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Review: Trek's 2023 Fuel EX-e Is Light & Nearly Completely Silent

Cool Features

• Trek Fuel EXe reviewed (finally)

by Ben Haworth November 6, 2022 56

The new Trek Fuel EXe is an important bike. It’s attracting a lot of attention from the e-curious who don’t think much of the current e-bike offering from elsewhere.

NB: Ignore the price tag of this model. Let’s talk about the bike behind the bling.

• Brand:  Trek
• Product:  Fuel EXe 9.9 XX1 AXS
• Price:   £13.250.00 £14,350
• From: Trek Bikes
• Review by:  Benji for three months

Three things I loved

• Looks great
• Less scary on technical terrain than heavier e-bikes
• Rides like a normal bike

Three things I’d change

• Range anxiety
• Wish we’d tested a more affordable version

A warning. I’m not going to go into great detail about the nuts and bolts of this bike. You can read our ‘ 5 reasons the Trek Fuel EXe is most important bike of the decade ‘ from when the Trek Fuel EXe was announced for that stuff.

Another warning. Nor am I going to talk much about this particular £14,350 showpiece model. It’s a distraction. It actually gets people’s backs up (mine included to be honest). It doesn’t give the Trek Fuel EXe concept a fair chance.

I’m going to focus on the frame, the motor, the battery and the controls. The stuff that’s exactly the same on the £6,400 Trek Fuel EXe 9.5 .

In this review I’m going to focus purely on how a Trek Fuel EXe bike rides.

For those who do need a quick refresher, or understandably don’t want to click open another browser window for a reminder, the Fuel EXe is Trek’s mid-power e-bike. 50Nm of torque, compared to the 85Nm of full-power e-bikes and the 35Nm of Specialized’s SL low-power e-bikes.

The ostensibly similar – and surely the current main rival – Orbea Rise has 60Nm of torque by the way. And there’s also the new Fazua Ride60 equipped e-bikes with 60Nm too (check out the Pivot Shuttle SL as an example).

The battery is a 360Wh capacity one (same capacity as Orbea Rise). Some full-on ebikes have 700Wh+. A common capacity is 500-600Wh. Specialized SL e-bikes have 325Wh batteries.

There is also a range extender battery available for the Trek Fuel EXe which gives a further 160Wh, for £450. I would have really liked to have had one of these for this test period but they have yet to land in the UK in large enough numbers to get hold of one. Believe me, I tried.

Perhaps the two main USPs of this bike are its weight and its appearance. It weighs around 40lbs. And it looks like a normal mountain bike. Both of these factors cannot be understated as to their importance with the mountain bike market.

There is a third USP too but it’s only once you’re on the bike and riding that it appears: it is pretty much silent. Honestly, once off-road you can’t hear it. You can only just hear it when riding on the road but even then you have to be going pretty slow for the wind noise not to drown it out.

The Trek Fuel EXe can pass for a regular mountain bike. And while this might partially be about hiding the ‘shame’ of riding a pedal assist bike, I actually think it’s more to do with people’s existing fondness for their current mountain bike.

Existing experienced mountain bikers like how their mountain bike looks and sounds. The Trek Fuel EXe totally nails the remit of looking and sounding like a normal mountain bike. Massive kudo to Trek for that alone.

Trek Fuel EXe review

I’ll come out and say it. I still don’t really know how I feel about this bike. I’ve been dithering and delaying writing this review for quite some time. The only thing I am sure about is that the Trek Fuel EXe is not for me.

The thing is, I also think it is brilliant. And it will be perfect for loads and loads of riders out there.

In a nutshell, after passing it round as many other riders as I can convince to get on it, everyone says the same thing: “it’s just like a normal bike”. That is exactly what I say too, although I mean it in a confused head-scratching way. Everyone is saying it in a giddy enthused way.

Despite everything, the overarching experience of the Trek Fuel EXe is one of subtlety. It does not blow your mind upon first pedal stroke. Indeed because of the silence and the instant and super natural way the motor assist comes in, a lot of the time you can’t tell you’re getting any assistance at all. There isn’t a visual display confirmation of the assistance level you’re getting either (a la Shimano or Bosch displays).

It feels like not a lot is happening. But it is.

Finish a ride on the Trek Fuel EXe and then instantly hop on a normal mountain bike and the assistance is instantly noticeable by its absence. The Trek Fuel EXe is like riding with a massive tailwind. Or on ascents that have had a few degrees of gradient removed from them. Or you’ve suddenly become twenty years younger. It’s not that climbing becomes whistle-while-you-work easy (which it can do on full-power e-bikes), it’s still pretty strenuous activity on the Trek Fuel EXe.

I’d go as far to say that, unlike full-power e-bikes, the Trek Fuel EXe cannot do things that normal mountain bikes (and/or mountain bikers) can’t do. You won’t be scrabbling up preposterous trials-y techno climb challenges on the Fuel EXe. You won’t be trebling your usual altitude gain. What you will be doing is riding for that extra hour, and doing that extra hill.

What about descending then? Despite ‘only’ weighing 40lbs or so, the Fuel EXe does definitely exhibit some of the suspension flattery that you get with the extra weight of e-bikes. The Fuel EXe is an excellent descender. It’s pretty long and acceptably slack, which helps, but it’s the weight that is the most significant thing at play here.

The suspension on this bike works excellently. So calm. Very supportive. Very grippy. Sure, some of that may be due to the fancier dampers in the top-end suspension parts specced, but my gut feeling is that it’s to do with the sprung/unsprung help that comes when the frame is heavy, particularly the placement of that weight (central and relatively low down).

Compared to full-power (heavier) e-bikes on descents, the Trek Fuel EXe wins some and loses some. It does lose out on some of the super stability and speed-holding of heavier e-bikes. But on the whole, I think I prefer the nimbler handling of the Fuel EXe. Particularly when things are loose. It feels much less scary. Less like the bike is careering away out of control. More confidence inspiring.

Which brings us to the real surprise arena. Flat stuff.

The Trek Fuel EXe feels most at home on contouring terrain. Or rather, its assistance is more overly felt and appreciated on flatter trails. It’s when you’re not fighting gravity, or using gravity, that the Fuel EXe feels like a rocketship. It feels amazing. It makes you feel like a World Cup XC bod.

It’s also really good fun and capable on technical traverses. Off-cambers. Teetery stuff. Gamble do-you-don’t-you decisions. Ledges, Stream crossings. I felt much less fearful of stumbling and ending up being trapped under a bike, compared to the experience of full-power big-battery e-bikes.

A word here about the motor. They lack of delay is really, really impressive. There’s none of the fear of stopping pedalling (and the subsequent stall/dabbing) as there is with other e-bikes.

There’s also no detectable overrun either (where the motor is still assisting for a brief time even though you’ve stopped pedalling). Whilst some experienced e-bikers will miss the overrun (I did), there is no denying that the combination of instant engagement and instant disengagement really helps make the bike feel incredibly normal.

The controls and the display are fine. Totally intuitive and clear. Again, as an experienced e-biker I did miss the extra info of Shimano and Bosch (even Specialized) displays. But if you’ve never had the info, you’ll not miss it. Again, the Fuel EXe is not for experienced e-bikers. It’s very much a My First E-Bike.

Which bring us to the battery. And here I think there is a bit of an issue. Fundamentally I don’t think the battery is big enough to play to this bike’s strengths. Namely, big days out doing normal mountain biking. I’m not even that sure the aforementioned range extender battery will add enough extra range (for what and where I’d like to go anyway).

On one hand, the Trek Fuel EXe feels very much like a step into the future in terms of aesthetics and acoustics. On another hand, the return of range anxiety feels rather retro.

I appreciate that the whole battery capacity versus system weight is something of a vicious circle. Would adding one or two kilograms to the bike’s weight significantly impair the bike’s handling? Maybe it would. You do have to draw the line somewhere and it can’t have been an easy or quick decision made by the Trek team.

I think personal preferences come into play a great deal here too. I am a bit of a Boost* fan. I can’t help it. I don’t have the discipline to stay in Eco or Trail modes. With a different rider on board, one who switches to Eco for flat road linking sections, and keeps it in Trail for pretty much everything else.

(*Trek don’t actually give their three different power levels names, so I’m using the common e-bike parlance of Eco, Trail and Boost.)

The top power mode certainly does seem to really rinse the battery significantly more than you’d think. It doesn’t feel (there’s that word again) like it’s giving you that much more assistance, yet it certainly gets the battery bars dropping faster.

Ultimately, I did eventually end up doing rides pretty much keeping it in middle/Trail mode and just leaving Boost well alone. But is that like buying something and then putting it away and never using it? You’ve paid for a bit with 50Nm/300W of assist. Surely you should be able to use it?

Again, I’d like to point out that I haven’t had a range extender battery to test out to see what difference that makes to the Fuel EXe’s MPG.

I did use the top/Boost setting under certain circumstances. Those circumstances being going for a ‘Power Hour’. Those sort of sub-20km lunchtime blasts. Stick the bike in Boost and leave it there until you’re on fumes and need to Eco back home. That felt like a good use for Boost. And certainly opens up that short-but-intense type of ride that is pretty unique to e-bikes. Similarly, Boost was great for de-harshing and funning-up night rides (my night rides are always on the short side).

This may sound stupid obvious but if you only want a bit of help, that’s what this bike is for. It’s for normal rides. Normal riders. It is a very subtle bike. That subtlety is easily mistaken for being underwhelming. It’s arguably a waste of time to compare the Fuel EXe to full-power e-bikes. Trek do a full-power e-bike (a really ace one called the Trek Rail). Full-power e-bikes are like a new type of vehicle. The Fuel EXe is much closer to a regular unassisted mountain bike.

Fundamentally the Trek Fuel EXe is a beautifully executed machine that is going to be exactly what a great swath of experienced mtbers are looking for. Folk who are just finding mtbing too hard, but still want it to be strenuous. Something that takes the unpleasant edge off but doesn’t remove the ‘joys’ of Type 2 fun altogether.

Ignoring the motor aspect of it altogether, the ride and handling of the Trek Fuel EXe is brilliant. It’s a fantastic trail bike. Nimble and fun but with great stability and planted-ness.

Right. That’s my review finally done. Although I’d quite like this to be the start of an ongoing conversation about this bike. ‘Cos it’s interesting and I’m sure there are things I’ve not covered here.

Questions please! Comment below.

Specification

• Frame //  OCLV Mountain Carbon 140mm
• Motor //  TQ-HPR50, 50Nm, 300 watt peak power
• Battery //  TQ 360Wh
• Head unit //  TQ handlebar-mounted, TQ LED Display
• Shock //  RockShox Super Deluxe Ultimate AirWiz RCT2, 205 x 60mm
• Fork //  RockShox Lyrik Ultimate AirWiz Charger 3 RC2 150mm
• Wheels //  Bontrager Pro Line 30 OCLV Mountain Carbon
• Front Tyre //  Bontrager SE5 Team Issue 29 x 2.5in
• Rear Tyre //  Bontrager SE5 Team Issue 29 x 2.5in
• Chainset //  E*Thirteen E*Spec Race Carbon 34T 165mm
• Shifter //  SRAM Eagle AXS 12-speed
• Rear Mech //  SRAM XX1 Eagle AXS 12-speed
• Cassette //  SRAM Eagle XG-1299 10-52T
• Brakes //  SRAM Code RSC 200/200mm
• Stem //  Bontrager RSL Integrated bar/stem 45mm
• Bars //  Bontrager RSL Integrated bar/stem 820 x 27.5mm
• Grips //  Bontrager XR Trail Elite lock-on
• Seatpost //  RockShox Reverb AXS 170mm 34.9mm
• Size Tested //  L
• Sizes Available //  S, M, L, XL
• Weight //  19.3kg

Geometry of our size L test bike

• Head angle //  65º
• Effective seat angle //  77º
• Seat tube length //  435mm
• Head tube length //  110mm
• Chainstay //  440mm
• Wheelbase //  1,245mm
• Effective top tube //  630mm
• BB height //  343mm
• Reach //  485mm

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• This topic has 56 replies, 27 voices, and was last updated 1 year ago by julians .

Great technical summary and introduction – but should I buy one. Or rather what rider / riding would I be to go for a great half day ride?

Soz, that was supposed to say half fat ride….thanks again 👍

I bought the 9.5 version (and upgraded a few bits) , and posted some thoughts here

New (e)bike day – Trek fuel exe 9.5

Not quite sure what you mean by this bit

There isn’t a visual display confirmation of the assistance level you’re getting either (a la Shimano or Bosch displays).

There is a permanent part of the display showing what assistance mode you are in , plus you can switch to a screen that shows what power you are generating and what power the motor is generating.

Or rather what rider / riding would I be to go for a great half day ride?

I would say that if you find on a full fat ebike you’re usually coming back from a ride with 25-50% battery remaining , or you think that you dont get enough of a workout on a full fat bike, then something like this bike could be for you.

or if you do quite a lot of lifting the bike over stiles & gates, or possibly a lot of hike a bike , or you prioritise downhill handling and playfullness over the ability to fly uphill – but not so much of a priority that you’ll stick with a bike with no motor…

I get that some of the above is quite hard to determine, if you havent actually ridden a full fat bike for a while in the first place.

I think a full fat bike will please more people more of the time, but in an ideal world you’d have a full fat and a lightweight ebike (along with a normal bike or two;-) )

but it’s the weight that is the

Birrova typo?

Thanks for that – helpful 😊

I had a think about this in it’s cheapest spec, but in the end went for the alloy Rise- it’s 540Wh battery, coupled with the Trek price increase, simply made the Trek less attractive.

Further to that, I like my bikes to feel individual- my uplift bike doesn’t have much overlap with my 29+ which is substantially different to the gravel bike. I’d like my e-bike to still feel like an e-bike.

Maybe one day I’ll read a review on a bike with a new motor where somebody provides info about out of warranty motor support, clarifies if the motor is rebuildable, if motor spares are available, if there is a uk motor repair centre, if they’re going to partner with an existing uk repairer etc etc, even how much a new motor costs, and how (*if required) any manufacturer/bike model specific settings get applied to the motor.

As an xc map explorer who prefers long term ownership I was really interested in this bike – lighter (so easier over fences/stiles etc), removable battery (charging at hotel/b&b), large brand so hopefully spares available but I’ve not managed to get any info on how out of warranty support will go so going to sit on the fence till that gets clarified or something else similar comes along.

Similar to Vinnyeh, I looked at these Treks but decided to go with a base model Hydro Rise (540wh battery and under £4k). I was put off by reports of early motor failures on the Trek, but also by the smaller battery (That put me off the carbon Rises too). I don’t want a lot of assistance, but I do want to ride a long way.

Lighter is always nicer imho, but the Trek is really only slightly lighter because of that new (and unproved) motor. And if you are going to save a bit of weight, the bottom bracket area is the last place to save it from: weight here doesn’t make much difference, and it’s where durability is needed most. The Trek keeps the rest of the weight down through having a small battery and a £14k price tag!

Sounds like it pedals nicely, but so does the RS motor. A £5k Trek EXe with a 500+Wh battery, option of range extender and solid warranty support would be more attractive :-)

Those are really good points and ones which I intend to address in a series of online articles in this fine publication when I do a long term test on the Pivot Shuttle SL. Range, repairability, support post warranty, cost to fix, suitability for big mountain adventures, how it handles, fun – all matter to me. I’ve held off on buying one as the technology is advancing so quickly. I suspect that the technology from bikes like the Trek will filter down to a much more affordable price level. For me, full fat e bikes are generally just too darn heavy for the riding I do.

There is also a feature in the next issue where Mark, Nick Craig and I rode High Street and Skiddaw as a day ride where Nick and I were on normal bikes and Mark on a Levo SL.

^^^ that will be an interesting read Sanny 👍. I love my Levo SL but reckon if I tried the Trek I’d be hankering after one !

£14k…ha, ha, ha. Perfectly suited to the new economic climate. How many 1%ers are keen mtb’ers I wonder. Plus that guy up thread with half my username, are you my brother from another mother?

Ianc and Sanny, we’ll anybody really

See also the haibike Lyke – lower weight e, with removable battery – fazua 60, more power and battery – *seems** to have better range – seems to be cheaper – probs? Well motor as my post above Cables thru headset, but this seems to be getting more common Frame Plug hole appears to be in a ‘well’ at the bottom of the frame – ? Water ingress Weird air hole above motor on frame tube up to seatpost – ? Mud/water ingress onto motor

Those haibike Lykes are a bit 2018 in their geo, long seat tube for any given size,relatively short reach,longish chainstay, but they look decent value if the geo suits what you want.

They’re also using very lightweight tyres on them to hit those headline weight numbers.

The focus jam2 sl looks really good though, fazua 60 motor, decent geo, decent value etc. But they have takenthe bizarre decision to not put a charging port in the frame , meaning that you have to remove the battery from the frame in order to charge it.

Maybe one day I’ll read a review on a bike with a new motor where somebody provides info about out of warranty motor support

It’s brand new so far too soon to know anything about out of warranty support. I also think it’s unreasonable to be quizzing a magazine that gets or loses the chance to test new bikes on the whim of the manufacturers.

I know it’s “not about the price” but honestly, how is that bike £14 grand, really?

There’s more than a few bikes out there that don’t have motors, or even suspension in some cases, that cost the same. It’s absolutely ridiculous, regardless of the economic climate, but as long as the bikes sell the manufacturers will keep on making them.

It is crazy pricey though. I have a 2020 Levo SL carbon expert. It now has XT four pots, a Fox 36, AXS shifting and dropper and all in, allowing for selling the bits I upgraded, was around 10k…

Yeah, it is a daft price but you aren’t supposed to buy it. It’s like an S Works Levo. Twice the price of a normal one just to act as a halo and attract attention.

Tell that to what must be dozens of folk I’ve seen riding sworks and plenty other 5 figure ebikes in the wild. Not just ‘1%ers’ buying them either.

Can’t wait for a year or two when all these pop up on the second hand market so I might have a chance of actually affording one :)

Crazy how many <1 year old e-bikes on pinkbike and other FB sites etc. With very few miles are popping up now (mind you might be out of the lockdown impulse purchase period so maybe not)

Trek have opened a store really near me and they offer transferable warranty to subsequent owners (as long as bike is registered) and I also have a spesh turbo store also local so for me I would only consider either of these two brands currently as for such an expensive purchase I would want to be able to take it back to a real shop.

Oh well, in that case the price still isn’t crazy then as they seem to fly off the shelf into normal punter’s hands.

Interest free credit,init

I think an article on warranties and future support is vital.

I’ll be on an e-bike at some point. I don’t need something for nothing or a warranty that covers crashes. But I’ll need to know I can keep the thing running. A fixed cost motor exchange program. Send in you motor and get back a used rebuild for £500 available for say 8 years from purchase

Without wishing to be rude, just because you can’t afford it or, rather, you have other things you’d rather spend your money on, doesn’t make a price crazy. The average price of a new car in the UK is £42k. I would never spend that on a car (well, I would, but I can’t afford it now and am unlikely every to be able to. Plus I can’t drive.), but I’m not gonna call anyone that would crazy.

Without wishing to be rude, just because you can’t afford it or, rather, you have other things you’d rather spend your money on, doesn’t make a price crazy. The average price of a new car in the UK is £42k. I would never spend that on a car (well, I would, but I can’t afford it now and am unlikely every to be able to), but I’m not gonna call anyone that would crazy.

+1 and have you seen how much ordinary folk spend on phones/contracts, watches, holiday to Disney etc etc

The prices are a bit crazy though,when you can buy the bottom of the range version of the bike, then buy all the other bits at full RRP, fit them to the bottom of the range version that you just bought and have the exact same bike for several grand less than buying the ‘official’ version

Without wishing to be rude, just because you can’t afford it or, rather, you have other things you’d rather spend your money on, doesn’t make a price crazy.

Agreed, however the price is crazy. Objectively speaking it is nuts.

The average price of a new car in the UK is £42k

Wow! That’s proper bonkers

that was the figure quoted on top gear last week, so as sure as that.

Is that from the same shop, or does that take some savvy shopping around, finding stock, navigating possible compatibility pitfalls etc. not everyone has the time for that. Hell, my last couple of bike builds took between 6 & 12 months just assembling the parts, two year wait for brakes not included so if I were as minted as some of you think I am, an extra few quid just to have everything I ultimately want, right from the off would be a price worth paying. But I’m not, so it isn’t. It may be to others.

Pricing it so not enough folk would buy it is crazy.

I don’t know… When you can get one of these for the same price… Seems crazy to me!

https://www.ducati.com/gb/en/bikes/monster/monster-sp

Or a Rolex with the Dominos pizza logo on it.

Different people have different priorities.

Very true Tom. That watch is hideous! Preowned too. Different strokes for different folks.

Is that from the same shop, or does that take some savvy shopping around

No need to seek bargains,just pay full retail pricing and you still save a truckload over buying the top end bike.

Each to their own though, they obviously do sell the top end versions or they wouldn’t make them.

I did edit to say just finding stock, which has been a challenge of the past few years. So a whole top end bike with top end parts (not just what you can get hold of) is more of a commodity.

Reading my post back again I can see that my wording comes across as being sarcastic when that wasn’t what I intended.

If indeed every other bike out there is a range topper then I’m wrong and so is anyone who says it’s crazy because people are buying them!

I appreciate that the whole battery capacity versus system weight is something of a vicious circle. Would adding one or two kilograms to the bike’s weight significantly impair the bike’s handling? Maybe it would. You do have to draw the line somewhere and it can’t have been an easy or quick decision made by the Trek team. I think personal preferences come into play a great deal here too. I am a bit of a Boost* fan. I can’t help it. I don’t have the discipline to stay in Eco or Trail modes. With a different rider on board, one who switches to Eco for flat road linking sections, and keeps it in Trail for pretty much everything else

I think a lot of people reviewing bikes like this or the Rise, coming from full power e-bikes, kind of miss the point. I’m guessing it probably gets a very similar range to an Orbea Rise if you don’t thrash it in Boost. That equates to about 1400m climbing (+/- 200m) which is a good chunk more than most people would ride on an unpowered bike on a full day out. For really big days add the 252wh range extender and you’re well over 2000m at which point you’re going to be exhausted anyway. (This might be where Trek *have* missed a trick – their range extender looks expensive and undersized at 150wh). So you only carry the extra weight when you plan to use it.

What these bikes are *less* suited for is shuttling up a fire road to ride downhill runs or chasing people on full-fat e-bikes. That’s when the temptation comes to whack it in boost to keep up and you rinse the battery. But I think they’re a lot more ‘bike like’ and a lot more fun to ride the rest of the time.

This might be where Trek *have* missed a trick – their range extender looks expensive and undersized at 150wh

its actually 160wh, but your point still stands. I suspect there will be a larger range extender in the works. The Trek rationale for this says that the range extender has been sized at 160wh because that is the max size that is allowed in aeroplanes, so you can take your bike abroad, leaving the main battery at home of course, and still get some assisted riding in.

a modular battery would be a great idea- 2, even 3 160wh batteries that could be connected in parallel, clipped together like lego, and separated for air flight

and separated for air flight

you’re only allowed a total of 160wh per person, so you’d need to get someone else in your party to carry any additional batteries

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2023 SL eMTB ROUNDUP

Trek fuel exe review.

Photos by Max Rhulen Video by Brian Niles / Treeline Cinematic

We’ve had the Trek Fuel EXe on long-term review status since it was first released a year ago. At the time when Trek hit the market with their SL, lightweight eMTB offering, complete with the brand new and nearly silent TQ HPR 50 drive unit, it had many mountain bikers excited to see this niche of eMTBs progressing. Since we first got this bike for an in-depth Dissected feature last year we installed a 160mm fork, passed it around and have been logging miles and smiles aboard it ever since. So, how does the long-term review of the Trek Fuel Exe stack up in comparison to our first ride impressions , and how does it stack up to an increasingly competitive category of eBikes? See below for all the pros and cons.

• 140mm Linkage Driven Single Pivot Suspension With ABP • 29” Wheels • TQ HPR50 Motor • 360Wh Battery • 2-position Flip Chip • HTA 64.8 (Low) • STA 76.8 (effective) • REACH 483 (Large, High)

Price: $6,499 – $13,999 Website: Trekbikes.com

2023 SL EMTB SHOOTOUT SERIES – The Trek Fuel EXe was one of the eight eMTBs we tested in our inaugural lightweight eBike group test. We’ve seen a rapid and impressive growth in this category and after fielding so many requests and comments in our well established, annual full-power EMTB SHOOTOUT series, it only seemed natural to give this category the attention it deserves.

This group review was made possible thanks to the amazing support of Schwalbe Tires and their brilliant new Tacky Chan tires, which we outfitted each and every bike with for a consistent test platform.

We’d also like to thank Ninja MTB and Glade Optics .

Our crew did plenty of testing around Central Oregon before heading down to one of our favorite places to ride, Klamath Falls, Oregon. Thanks for the hospitality Discover Klamath and the beautiful Running Y Resort .

The Fuel EXe is Trek’s answer to the ultimate lightweight all mountain eBike, with a 140mm rear end, capable trail geometry and the TQ HPR 50 drive system to provide natural assistance to the rider.

DRIVE UNIT AND ELECTRONICS | Trek’s Fuel EXe is one of two bikes in this Group Review which use the TQ HPR50 drive system. TQ’s motor is the lightest on test at 4.07lbs (1.85kg), which produces 50Nm Torque and up to 300W power. The motor is named after the Harmonic Pin Ring system which replaces the usual cogs in a motor to produce a very quiet operation. The frame hosts a removable 360Wh battery, and there’s an optional 160Wh Range Extender that can bring total battery capacity up to 520Wh. Something we highly recommend customers tack onto their purchase for added range.

TQ’s integrated 2-inch top tube display shows basic information like battery life and speed, and allows you to access the on-the-go adjustments. You can connect the TQ App on your phone via Bluetooth or a cycle computer via ANT+ to get more information and make more adjustments. The bar mounted remote lets you easily toggle between each power mode (ECO, MID or HIGH) or to activate walk mode.

FRAME AND FEATURES | Trek offers the EXe in both Alpha Platinum Aluminum or OCLV Carbon Fiber frame options, depending on the spec level selected. These share the same features throughout, but with a weight reduction on the carbon frame. There’s fully guided internal cable routing with clamped ports to minimize rattle, a SRAM Universal Derailleur Hanger, the Mino Link geometry adjusting flip chip, and a 34.9mm seat tube to increase dropper seatpost reliability. The front triangle has enough room to fit a large water bottle, and there’s a generous down tube protector which doubles as a quick release battery cover to facilitate easy removal. Inside the steerer tube Trek fits the Bontrager B.I.T.S system to offer easily accessible tools on the fly.

SUSPENSION | Trek continues to use their Linkage Driven Single Pivot suspension design, which features their Active Braking Pivot on the rear axle – a concentric pivot which allows for manipulation of the braking characteristics. Pedaling is tailored more on the side of traction than support with roughly 90% Anti Squat; there’s low braking influence with around 55% Anti Rise; and there’s a medium 16% progression to ensure riders will make use of all 140mm of travel.

GEOMETRY | The Trek Fuel EXe shares a lot of geometry with the analogue Fuel EX, which is a very well-rounded machine. Compared with other similar bikes on test, the Fuel EXe is slightly more aggressive, though the shorter rear end can let the front wheel wander on the steepest climb pitches.

BUILD SPECS | Trek offers a wide range of builds from the aforementioned Alloy-framed EXe 5 to the Exe 9.9 in both XTR or the XX1 spec tested, spanning a $6,499 to $13,999 price range. There are also T-Type builds on offer for those looking for the latest SRAM drivetrain. Our 9.9 XX1 build features an ultra-high spec build befitting such a price tag, with some tech accessories sprinkled in to add some extra flair. A RockShox Lyrik Ultimate and Super Deluxe Ultimate suspension package offers high levels of adjustability and are fitted with SRAM’s AirWiz tech to monitor pressures and ensure they’re always in the sweet spot before a ride. As the name suggests, SRAM provides an XX1 Eagle 12-speed drivetrain, though Trek opted to equip an e*thirteen e*spec Race Carbon crank; and there’s a SRAM Code RSC brakeset stopping on a pair of 200mm rotors. Rounding out the SRAM family spec is the RockShox Reverb AXS dropper post, with a 170mm drop unit fitted to our size large.

The cockpit is a slightly contentious integrated unit – the Bontrager RSL – with a 45mm effective stem length and 27.5mm rise. As standard the Fuel EXe’s Bontrager Line Pro 30 carbon wheels are wrapped in a Bontrager SE5 team issue tire set, but for this year’s SL eMTB Shootout we equipped all bikes with the super grippy Schwalbe Tacky Chan tires to provide a more balanced traction component to all our test bikes.

SETUP | Getting the Trek Fuel EXe feeling good proved to be a pretty easy task. Although we would have much preferred a traditional two-piece bar and stem as we swapped out the one-piece unit for our yearlong test, but alas, it seems the bike industry is forcing us to ride more and more of these one-piece units. I digress.

Trek’s suspension platform has a pretty wide range that will allow it to feel good enough but can really come alive if you spend that extra time experimenting with PSI and compression settings little by little.

ELECTRONICS & INTEGRATION | Trek Central is the brand’s app which is an impressively robust application and can be used alongside the TQ app to get all the info you want, modify power delivery and customize assist levels and support to your liking.

MOTOR POWER & RANGE | When the TQ HPR 50 came out it was an impressive drive unit in many ways, well it still is, however the Fazua Ride 60 and its 10Nm of extra power were appreciated on the hottest and longest days. The TQ unit sits nicely in the middle of the power range of our SL, lightweight eBikes, and is definitely on the quieter side, making only slightly more noise than the Fazua.

Our riders noticed the TQ was fast and peppy on the flatter trails and would result in tons of fun on lower gradient pedals, however in the factory configuration it would taper off a bit as the climbs got punchy and steeper. We slid the power assist up in the app and were willing to pay the price of increased battery consumption since we usually rode this bike with the range extender installed. If we didn’t have a range extender then we’d likely have a bit harder of a time finding the right spot for our particular riding style and assist preferences. From an efficiency perspective, the TQ is within a couple percent of other units, and means that variables like fitness, weight and terrain would have more to do with your mileage.

CLIMBING | We did not get along with the saddle on the Trek Fuel EXe, yet even still it was one of the most comfortable bikes to climb, so that’s saying something. The suspension platform is compliant and offers a lot of traction and suppleness for big days in the saddle. The geometry and climbing position was very neutral for our crew and it was just a good all-around climber.

DESCENDING | Our crew really liked the Trek Fuel EXe when it came time to descend. We liked it a lot more when we had the 160mm fork installed, but even with the OE-spec’d 150mm Lyrik, the bike was capable, fun and ready to shred. It was confident, poised enough at speed and able to be thrown and moved around with minimal effort. If you’re running the suspension on the softer side, it could ride a bit heavy – to be fair it was one of the heavier bikes in the test – but if you’re regularly riding smoother flow trails a few extra PSI in the fork and shock yields a much lighter and poppier feeling ride.

Much like the climbing performance of the Fuel EXe, the Trek is well-rounded, comfortable, predictable and a lot of fun to ride.

FINISH AND VALUE | This is where the Trek Fuel EXe starts to slip a bit. Trek hasn’t been known for having very durable or great paint, but they have been stepping it up and we’ll give ‘em that. Even so, when you look at premium priced bikes like Pivot, Forestal and Scott’s Lumen, you can see a certain pride of craftsmanship in the details from hardware to the little points on the frame. Heck, even the Giant Trance X has beautiful oil slick hardware to tie into the purple and bluish hues of the marbled paint theme.

We wouldn’t place the Trek very high on the value scale, and it doesn’t quite have the same allure as some of the flashier bikes in this shootout, but as riders who place value on performance over component spec, there is no denying the Trek Fuel EXe rides!

The Wolf’s Last Word

The Trek Fuel EXe is a very solid, crowd-pleasing SL category eBike. It’s incredibly versatile and for riders who want to shred a bit harder, a 160mm fork upgrade will make this bike even more fun. While we’d suggest spending a bit less on a bike that doesn’t come with the fancy (yet unnecessary) AirWiz technology, we think you can get into a pretty impressive and competitive Fuel EXe alloy for the mid $7,000s and a carbon XT model for the low $9,000s.

Overall, the Trek Fuel EXe is a bike that ranked consistently well across the board when it came to performance on the trail. It does everything pretty darn well and would be a great jack of all trades lightweight eBike for those looking to have a mid-power eMTB for trail shredding fun.

WHO’S IT FOR?

Price: $13,999 (9.9 XX1) Weight: 43.7lbs (large) Website: Trekbikes.com

SPECIFICATIONS

CHASSIS Frame: OCLV Carbon | 140mm Fork: RockShox Lyrik Ultimate | AirWiz | 150mm Shock: RockShox Super Deluxe Ultimate | AirWiz | 205x60mm

DRIVE SYSTEM Motor: TQ HPR50 | 300W | 50Nm | 1.8kg Battery: TQ Internal | 360Wh | Integrated | 1.83kg Display: TQ HPR Remote: TQ System LED

COCKPIT Brakes: SRAM Code RSC | 200F/R rotors Handlebar/Stem: Bontrager RSL Integrated Carbon | 27.5mm Rise | 800 W Seatpost: Bontrager Line Elite Dropper | 200mm Saddle: Bontrager Arvada Pro, Carbon rails

WHEELS Wheels: Bontrager Line Pro 30 | OCLV Mountain Carbon Front Tire: Bontrager SE5 Team Issue | 29×2.50″ Rear Tire: Bontrager SE5 Team Issue | 29×2.50″

DRIVETRAIN Cassette: SRAM Eagle XG-1299 | 10-52T Crankset: E*thirteen E*spec Race Carbon | 34T | 165mm Shifter: SRAM Eagle AXS | 12spd Derailleur: SRAM XX1 Eagle AXS | 12spd

Well-rounded and versatile Does everything Fun Capable

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Specialized Kenevo SL Review | A stunning, lightweight, long-travel e-MTB

The not-so-minor details.

Specialized Kenevo SL Expert 2022

Specialized

https://www.specialized.com/

$15,900 AUD

- Stunning frame design - Wickedly sensitive and supportive 6-bar suspension - Outstanding handling on technical climbs & descents - Seamless and highly tuneable power delivery - Mastermind TCU is so slick and user-friendly - Adjustable geometry

- The Fox 38 failed on us - Limited seatpost insertion depth - Whining motor noise - Electrifying performance means electrifying price

Wil reviews the Specialized Kenevo SL

No, that ain’t an Enduro with an extra-large SWAT compartment. This folks, is the brand-spanking new Specialized Kenevo SL.

Hot off the heels of the release of the 2022 Levo , the Kenevo SL is an all-new electric mountain bike from Specialized. It takes the existing Kenevo , the Californian brand’s long-travel, gravity-hungry, bike park-smashing e-MTB, and dials things up a few notches with a full carbon frame and a 6-bar suspension platform.

Of course Specialized fans will have been anticipating a high-end carbon Kenevo for a while now, so no surprises there. Where the Kenevo SL veers wildly off-script however, is with its compact SL motor and smaller battery. The combination of which helps to create an e-MTB that is over 5kg lighter than the current alloy Kenevo. That’s a heckuva difference, though it’s not the only reason why the Kenevo SL is such a different beast from its alloy counterpart.

So what’s it like to ride then? How does it compare to the Levo? And who’s this thing actually for? We’ve been testing a new Specialized Kenevo SL Expert for the past couple of weeks to find out.

Watch our video review of the new Specialized Kenevo SL here!

Specialized Kenevo SL overview

Equipped with 29in wheels, aggressive tyres, big brakes, 170mm of suspension travel and raked-out geometry, the Specialized Kenevo SL slots neatly into the e-Enduro category. Well, kind of .

Like its shorter travel sibling the Levo SL , the Kenevo SL is designed around Specialized’s ‘Super Light’ e-MTB concept. It features Specialized’s own SL 1.1 motor, which delivers up to 240 watts of power and 35Nm of torque. This motor is unique to Specialized and is manufactured in partnership with German automotive specialist MAHLE. You’ll also find this motor in the current Levo SL, as well as the Creo e-Road bike, and the Vado SL and Como SL e-Commuter bikes. However, the firmware driving the motor has been updated for the Kenevo SL – more on how that affects performance in a bit.

As well as being lighter and more compact, the low-powered motor also draws less electricity, reducing the need for a huge battery pack. For that reason you’ll find a slimline 320Wh battery stowed inside the downtube.

The result of all that is an impressively low system weight. The Specialized S-Works Kenevo SL is claimed to weigh just 18.8kg.

Less power, less weight

Those specs are quite different to the Specialized Levo – the brand’s current darling in its full suspension e-MTB lineup. Here’s how the two compare;

• Levo – 2.2 motor (85Nm) & 700Wh battery
• Kenevo SL – SL 1.1 motor (35Nm) & 320Wh battery

So why have less power and a smaller battery? Well, it’s all about reducing weight.

Compared to the full-size motor and battery in the regular Levo and Kenevo, the SL system offers a substantial 3kg weight advantage. Furthermore, the carbon frame itself is also lighter, since the downtube and bottom bracket junction can be made considerably smaller overall.

The result of all that is an impressively low system weight. The Specialized S-Works Kenevo SL is claimed to weigh just 18.8kg. To put that number into perspective, it’s barely 4kg heavier than an Enduro.

Why not have a full-size motor and battery?

The weight is impressive, sure, but if you’re going to have all of that travel and capability, why wouldn’t you want a high-powered motor with a huge battery pack? Aren’t these things designed for self-shuttling downhill trails? Aren’t us compliant e-Consumers programmed to constantly crave bigger things and more stuff?

MOAR POWER! MOAR BATTERY! MOAAAAAR!

The thing is, the Specialized Kenevo SL isn’t really made for the e-MTB enthusiasts who are already committed to the cause. Those riders, who want nothing less than the Turbo-punch of a full-powered motor and a humongo battery to match, are already served by the current Levo and Kenevo.

Instead, the Kenevo SL is aimed at traditional mountain bikers. The riders who have been tempted to go electric, but have so far been put off by the heavy weight and heavy looks. The riders who don’t want to sacrifice handling on the descents with an overweight e-MTB, and want a pedalling experience that’s closer to a fully muscle-powered mountain bike. Those are the riders the Kenevo SL is designed for.

Carbon fibre Tetris

Weight and aesthetics aside, the other driver behind the Kenevo SL’s smaller motor and battery is the 6-bar suspension platform. Seriously, just take a look at that part of the frame for a moment. See how low the shock sits? And the two links that drive it? Oh, and there’s a motor underneath all that too. That’s a lot going on in a very small space.

Once you appreciate the Level 15 game of Tetris that’s been played out to fit it all in, you can appreciate that the only way the Kenevo SL’s form could be realised is with the compact SL 1.1 motor. There’s literally no way that Specialized’s engineers could have built this bike with the full-size 2.2 motor from the Levo. At least, not without significant compromises to the suspension and geometry anyway.

Indeed the SL 1.1 drive unit is key to keeping things compact out back too. The Kenevo SL has a 442mm rear centre length in its shortest position, and that’s with the 29in rear wheel. It’s for this reason that Specialized pursued the full 29in setup on the Kenevo SL, rather than resorting to the mullet setup found on the Levo.

Electrified Enduro

Given the wheelsize and travel, the Specialized Kenevo SL’s picture becomes clearer when you view it not so much as a carbon version of the existing Kenevo, but rather an electrified version of the Enduro.

The concept of the 6-bar suspension design is the same. The chainstays, seatstays and seat tube link form a 4-bar FSR platform, which controls the rear wheel’s axle path. Meanwhile the two tension links drive the shock, taking care of the leverage rate. Where the Kenevo SL differs is in its use of a standard metric shock (the Enduro uses a trunnion mount), and it also skips the small yoke between the lower shock mount and the tension links.

There are still a lot of moving parts though, with no fewer than 16 pivot bearings. But the 6-bar design does allow for greater separation between those key kinematic properties, and according to Specialized, the control links help to reduce side-loading on the rear shock too.

Frame geometry is quite similar to the Enduro, though the Kenevo SL sits slightly higher off the ground to provide more pedal clearance – an important attribute for an e-MTB.

The Kenevo SL also benefits from the clever adjustable geometry found on the latest Stumpjumper EVO and Levo . A swappable upper headset cup provides riders with three different head angle positions, so you can go as slack as 62.5° or as steep as 64.7°.

There’s also a flip chip down at the chainstay pivot. This gives you a high position with a 447mm chainstay length, and a low position with a 442mm chainstay length. All up you have six different configurations available between the flip chip and adjustable headset cups.

Specialized Kenevo SL price & specs

Highlighting the fact that the Kenevo SL has a narrower range of appeal compared to the Levo, there will be just two complete bikes coming into Australia this year. Both models are built around exactly the same FACT 11m carbon chassis, SL 1.1 motor and 320Wh battery.

As expected, pricing is bold with the S-Works Kenevo SL listed for $23,700 AUD. The bike we’ve been testing, the Kenevo SL Expert, seems positively budget in comparison with its paltry $15,900 AUD price tag.

If those two build options don’t float your boat, or if they simply sell out before you can get your grubby hands on one (we suspect there’ll be a strong chance of the latter), it’s worth noting that there will also be an S-Works frameset available for $12,900 AUD. Frame only packages aren’t common in the e-MTB world, and indeed it’s a first for Specialized. Excitable bike shop owners who love a jazzy custom build, take note.

You can get your peepers on the specs for both models below, then read on for our experience of testing the Kenevo SL Expert.

2021 Specialized S-Works Kenevo SL

• Frame | FACT 11m Carbon Fibre, FSR Suspension Design, 170mm Travel
• Fork | Fox 38, Factory Series, GRIP2 Damper, 44mm Offset, 170mm Travel
• Shock | Fox Float X2, Factory Series, 230×62.5mm
• Drive Unit | Specialized SL 1.1, 35Nm
• Battery | Specialized SL1-320, 320Wh
• Wheels |  Roval Traverse SL, Carbon Rims, 30mm Inner Rim Width
• Tyres | Specialized Butcher T9 GRID Trail 2.3in Front & Butcher T7 GRID Trail 2.3in Rear
• Drivetrain |  SRAM XX1 AXS Eagle 1×12 w/Praxis Carbon 32T Crankset & 10-52T Cassette
• Brakes | SRAM Code RSC 4-Piston w/220mm Front & 200mm Rear Rotors
• Handlebar | Roval Traverse SL Carbon, 35mm Diameter, 30mm Rise, 800mm Wide
• Stem | Deity Copperhead, 35mm Diameter, Length: 35mm (S2), 50mm (S3-S5)
• Seatpost | RockShox Reverb AXS, 30.9mm Diameter, Travel: 125mm (S2), 150mm (S3), 170mm (S4-S5)
• Saddle | Specialized Bridge, Hollow Ti Rails, Width: 155mm (S2), 143mm (S3-S5)
• RRP |  $23,700 AUD

2021 Specialized Kenevo SL Expert

• Fork | Fox 38, Performance Elite, GRIP2 Damper, 44mm Offset, 170mm Travel
• Shock | Fox Float X2, Performance Series, 230×62.5mm
• Wheels | Roval Traverse, Alloy Rims, 30mm Inner Rim Width
• Drivetrain | SRAM X01 Eagle 1×12 w/Praxis Alloy 32T Crankset & 10-52T Cassette
• Brakes | SRAM Code RS 4-Piston w/220mm Front & 200mm Rear Rotors
• Handlebar | Specialized Trail, 35mm Diameter, 30mm Rise, 800mm Wide
• Stem | Specialized Trail, 35mm Diameter, Length: 40mm (S2), 50mm (S3-S5)
• Seatpost | X-Fusion Manic, 30.9mm Diameter, Travel: 125mm (S2), 150mm (S3), 170mm (S4-S5)
• Saddle | Specialized Bridge Comp, Hollow Cr-mo Rails, Width: 155mm (S2), 143mm (S3-S5)
• Confirmed Weight | 19.12kg (As Tested, S3 Size)
• RRP | $15,900 AUD

2021 Specialized S-Works Kenevo SL Frameset

• Crankset | Praxis Carbon M30 w/32T SRAM X-Sync Eagle Chainring
• RRP | $12,900 AUD

Testing the Specialized Kenevo SL Expert

Over the past couple of weeks, I’ve been having quite the experience riding the brand new Specialized Kenevo SL Expert.

Now normally I don’t place that much emphasis on aesthetics, but it has to be said that this is one of the best-looking e-MTBs on the market. It’s certainly one of the stealthiest and most streamlined designs out there thanks to the low-profile motor, low-slung suspension layout and straight tubing. Indeed from the drive-side, it takes a moment to register that this isn’t actually an Enduro. That could explain why nobody ever picked up that I was aboard an unreleased bike over the past few weeks of riding.

Enhancing the Specialized Kenevo SL’s clean layout, a subtly curved downtube means that no steering limiter is required. I can attest to this after having crashed by brains out on the final range test. Despite getting hella crossed up during my on-trail ejection, neither the fork crown or handlebar controls contacted the frame. Phew!

Specialized has taken a practical approach with the rest of the frame too, which of course fits a bottle inside the mainframe. And whereas some other brands are looking towards the Super Boost standard for their big travel bikes, the Kenevo SL sticks with good old Boost 148x12mm hub spacing. At the dropouts you’ll find a SRAM UDH, while the drive-side seatstay and chainstays are generously lathered in protection to silence chain slap.

On the top tube there’s the new MasterMind TCU display, which is protected by a tough Gorilla Glass screen. You can display up to 30 different metrics, which are all customisable via the Mission Control app. With the handlebars free of any clunky displays (* cough * Bosch Purion * cough *), a discreet controller sits next to the left-hand grip, allowing you to scroll through each page of data. It also lets you shift between the Eco, Trail and Turbo assist settings, and a button underneath engages Walk mode for when you’ve finally bitten off more than you can chew.

Specialized Kenevo SL fit & sizing

At 175cm tall I’ve been riding an S3 size, which has a substantial 465mm reach. The S3 is essentially a Medium, and it’s the same size I’ve ridden in the Enduro, Stumpjumper, Stumpy EVO and Levo.

On the Kenevo SL however, I did run into an issue with the saddle height. While the seat tube lengths are short, the seat tube itself is interrupted by the shock tunnel, which means the seatpost will only insert so far into the frame.

With clip-in pedals, the saddle height is spot-on for me (around 71.5cm from the BB to the top of the saddle). With flat pedals however, I couldn’t get the saddle down low enough. That means I’d either have to book in for a shin transplant, or consider down-sizing to S2. Personally I wouldn’t bother with the latter, as the 437mm reach on the S2 would be too short for me.

…but it is something that stubby-legged riders may want to take note of when looking over the geometry chart.

I’ll point out that this problem is exacerbated by the X-Fusion Manic dropper post, which is quite long for its given travel. The RockShox Reverb AXS that comes on the S-Works Kenevo SL has a shorter insertion depth for the same travel, so I wouldn’t have encountered the same issue there.

Anyway, it hasn’t affected my ability to test the Kenevo SL, but it is something that stubby-legged riders may want to take note of when looking over the geometry chart.

The Kenevo SL otherwise fits well out of the box with the excellent Bridge saddle and cushy Deity grips. I trimmed the bars down to my preferred width of 780mm, and left the geometry adjustments in the stock positions, with the head angle in neutral and the flip chip in high.

I setup the fork as per Fox’ recommendations, though I did set the high and low-speed rebound adjusters on the faster side. I aimed for 30% sag for the rear shock, with 200psi to support my 68kg riding weight.

Whereas the Levo gets fatter 2.6in tyres, Specialized equips the Kenevo SL with 2.3in wide Butchers to improve handling precision and reduce weight. There’s a gooey T9 compound on the front and a firmer T7 compound for the rear. On the 30mm wide rims, these tyres actually measure up wider than claimed at 2.44in. There’s plenty of clearance too, so a 2.5in rear tyre will fit fine, maybe a 2.6in depending on the brand.

I didn’t fit any tyre inserts, which in hindsight was a bad decision. Tyre pressures varied from 20-23psi on the front and 24-27psi on the rear.

Not so Turbo

My first ride on the Specialized Kenevo SL was something of a rude awakening. Having spent a lot of time testing full-powered e-MTBs lately, including the Levo , Polygon Mt Bromo and Canyon Spectral:ON , I was promptly alerted to how unfit I’d become.

Power output is noticeably lower with the SL 1.1 motor, which seems obvious given it has 40% of the peak torque of a Shimano EP8 motor. This means your legs will be putting in considerably more effort, and average climbing speeds will be lower. If you’re riding with friends on full-powered e-MTBs, you’ll be working a lot harder to keep up. Also noticeable, the gearbox design of the SL 1.1 motor spins quite fast, resulting in a higher-pitched whine on the trail that is noisier than the Bosch, Shimano and Brose motors.

…the new firmware addresses the motor’s tendency to cut out during choppy pedalling, particularly at super high cadences when you might rapidly accelerate to get up and over an obstacle on the trail.

Once you adjust to the smaller motor though, it is very impressive how seamless the power delivery is. With Specialized in control of both the hardware and firmware, the motor does a marvellous job of filtering uneven rider input, and outputting a smooth supply of power to the rear wheel.

Part of this is due to the new firmware that Specialized has developed for the SL 1.1 motor, which will be available as an update for existing Levo SL users. With the aim of delivering power more consistently, the new firmware addresses the motor’s tendency to cut out during choppy pedalling, particularly at super high cadences when you might rapidly accelerate to get up and over an obstacle on the trail.

It devours technical climbs

And indeed this bike’s technical climbing performance was the biggest surprise I encountered. There’s useful ground clearance thanks to the 350mm BB height and the 165mm crank arms that come on the S2 and S3 sizes (170mm arms on the bigger sizes). Along with the 29in wheels, traction-rich suspension design and intuitive power delivery, there were very few technical climbs on my local test loops that I couldn’t clear on the Kenevo SL.

Of course there wasn’t as much grunt as a full-power motor on super steep off-piste moto trails, though I actually prefer that when riding loose, awkward climbs. And here the lower weight of the Kenevo SL made for a massive difference in being able to negotiate ledgy tech sections. When you pause pedalling to avoid a direct rock-strike, there’s less of the jerky deceleration that you get with a heavier e-MTB.

It’s a comfortable climber too, particularly with that supple rear suspension performance. The 76.5° seat tube angle might not be the steepest, though I was able to get where I wanted by shifting the saddle forwards on the rails. Specialized could have gone steeper, but that has a knock-on effect to seated pedalling comfort and rider weight distribution, and as it stands the Kenevo SL is very well-rounded in that regard.

Descending like a freight train

Of course it’s on the descents where this bike really shines though, with the Specialized Kenevo SL absolutely steamrolling its way down the mountain faster than an avocado turns from rock-hard to overripe.

Having also ridden both the Enduro and alloy Kenevo, I have no doubts the Kenevo SL is the best descender out of the three. There is so much stability here, with a very secure and grounded stance thanks to the deep and well-supported suspension. The 6-bar suspension design of the Enduro already produces quite a low centre of mass, but the Kenevo SL takes it to the next level with a motor and battery positioned centrally and low down in the frame. Along with the dual 29in wheel setup, this bike does not need much encouragement to pick up speed, and it does so rapidly.

It surely caused plenty headaches for the engineering team, but I’m glad that Specialized pursued the 6-bar platform. The suspension is outrageously good, with masses of sensitivity and control. The buttery plush performance allows the Kenevo SL to flutter over rock gardens, with the rear wheel moving quickly out of the way when greeting square-edge impacts at speed. Whether that’s to do with the slightly rearward axle path, the custom shock tune or some other kinematic trickery, I don’t really know, nor do I care. It’s just really, really good.

I ended up hitting loads of jumps on this bike that I’ve never once attempted before, purely because I felt so comfortable and confident when riding it.

Because this bike carries so much momentum on the descents, I found myself riding sections a lot faster than usual, occasionally shitting my dacks when I arrived at a rock feature a little sooner than anticipated. It’s almost as if everything is in slow motion around you, though a quick glance down at the speedo on the TCU promptly indicates otherwise. I soon learnt after the first ride that I’d need higher tyre pressures, as I was hitting stuff so much faster and harder than usual. The plush suspension allows you to run those higher tyre pressures without a huge sacrifice in comfort and traction.

Tweak that shock

I did find the suspension to be a little too ground-huggy to begin with. After all, the Float X2 is a big downhill shock, and there’s a lot of travel to get lost in. The remedy was speeding up the shock’s low-speed rebound damping to just five clicks off the fastest setting (13/18 clicks), and I also firmed up the low-speed compression damping to halfway (11/22 clicks). This made a big difference to overall responsiveness, strengthening the platform underneath my feet.

With the suspension dialled in, the Kenevo SL surprises with its overall agility. The extra mass over the Enduro helps to drive more pressure through the front tyre, and that improves grip when you’re riding stuff that isn’t a near-vertical descent. While it still requires a forward-biased riding position, you don’t need to ride it quite so assertively. Sure it thrives on double blacks, but it’ll have loads of fun on the blues and reds too. Green trails? Perhaps a tad overkill.

The lighter battery and short rear end also mean it’s actually not that hard to pick up the front wheel. And with the floaty suspension and its ability to carry plenty of momentum, the Kenevo SL sails into and through the air very easily. I ended up hitting loads of jumps on this bike that I’ve never once attempted before, purely because I felt so comfortable and confident when riding it.

I did notice some clacking from the SL 1.1 motor’s internal mechanism when landing on smoother and quieter transitions, though the noise is nowhere near as prominent as the latest Bosch and Shimano motors.

That’s forked mate!

Unfortunately the fork on our Specialized Kenevo SL Expert didn’t fare as well, becoming quite harsh by the end of the first ride. I noticed it was struggling to sit into its travel, while topping out quite hard – usually a sign that something’s up with the negative spring.

After fitting the shock pump and determining the fork had lost around 20psi, I checked the bleeder valves on the back of the fork lowers. The damper side let out a faint ‘ pssst ‘, while the air side let out a huge ‘ whooosh! ‘ of air. I’d estimate around 20psi worth.

The 38’s internals are unique in that it uses a separate tube to house the air spring, which sits within the stanchion wall. Like an air-sprung Babushka doll. In speaking with Fox, the suggestion was that one of the quad seals between that tube and the stanchion has developed a leak, which was transferring pressure from within the air spring, into the lowers themselves. So the air was staying inside the fork, just not where it was meant to.

This would be solved by replacing those seals during an air-spring service, which would be carried out under warranty. Still it’s pretty disappointing to experience on a brand new $1,700 fork.

Otherwise the Kenevo SL has been niggle-free throughout testing. I managed to pinch-flat the front tyre, which is the first time I’ve done that in a long time, and I purely blame the bike for making me ride so far beyond my pay grade. Given how hard you can ride the Kenevo SL though, tubeless inserts are a good idea, and hard-chargers may also want to consider upgrading to tougher tyres. For example, Specialized offers the same Butcher T9/T7 tyre combo with a GRID Gravity casing.

How much range does the Specialized Kenevo SL get?

Curious to see how far that little 320Wh battery could take me on a single charge, I conducted two separate range tests on the Kenevo SL.

For the first test I rode in the stock Trail mode, which offers 60% support and 60% peak power output. I pedalled with vigour, and according to the power meter, I was putting out close to double the power of what the motor was giving me.

During this test, I rode 40km with 1,513m of climbing before the battery had dipped below the 10% mark. At this point the motor automatically drops down into emergency eco mode to preserve the remaining battery. I would have kept going, but I was quite dehydrated and hungry, since I wasn’t expecting the Kenevo SL to get me so much runtime. I also didn’t have lights, and after three hours of riding, it was quite dark at that point. Wil: 0, Kenevo SL: 1.

In the stock Trail mode, 40km with 1,513m of climbing before the battery dipped below the 10% mark

For the second test I shuttled up a tarmac road at a local downhill zone to see how many laps I could get in. I rode in the stock Turbo mode (100% support & 100% peak power), and this time pedalled as lazily as possible to get the motor to do as much of the work as possible as a worst-case scenario test.

In the end I managed 24km of riding over 1.5 hours, with 1,053m of climbing in total. On my 6th and final climb up the road, the assistance level automatically dropped to Trail mode once the battery hit 15%, and then again to Eco mode at 10%. At 5% the battery figure starts flashing at you, and at 3% the system switches off completely in order to protect the battery.

At that point you’re on your own and you’ll need to get the battery charged up ASAP. Charge time for the Kenevo SL is 2.5-hours.

And how does that compare to a regular e-MTB?

I’ve managed to do that same range test on a number of e-MTBs, so here’s how the Kenevo SL stacks up;

• Cube Stereo Hybrid 160 – 1,800m climbing (9.3 runs)
• Norco Sight VLT 29 – 1,665m climbing (8.4 runs)
• Canyon Spectral:ON CF 8 – 1,570m climbing (8 runs)
• Merida eOne-Sixty 9000 – 1,407m climbing (7.3 runs)
• Specialized Kenevo SL – 1,053m climbing (5.5 runs)

As you can see, I didn’t get as many laps in on the Kenevo SL, and I’ll also note that my average climbing speed was quite a bit lower than the other three bikes. Still, for a bike that isn’t really designed for self-shutting, I actually got quite a few more runs in than I expected.

There are of course a lot of variables as to how much range you can get out of an e-MTB. Rider weight is a big one, and things like tyre pressure, compound and weight can have a big influence on drag, and therefore efficiency. I’ll also note that the bikes listed above aren’t all the current versions – the Merida had the 504Wh battery and Shimano E8000 motor, and the Norco also had an E8000 motor. But that should give you a bit of an idea of how the Kenevo SL compares to some of the full-powered competition out there.

Maximising mileage

Overall, I was still really impressed with those range figures from the Specialized Kenevo SL. I didn’t have the time to conduct a third range test, which I would have liked to have done on the Eco setting. Given the difference in power output between Trail and Eco however, I’d estimate I could get close to 3,000m of climbing out of the Kenevo SL.

Beyond that, it’s also possible to tweak the support and peak power output levels of each assistance mode to better match your riding demands. If you want to know more about that, check out our tech feature; ‘ 9 Tuning Tips to get the most out of your Specialized Turbo e-MTB ‘.

As long as that ratio is under 1.0, you can sleep better at night knowing that you’re always working harder than the motor.

Specialized recommends aiming for a cadence of 75rpm, which will see the motor working as efficiently as possible. Handily, you can put cadence as one of the metrics on the TCU display so it’s right in front of you. I also found that displaying both motor and rider power was useful to see how much my legs were putting in relative to the motor’s output. As long as that ratio is under 1.0, you can sleep better at night knowing that you’re always working harder than the motor.

If you’re still feeling the range anxiety though, it’s worth noting that the Kenevo SL is compatible with Specialized’s existing Range Extender batteries. These are designed to sit in the bottle cage, and they add an extra 160Wh of capacity, bringing the total to 480Wh. Cost is $700 AUD for the battery and an extra $50 for the specific cable.

Specialized Levo vs Kenevo SL

Having recently tested the new Specialized Levo , how does it compare to the Kenevo SL?

The two bikes aren’t radically different in terms of travel, with the Levo featuring a 160mm fork and 150mm of rear travel. However, it does use a mullet setup with a 27.5in rear wheel.

The Levo we tested was the higher-end Pro model, so it has a higher sticker price ($19,800 AUD, * gulp *) along with fancier Factory Series suspension, and lots of carbon bits. As such, its weight isn’t drastically higher at just 22.06kg.

Of course you get a load more power and that huge 700Wh battery with the Levo, so if it’s maximum range and riding speed that you’re after, the Levo is the obvious choice. The belt-driven 2.2 motor is also quieter in operation, and the mullet wheel setup also provides more agile handling. The rear centre length is actually identical between the two bikes, but it’s the 27.5in rear wheel that allows the Levo to lean into corners more naturally, making it an easier bike to place on the trail. On less gnarly trails, it’s arguably more fun to ride.

The slightly shorter suspension and less aggro geometry (the Levo has a shorter reach and a steeper head angle) gives it an approachable demeanour that’ll appeal to a wider variety of riders. And this is echoed by the fact that Specialized offer the Levo in six frame sizes, whereas the Kenevo SL only comes in four.

That said, if it’s plush, rock-swallowing suspension you’re after, the Kenevo SL’s 6-bar platform is simply on another level. The 29in wheels roll faster too, and along with the longer wheelbase and slacker head angle, it allows the whole bike to build speed and maintain outrageous momentum on really rough and technical trails. It also improves the Kenevo SL’s technical climbing abilities, and the lower weight makes crux sections easier to negotiate.

3kg doesn’t sound like a whole lot, but on the trail the difference is noticeable, with the Kenevo SL’s handling offering a sweet spot in between a classic enduro bike and a full-power e-MTB. The SL 1.1 motor also affords less drag, which is particularly noticeable when you’re pedalling beyond the cutoff point. The slightly narrower tyres (2.3in vs 2.6in) also give it a more precise contact patch on the trail, with less vagueness through high-speed, hardpacked berms. All-up, it’s the better bike for more aggressive riders.

Flow’s Verdict

With its low-slung suspension design, slim downtube and compact motor, the Specialized Kenevo SL is a seriously sharp-looking e-MTB. That said, it took us a while to wrap our heads around the concept. While Specialized has unveiled what it believes to be the perfect answer to the big-travel, low-power conundrum, we can’t say that was a question we were asking in the first place.

Indeed there is nothing else like it on the market. Yes, there are lightweight e-MTBs that already exist, such as the Lapierre eZesty, Orbea Rise, Trek E-Caliber, and Specialized’s own Levo SL. But all of those are decidedly in the XC/Trail camps, where you’d expect them to be.

In comparison, the Specialized Kenevo SL is basically an electrified Enduro, and our initial reaction is that this feels like a pretty small niche. After riding the Kenevo SL for the past few weeks however, I know exactly why Specialized pursued the SL concept for this bike.

The 6-bar suspension design is ridonculously plush, and the adjustable geometry allows you to set it up to ride some pretty wild terrain. The application of the SL motor and battery keeps the weight in a reasonable range that helps to lower the bike’s centre of gravity for improved stability and traction, without adding so much as to detract from its technical handling qualities. It’s a marvellous balance.

If you still don’t see the point of having less power and a smaller battery, then this bike isn’t for you. You’re better off sticking with the Levo and alloy Kenevo. But for those riders who are on the lookout for a new bike, and are currently tossing up between a regular enduro bike and an e-MTB, the Kenevo SL may just be exactly what you’re looking for.

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Specialized S-Works Turbo Levo SL

Trek Fuel EXe 8 GX AXS T-Type

31 facts in comparison

Specialized S-Works Turbo Levo SL vs Trek Fuel EXe 8 GX AXS T-Type

Why is specialized s-works turbo levo sl better than trek fuel exe 8 gx axs t-type.

• 2.85 kg lighter ? 17.4 kg vs 20.25 kg
• Better frame material ? Carbon fiber vs Aluminium
• Has a built-in lock ?

Why is Trek Fuel EXe 8 GX AXS T-Type better than Specialized S-Works Turbo Levo SL?

• 12.5% larger battery ? 360 Wh vs 320 Wh
• Has front suspension ?
• Better braking system ? Hydraulic disc brakes vs Mechanical disc brakes
• Has rear light(s) ?
• Has front light(s) ?

Which are the most popular comparisons?

Trek Powerfly FS 4

Canyon Grand Canyon:ON 7 WMN

Specialized S-Works Turbo Kenevo SL

Cannondale Moterra Neo 3

Rad Power Bikes RadMission 1 Electric Metro Bike

Specialized Kenevo Expert

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Carbon fiber

Unknown. Help us by suggesting a value. (Specialized S-Works Turbo Levo SL)

Unknown. Help us by suggesting a value. (Trek Fuel EXe 8 GX AXS T-Type)

Performance

Mechanical disc brakes

Hydraulic disc brakes

Which are the best electric bikes?

Cyrusher Hurricane

Electric Bike Company Model S

Finna Wind Peak

Electric Bike Company Model C

Engwe EP 2 Pro

Trek Rail 9__8 XT

Trek Rail 9__7

Rotwild R__X1000 Ultra

Based on frame geometry and build specs.

A bike with lower gearing will be easier to ride up steep hills, while a higher top end means it will pedal faster down hills.

2022 RISE H10 20mph

2022 Turbo Kenevo SL Comp

2023 Fuel EXe 9.7

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Based on build material and quality level of the frame, fork, wheelset, groupset, suspension system, and more.

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Pivot Shuttle SL vs. Trek Fuel EXe

That new Scott is interesting but damn how many things do you have to use your thumb for? I will say that the tolerances between those like Pivot and larger brands is the tolerance level allowed, and you also have to consider the entry point at equal builds. Yes you can get the xyz for $ but they are alloy, not a big deal for some, or super low level, see the "entry" Levo carbon for reference. In the end we are all in the same park just on different fields, at least at times.  

I like these new lighter e-bikes, and I'm really enjoying my Fuel EXe, but the new Orbea Wild looks really sweet -- full power, 750 WH battery, 160mm travel, and around 46 lbs. The Fuel EXe has plenty of power for me (I almost never use the full boost mode), but I do sometimes wish for longer range.  

Pretty sure that Orbea Wild is 46 pounds for the 625 WH battery, which I can’t see why anyone would want over the 750 battery. IIRC that adds at least a couple more pounds.  

BmanInTheD said: Pretty sure that Orbea Wild is 46 pounds for the 625 WH battery, which I can’t see why anyone would want over the 750 battery. IIRC that adds at least a couple more pounds. Click to expand...

KRob said: More range is always better if you're using a full power eBike to do long exploratory rides with loads of climbing. Click to expand...

Jack7782 said: The new Wild with the 625 (shorter) battery is beautiful to the eye. I wonder if the 750 (longer) battery would ruin the looks and geo? Maybe 625 WH and 46 lbs is the new sweet spot? View attachment 2012377 Click to expand...

jabrabu said: The Fuel EXe has plenty of power for me (I almost never use the full boost mode), but I do sometimes wish for longer range. Click to expand...

rockdoganoff

Had a year and a half on a levo SL then got a Trek EXE. My comparison: Power - virtually the same but the trek is more natural in delivery, especially noticable when hitting the 20 mph cutoff. The trek not nearly as jarring as with the SL which I had remedied with a Levociraptor tuning chip. The range doesn't seem as good on the Trek though, maybe 20% less approx and the extender no where in sight yet. Handling - the trek is hands down quicker, more nimble, probably due to the shorter chainstays but I'm not a geometry scientist. Noise - everything being said about the quiet Trek EXE tq motor is true. It's barely audible. The Spec? Whiny and loud enough for me to hear even with earbuds. I ride anywhere MTBs are allowed (within reason) so stealthyness is a plus. I don't know why Trek didn't provide the ability to turn off the display like Specialized does but bet that's forthcoming. Ymmv, happy trails  

rockdoganoff said: Had a year and a half on a levo SL then got a Trek EXE. My comparison: Power - virtually the same but the trek is more natural in delivery, especially noticable when hitting the 20 mph cutoff. The trek not nearly as jarring as with the SL which I had remedied with a Levociraptor tuning chip. The range doesn't seem as good on the Trek though, maybe 20% less approx and the extender no where in sight yet. Handling - the trek is hands down quicker, more nimble, probably due to the shorter chainstays but I'm not a geometry scientist. Noise - everything being said about the quiet Trek EXE tq motor is true. It's barely audible. The Spec? Whiny and loud enough for me to hear even with earbuds. I ride anywhere MTBs are allowed (within reason) so stealthyness is a plus. I don't know why Trek didn't provide the ability to turn off the display like Specialized does but bet that's forthcoming. Ymmv, happy trails Click to expand...

Came from a Rail to the Exe. Everything above is what I experienced too. I love the very natural power. It feels like me on a really good day (I mostly ride in low though). I wanted a more playful trailbike and it delivers.I shifted the Minolink to the high spot and reduced pedal strikes, but I did the same thing on the Rail. Way more bottom bracket clearance and it lifts and handles most like a regular bike for me. Range is very good for me on low. I can easily be out in the woods for over two hours without worry, but if I did run out, and sometime I do it anyway, you can pedal this with no battery power. One last thing. No rattles, instant engagement up front and no clicks, just like my Onyx. And other than the screen that won't shut off, no one knows you are on an e-bike. The screen is anoying for night rides, lot of glare.  

I’ve had my Pivot Shuttle SL for about 2 weeks now. My only encounter with the Trek EXe was in the store. It was cool, but it didn’t speak to me like the Pivot. 3 rides, each about 20 miles each with ending battery at 30-50% depending on the amount of climbing. It is insanely fun and luckily haven’t had issues with the Fazua system yet , though there are some (ring controller, battery drain, deep sleep). The 60 nm motor is plenty powerful for me at 180 lb riding weight. I have more than enough battery capacity though I hear an extender will be available at some point. My build is 43.5 lbs with a coil shock, pedals, and cushcore in a Large (Pro build). It suits my intended purpose perfectly. More laps, more confidence to explore trail systems while riding alone, and being able to free up the rest of my fun days to do other activities I enjoy. I can keep up with my full power friends and dial it back with my pedal friends. I can see this bike giving me endless grins while making my other bike very jealous.  

Slowasaur said: It is insanely fun and luckily haven’t had issues with the Fazua system yet , though there are some (ring controller, battery drain, deep sleep). Click to expand...

20% battery left after this ride on the Pivot Shuttle SL. Over 20% grade in places. I'm 215 lbs.  

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