Now also in aluminum: Trek Fuel EX-e 8 XT review

With the Fuel EXe, last summer Trek presented what's known as a mid-level assist bike: In terms of motor support, it's significantly above the first light E-MTBs that hit the market from Specialized & Co., but at the same time noticeably below the level delivered by, for example, the industry leader Bosch Performance Line CX. And in terms of weight, it's substantially lighter than the recently common 25-kg-plus behemoths, but not as pushed to the limit as what the then brand-new TQ HRP50 would actually allow – which seems to be essentially Trek philosophy.
Apart from all the specs focused on nominal power, watt-hours, etc. – in short: motor 50 Nm, 300 W max., three individually configurable levels; battery 350 Wh, two hours charging time; total weight 3.9 kg – the newcomer made of carbon impressed in the test mainly with two things: an absolutely natural riding feel and almost silent operation.

And exactly this brilliant pairing, complemented by the fun of riding that a potent, super balanced All Mountain can deliver, is now also available in the aluminum version. Naturally, with a couple of kilos more of 'love handles' in tow. But also one, two, three thousand euros less in cost for comparable equipment.
Specifically, three aluminum models are being offered. The Fuel EXe 5 with Deore gears, Tektro brakes, and RockShox fork (Recon Silver) plus X-Fusion Pro shock is priced at 5,499 euros, but to be honest, with almost 21 kg, it barely plays in the 'lightweight league'.
The 20.3 kg Fuel EXe 8 GX AXS T-Type, true to its model name, is equipped with electronic transmission, brakes with Sram DB8, and is suspended with a Fox chassis (Rhythm 36, Perf. Float X), which it shares with the Fuel EXe 8 XT tested here, just like the wheels, dropper post, or cockpit. The electronic shifting costs 500 euros extra compared to the test model priced at 6,999 euros. But that's still almost half the price currently being called for the carbon top model...

The Fuel EXe made from Alpha Platinum Aluminum is available in the XT model in either subtle (dark blue with coffee brown lettering) or very subtle (satin gray) paintwork. With the former, due to the design's restraint, Skinwall tires amusingly become the leading and perfectly matched visual highlight.
I really like this simple way of adding color to a superficially monotonous frame; likewise, the fact that the Fuel EXe reveals itself as an e-bike only upon closer inspection, considering how slim the motor and battery are built, resulting in the bottom bracket area and the down tube, and how discreetly the top tube display and the remote control integrate into the overall masterpiece. Others may see both exactly the opposite – that's also legitimate. For me, it was love at first sight.

According to the manufacturer, the aluminum version essentially does not differ from the carbon variant. Consequently, we are dealing with a Twentyniner in the Boost standard with a 55 mm chainline, combining 140 mm of rear travel with 150-mm forks. Ten millimeters more would be possible at the front.
If desired, the bike can also be ridden in a Mullet setup with a 27.5"-rear wheel. For this, the MinoLink, Trek's well-known geometry adjustment, which varies the angles by around 0.5° and the bottom bracket drop by 7 mm, must be switched to "High." However, the speed readings on the display will then no longer be accurate, as the smaller circumference cannot be communicated to the system anywhere.

Besides the - somewhat fiddly in practice - Flipchip, of course, ABP, Trek's Active Braking Pivot system working against the stiffening effect of the rear suspension when braking, is also on board. However, the KnockBlock, another typical feature of the Americans, had to be omitted to allow enough space for the elegantly integrated display in the top tube.

The cables run internally, but not through the headset. Fans of clutter-free cockpits might find this upsetting, while hobby cable twisters rejoice. As for the cable inlets, there is a tiny difference compared to the carbon counterpart. Where the latter has beautifully sealed guides everywhere, the aluminum frame sports plain holes on the left side.
Regarding frame protection, both versions seem to be on par again: Sturdy, detachable plates surround the down tube and motor housing. By removing the bottom bracket cover (4 mm hex screw), the battery can be taken out from the bottom.
The charging port is located just above the bottle holder, which can accommodate the optional Range Extender (160 Wh, 900 g, usable on its own if desired) if needed. For those who prefer to fill this space with real rather than electronic juice: Frame size S can hold a maximum of a 600 ml bottle, the other three sizes can accommodate larger ones.

The seat tube diameter is 34.9 mm, the maximum insertion depth of the Dropper Post, depending on the frame size, is 190, 225, 250 or 280 mm. There are no ISCG mounts, but the EXe 8 comes standard with the e*Thirteen Chainguard.
The All Mountain is delivered with a tubeless setup in the maximum possible tire width of 2.5". Rear brake discs up to 203 mm in diameter fit into the direct mount brackets.

The bike is available in four sizes. The geometry with a flat 64.7° head angle, steep 76.7° seat angle, modern long reach (485 mm in L), 440 mm chain stays, and short rake is designed to combine high stability on steep, rapid descents with an efficient sitting position for challenging uphill sections. The flip chip, as already mentioned, allows for slight changes up to the mixed wheelset.
Additionally, the head angle can be adjusted by +/- 1 degree using optional, angled headset cups. This feature was adopted from the unmotorized Fuel EX and currently enriches exclusively the aluminum model. From the factory, the Fuel EXe comes with a 0-degree cup and in the low position of the Mino Link.

Slope on the left, root on the right, rock step ahead. And the next one right after. And another one, but this time combined with a tricky curve entry. Then a short respite on harmless earthy ground. Followed by a forest of roots, succeeded by wildly stacked layers of stone slabs.
There is simpler terrain to get acquainted with a brand-new mountain bike than that of the 3-Country Enduro Trails. But hardly any more fun. And certainly none more revealing.
Because when unfamiliar equipment meets challenging paths and long days on the bike, a lot can go wrong. If it doesn’t, and instead the grin widens with every descent, cross ride, or ascent, it is an unmistakable sign of a “perfect match”. Especially when there were just ten minutes to adjust the saddle height, controls, and suspension.

Nauders at the Reschen Pass served to get to know the new Trek, and Val Gardena a few weeks later to deepen (or should I say: dirty?) our still young relationship. Back in the local Wienerwald, I soon decided that I did not want to give back the test bike – at any cost, to use a saying that has become a catchphrase around here.
It carries me too steadfastly over steps and stone fields, root carpets and rock passages for me to want to give up this feeling of security again. It steers through curves with such precision and forgives even the stiffest hip or most awkward line choice.
Furthermore, the suspension acts sovereignly, sticking to the ground despite the sporty tuning of the rear suspension and convincing with traction and resilience where others simply jolt around. On the other hand, the fork masters the role of a sensitive instrument with ease, without lacking in its capacity to absorb bumps.
And finally, the weight – which is actually not that low – feels so well balanced that one immediately wants to take off to the highest heights with the EXe. However, I only had this told to me by someone who can and likes to fly, and who conveniently is about the same size as me and thus could also test the aluminum steed.