Trek Powerfly in Review

Once upon a time, there was an American bicycle manufacturer that presented its first full-suspension mountain bike with an electric motor. Its name was Powerfly+ FS, and with 120 mm of travel, a relatively upright seating position, and the latest Bosch drive system, it was designed to appeal particularly to newcomers to the e-bike segment who found the e-hardtail launched the year before lacking in various aspects.
It was 2015, and Trek entered the pedelec market relatively late but quite successfully.

Ten years later, we have the honor of reviewing the already fourth (or fifth, in the case of the hardtails) generation of this “entry-level e-fully”, and we acknowledge with respect: The Americans probably positioned their Powerfly+ line at least as delayed as they did foresightedly back then, because there is obviously nothing to criticize about its fundamental orientation even now – on the contrary: some parallels, from travel to head angle to “Motor Armor,” are striking from today's perspective and still fit wonderfully with the premise of wanting to offer an e-MTB for the average consumer, touring cyclists, and leisure riders.

Our test bike is the best Powerfly+ FS that money can buy in this country. Below this top model, also available in red matte black, for 6,999 euros, there are two other equipment packages for 5,699 and 4,499 euros, as well as, as just mentioned, an EQ version for beginners costing an additional 300 euros.
Three hardtails complete Trek’s Powerfly+ line, above which – just for general orientation – sits the EXe with 140/150 mm (but “only” TQ motor), the Rail+ with 160 mm each, and the Slash+ with 170 mm of travel each.

On the Trek Powerfly+ FS 8, a Fox duo of Rhythm 36 and Float Rhythm handles suspension and damping, while the wireless Sram GX Eagle AXS transmission with 12 gears takes care of shifting. Braking is handled by the Sram DB 8 4-piston disc brakes. Wheels, tires (max. 2.5”), seating, and cockpit come from Bontrager, Trek’s in-house component brand.
All these components are tried and tested, and, as far as the practical impressions that follow immediately can be anticipated here, have worked flawlessly in this area.
On the motor side, as already mentioned, Bosch’s latest generation Performance Line CX is at work, operated via LED Remote and monitored with the Kiox 300 display. The latter sits atop an unfortunately bulky, protruding 1-arm mount. So, when it comes to cockpit placement, there’s still room for improvement if you prefer something more discreet and efficient.

Comfort-oriented touring biking, experiencing riding fun in moderate terrain, cruising through the city, and tackling everyday life with it.
With its focus on comfort and enjoyment, the e-fully was the first test bike that suited me well after various winter calamities. Getting back into it. Building up. Reclaiming routines. All of this with a hefty 800 Wh range boost in tow – that's how you stresslessly make a comeback.

The seating position (comfortable and providing plenty of overview), the suspension (comfortable, well-balanced, and easy to adjust), as well as the overall handling (confidence-inspiring riding stability, yet corrections to the riding line are implemented relatively quickly, with good traction) significantly contributed to at least partially compensating for physical neglect or losses, whether technically and/or mentally.

Once I got reacquainted with the subject, visits to various favorite trails were, of course, a must. For instance, the steep, long root trail uphill over the side flank of my local mountain, for which I would definitely still have lacked the energy this spring without a motor.
And lo and behold: The Powerfly climbed surprisingly willingly, which is likely due in no small part to the 77° steep seat angle. With minimal effort on my part, the front wheel reliably stayed on the ground, and the rear end surprisingly smoothly glided over steps and ledges.

Even downhill, the e-fully showed no weaknesses, hugging the trail with surprising stability and - partly due to its weight - tracking true. It proved to be daring and eager enough that one thing becomes clear: downgrading it to an exclusive e-SUV for use on the Danube Cycle Path or similarly undemanding settings would be like casting pearls before swine.
The only drawback noticeable during off-road use was ground clearance. Several times, I got stuck in stepped, rocky terrain or in corners with stones and roots. Once forewarned, this could later be mostly avoided with corresponding anticipatory pedal management or riding behavior.

Bosch's 5th generation CX motor, which I had the chance to thoroughly test for the first time rather than just briefly trying or observing on other people's bikes, turned out to be a sheer delight. Noticeably quieter, smoother, and more refined than its predecessor, it provided a truly enjoyable riding experience.
Additionally, it impressed with small improvements. For instance, I have no idea how one managed to live without the start assist in the past. And at the latest, when NoSane called for a photo shoot and thus a temporary return-and-go mode, the hill hold function came into its own. Admittedly, not a scenario applicable to the masses. But occasionally in real life, you do have to push steep sections, and in those moments, you're certainly glad when the bike doesn't immediately roll backward but instead stays in place as if held by magic.

Speaking of the load: As a user weighing less than 60 kg, I had my struggles with the overall weight of the Powerfly when maneuvering it in the elevator, lifting it into the car, positioning it on the train, or pushing it through a doorway. And even on the trail, nearly 25 kg of fighting weight is more than I – especially with my currently less-trained upper body – can easily push around a corner, lift over something, or move uphill without motor assistance.
But that’s probably an unavoidable part of the more robust, longer-range, trail-capable game, and it’s no coincidence that I personally prefer Light Assist Bikes when it comes to e-MTBs.

For motor control, I would also prefer something else, namely the Mini-Remote instead of the LED-Remote mounted on the test bike. Even after several years and encounters, this control unit still overwhelms me with its many buttons and menu options, and I find it simply too bulky.
Similarly, the information density of the Kiox 300 is personally too much for me. However, the detailed range estimates, ride data, and tips like “downshift” when pedaling at too low a cadence certainly have their justification and fans, considering the Trek’s target audience.

Ten years after its market launch, Trek has achieved something special with the fourth generation of the Powerfly+ FS: the Americans have managed to balance a pleasure- and comfort-oriented E-SUV on one hand and modern trail capability on the other.

This E-Fully has everything that classic touring bikers (possibly of older generations) need: a comfortable, safety- and robustness-conveying basic framework, a powerful motor paired with massive (or, when supplemented with a range extender, virtually infinite) range, mounting points for accessories of all kinds, and a command center that would make any air traffic controller green with envy.

In addition, the latest, quite significant changes have also made the Powerfly+ FS truly adventure-hungry.
With its now 120/130 mm travel, its downhill- and climbing-capable geometry, traction-strong rear triangle, confidence-inspiring suspension, well-matched component mix, and sensitive, highly adjustable drive via the eBike Flow app, it has what it takes to be a reliable trail buddy that makes everything from moderate path riding, extensive hut-hopping, and quick after-work tours fun - and it really does.

It would, of course, have been interesting to test the soon-to-be-available 100 Nm torque and 750 watts peak power. However, the Powerfly had already left our editorial office weeks before the software update announced for July had even become known. Maybe with the next Bosch test bike then...