brakes from Shimano complete the package.

When it comes to wheels, tyres and finishing kit, Trek’s in-house Bontrager components feature heavily. This includes the Line 30 Comp wheels, shod in 2.4in-wide XR4 Team Issue tyres, and an alloy cockpit.

Trek Top Fuel 8 ride impressions

This bike was tested as part of our 2022 Trail Bike of the Year test. It was pitted against seven other bikes, with travel ranging from 120 to 140mm at the rear, and priced from £3,299 to £3,950.

The bikes were tested all over the UK, from long, steep tracks in South Wales to our regular testing loops in the Forest of Dean, fast rocky tracks in Scotland's Tweed Valley and the fresh-cut loam and rocky outcrops of the Cairngorm National Park.

Bikes were tested back to back, with short repeated loops ensuring differences were easily noticed. An extensive programme of workshop weighing, measuring and general poking about meant every little detail was explored.

I knew the Top Fuel was going to be a good ride from the minute I slung a leg over the 120mm-travel, alloy trail bike’s low-slung top tube. Its geometry felt right from the off, the spec list is up to the task and the suspension is all kit that I’m well versed in testing.

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

Trek Top Fuel 8 climbing performance

Stab the lever that raises the unremarkable Trans-X dropper, chunk yourself precisely (thanks to Shimano’s excellent shifting even under power) into the biggest cog on the SLX cassette and the Top Fuel climbs like a sticky mountain goat.

The steep seat angle for a short-travel bike is helpful, positioning your hips further forward and centred over the bottom bracket, helping to keep the front wheel planted and pedalling efficient. When combined with the low 30x51t gearing, you can comfortably climb almost anything (traction permitting).

The Bontrager XR4s are a little slick for damp off-piste conditions, with a rounded profile and shallow tread blocks tending to skate over the surface rather than dig in. However, if conditions are dry, they happily transfer power through their mid-depth treads.

The trade-off is they roll fast and are communicative on the limit, letting go predictably. They provide acceptable grip on surfaced trails and leaf mulch, and don’t drag on tarmac.

The shock lockout lever on the Super Deluxe has an uncomfortable-to-operate indexed notch, which snaps open unpredictably, making it feel agricultural to use (especially with cold fingers). However, it does provide a severe but effective platform when climbing. In contrast, the SID Select fork lockout is a rather spongy affair.

Overall, the geometry and crisp Shimano shifting mean it’s easy to winch your way up to the top of a peak.

It does lack the taut eagerness of XC-derived downcountry rigs such as the Scott Spark , which strain at the leash to attack every climb, whereas the Top Fuel prefers to lope along comfortably.

As downcountry bikes go, the Top Fuel’s forward pivot position, placid anti-squat curve and overall build are swayed toward delivering incredible overall performance and stable, low-effort climbing rather than scintillating polka-dot-jersey-esque uphill sprints.

Furthermore, its 14.8kg weight separates it from the most dedicated downcountry bikes, which likely shed a kilo or two.

However, view it as a trail bike, and it knocks the socks off most traditional trail bikes when pointed up a hill.

Trek Top Fuel 8 descending performance

Point it downhill and the flickable chassis is easy to manoeuvre: if you’ve felt over-biked and sluggish on a 140mm trail bike, this is the answer.

Whereas some downcountry bikes are XC race rigs on steroids – devastatingly efficient on trail-centre loops, but unwieldy descenders – the Top Fuel feels as though Trek has tautened and lightened its Remedy trail bike.

Again, look at it as a trail bike, rather than a downcountry bike, and you’ll appreciate that its quality, not quantity, of suspension that often does the bulk of the work when it comes to descending, especially when backed up with really good geometry and decent kit.

While the Top Fuel lacks athletic fervour, it feels exuberant and cheeky, goading you into manuals and riding the trail playfully.

With predictable cornering manners and progressive-feeling rear-suspension kinematics, thanks to its forward pivot point, this bike is devastating on the descents.

Rather than insulating you from every bump, the Top Fuel feels like a bike that works with you, involving the rider in the glory of a corner well hit or an obstacle correctly anticipated. It flatters your moments of brilliance but buffers any mistakes stoically.

Indeed, the level of grip and confidence is so high that it’s not until you get onto rougher black trails or find yourself offline that you need to brace for impact – and remember this isn’t an enduro bike.

This means it’s easy to inadvertently throw the Top Fuel way out of its depth and get carried away with the fun you’re having on the descent.

Over trail-centre features, the bike has an addictive personality. It has pop for days, encouraging you to hop, skip and jump your way over the trail, leaving the ground at every opportunity.

Spy a rocky or rooty take-off, and the Top Fuel seems to want you to bounce the front tyre off the top and pull the bike skyward, before the low BB, and long front end scream to be slung through the following berm as fast as you dare.

Take it to the trees, and the wide Bontrager-branded bars and short stem, and tight 435mm chainstays, work together to ensure direction changes are jet-boat rather than oil tanker in speed, while the bike’s reaction times to pedal inputs put Usain Bolt’s to shame.

Hammer it has hard as you can into jumbled rocks or amassed roots and the fork can twang a bit, but the 120mm back end is also going to struggle when you really batter it through the chunder, despite the shock’s progression later in its stroke.

Spend a little bit of time learning how the bike likes to be ridden and you’ll find yourself hunting out opportunities to jump over these or smooth the line with finesse anyway.

Okay, if you spend your weekends searching out the gnarliest lines, then the Top Fuel might not be for you – but there are other bikes in this category that’ll float your boat.

The four-piston Shimano brakes offer predictable, yet punchy power, so whether you’re grabbing a fistful of stopping power when you’re hauling down the trail, or deftly trying to shimmy down a tight, steep, slow-speed tech-fest, you’re in ultimate control.

Yes, the small rotors do lack some outright power, but at least boosting their size is a quick, easy and cheap way of adding braking grunt.

For the majority of everyday trail riders, the Top Fuel has every trick in the book ready to pull out at a moment’s notice, whether you’re rallying trail centres, carving turns in the woods, or developing your skills on steeper, more technical terrain.

How does the Trek Top Fuel 8 compare with the YT Izzo Core 2?

In terms of a light and fast machine for tackling less technically demanding trails, the YT Izzo Core 2 seems like the obvious comparison.

Both bikes give a spirited fight on the climbs. The Trek is perhaps a little perkier, with a taut back end that doesn’t waste your watts.

The Izzo might not be quite as stable as the Trek under pedalling pressure, and the lockout is a pain to access, but the Maxxis Forekaster tyres zip along with minimal resistance, really making the bike fly up climbs.

Add in a supple early stroke that helps generate grip, and I found the Izzo gave me little to complain about uphill.

Despite very much coming from the downcountry side of things, the Top Fuel 8 is a ripper on the descents. The tyres play a massive part in this, with a more pronounced shoulder tread than the Forekasters on the Izzo. This makes the Top Fuel much more confident when pushing hard on mixed surfaces.

The suspension is a bit of a toss-up here. Fox’s 34 Performance fork on the Izzo is a smooth operator, while the SID feels a little more aggressive in its damping. At the back, though it has less travel, the Trek seems to deal with repeated big hits a little better, though I’d say the Izzo is smoother on low-amplitude chatter.

Trek Top Fuel 8 bottom line

Picking a 120mm-travel bike as my Trail Bike of the Year took a bit of soul searching. The diversity of bikes available aimed at the trail rider is as broad as the trails on which they’re ridden.

But the Top Fuel stole my heart (if not my head) in 2022. A trail bike needs to do it all – climb well, descend with authority, and ask to come back for more and more.

The Top Fuel gets to the top of the hill without making us yearn for our XC rigs, made me grin like a Cheshire cat on fast flow trails and rarely baulked when gradients steepened and a firm grip on bar and brake lever was required to safely navigate to the bottom.

If you want a bike to do it all and trust that it’s quality, not quantity of suspension that does the bulk of the work, give a shorter-travel, more agile bike a shot – you probably won’t regret it.

Trail Bike of the Year 2022 | How we tested

We expect a lot of the modern trail bike, so testing to find this year’s Trail Bike of the Year not only had to be thorough, but incredibly varied, too.

This meant spending one day sitting in the saddle for hours on end ticking off miles of singletrack, and the next blasting down bike park runs, giving the bikes a proper hammering in the process.

Of course, there was a decent amount of everything in the middle, including scrabbling up steep, forested climbs before sliding back down and, quite simply, just playing about in the woods.

Most of our testing took place around the Forest of Dean or in south Wales, with a cheeky trip to Scotland thrown in for good measure.

To come out on top, we wanted a bike that could climb with close to the efficiency of the best cross-country mountain bikes , but still manage to descend with some of the composure you’re likely to find from an enduro bike .

If the bike felt sluggish and lethargic on an all-day epic, or skittish and nervous when tackling a technical descent, then it simply wouldn’t make the cut as this year’s best trail bike .

With such a competitive selection of bikes on test, deciding on the winner happened late in the day. In fact, it wasn’t until we were riding on the final photo shoot that we settled on the 2022 winner, which just goes to show how tough the competition has been.

Our Trail Bike of the Year 2022 contenders are:

• Canyon Spectral 125 CF7
• Cube Stereo 120 HPC TM 29
• Kona Process 134 DL 29
• Nukeproof Reactor 290 Alloy Pro
• Specialized Stumpjumper Comp
• Trek Top Fuel 8
• Vitus Escarpe 29 CRX
• YT Izzo Core 2

Thanks to our sponsors MET Helmets , Bluegrass Protection and BikePark Wales for their support in making Bike of the Year happen.

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TREK FUEL EXE REVIEW – NOT YOUR AVERAGE LIGHTWEIGHT ELECTRIC MOUNTAIN BIKE

Mid-power that’s anything but ordinary..

T here is a joke that one of MBA’ s wrecking crew would tell on occasion: “You know a trend is over when Trek gets on board with it.” It’s just a joke, but there is a bit of truth to it or it wouldn’t be funny. Trek is an innovative brand but has historically tended to move slowly and methodically instead of taking big chances. As a result, it rarely makes big mistakes, although early versions of the thru-shaft shock left some permanent stains on our shop floor. Well, that joke might not work anymore, because Trek’s new Fuel EXe mid-level-assist lightweight electric bike is as innovative, progressive and futuristic as they come.

DRIVE SYSTEM

German robotics manufacturer TQ and Trek have partnered to develop the Fuel EXe’s motor. This new motor system features a unique way to transfer its 50 Newton meters of torque and 300 watts of peak power to the drivetrain—a harmonic pin-ring transmission. Other brands’ motors use gears, belts or chains for gear reduction and power transfer. Trek claims that these transmission systems can fail and create noise, making the pin-ring design superior. This motor and transmission are smaller, too, allowing for the battery to be positioned farther down in the frame for a lower center of gravity. The HPR50 drive unit is completely designed and assembled in Germany while the rest of the system is made elsewhere in Europe.

Trek’s engineers spent a lot of time testing for noise output. Trek measured what it calls “tonality” or sound quality, not just total decibels. Some noises are more offensive than others. Trek claims that the Fuel’s EXe tests closer to a traditional MTB than the next quietest electric bike they tested. Trek says that the pin-ring design equals fewer moving parts and a much quieter ride.

Four total modes can be adjusted via the small handlebar remote: Eco, Mid, High and Walk. The three ride modes are tunable in Trek’s Central app. In the app, you can tune max power, assist level and pedal response. The app can also track activity, map rides, suggest or monitor tire and suspension pressure, and get real-time range calculations. A 2-inch display screen located on the top tube shows mode, battery life and other ride metrics at a glance. Trek says the remote and display weigh just 60 grams. The system is also compatible with most Bluetooth or ANT+ cycling computers (like Garmin) in case you want to tie that in as well. Headlights can also be powered off of the main battery via a power splitter that resides in the top tube.

The removable 360Wh battery allows for what Trek claims is two to five hours of real singletrack riding. A 160Wh extender pack that goes in the bottle cage is available as an accessory and offers an additional one to two hours of riding. It is also worth noting that since the battery is removable, you can fly with it, and because the range extender is below some airline’s thresholds of banned capacity, you might be able to fly with the extender in your carry-on. And yes, the bike can be powered with just the extender pack.

With this drive unit system, the bike is about 10 pounds lighter than a comparable full-power electric mountain bike and about 10 pounds heavier than a regular, non-electric version.

At a casual glance, the Fuel EXe’s frame looks like a normal mountain bike frame. That’s because the downtube on the full-carbon Fuel EXe frame is 39-percent smaller than Trek’s Rail eMTB, making it only a little bit bigger than the non-electric-assist Fuel EX’s downtube. Trek claims that the smaller motor allowed for no compromises in frame geometry. As a result, it has normal trail bike-oriented 440mm chainstays, a 65-degree head angle, a 77-degree seat tube angle and a 485mm-long reach in a size large. It’s adjustable, too, via a flip chip in the seatstays. Because of the flip chip, the Fuel EXe is mullet convertible for anyone wanting a more agile bike or more rear-wheel-to-body clearance. A full-size water bottle fits in all frame sizes, except for size small, which only fits a 20-ounce bottle.

There are eight Fuel EXe builds available, starting at $6500 for the 9.5 with a Shimano Deore drivetrain. We tested the highest-end Fuel EXe 9.9 XX1 AXS build, which costs only $14,000. Yes, we are being sarcastic about the “only” part, but this bike comes with top-drawer components, such as a SRAM XX1 Eagle AXS drivetrain wired to the bike’s battery and an AXS Reverb dropper post. Other highlights include e*thirteen e*spec Race carbon cranks; Bontrager Line Pro 30 carbon wheels with SRAM AirWiz for easy tire pressure setup or monitoring; and SRAM Code RSC brakes with thicker, eMTB-friendly, 200mm HS2 rotors. It’s also available in Project One for riders who want to customize their paint and parts.

Trek continues to utilize its excellent ABP rear suspension design to get 140mm of rear wheel travel on the Fuel EXe. This four-bar design puts the rear pivot concentric with the axle as opposed to just in front of it as with a Horst-link FSR design. Our test bike comes with a RockShox Super Deluxe Ultimate with AirWiz. The fork is a 150mm-travel RockShox Lyrik Ultimate that also features AirWiz. Utilizing SRAM’s AirWiz app, riders can easily set and monitor air pressures. According to Trek, the Fuel EXe is also coil-shock compatible.

Ascending on the Fuel EXe is unlike anything we have tried. Its assist power is ultra smooth, and the motor hardly makes any sound at all. It’s so quiet, in fact, that even in High mode it’s hardly audible over the sound of the tires going over the dirt. Vibrations through the pedals are equally muted. In Low mode, it’s like riding with a strong tailwind everywhere. Mid and High modes have some power, but the motor is not blessed with lots of torque. It feels more like a rush of speed than punchy acceleration.

Even with all settings maxed, we found ourselves running out of steam on ultra-steep climbs where other mid-powered bikes made it all the way up the hill. We were forced to put in a fair amount of effort to make the impossible (on a mountain bike) happen. At first, we thought the motor just didn’t have as much punch as others, but after a few rides, we realized that the motor was just reducing power as it got hot. The TQ drive unit has a strong sense of self-preservation. Watching the power output on the display, it would go from putting out around 300 watts at the start of a ride to never going above 200 watts later, no matter how hard we pedaled. Trek says that while riding in the high-power mode, derating can occur under certain circumstances. They say this happens in small steps and only as much as is absolutely necessary to maintain the prescribed maximum surface temperatures of the engine. Trek adds that derating has no influence on the lifetime of the motor.

Suspension performance while climbing is superb. The supple rear suspension lets the rear tire claw at the ground, yet stays neutral under power, resisting excessive movement or bob. And for those who intentionally or unintentionally ride with the motor off, this is one of the best e-bikes we have experienced in terms of motor drag or friction. Compared to other e-bikes, drag is non-existent and closer to that of a gearbox mountain bike than electric assist. Between the lighter eMTB weight and the lack of drag, the Fuel EXe is simply a pleasure to climb on.

The same light weight that makes this bike climb well makes an even bigger impact on the descents. It lays into corners much like a regular bike. You only realize that it’s about 10 pounds heavier when you overcook a corner or start getting in over your head in rough sections. It has a seemingly low center of gravity that keeps the bike light on its feet and makes it feel more like a 36-pound bike than a 41-plus-pound bike. It’s not until you try to hop the rear end up that you really feel the weight, and even then it’s a lighter feeling than full-powered eMTBs. It’s super quiet, too. There are no rattles or other noises to speak of.

Once again, the suspension really impressed the wrecking crew with its composure when pushing hard. There is no need for volume spacers or heavy tweaking to get great action. We set sag, followed Trek’s recommended settings in its app, and rode. Geometry is dialed, too, with solid trail-bike handling in every condition. Even though this is a trail bike, it punches well above its class.

WHAT DID WE LOVE?

Coming off of other eMTBs, the lack of noise and vibration is mind-blowing. It looks very much like a regular mountain bike, too, with its svelte downtube and motor area. The handlebar switch is small yet easy to use. It’s what we wish were on other bikes. The display is bright and easy to see, but best of all it comes with useful information, such as a power countdown timer that reverses when you charge it. Our favorite screen is the power output display that shows your wattage and the motor’s at the same time. Even with the small battery, range is good. We still had battery left after two-hour-long rides with 2000 feet of climbing and the power on High the entire time. With battery management and more effort, we could go much longer.

WHAT DID WE HATE?

As one would expect from a bike costing this much, there is very little we would upgrade. The first two riders who got on the EXe got rear flats in the tread area on their first rides. It’s hard to say if it was a tire durability thing or if the stoke of riding an electric bike this light had us pushing a bit harder than usual. About 2–3 psi more than usual took care of the problem. We might suggest a lightweight tire insert or a heavier tire casing if it were a long-term issue. A few test riders had issues with the integrated Bontrager bar and stem. They didn’t like the rolled-forward feel of the bars. Truthfully, the bars are level, but those riders prefer to have their bars rolled back slightly.

We didn’t love the thermally triggered reduction in power, but it’s not a deal-breaker. Reducing power when you need it most made for a few hike-a-bikes or big efforts where other mid-powered eMTBs made the grade. The good news is that Walk mode works well; the bad news is that the pressure required on the switch to maintain Walk mode on longer hikes made our thumb cramp.

BOTTOM LINE

This is truly a game-changing mountain bike. Its silence and overall feel are closer to that of a regular mountain bike than any electric-assist we have tried—and by a pretty wide margin. As incredible as this bike is, it’s not for everybody. Power-drunk riders who rely on high levels of assist on full-power bikes will be disappointed with both the output and range. This is a mountain biker’s electric bike. It’s for those who still want to put in effort, yet want to go longer and steeper than their mountain bike will allow or those who want the lightweight, playful feel that’s missing from full-power bikes. Trek claims that the Fuel EXe removes the divide between MTB and eMTB. This is one of the few times that marketing hype might actually live up to its claim. The Trek Fuel EXe is not just a minor advancement, it’s a quantum leap into the future that sets the bar for all mid-powered electric bikes to come. 

CATEGORY: eMTB-Trail

WHEEL SIZE: 29″

SUSPENSION: 150mm (front), 140mm (rear)

TREK FUEL EXe 9.9 XX1 AXS

www.trekbikes.com

Price: $1,3999

Weight: 24.6 pounds (with bottle cage, no pedals)

Sizes: S, M, L (tested), XL

Frame tested: 140mm travel, carbon

Motor: TQ-HPR50, 300 watt, 50 Nm

Battery: TQ 360 Wh

Controller: Bar switch, TQ LED display with Bluetooth & ANT+ connectivity

Shock: RockShox Super Deluxe Ultimate AirWiz, RCT2 damper

Fork: RockShox Lyrik Ultimate, AirWiz, Charger 3 RC2 damper, 150mm travel

Wheelset: Bontrager Line Pro 30, OCLV Mountain carbon

Tires: Bontrager SE5 Team Issue, 29×2.50’”

Seatpost: RockShox Reverb AXS, 100mm (S), 150mm, (M), 170mm (L, XL)

Saddle: Bontrager Arvada

Handlebar: Bontrager RSL integrated handlebar/stem, OCLV carbon

Grips: Bontrager XR Trail Elite

Brakes: SRAM Code RSC 4-piston

Rotors: SRAM HS2 200mm F/R

Rear derailleur: SRAM XX1 Eagle AXS

Shifters: SRAM Eagle AXS, wireless, 12-speed

Crankset: E*thirteen E*spec Race carbon, 165mm

Cassette: SRAM Eagle XG-1299, 10-52, 12 speed

Chain: SRAM XX1 Eagle, 12 speed

Chainrings: 34-tooth

Head tube angle: 65.5-65°

Reach: 490-485mm (19.3–19.1″)

Stack: 623–627mm (24.5–24.7″)

Effective seat tube angle: 77.5–77°

Bottom bracket height: 349–342mm (13.7-13.5″)

Chainstay length: 438–440mm (17.2-17.3″)

Wheelbase: 1,245mm (49″)

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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.

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Trek Top Fuel 8

• AUS $ NZD $ USD $ CAD $ GBP £ EUR €

Weight / M - 13.65 kg / 30.09 lbs (with tubes)

At a glance

Top Fuel 8 fuses the lightweight efficiency of a cross country bike with the capability and forgiveness of a trail bike. It’s quick, nimble, and dishes out serious fun on flow trails and techy descents alike, with a 120mm RockShox fork, 115mm of rear travel, and a dropper post for getting low on the rough stuff. This bike is fully capable of shredding singletrack, racing grueling endurance events, and even holds its own on the XC course.

Where To Buy

"Racing blood, trail spirit"

"It's devilishly quick, accelerates in a way that makes it seem like my legs actually produce real power. It's stable, planted, and it tracks like it's supposed to. Endurance athletes will be able to remain seated over more terrain, saving precious energy over the long haul, while XC pinners will hook up better on steep technical climbs."

"Super light and fast as hell"

"The new Top Fuel might not be a pure XC-race bike anymore, but it's still precise and very fast. Its new trail orientation makes it a great choice for a rider who wants a fast and light bike with most of the the efficiency of a cross-country race bike, but with bit more versatility and playfulness."

"A little more travel, a lot more aggressive"

"Top Fuel is damn efficient heading up, but when you hit a downhill the bike rides much more like a lightweight trail bike than a purebred XC race machine, and has no hesitation getting a little rowdy if you're willing to let it."

Specifications

• Frame Alpha Platinum Aluminum, tapered head tube, Knock Block, Control Freak internal routing, downtube guard, magnesium rocker link, Mino Link, ABP, Boost148, 115mm travel
• Fork RockShox Recon Gold RL, Solo Air spring, Motion Control damper, TwistLoc remote, tapered steerer, 46mm offset, Boost110, 15mm Maxle Stealth, 120mm travel
• Shock Fox Performance Float, 2-position DPS damper, Bontrager DropLock remote, 190x45mm
• Wheels Front: Bontrager Kovee Comp 23, Tubeless Ready, 6-bolt, Boost110, 15mm thru axle Rear: Bontrager Kovee Comp 23, Tubeless Ready, 6-bolt, Shimano 8/9/10 freehub, Boost148, 12mm thru axle
• Chain SRAM NX Eagle, 12 speed
• Crank Size: S SRAM NX Eagle, DUB, 32T steel ring, Boost, 170mm length Size: M, M/L, L, XL, XXL SRAM NX Eagle, DUB, 32T steel ring, Boost, 175mm length
• Bottom Bracket SRAM DUB, 92mm, PressFit
• Rear Derailleur SRAM NX Eagle
• Shifters SRAM NX Eagle, 12 speed
• Brakeset Shimano hydraulic disc, MT501 lever, MT500 caliper
• Handlebar Bontrager Comp, alloy, 31.8mm, 15mm rise, 750mm width
• Saddle Bontrager Arvada, steel rails, 138mm width
• Seatpost Size: S Bontrager Line Dropper, 100mm travel, internal routing, 31.6mm, 345mm length Size: M, M/L, L, XL, XXL Bontrager Line Dropper, 150mm travel, internal routing, 31.6mm, 440mm length
• Stem Size: S, M, M/L Size: L, XL, XXL
• Headset Knock Block Integrated, cartridge bearing, 1-1/8'' top, 1.5'' bottom

Q: How much is a 2020 Trek Top Fuel 8?

A 2020 Trek Top Fuel 8 is typically priced around $3,300 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 2020 Trek Top Fuel 8?

The 2020 Trek Top Fuel 8 may be purchased directly from Trek .

Q: How much does a 2020 Trek Top Fuel 8 weigh?

A 2020 Trek Top Fuel 8 weights M - 13.65 kg / 30.09 lbs (with tubes).

Q: What size 2020 Trek Top Fuel 8 should I get?

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‘The Masked Singer’ Reveals Identity of Sir Lion: Here Is the Celebrity Under the Costume

By Michael Schneider

Michael Schneider

Variety Editor at Large

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SPOILER ALERT: Do not read ahead if you have not watched Season 11, Episode 4 of “ The Masked Singer ,” “TV Theme Night,” which aired March 27 on Fox.

“ Extra ” host Billy Bush won’t get an extra shot at “The Masked Singer.” The entertainment newsmagazine anchor and one-time morning drive radio host was the next celebrity to be unmasked on Wednesday’s “TV Theme Night” edition of “The Masked Singer.”

“I’m not a great singer,” Bush said. “If you can’t make it with the lips, make it with the hips. If you’ve never done something that’s a little on the scary side — and this is scary — say yes!”

Lizard (for the second week in a row) and Sir Lion were the two lowest vote-getters of the night, and they faced off in the smackdown — both performing “Who Are You” by the Who (which also happens to be the “Masked Singer” theme). Sir Lion was voted out, leaving Lizard, Poodle Moth and Clock to return for the next round.

Bush has been host of “Extra” since 2019; he previously was an anchor on “Access Hollywood” and the third hour of “Today,” until during the 2016 presidential campaign a 2005 video resurfaced of Donald Trump and Bush exchanging lewd remarks.

Billy Bush as Sir Lion joins Joe Bastianich (Spaghetti & Meatballs), Savannah Chrisley (Afghan Hound) and Kevin Hart (Book) as the celebrities unmasked on “The Masked Singer” this season.

Because it was “TV Theme Night,” the four panelists opened the show with their rendition of the “Gilligan’s Island” opener.

Back for Season 11 are host Nick Cannon, alongside panelists Jenny McCarthy Wahlberg, Ken Jeong and Robin Thicke, while Rita Ora has joined the desk to fill in for Nicole Scherzinger, who was in London to star on the West End’s “Sunset Boulevard.”

With sixteen total celebrity singers, including three “wildcards,” Season 11 features new costumes including “Gumball,” “Lizard,” “Ugly Sweater,” “Goldfish,” “Starfish,” “Book,” “Gumball,” “Miss Cleocatra,” “Afghan Hound,” “Beets,” “Poodle Moth,” “Clock,” “Spaghetti & Meatballs” and “Lizard.” According to the show, the Season 11 contestants boast a combined 22 Grammy nominations, 11 platinum albums, 33 Teen Choice nominations, 108 million records sold, 326 film appearances and 1.7 billion Spotify streams.

Here were the other Group C performances on Wednesday’s Episode 4, “TV Themes Night”:

Song: “Good Times,” by Blinky and Jim Gilstrap

Panel guesses: Stephanie Mills, Debbie Allen, Janet Jackson

Clue: Jill Whelan from “The Love Boat.” “Love and boat, two things that combine to make a hit. Something I know first-hand.”

Package voiceover: “I had the time of my life singing on Billy Joel night. And I’m making every second count on the stage. In my life, I’ve had my fair share of ups and downs. Just like any good TV series, I’ve laughed and I’ve cried. And thank goodness, I’ve always been renewed. But I think it’s my positive outlook that’s carried me season to season. When I was broke, I appreciated the free things in life. When my car didn’t start, what a beautiful day for a walk. And even though my marriages didn’t work out, something great came from those relationships. My beautiful children. I’ve learned there will always be good times and bad. And now, let’s keep the good times going all the way to the Group C finale.”

Previous song: “Piano Man,” by Billy Joel

Previous panel guesses: Anita Baker, Evelyn Champagne King, Diana Ross

Poodle Moth

Song: “Unwritten,” by Natasha Bedingfield

Panel guesses: Melissa McCarthy, Lauren Graham, Connie Britton

Clue: “The Hills” stars Heidi Montag and Spencer Pratt as a choir to sing the “Gilmore Girls” theme “Where You Lead,” by Carole King. “I have a very special connection to ‘Gilmore Girls’ that hits very close to home.”

Previous song: “Just the Way You Are,” by Billy Joel

Previous panel guesses: Trisha Yearwood, Wynonna Judd, Rita Wilson

Song: “Scooby-Doo, Where Are You?,” by Larry Marks

Panel guesses: Michael Bivins, Ray J, Sisqó

Clue: Scooby-Doo.” “A dog actually helped me reach an even bigger audience.”

Package voiceover: “I really turnt it up last time. That smackdown got my heart racing. Now, being here on TV Theme Night has taken me back to my beginnings. As a little lizard, I loved cartoons so much that I spent all my days drawing them. I got so good, I was offered a dream job at a huge animation studio. Yeah, the mouse was chasing this Lizard pretty hard. It was a great opportunity. And my dad begged me to take it. But deep down, I knew I wanted to be a performer. So, I put down my pencil and took the riskier road to stardom. And my dad was shook. But that lit the fuel to my fire to prove to him that I could pull it off. And when I eventually became one of the most recognizable reptiles on the planet, he was so proud. Now I might not draw animation, but I sure do draw in the crowds. And tonight, I’m singing a song from a cartoon classic. Let’s Scooby-Doo this thing.”

Previous song: “Uptown Girl,” by Billy Joel

Previous panel guesses: Michael Bivins, Ricky Bell, Ronnie DeVoe, Ralph Tresvant, Ray J

Sir Lion (WILDCARD)

Song: “Love and Marriage,” by Frank Sinatra

Panel guesses: Anderson Cooper, Ryan Seacrest, Andy Cohen

Clue: Flintstones “co-star.” “I wasn’t in the cartoon, but I’ve co-starred on a different TV show with Betty Rubble.”

Package voiceover: “Every good night of television needs a twist! So, what better role for me to play than the wildcard. Like the king of the jungle, I come from a well-known pride. But never took it for granted. I jumped through hoops to become a ringleader in Hollywood. Rubbing elbows with everyone from Tom Cruise to Tom Hanks. But in show business, the higher you climb, the harder you fall. Luckily, lions are fierce, and I’ve landed on my feet no matter what this town throws my way. In Hollywood, success and struggle go together like a horse and carriage. Get ready to fall in love with this lion.”

Last season’s performers included Ne-Yo as Cow, John Schneider as Donut, Macy Gray as Sea Queen and Janel Parrish as Gazelle join John Oates as Anteater, Keyshia Cole as Candelabra, Sebastian Bach as Tiki, Ginuwine as Husky, Ashley Parker Angel as S’more, Metta World Peace as Cuddle Monster, Luann de Lesseps as Hibiscus, Tyler Posey as Hawk, Billie Jean King as Royal Hen, Michael Rapaport as Pickle, Tom Sandoval as Diver, Anthony Anderson as Rubber Ducky and one-time special guest Demi Lovato as Anonymouse.

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