test trek supercaliber

Trek Supercaliber Review | A short travel superhero

The not-so-minor details.

2021 Trek Supercaliber 9.9 XX1 AXS

Trek Bicycles Australia

https://www.trekbikes.com

$15,599 AUD

- Stunning frame design - Powerful pedalling surge - Effervescent suspension performance - Precise hifi-handling - Super light and wide Kovee XXX wheelset - Frame-saving Knock Block - Dual bottle friendly

- You can run out of travel on really rough trails - The unfashionably narrow bars - Front hub should have Torque Caps - Shock servicing is more involved

Wil reviews the Trek Supercaliber

Back in the 90s, every mountain bike designer was doing their level best to produce a full suspension bike that was as wildly different as possible from everything else. Granted, a lot of those designs also looked like they were doodled by a three year old. Nevertheless, innovation was rife and very few bikes looked the same. Decades of refinement and learning from past mistakes have seen the more whacky ideas fade away though, and most brands seem to have converged on a handful of commonly-shared designs. This has made it harder to do something different, which is especially the case in the world of XC bikes, where there’s less material and less travel to play with in the first place. But somehow, amongst a sea of lookalikes, the Trek Supercaliber manages to do exactly that. Thankfully it isn’t just this bike’s looks that make it stand out so much.

Watch our video review of the Trek Supercaliber here!

Trek Supercaliber overview

Kicking the Top Fuel off the podium as Trek’s purebred XC race bike, the Supercaliber is designed to be super light, super efficient and super fast. It features an OCLV carbon fibre chassis and an innovative suspension design called IsoStrut, with just 60mm of rear wheel travel that’s paired to a 100mm fork.

Built to race at the highest level of the sport, the Trek Supercaliber saddles up alongside World Cup rivals such as the Merida Ninety-Six, Specialized Epic, Giant Anthem, Cannondale Scalpel, Scott Spark, Canyon Lux and Orbea Oiz. We’ve had the opportunity to test the latest iterations of all of those bikes, and later on I’ll be providing a more detailed comparison between the Supercaliber and some of its newest competitors.

The hardtail Vs full suspension paradox

Indeed the most obvious difference between the Supercaliber and its competitors is the fact that it only has 60mm of rear wheel travel instead of the usual 100mm. It isn’t exactly what we’d call a ‘softail’ – this is still very much a full suspension bike with a tuneable rear shock – but it does aim to bridge the gap to the traditional race hardtail.

And that’s potentially an important gap to fill. After all, when it comes to XC racing, choosing between a hardtail or full suspension bike is a conundrum that is full of compromises. Do you want the lower weight, stompable efficiency and responsive handling of a hardtail? Or the comfort, traction and control of a full suspension bike?

With the Supercaliber, Trek has attempted to create what it believes is the perfect option that sits somewhere in between the two.

It’s not the lightest option

Still, I’ll admit that I was sceptical to begin with. After all, while the Supercaliber is lighter than the Top Fuel it replaces, there are lighter options on the market. Here’s how the claimed frame weight (including the rear shock) stacks up against the competition:

• Specialized S-Works Epic EVO – 1,659g
• Orbea Oiz OMX – 1,740g
• Scott Spark RC HMX SL – 1,799g
• Specialized S-Works Epic – 1,869g
• Cannondale Scalpel Hi-Mod – 1,910g
• Trek Supercaliber – 1,933g
• Giant Anthem Advanced Pro 29 – 1,983g
• Canyon Lux CF SLX – 1,986g

Bear in mind that these are all claimed weights from the manufacturers. And of course weight is only one part of the race bike equation – otherwise we’d all be on hardtails right? Ride quality, chassis stiffness, suspension performance, efficiency, traction and stability all play a role in the makeup of a high performance race bike. For the privateer racer who can’t rely on a team mechanic, serviceability is important too. And in case all of that wasn’t enough, the ability to fit two water bottles is increasingly becoming part of the demand list.

Still, if the Supercaliber isn’t the lightest, why would you compromise by having less travel then? That’s a very good question, and one I can now answer after spending the past three months aboard our Supercaliber 9.9 test bike. Before getting stuck into the review though, let’s take a closer look at the ‘ what ‘, ‘ how ‘ and ‘ why ‘ behind this unique XC speedster.

Doesn’t look like a Session

Hands down, the Supercaliber is one of the most distinctive and best-looking full suspension bikes out there. The result of some complex and out-of-the-box engineering, the compact and space-efficient frame layout is as elegantly simple as it gets.

The swingarm is a one-piece carbon fibre structure, with pencil-thin seatstays that are designed to flex and bow as the suspension cycles through its travel. The top of the seatstays form a carbon fibre carriage, which slides up and down an alloy stanchion mounted underneath the top tube. It’s a bit like one half of the telescopic suspension fork on the front of your bike, with the carriage housing two bushings, splash fluid and wiper seals.

It’s all very clean and streamlined, with just a single pivot and two bearings used for the entire suspension layout. And with no links or rockers to get in the way, the front triangle will comfortably accommodate two bottles.

Compared to swoopier competitors, the Supercaliber more closely resembles a double-diamond hardtail frame, with sharp lines and a straight, uninterrupted seat tube. Because of the generous proportions of the oversized downtube, a Knock Block headset is implemented to prevent the fork crown and handlebar controls from smashing into the frame in the event of a crash. Worth noting is that 2021 models feature an updated headset design that marginally increases the turning radius from 58° to 62°.

Mr Sparkle!

Trek offers the Supercaliber in five complete bike options for 2021, all of which are built around exactly the same OCLV carbon frame. Complete bike prices start at $8,699 AUD for the Supercaliber 9.8 GX. Alternatively, you can get a frameset on its own for a weirdly specific price of $4,676.04 AUD.

The bike I’ve been testing for the past couple of months is the absolute top-of-the-line Supercaliber 9.9 XX1 AXS model, which retails for a very bold $15,599 AUD. However, our test bike features a very sparkly ‘Holographic Diamond Flake’ paint job as part of the Project One custom build program, which adds on another $750. It’s reasonably understated, until you get it in the sun, where the logo and paint flecks put on a multi-coloured display like some kind of intergalactic peacock. Along with all the rainbow coloured AXS components and Level Ultimate brakes, it’s an eye-catcher for sure.

2021 Trek Supercaliber 9.9 XX1 AXS price & specs

• Frame |  OCLV Mountain Carbon Fibre, IsoStrut Suspension Design, 60mm Travel
• Fork |  RockShox SID SL Ultimate, Charger Race Day Damper, Remote Lockout, 44mm Offset, 100mm Travel
• Shock |  Trek IsoStrut x Fox Float DPS, 2-Position Remote Lockout, 235×32.5mm
• Wheels |  Bontrager Kovee XXX, OCLV Carbon Rims, 29mm Inner Width
• Tyres |  Bontrager XR2 Team Issue 29×2.20in
• Drivetrain |  SRAM XX1 Eagle AXS 1×12 w/XX1 Carbon 34T Crankset & 10-52T Cassette
• Brakes |  SRAM Level Ultimate 2-Piston w/160mm Centerlock Rotors
• Bar |  Bontrager Kovee XXX, OCLV Carbon, 35mm Diameter, 720mm Width
• Stem |  Bontrager Kovee Pro 35, Knock Block, -13° Rise, Length: 60mm (S), 70mm (M-M/L), 80mm (L-XL)
• Grips |  ESI Chunky Silicone
• Seatpost |  Bontrager XXX, OCLV Carbon, 31.6mm Diameter
• Saddle |  Bontrager Montrose Pro, Carbon Rails
• Available Sizes | S (15.5), M (17.5), M/L (18.5), L (19.5), XL (21.5), XXL (23)
• Confirmed Weight |  9.5kg (Medium, setup tubeless & w/out pedals)
• RRP | $15,599 AUD

Trek Supercaliber sizing & fit

Whereas most brands typically offer just four frame sizes, the Supercaliber is available in six. Furthermore, each size gets its own unique swingarm, no doubt adding to the overall manufacturing cost. This has been done to ensure the flex characteristics are consistent based on expected rider weight, which is great. Unfortunately Trek hasn’t used the opportunity to scale the rear centre sizing though – all frames feature the same 430mm chainstay length. Scaled rear centres aren’t common in the XC world – the Norco Revolver FS is the only bike I’m aware of that does it – but it still feels like a missed opportunity on the Supercaliber.

At 175cm tall, Trek recommends the M/L size for me. Due to global shortages however, only a Medium was available at the time. In order to round out the review though, I did manage to spend some time on the bigger M/L size, which is otherwise identically proportioned albeit with a 15mm longer reach (440mm vs 425mm). While the difference isn’t dramatic, I’d personally go for the bigger of the two.

Worth noting is that the Small to Large frames all share the same 90mm head tube length, and therefore the same stack height. This means if you’re borderline between any of those sizes, you’ve got options. You could downsize if you wanted to run a longer negative rise stem like the pros, or you could upsize to get a longer reach for more stability. Either way, the front end will stay low and aggressive.

My only gripe with the cockpit is that the 720mm flat bars are unfashionably narrow, given that most of Trek’s competitors are spec’ing 740-760mm wide bars these days. I rode the stock setup for the first month of testing, which was fine, but I ended up moving to a 760mm wide bar to improve leverage and stability.

The ESI grips are a nice touch though. While they’re not particularly durable if you clip a tree or hit the dirt, they are lighter than a lock-on grip, and they offer better vibration damping too. Likewise, while Bontrager’s Montrose saddle isn’t of the trendy snub-nose variety, I found it to be a comfortable perch, with a pressure-relieving channel and a gentle scoop towards the tail that helps to anchor your sit bones during hard pedalling efforts.

Suspension & tyre setup

Despite the funky rear suspension design, the Supercaliber is actually a pretty easy bike to setup. Hidden inside the IsoStrut is a Fox-built DPS air shock, which offers adjustable rebound damping, air pressure and volume.

Trek recommends 25% sag for the IsoStrut, which works out to be 8mm of displacement at the O-ring. 135psi hit the spot for my 69kg weight, which is exactly what Trek recommends via its online suspension setup calculator. I set the rebound damping halfway, with 7/14 clicks.

Having tested the RockShox SID SL recently , I setup this fork exactly the same with 100psi in the air spring, and I added a single Bottomless Token to provide a little more end-stroke support. Rebound was set a bit slower than halfway at 7/19 clicks.

Due to the thin casings on Bontrager’s XR2 Team Issue tyres, I ran a little more pressure than usual, with 23psi in the front and 26psi in the rear. Given the sidewall-eating nature of our local test tracks, I also fitted a 72g Tyreinvader insert into the rear wheel for a little extra rim and pinch-flat protection.

Gosh, this bike is rapid!

Not exactly surprising given it weighs 9.5kg in stock trim. But what consistently impressed me every time I swung a leg over the Supercaliber is just how responsive this bike is under power. There’s so much drive through the rear tyre, with an almighty surge delivered upon each and every pedal stroke.

Efficiency is absolutely superb via the IsoStrut suspension design. With the main pivot sitting quite high and forward of the bottom bracket, the shock naturally stiffens up under chain torque, providing snappy organic pedalling performance that is unrivalled by any full suspension XC bike I’ve tested. While it’s not quite like a hardtail, it really isn’t far off.

Bitumen sections and sprinting efforts aside though, you can otherwise confidently leave the suspension wide open and forget about toggling levers while darting along singletrack, giving you more mental bandwidth for focussing on the trail ahead.

Certainly for riding off road, there’s no need for the lockout at all. The only reason you’d flick that lever would be to stabilise the fork during an out-of-the-saddle sprint. And that’s exactly why it’s there – for the initial start gate takeoff, to bridge a gap on a fireroad, and for the finish-line sprint.

On that note, the under-the-bar lever is easy to use and despite actuating two cables, the action is pretty light. This is partly down to the short and uncomplicated cable routing, which is a monumental improvement over the previous generation Top Fuel (the one with that horrible loop-de-loop around the rear shock). Bitumen sections and sprinting efforts aside though, you can otherwise confidently leave the suspension wide open and forget about toggling levers while darting along singletrack, giving you more mental bandwidth for focussing on the trail ahead.

Aiding the Supercaliber’s tenacious speed, the XR2 tyres are very fast rolling and they’re also very lightweight (653-656g confirmed). They’re fitted to Bontrager’s Kovee XXX wheelset, which came in at a jaw-dropping weight of 1,325g on our scales. That’s not quite as light as Roval’s Control SL wheelset (1,278g confirmed), but the difference largely boils down to the Kovee XXX wheels using 240s hubs instead of 180s. Ride quality is otherwise similarly precise thanks to the carbon rims and bladed spokes, and acceleration is superb, with fast pickup from the 54T Star Ratchet freehub.

Hifi handling

Backing up the energetic suspension is the Supercaliber’s zesty handling. This is a proper race bike after all, and while other brands are going slacker, Trek has kept things tight with a 69° head angle. Paired to the short stem, the front end feels sharp and reactive. The 430mm rear centre length is also quite snug for an XC race bike, enhancing the Supercaliber’s go-kart steering and its general willingness to change direction rapidly as you weave through the trees.

Combined with the effervescent suspension performance and crisp steering, it’s quite the ground-hugging hoverbike.

There’s certainly nothing flaccid about the stiff carbon chassis either. Aside from those thin seatstays, there is very little austerity in the overall frame construction. The stout front end is bolstered by the IsoStrut assembly, which offers greater lateral rigidity compared to a traditional swing link. All of this helps to minimise wiggle, translating handling inputs into the tyre contact patches with less hesitation, and with more haptic feedback.

Despite having the same head angle, fork offset and a similar reach measurement as the Orbea Oiz and Santa Cruz Blur, the Supercaliber manages to feel more connected to the trail. The BB hangs very low at 53mm below the hub axle line, which is the lowest of any full suspension XC bike on the market. This is possible due to the short rear travel, which allows the whole bike to sit closer to the ground, improving stability without fear of constant pedal strikes. Combined with the effervescent suspension performance and crisp steering, it’s quite the ground-hugging hoverbike.

Traction galore

There’s no denying that the Supercaliber isn’t as cushy as a regular 100mm travel bike. However, it’s much more sympathetic than a hardtail, and it’s a lot more comfortable overall and than I first assumed it would be.

There’s actually decent small-bump sensitivity, which allows the rear wheel to track smoothly over micro terrain, delivering usable traction across rippled surfaces and up technical climbs. And that’s good news, because with its low weight, taut frame and efficient pedalling manners, the Supercaliber is an exceptionally handy climber.

The 74° effective seat tube angle sounds a bit slack these days, though it’s worth pointing out that with the saddle in the desired position, our test bike actually measures up at 75°, which feels spot-on to me. Furthermore, when you’re heading up an incline, there’s less slackening of the geometry in the first place because the Supercaliber has less travel to sag into. This allows you to maintain a steadier climbing position, improving power delivery without need to reach for the lockout.

Because the shock doesn’t extend as much when unweighting the back end, there’s less rocking and pitching overall.

On a typical XC racecourse, the rear suspension strikes a nice balance between being able to smooth off harsher edges, while remaining stable under pedalling. Even when you need to leap out of the saddle midway through a climb, the back end responds quickly, with no wallowing of the rear shock whatsoever.

The stable back end plays out well when cornering through smoother banked-up turns too. Because the shock doesn’t extend as much when unweighting the back end, there’s less rocking and pitching overall. This keeps the whole bike steady and level, with consistent and predictable weight distribution that allows the Supercaliber to make short work of tight chicanes.

It’s no plush big hitter

Ever read a review that describes a bike as feeling like it has more travel than it actually has? Well, the Supercaliber ain’t that bike – there is definitely no more than 60mm of travel here.

While the initial travel is effective, it soon ramps up. Hit a rough, rock-laden section at pace, and the Supercaliber is harsher and bouncier than an equivalent 100mm bike. Compared to the Scalpel or a multi-link bike like the Mach 4 SL, the Supercaliber just doesn’t have that same level of square-edge compliance. Ease off the gas, and the rear wheel is more likely to get caught up on those edges, robbing you of speed and resulting in more feedback.

In these instances, I found the best approach was to attack the rocks as assertively as possible. Instead of ploughing, I’d look for opportunities to skip over the top of the chunder where possible. And given it’s so light and responsive, the Supercaliber is more than happy to oblige, helping you to seek out those better lines and work the terrain. Like a true, uncompromising race bike, it rewards a faster and more commanding pilot to maintain momentum through the rough.

When things get really wild though, the rear suspension can run out of puff. Faced with bigger impacts and my extremely ungraceful flat landings, I managed to bottom out the shock on a number of occasions. The first time it happened I thought something had actually broken, due to the solid metallic ‘ clunk ‘ upon landing. Thankfully that wasn’t the case though – it just sounds worse than it is. And providing I rode it like an XC bike, and not just a test bike that doesn’t belong to me, full bottom out wasn’t a regular occurrence.

Unfortunately the additional volume spacers don’t come with the bike either – you’ll have to pay an extra $44 for that privilege, which seems a little ridiculous on a $15K mountain bike.

If you are hitting full straps often though, it is possible to improve bottom-out support via volume spacers. The Fox DPS shock comes fitted with a Small (green) volume spacer as standard. You can remove this for a more linear feel, or you can fit a Medium (orange) or Large (purple) volume spacer for more progression.

The process itself isn’t difficult, but it does require a probably-not-in-your-toolbox BSA30 bottom bracket tool to unthread the top of the air can. And you’ll also need to be sitting on the bike to do it, so that the IsoStrut assembly can push down away from the top tube. Unfortunately the additional volume spacers don’t come with the bike either – you’ll have to pay an extra $44 for that privilege, which seems a little ridiculous on a $15K mountain bike.

2.4in tyres j ust fit

Partway through the test period, I decided to try and squeeze in a little more comfort and control by squeezing in a pair of 2.4in Wide Trail Maxxis tyres. I fitted the excellent Rekon Race up front (749g) and a speedy Aspen (729g) out back.

The higher volume rubber allowed me to lower pressures down to just 21psi on the front and 24psi on the rear. This resulted in more traction, and a smoother ride quality than the stock 2.2in Bontrager tyres, with better predictability on loose surfaces. For a hardtail or a firm short travel bike like the Supercaliber, these 2.4in WT tyres are a fantastic addition.

Clearance is admittedly quite tight out back, and 2.4in is surely the widest you’d want to go. That said, I’ve not encountered any untoward rubbing – a testament to the lateral rigidity through the chassis. There’s also oodles of mud clearance behind the seat tube, as the chainstay bridge sits in front of the seat tube, leaving a huge gap in front of the tyre.

Get a dropper post – STAT!

We sound like a broken record here, but it really is a shame not to see more XC bikes coming with a dropper post as standard. I can appreciate why few brands are taking that risk, given that a dropper increases the number on both the price tag and on the scales. Merida has decided to throw caution to the wind with its new Ninety-Six race bike , but for Trek and the majority of its competitors, a lighter and cheaper rigid post continues to be the safest option.

While I don’t believe that every rider needs one, there are no doubts that a dropper post can offer a distinct improvement to an XC bike’s cornering performance and descending control. And on the short travel Supercaliber, which is closer to a hardtail than its 100mm counterparts, a dropper also gives you more room to bend your knees and elbows for absorbing impacts on rougher sections of trail.

With that in mind, I decided to take advantage of the frame’s compatibility, and fitted a BikeYoke Divine SL. While the stock Bontrager XXX carbon post is very light (172g), there wasn’t a huge weight penalty. The 80mm travel Divine SL is one of the lightest droppers going, and including the Triggy remote and cabling, it added just 319g. The weight gain is absolutely worth it in my opinion, and I can wholeheartedly recommend the Divine SL to any XC rider out there looking at making the jump – check out the separate review here .

To fit the Triggy, I would need a different option for the lockout lever though, so I sought out a RockShox TwistLoc. Admittedly, this hasn’t been the perfect solution. Firstly, the TwistLoc limits your options for grips – you can either run the included lock-on grip (which I quite like to be fair), or you can cut down a soft grip like an ESI. Secondly, depending on where you have the dropper lever positioned, the paddle can limit how much of the TwistLoc you can grab a hold of. And thirdly, I’ve encountered durability issues with TwistLoc remotes on other bikes, usually with the main clamping bolt, which has a tendency to round out, or strip the thread in the clamp itself.

That all being said, the setup has worked absolutely fine on the Supercaliber, and it’s a pretty neat way to have a dual remote lockout system, and a dropper post lever, all occupying a relatively small amount of space on your bars. Still, if I was doing it again, I’d keep the stock remote lockout and simply add a BikeYoke 2-By lever instead. I’d also consider Bontrager’s DropLock remote, which incorporates the lockout and dropper paddle into the single unit, while also being $10 cheaper than a TwistLoc.

You can fit a 120mm fork too

Speaking of modifications, it might come as a surprise to learn that while all complete Supercaliber models are fitted with a 100mm travel fork, Trek actually rates the frame for use with up to a 120mm fork. Seems a little weird right? In the spirit of science though, I decided to try out such a setup to see what would happen in the unusual scenario where the front travel doubles the rear.

I fitted a 120mm RockShox SID, which is basically a pumped up version of the SID SL that it replaced. Instead of 32mm stanchions, the SID gets 35mm stanchions and a beefier chassis to match. Weight wise, it’s 200g heavier (1501g vs 1300g confirmed). The SID is a brilliant performer – if you’ve not read it already, make sure you check out our separate review on it here .

Even with the taller fork fitted, the Supercaliber doesn’t feel too jacked up, since the BB is already quite low in the first place. It does however feel vastly more solid up front, with greater precision to the front-end steering, and less twang under braking. The bigger SID is also considerably plusher too, providing more comfort, better traction and rapid-fire capability.

The sensation of the plush fork with the firm rear suspension was a little odd to begin with, but I soon adapted to it, just like you can adapt to a hardtail that has no rear suspension at all.

With the bigger fork, dropper post and wider bars fitted, the Supercaliber becomes a total pocket rocket. At 10.52kg it’s still zippy and responsive, but the geometry is just a little more relaxed, and the smoother fork enhances rider confidence. It is harder work to push round tight and flat switchbacks, where the bike has a tendency to understeer. And of course it’s not as proficient on the climbs, with more bob from the fork when standing up. But it otherwise feels fantastic everywhere else, particularly on the descents.

It did mean I went charging into things with a little more enthusiasm, and that saw more the rear shock hitting rock bottom more regularly. At this point I upsized to the Medium (orange) volume spacer. I left the air pressure the same, as it resulted in the same sag figure. With the bigger volume spacer, the travel became slightly firmer, though it also eliminated bottom out completely. The sensation of the plush fork with the firm rear suspension was a little odd to begin with, but I soon adapted to it, just like you can adapt to a hardtail that has no rear suspension at all.

So at the end of that experiment, would I recommend fitting a 120mm fork for the average Supercaliber owner? Well, that depends.

For more svelte folks who are using the Supercaliber exclusively for racing, a 120mm fork otherwise doesn’t really make sense. For heavier riders though, the burlier fork chassis will offer a noticeable improvement in ride quality, with benefits that may very well outweigh the extra mass. It’s worth mentioning that the 120mm SID can also be lowered down to 110mm, which would strike a neat balance.

Sure there’s always the Top Fuel, but that has a heavier frame, and it can’t take two bottles either.

I’d also consider a bigger fork for those who are racing longer distance, multi-day stage races, where the extra cushion and control will be particularly beneficial. From that angle, it’d be cool to see Trek offer a stock Supercaliber option with a bigger fork, dropper post and wider tyres – a bit like what Specialized does with the Epic EVO. Sure there’s always the Top Fuel, but that has a heavier frame, and it can’t take two bottles either.

Component highs & lows

As you’d expect for a bike costing over $15K, the Supercaliber 9.9 XX1 AXS is about as premium as it gets, and there are thankfully few chinks in its armour.

The SRAM AXS drivetrain is superb. You get smooth and reliable shifting, even up to that big 52T sprocket. The 34T chainring provides good top-end sprinting speed, though you’ve still got access to a properly low climbing gear – no doubt useful for those super steep tech climbs in a race where crucial seconds can be saved by staying on the bike, rather than having to bail and walk.

I did also try the new Rocker Paddle upgrade for the AXS shifter partway through the test period, and while it is nice and tactile, I didn’t find it as effortless to use as the stock paddle in an XC/marathon setting.

I’ve tested the Level Ultimate brakes before (check out the separate review here ), and I was again impressed with the smooth carbon lever blades, light action, and usable power. I do think it’s odd to see a PM140 mount for the rear of the frame, which requires an adapter for the stock 160mm disc rotor. I’m not sure who runs 140mm rotors these days, and I’d much rather see a PM160 mount to skip the adapter all together to maintain the Supercaliber’s otherwise clean lines.

The bigger Torque Caps also help to increase torsional stiffness between the hub and the SID SL’s oversized dropouts, so it’s frustrating to see Trek skip over this detail.

All the Bontrager finishing kit is of a very high standard, though as mentioned earlier, I’d love for Trek spec a wider handlebar. After all, you can chop bars down, but you can’t go the other way.

I’d also like to see Torque Caps used for the front hub. As it currently stands, locating the axle when refitting the front wheel is finicky, and likely to be very frustrating during a mid-race puncture repair. The bigger Torque Caps also help to increase torsional stiffness between the hub and the SID SL’s oversized dropouts, so it’s frustrating to see Trek skip over this detail.

The wheels are otherwise very impressive though, and being carbon, they come with Bontrager’s 2-year crash replacement guarantee. I did manage to break a spoke after a tree branch got caught up in the rear wheel, and since there are only 24 spokes front and rear, it caused a decent wobble. Not enough for the tyre to rub in the frame, but noticeable enough. After replacing the spoke and truing the wheel, it’s been fine since. However, that same stick managed to bend the chain’s master link and claim a tooth on the derailleur’s jockey wheel. Somehow the mech and hanger remained straight and true throughout the whole ordeal, which is impressive.

And the Knock Block headset, while annoying for when you need to put the bike in the back of your car or when track-standing behind another rider, does the job it’s meant to.

All of that aside, this is still a very expensive bike that only the most well-heeled customers will be considering. The good news for interested Supercaliber owners who don’t want to spend this much on a bike though is that the OCLV carbon frame is identical all the way down to the 9.8 GX model.

The impressively engineered chassis is backed up with Trek’s lifetime warranty too, which offers solid peace of mind. Further insurance is provided by frame protection in the key strike zones. You’ll find metal armour plates around the chainring and rear disc rotor, a rubber chain-slap guard, and a clear plastic scuff guard for the underside of the downtube. And the Knock Block headset, while annoying for when you need to put the bike in the back of your car or when track-standing behind another rider, does the job it’s meant to. I have hit the steering limiter before on the trail, but it was never a real problem, and I’d certainly rather have one than not at all.

The internal cable routing is also nice and simple via the Cable Freak system. A small zip tie keeps the cables cinched snugly inside the middle of the downtube, and the cable ports can be modified depending on your setup. I also had no dramas from the smooth-rolling DUB bottom bracket, which along with the high quality DT Swiss hub internals, resulted in minimal drag through the drivetrain.

I would recommend that Supercaliber owners keep an eye on the rear suspension pivot hardware, as the IsoStrut mounting bolts came loose during my first test ride. Some fresh Loctite and a torque wrench sorted that out.

Speaking of, I did pull apart and service the IsoStrut assembly, which Trek recommends you do every 125 hours of riding – the same as a lower leg service on a fork. The procedure is very similar too, and all you’ll need is some 10wt splash fluid. However, you do need to remove the swingarm from the mainframe to take the IsoStrut assembly out, which makes it a more involved process. It was actually pretty easy on our test bike, though it’ll be more annoying with a conventional cabled derailleur.

Trek Supercaliber Vs the competition

So how does the Trek Supercaliber, with its unique IsoStrut suspension, go against some of its main rivals? As mentioned earlier, the Trek Supercaliber is up against the likes of the Merida Ninety-Six, Specialized Epic, Giant Anthem, Cannondale Scalpel, Scott Spark, Canyon Lux and Orbea Oiz. Of those competitors, I’ve most recently tested and reviewed the Scalpel, Epic and Oiz, all on the same trails that I’ve ridden the Supercaliber. With that in mind, here’s a brief summary of how they directly compare.

Cannondale Scalpel

Launched in 2020, the latest Scalpel is without doubt one of the most progressive XC bikes currently on the market – both in terms of its geometry and its suspension performance. The unencumbered four-bar suspension layout delivers killer traction and a really smooth, active feel. As well as being more comfortable on longer rides, it’s also noticeably plusher and more composed on rough terrain compared to the Supercaliber. Certainly if it’s maximum bump absorption you’re after, the Scalpel is one of, if not the best XC bikes going.

The high quality suspension is able to carry the Scalpel through some pretty technical scenarios, even if its front-end steering is quite sharp due to the precise Lefty and long 55mm offset.

The Supercaliber is the more responsive and naturally efficient option of the two though – you’ll be relying more on the Scalpel’s remote lockout to keep the back end stable on longer climbs. Some riders will also be put off by the proprietary fork, hub and A.I crankset, and we found the rear axle design to be a bit faffy. Otherwise it’s a nicely finished bike with dual bottle compatibility, the clever STASH tool system, and a similar frame weight to the Supercaliber. Check out our Cannondale Scalpel review here .

Specialized Epic

On the trail, I’d say the Epic is the closest performer to the Supercaliber. Both bikes have a similar ethos, with a proprietary suspension design that’s been employed to maximise pedal efficiency without need for reaching for a lockout. However, the execution is very different between the two. The Epic of course uses the Brain damper to stabilise the fork and rear shock, creating a firm pedalling platform whether you’re in or out-of-the-saddle. There’s no lockout to distract you while riding, and you also get a super clean cockpit.

While it is adjustable, the Brain system isn’t perfect though. Even on its firmest setting, the suspension is never fully locked out , whereas the Supercaliber can be turned into a properly rigid bike at the flick of a lever. Also, some riders simply detest the knocking sensation that occurs every time the valve opens, and you will feel any impact under the inertia valve’s force threshold. If you’re not attacking the trail, it’s an unrelenting bike to ride.

The regular SID on the Supercaliber is noticeably plusher, and without the Brain damper it’s also lighter by 180g. And despite having less travel at the rear, the ride is actually a little more comfortable on the Supercaliber. That said, once the Epic’s valve is open on a descent, it’s the more stable option of the two thanks to its slacker 67.5° head angle and slightly longer reach. And despite the extra Brain trickery and a threaded BB, the frame is a touch lighter on the S-Works Epic compared to the Supercaliber. However, it misses out on a steering limiter, and the complete bike costs considerably more – $3,400 to be exact. Is it worth it? Check out our Specialized Epic review here .

Updated in 2020 with a new OMX carbon frame and sleek one-piece swingarm, the Orbea Oiz is almost 200g lighter than the Supercaliber, while still having 100mm of travel and the ability to fit two bottles. The frame can accommodate a 120mm fork, and you can also up-stroke the shock to increase rear travel to 120mm too, giving it a load of versatility.

What makes it particularly versatile on the trail though is its Squidlock remote and on-the-fly adjustable suspension. You do need to toggle the remote regularly to get the most out of it, which differs to the Supercaliber, where you can happily leave the suspension wide open 95% of the time. Even while open though, the Supercaliber is still the more efficient of the two, and its stout frame design means it’s more responsive through the corners as well.

The plusher and longer travel Oiz is the better descender though, in part thanks to the more progressive build kit with its wider bars and 2.35in tyres. On rougher terrain, it offers a smoother ride with more confidence too. It also offers more bang for buck – the top-end M LTD model comes with a similar level of kit, plus a dropper post, while selling for $2,600 less than the Supercaliber 9.9 XX1 AXS. Unfortunately the Oiz doesn’t have a steering limiter, and I had issues with the frame’s weather sealing, but otherwise it’s a very complete package, and certainly one of the most well-rounded XC bikes I’ve ever tested. Check out our Orbea Oiz review here .

Flow’s Verdict

In pursuing the unique IsoStrut suspension design, Trek has delivered a race bike that stands out for more than just being incredibly good looking. Following three months of in-depth testing across a wide variety of trail conditions, I have no doubts that the Trek Supercaliber is one of the fastest and most efficient XC bikes currently on the market.

Purpose-built around its 60mm of rear travel, the Supercaliber delivers a low and aggressive riding position with crisp, hardtail-like handling. The back end isn’t as plush or as controlled as 100mm travel equivalents on rough terrain, but it is surprisingly effective, and it handles typical XC terrain with useful efficiency.

No, the build kit isn’t perfect. And with only one complete bike in the range for under $10K, the Supercaliber is a pricey proposition whichever way you look at it.

It’s also not the lightest option on the market. If weight is your biggest concern though, then a hardtail is still going to be your preferred option. And if you’re after a plush XC bike for tackling rougher terrain beyond the racetrack, I’d suggest you look elsewhere.

But for those looking for something that sits in between, the Supercaliber’s clean frame shape, stompable efficiency and cornering precision see it present the most convincing solution to the hardtail vs full suspension paradox yet. If it’s a premium race-ready XC bike you’re after, and you place a high value on pedalling performance without having to resort to constant remote-flicking, the Supercaliber is as focussed and as swift as they come.

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Trek Supercaliber SLR Gen 2 9.9 XX AXS – highly efficient, super taut XC racer

Trek’s dedicated, xc racer has had a complete overhaul so just how super is the supercaliber now.

Bike Perfect Verdict

Trek’s new Supercaliber rides exactly how you’d want for super efficient XC speed but it’s not as versatile or smooth as longer travel XC bikes and it’s heavier than some too.

Super efficient pedaling

Firmly fast ride feel

Balanced XC handling

200g lighter than before

Dropper post on every bike

Smart race and servicing details

Heavier than some longer travel bikes

Multi cable chaos

Skinny tires on the XX AXS

Why trust BikePerfect Our cycling experts have decades of testing experience. We\'ll always share our unbiased opinions on bikes and gear. Find out more about how we test.

Trek’s Supercaliber has been a super successful racer with both Olympic and World Championship wins to its name. They haven’t disturbed the hidden shock silhouette that makes Trek's best XC mountain bike instantly recognizable either but everything else about the G2 bike - including the unique IsoStrut suspension - has been evolved for an even faster result.

Design and geometry

I’ve already covered a lot of the construction changes and development story of the new G2 in Trek Supercaliber news article , but here’s a quick recap. The OCLV carbon frame looks the same but all the tube shapes have been revised and higher-quality composites used in several sections. The Knock Block steering limiter has gone as Trek’s pro racers generally removed it to get the stem lower anyway and the lightest SLR frame loses the internal cable trunking. That means around a 200g weight saving over the previous Supercaliber frame depending on size.

The super-wide PressFit 92 bottom bracket stays to allow similarly wide seat tube, down tube, and main pivot dimensions to maximize stiffness so the new bike is as rigid as the old one under power. While the PF BB isn’t popular in terms of longevity or quietness Trek’s decision to stick with conventional internal control routing rather than headset-based hiding gets a servicing thumbs up. There are two bottle cages included too although the seat tube mount will only take a standard 600ml bottle even on a large frame.

Geometry is balanced between adding stability and familiarity for the hyper-sensitive biometrics of pro racers or time-served traditionalists. That equates to a 67.5-degree head angle that’s 1.5 degrees slacker than before and slightly longer chainstays, but an only slightly longer reach at 460mm on the large and a middling 74.5-degree seat angle. The bottom bracket height goes up slightly to reflect the increase in travel from 60mm to 80mm and the main pivot also comes up 10mm in the frame.

Components and build

The new Supercaliber SLR comes in five complete 9.9 / 9.8 builds - XX, XO, and GX from SRAM plus XTR and XT from Shimano. Then there are SRAM (9.7) and Shimano (9.6) builds on the heavier SL bikes. All bikes get the same ‘IsoStrut’ suspension though which uses a sealed shock tube built into the top of the flex seat stays to ‘milk’ the 38mm shaft bolted into the top tube. For the G2 this is made in collaboration with RockShox using a mixture of SIDLuxe style internals and ZEB fork bushings and seals. The fork is the latest SID SL from RockShox in the maximum 110mm travel option and both fork and shock have lockout settings controlled via a TwistLock grip on the left-hand side of the bar. Stop and go gear is top drawer SRAM with Level Stealth Ultimate four pot brakes and carbon-rich, AXS wireless controlled XX SL T-Type gearing with a 34 tooth chainring.

Trek’s component brand Bontrager provides the -13 degree one-piece carbon cockpit, carbon-railed Aeolus saddle, superlight 1245g Kovee RSL wheels, and new St Anne RSL cross-country tires . The SID SL spec means the XX bike has to use ‘2.2in’ wide (actually 54mm or 2.1in) rubber, while all other bikes get 2.2in (actually 59mm or 2.3in wide) versions of the tire.

Ride, handling and performance

First things first, let me make it clear that the Supercaliber is a serious race/speed bike. Trek officially allows 100mm and 120mm fork options on either side of the 110mm default to slightly adjust the geometry. Design lead Alex Martin said they’d also ridden the bike with a 130mm fork and chunkier tires for fun. They’ve deliberately not followed the current XC/fast trail trend of creating two bikes out of one by offering a 100mm fork and short shock option and a 120mm fork and longer shock option on the same frame platform.

Even with a 20mm increase in travel, the unique IsoStrut shaft shock is a race damper though. Leverage has been slightly increased, boosting sensitivity and progression in the process, but It’s still a very low pressure (I ran 100-110 psi with a 72 kg loaded rider weight) set-up. Low-pressure shocks always feel ‘sticky’ and that’s compounded by the notoriously tight Zeb bushings on the IsoStrut. Even though Trek individually size the bushings and strut on each bike to find optimal tolerances you need to be patient for them to ease up a bit. Inevitably the more you ride the bike the smoother you think it is as the body adjusts too, but switching back to longer travel conventional XC bikes immediately underlines that this is a skimmer, not a smoother. Even running 30 percent sag to get full travel regularly, you normally only realize that’s happened when you check the travel ring when you stop riding. There’s certainly no sense of sag or wallow from the back end when you’re getting back on the power, coming out of rough sections or lumping through the pockets between roots and rocks and/or when low pedal revs are doing their jerky, janky thing.

That’s totally fine when you’re on the power, with that extra anti-squat tightening the suspension further so you skip across the top of roots and rocks with just enough movement to stop you from getting choked like a hardtail. It lands decent-sized drops with a lot more control and calm than a hardtail too. The new longer travel, stiffer crown SID SL can handle more hammer than you’d probably expect too. It feels awesome under power-up climbs too where the structural stiffness of the IsoStrut and broad BB frame gives it a real edge against more 3D flexible conventional shock and linkage bikes. Overall sharpness feeds the dilated pupil, hunter vibe that I think a truly dedicated race bike should have, creating an unspoken agreement that you’re both going to go full gas for as long as it takes, even if that’s a lot longer and harder than is comfortable.

The inevitable flip side of this is compromised comfort and traction compared to a more flowing bike. That’s particularly true with the stock 2.2 tires fitted which pretty much eradicates any chance of inserting a save between “Everything is OK - damn that hurts’ moments. Even with 2.4 versions of the St Anne tires fitted to screen out some of the chatter and slither the high Anti Squat scatters gravel and shaves sideways off roots and rocks under power more than a neutral set-up. On the flip side, you’ve got a ton of feedback to know exactly where to apply that power for your own traction control/torque judgments and I’d have that over-depressing, watt muffling mush. It’s a credit to how efficient the bike pedals that I rarely twisted the shock into lock mode and comparing it to the new SID set up ‘Open’ on the Supercaliber feels like ‘Pedal’ on the 3P damper.

The excellent ‘skip across a section at full throttle’ moments of velocity affirmation when you’re fresh or just feeling ferocious are also balanced by the hookups and chokes when you don’t quite hit/maintain ‘skip across’ speed and there’s no extra smoothness or travel to keep you afloat. Even set up soft with the bigger tires there’s no pillowy plush for reducing the shoulder, wrist, leg, and back fatiguing beating that epic rides or longer/rougher descents dish out either.

Trek Supercaliber versus Specialized Epic World Cup

Questions on how the new Supercaliber compares to the superficially similar Specialized Epic World Cup started as soon as I posted pictures of the bike on social media, so here's my take. Unsurprisingly it all revolves around the shock and suspension kinematics. That’s because while the 66.5-degree head angle and 73.5-degree effective seat angle of the Epic are a degree slacker on paper, once you’ve added the sag effect of the Trek against the minimal sag Specialized they’re basically the same shape on the trail. There’s only a 5mm difference in the suspension travel too, but how it’s delivered is very different.

Basically, the World Cup uses a unique WCID version of the RockShox SIDLuxe shock where you get to set the negative chamber inflation volume and therefore sag yourself. Even in the ‘Full Gulp’ setting, that’s a minimal amount of sag so the shock feels ‘topped out’ a lot of the time. Add the inertia valve of the BRAIN fork used on every model and that often means an uncomfortable feel when cruising. Specialized have given the bike surprisingly low anti-squat figures though so powerful pedal strokes can still compress the shock enough to cause a noticeable ‘bob’ even in ‘Zero Gulp’ mode. Low anti-squat means once the shock is moving the bike feels very mobile and open. That’s great for smoothness and traction, but it feels surprisingly mushy under power despite the frame feeling structurally taut. As the shock set-up is based on completely deflating the shock there’s no way to change how it feels while riding either.

In contrast, the Trek just feels like an efficiency/stiffness-optimized version of a conventional bike, staying taut under power and moving just enough when needed without ever undermining that muscular, zero-watts-wasted feel. Interestingly while the claimed frame weights are 150g in Specialized’s favor and the complete S-Works has a rigid carbon post, not a dropper, the BRAIN fork means actual complete bikes are within a few grams of each other on the scales, and the Supercaliber doesn’t have a power meter (60g extra).

So just how super is the Supercaliber? Flick up to the ‘downers’ section at the start and you’ll see me complaining about the busy cable routing, the creak potential of the PF92 BB and the fact that the frame/shock is significantly (for XC heads at least) heavier than more versatile, longer travel ‘conventional’ XC options.

If you’re looking for a bike that is focused on delivering race track speed rather than having one eye on trail saleability though the Supercaliber is a blisteringly fast, pedaling-optimized weapon even by contemporary XC standards. Judging by how well the previous bike sold and how many comments I’ve had asking “I just want to know if it’s a proper race bike?” This lighter, faster, and more aggressive G2 version will be an even bigger success. Running softer with bigger tires should be on the short list of a lot of marathon/epic riders too and I’ve certainly had a serious amount of type 2 fun on it during testing.

Test conditions

• Surface: Gravel, road, roots, rocks, peat, mud, sand, rock gardens, sketchy steps
• Trails: Blue and red grade trail centre, natural singletrack in the local tech woods and mixed sheep track/double track out in the middle of the moors.
• Weather: Dry to drizzle. 15 - 24 degrees  

Tech spec: Trek Supercaliber SLR Gen 2 9.9 XX AXS

• Discipline: XC Race
• Price: $11,699 / £10, 800 / €11,499
• Head angle: 67.5 degrees
• Frame material: OCLV SLR carbon fibre
• Fork: RockShox SID SL Ultimate 110mm travel
• Shock: RockShox/Trek IsoStrut SIDLuxe 80mm travel
• Size: S, M, M/L, L (tested), XL 
• Weight: 9.75kg
• Wheel size: 29in
• Chainset: SRAM XX SL 34T, 170mm chainset with DUB PF92 bottom bracket. 
• Rear mech: SRAM XX SL Eagle AXS, T-Type
• Shifter: SRAM XX SL Eagle AXS
• Cassette: SRAM Eagle XS-1299, T-Type 12-speed 10-52T
• Brakes: SRAM Level Ultimate 4-piston disc brakes with 160mm rotors. 
• Tires: Bontrager Sainte-Anne RSL XR 29x2.2in rear tires
• Wheels: Bontrager Kovee RSL, OCLV Mountain Carbon
• Bars: Bontrager RSL Integrated OCLV Carbon 750mm handlebar and 85mm stem
• Grips: RockShox TwistLoc Ultimate remote with foam grips
• Seat post: Fox Transfer Factory SL 125mm dropper
• Saddle: Bontrager Aeolus RSL, carbon rails

Guy Kesteven has been working on Bike Perfect since its launch in 2019. He started writing and testing for bike mags in 1996. Since then he’s written several million words about several thousand test bikes and a ridiculous amount of riding gear. He’s also penned a handful of bike-related books and he reviews MTBs over on YouTube.

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

Height: 180cm

Weight: 69kg

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Trek Supercaliber Review — Podium-Winning XC Race Bike

Maddie Munro showing off her skills on a Trek Supercaliber.

The Trek Supercaliber is an XC race bike designed to bridge the gap between hardtails and full-suspension MTBs.

The Supercaliber utilizes innovative Trek Bikes’ IsoStrut suspension technology and industry-leading components to maximize performance and gain an advantage over the competition.

Snappy XC geometry, fast-rolling tires, premium carbon fiber, and low-travel suspension make this bike lightning fast and efficient.

With seven builds in the series, XC riders with big ambitions can choose the Supercaliber that fits their needs and budget. 

This Trek Supercaliber review will outline the series’ standout characteristics, discuss each model in detail, and finish with our verdict on who should choose this bike. 

A race-ready cross-country mountain bike designed for speed and efficiency.

• Exceptionally efficient
• Agile and snappy handling
• Ultra-lightweight for a full-suspension bike
• Plenty of small bump sensitivity
• No dropper post
• Narrow handlebars

Main Trek Supercaliber Specs

• Frame: Carbon OCLV
• Wheel size: 29″
• Tires: 2.2″
• Front travel: 100mm (120mm compatibility)
• Rear travel: 60mm 
• Drivetrain:  12-speed
• Brake rotors: 180mm (f), 160mm (r)
• Weight: 21.6 – 27lbs

Trek Supercaliber Overview

The Trek Supercaliber is a specialist cross-country bike for riders who want to maximize speed and climbing efficiency. This bike will help you break all your personal bests on your local XC trail but won’t provide much comfort on rough terrain with its narrow tires, rigid seatpost, and 60mm of rear suspension. 

Carbon OCLV Frame

Trek’s frames are renowned for their innovative design features and world-class ride characteristics fit for champions. Each Supercaliber uses the same patented OCLV Mountain carbon frame.

Trek utilizes techniques borrowed from the aerospace industry to deliver one of the world’s strongest and most durable carbon bike frames , even after impact. 

The Supercaliber has a Straight Shot down tube to enhance the responsiveness of the frame and reduce weight. Another unique feature is the Knock Block headset design that prevents the fork crown and handlebars from spinning too far in a fall, which often damages the frame. 

Trek also designed the Supercaliber frame with enough space to carry two water bottles, a non-negotiable for demanding XC racing. Finally, Trek backs each frame with a limited lifetime warranty. 

XC Geometry 

The Trek Supercaliber geometry plays a big role in its ride characteristics. Its straightforward, compact design delivers a sharp and efficient ride quality . 

Trek Supercaliber has a straightforward, modern and compact geometry with a Straight Shot downtube that reduces weight and improves handling.

It has a steep 69-degree head angle and a relatively slack seat angle of 74 degrees. A short stem (70mm), a tight rear center of 430mm, and a compact wheelbase of 1079 to 1172mm keep the Supercaliber as agile as possible. 

This geometry means the Supercaliber can change direction quickly and with minimal effort, allowing easy navigation of tight switchbacks and picking the fastest line. The low bottom bracket drop of 53mm also helps balance the sharp steering with extra stability. 

Trek IsoStrut Suspension

Trek’s IsoStrut frame-integrated rear suspension is a bespoke system designed in partnership with Fox. The Supercaliber comes with a Float Factory or Float Performance shock integrated into the IsoStrut, depending on the build. 

Trek’s IsoStrut technology provides the Supercaliber with firm and precise suspension that help the bike thrive on XC race tracks.

Each Supercaliber has just 60mm of rear travel, which aligns with Trek’s minimalist thinking. The IsoStrut is a structural element of the bike , eliminating the need for extra parts and unnecessary weight. The shock is enclosed in a stanchion that protects it from damage and reduces lateral frame flex. 

The IsoStrut contributes to a more efficient, durable, and sleek bike. In addition, by utilizing the remote lockout, you essentially turn the Supercaliber into a hardtail. 

You can tune the spring rate and adjust the rebound as you would on a standard shock. The only downside is that it requires more effort to maintain as you must disassemble the bike to service it.

Trek Supercaliber Builds

There are four models available in 2023. The new 9.6 and 9.7 Trek Supercaliber 2023 builds and the 2023 versions of the 9.9 and 9.8. 

All four models have a carbon fiber frame and components from leading manufacturers like Shimano, SRAM, Maxxis, Fox, RockShox, and Trek’s Bontrager. The Trek Supercaliber price varies from mid-range to elite-level. 

Trek Supercaliber 9.6 2023

MRSP: $4,300

The Trek Supercaliber 2023 9.6 is the most affordable model. Of course, this version isn’t cheap but gives ambitious cross-country racers a more achievable price. 

The 9.6 comes with the same premium OCLV Carbon frame and IsoStrut suspension as the top models. However, it has a Fox Float Performance DPS shock paired with a RockShox Recon Gold RL fork.

This version is the only one with alloy wheels; Bontrager’s Comp 23s. These come wrapped in XR2 Team Issue tires. The rest of the build kit on the Supercaliber 9.6 is aluminum alloy, excluding the steel-rail Bontrager Arvada saddle. 

Finally, this build has a Shimano Deore/SLX groupset with a 10-51t cassette and MT4100 brakes. 

Trek Supercaliber 9.7 2023

MRSP: $5,100

The Trek Supercaliber 9.7 is another 2023 edition of the bike. It’s built with mid-range components for more accessibility to the general market but gets a few notable upgrades from the entry-level 9.6.

The most significant improvement is the step up to SLX/XT drivetrain components with MT501 brakes. Additionally, the 9.7 gets Bontrager Kovee Elite 30 carbon fiber wheels.

Other notable changes include an E*thirteen alloy crankset, a Bontrager P3 Verse Elite stainless steel saddle, and vibration-absorbing ESI chunky grips. All of these changes reduce weight by 1.6lbs to 25.41lbs. 

Trek Supercaliber 9.8

MRSP: from $6.550

The Trek Supercaliber 9.8 is the more affordable of the two pro-level models. The 9.8 is available in three builds , SRAM GX, GX AXS, and Shimano XT, with $1,000 separating them. 

The 9.8 gets several upgrades on the 9.7, including Kovee Pro 30 wheels and a carbon seatpost, stem, and handlebars. Additionally, the fork steps up to a Fox Performance 32 Step-Cast or a RockShox SID SL on the electronic SRAM build. 

The other major change is the improved groupset. Each 9.8 has a carbon crankset, and the SRAM models come with 10-52t cassettes. The 9.8 models are roughly 2.5lbs lighter than the 9.7. 

Trek Supercaliber 9.9

MRSP: $9,550 – $11,500

The Trek Supercaliber 9.9 is the most advanced model and comes from their latest lineup. It comes in two builds, SRAM XX1 AXS and Shimano XTR, with almost $2,000 separating them. 

Both Supercaliber 9.9s get Fox Float Factory shocks. In addition, the XTR has a Factory 32 Step-Cast Float fork, and the top model gets a RockShox SID SL Ultimate. 

The wheels are Bontrager’s highest grade Kovee XXX carbon wrapped in XR1 Team Issue tires. Unusually, the XTR is the only version with a dropper post, a Fox Transfer SL 100mm. 

Finally, the Trek Supercaliber 9.8 XX1 AXS has SRAM Level Ultimate brakes. Both weigh approximately 21.5lbs. 

How Does the Trek Supercaliber Perform on the Trails?

The Trek Supercaliber is a high-performance machine built for speed. So it’s no surprise that this bike is used by world-class cross-country athletes , including Jolanda Neff, in her 2021 Olympic XCO win. 

Where Does the Trek Supercaliber Thrive?

Trek Supercaliber weight and pedaling efficiency are its two standout characteristics. With an unusually light build for one of the best full-suspension bikes , you will have a distinct advantage over your competitors in a race environment. 

This efficiency comes from the stiff and lightweight OCLV carbon fiber frame with IsoStrut suspension. IsoStrut ensures you get maximum power from each pedal stroke for an incredibly snappy feel when you put the power down.

This bike is so efficient that the remote suspension lockout is only really beneficial for sprint efforts. The racey geometry of the Supercaliber means it is agile and responsive for cross-country-style trails, allowing you to maneuver tight situations and pick the smoothest line. 

Although it doesn’t ride like traditional 100mm XC bikes , it’s not far off. The 60mm travel in the rear provides just enough extra traction and comfort when you need it.

To get the best out of this bike, it helps to ride aggressively, attacking chunkier sections to avoid getting hung up. 

What Can Be Better?

There’s not much we would change about this bike. For the casual rider, the 60mm rear travel means this bike will quickly bottom out on big hits, meaning you’ve got to be more conservative on chunkier terrain. That said, this isn’t a bike for your typical rider. 

The one component that may be worth changing for some riders is the narrow 720mm handlebars. In addition, we’d like to see a dropper post to improve the bike’s overall capability. 

Trek Supercaliber Sizing

The Trek Supercaliber frameset is available in six sizes, S to XXL, with a rider height range from 5′ to 6’8″. 

• S – 5′ to 5’6″
• M – 5’3″ to 5’8″
• M/L – 5’5″ to 5’10”
• L – 5’10” to 6’2″
• XL – 6′ 1″ to 6’5″
• XXL – 6’5″ to 6’8″

This bike is a significant investment, so you’ll want to ensure it fits perfectly. If you fall between two frame sizes , visit a Trek dealer near you to test-ride the two models that might work. Alternatively, you can compare the Trek Supercaliber size chart and geometry to an XC bike you’ve ridden before. 

Bottom Line: Should You Buy a Trek Supercaliber

As we’ve seen, the Trek Supercaliber is a highly-specialized XC mountain bike, limiting its appeal to the broader market. 

Incredibly efficient suspension, a stiff, lightweight frame, agile geometry, and industry-leading components give this bike its ability on cross-country trails.

Jolanda Neff riding her Trek Supercaliber XC race bike to Olimpic victory.

This ability makes the Supercaliber an excellent choice for ambitious XC riders who want a bike to help them smash their PRs and win races. However, if you’re not obsessed with speed and just want a bike to handle a variety of trails and climb well, the Supercaliber mightn’t be for you. 

Add this premium race bike to your shortlist if you want pro-level performance and have the budget to match. 

Shop on TrekBikes.com

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About the Author

Jordan Grimes

10 thoughts on “ trek supercaliber review — podium-winning xc race bike ”.

Thanks so much for your assistance in my purchasing decision. Great article by the way!

You’re welcome, Edward! Have fun riding!

Thanks. Which SLR 2024 Supercaliber model would you recommend for an enthusiast who might race only once a year?

The lowest-priced SLR 9.8 XT Gen 2 should be plenty good!

I have a 2021 Trek Procaliber and love it. How would a 2024 Supercaliber compare to my Procaliber in shock absorption, handling, weight, etc.?

Hi Edward! To be honest, the two would feel very similar to ride, though the shock absorption and handling would be better on the 2024 model considering it has 10mm more travel and the carbon fiber technology is getting better and better in terms of weight and compliance. Other than that, they don’t differ all too much.

Thanks for your response. What would be a great alternative to the 2024 Supercaliber? How about the Specialized cross country bike? Or others?

Specialized Epic is a great alternative. At the moment, Specialized is running a massive discount, so you can get the full suspension Epic EVO for just $2,400 (down from $4,000), which is a pretty good deal (though stocks might be low). You could also consider the Specialized Chisel (Hardtail) or Canyon Lux, both are excellent choices.

Does the 2024 model now appeal to a broader base of non racers? Thanks.

I wouldn’t say so, Edward. The 2024 Trek Supercaliber is still an XC race bike—the cheapest model has a carbon frame and costs $4,300. Non-racers can get it, but it’s a commitment.

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First Ride: 2024 Trek Supercaliber G2

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The Trek Supercaliber Is the New XC Race Benchmark

After two months of testing Trek’s top-secret, UCI World Cup race bike, we can confirm this about the Supercaliber: It’s fast as hell.

The Takeaway: Sharp and lightweight, the brand new Trek Supercaliber is a dedicated XC race machine.

• IsoStrut rear suspension is integrated into the frame and provides 60mm of rear travel
• There’s a 100mm Fox Factory 32 Step-Cast fork and remote lockout for the fork and strut
• This 21-pound bike absolute screams

Price: $9,499 Weight: 21.2 lb. (L) Tire clearance: 29 x 2.2 in.

LEARN MORE MORE IMAGES

The Trek Supercaliber is the worst-kept secret in mountain biking this year: It’s been rumored, spy-shot, and raced throughout the UCI Mountain Bike World Cup by high-profile Trek pro riders Jolanda Neff and Ellen Noble, with its top-secret rear suspension shielded by a fabric sleeve. That Trek designed a custom sleeve just to disguise the Supercaliber’s rear end tells you something about the black magic at the back.

Now, the secret’s out, and its name is IsoStrut. The Supercaliber is an unapologetic, uncompromising XC-race machine, and IsoStrut is what separates it from any other bike you can buy today. The structurally integrated system uses a main pivot and a custom-designed Fox shock that lives within a Kashima-coated strut. There’s no pivot at the rear axle; the thin seatstays are designed to flex. The shock provides about 55mm of rear travel, with the flexing stays adding 3 to 5mm of deflection for a total rear travel figure of 60mm.

Trek Supercaliber

The Supercaliber aims to bridge the gap between fast-pedaling hardtails and more capable full-suspension race rigs. On XC-oriented singletrack, with rocks and roots but no obstacles larger than you’d find on a World Cup course, the ride is sublime. The 21-pound bike pedals extremely well: There’s almost no apparent bob under hard acceleration, yet the suspension becomes active over rock gardens and descents. Even on trickier terrain, the 60mm of rear travel never felt like a limiting factor—leave that to the sharp 69-degree head angle. With quick steering and 1,290-gram Bontrager Kovee XXX 30 wheels (on our Supercaliber 9.9), the bike corners fast and feels snappy and direct as you load and unload the suspension into the trail.

The Supercaliber will come in four different builds, starting with the SRAM NX Eagle-equipped Supercaliber 9.7 at $4,799 and ending with the SRAM Eagle AXS bike at $10,999. Trek tells us the models will be in U.S. dealers by early November, so you’ll have time to move some money around before next year’s XC season.

XC-Optimized Frame

The Supercaliber has been in development for three years as Trek grappled with the essential XC race-day question: Do you spring for an efficient-pedaling hardtail or a fast-descending full-suspension model? Prior to this season, Trek pro riders could pick the Procaliber—a 100mm hardtail with a rear decoupler that provides 11mm of undamped travel—or the 120/115mm Top Fuel, a full-suspension bike that’s become slacker and less race-focused over its lifespan.

The company observed that its racers tended to pick the Procaliber if they thought they could get away with riding a hardtail, reserving the Top Fuel for the most challenging courses, says Trek MTB brand manager Travis Ott. That defines the rationale for the Supercaliber: a short-travel full-suspension rig with the lightness and responsiveness of a hardtail.

The ground-up race focus is apparent. The size medium frame weighs 1,933 grams—23 grams less than a medium Procaliber—a weight made possible by eliminating the swing link and second pivot at the rear axle and instead using thin, low-modulus carbon fiber seatstays to handle the IsoStrut’s travel. The flexing stays also add 3 to 5mm of additional travel. Trek uses three sizes of rear triangle to tune the frame for different rider sizes and maintain low standover heights across the size range. All frame sizes carry two bottles, and the top three models come with dual remote lockout.

5 Things We Love About the Trek Supercaliber

OCLV Carbon

The frame somehow weighs less than Trek’s hardtail XC race bike, the Procaliber.

Crisp, reliable mechanical shifting with a 500 percent gear range.

Remote Lockout

Press the lockout lever for ultra-powerful pedaling on the flats.

SRAM Level Discs

The SRAM Level Ultimate hydraulic discs give you controllable stopping power.

Internal Routing

Keeps the cables out of the way and lends a slicker aesthetic.

The first thing to know about IsoStrut is that it’s part of the Supercaliber’s frame, with front and rear mounts that connect the front and rear triangles beneath the top tube. The Fox shock mounts within the front of the strut, with an anti-rotational pin inserting into the shock’s stanchion mount to prevent twisting within the strut.

A carbon fiber carriage connects the Kashima-coated strut to the rear triangle, with fork-style bushings and wiper seals to maintain a smooth stroke. When the shock compresses, the carriage moves forward along the strut. And because the carriage is part of the rear triangle, the seatstays flex as the shock and carriage move. Press into the suspension and you’ll feel the rear end unload with a snap, a possible byproduct of the stays returning to their original shape.

Inside the IsoStrut

Trek includes two sizes of volume reducers to provide additional progression and bottom-out support. At 170 pounds, I ran the bike without any reducers, as the IsoStrut felt plenty progressive for my weight. Despite the combined 60mm of rear travel, I never felt the bike bottom out, even though the strut’s o-ring indicated that I’d used all of the travel—the soft stays and low (1.7–1.8) leverage ratio might explain why I never felt myself hit the end of the travel.

Uncompromising Componentry

The only expenses spared on the Supercaliber 9.9 are the fork and drivetrain (the Supercaliber 9.9 AXS upgrades you to electronic shifting and a RockShox SID Ultimate fork). The rest of the 9.9 is top-shelf, starting with the ultralight Bontrager Kovee XXX 30 carbon wheels and Bontrager XR1 Team Issue tires. It’s a fast-rolling combination, although they’re not the tires I’d choose for wet rocks and roots.

That shiny, gold XX1 Eagle 10-50t cassette gives you a 500 percent gear range that keeps you pedaling on any incline, and the XX1 Eagle drivetrain itself shifted quickly and reliably during testing. The SRAM Level Ultimate hydraulic disc brakes modulate well, not giving you full power until you’re really pulling the levers, which helps you control your stopping when you rocket into a late apex and grab the brakes with a bit of force. The saddle is Bontrager’s firm-yet-comfortable Montrose Pro, the cockpit is all Bontrager Kovee Pro and XXX carbon bits, and at the end of the bar you’ll find lovely, soft ESI silicone grips.

Trek Supercaliber 9.9 Details

Frame Carbon Travel 60mm Shock Fox Factory DPS Fork Fox Factory 32 Step-Cast, Float EVOL air spring Drivetrain SRAM XX1 Eagle Cassette 10-50t Tires Bontrager XR1 Team Issue, 29 x 2.2 in. Rims Bontrager Kovee XXX 30 carbon Brakes SRAM Level Ultimate (160mm rotors front and rear) Crankset SRAM XX1 Eagle DUB, 34t Stem Bontrager Kovee Pro Handlebar Bontrager Kovee XXX Saddle Bontrager Montrose Pro Seatpost Bontrager XXX

The Supercaliber Family

The base Supercaliber 9.7 gives you the same OCLV carbon fiber frame, IsoStrut, Boost 148mm spacing and internal routing as the rest of the line. To keep the price at $4,800, it comes with a SRAM NX Eagle 1x12 drivetrain, a RockShox Reba RL fork, a Fox Performance shock, and Bontrager Kovee Elite 23 carbon wheels.

The next step up is the $5,900 Supercaliber 9.8, which adds dual remote lockout, SRAM GX Eagle, and a Fox Performance 32 Step-Cast fork. The $9,500 Supercaliber 9.9, our test bike, upgrades you to a Fox Factory 32 Step-Cast Fork and a Fox Factory shock, SRAM Level Ultimate hydraulic discs on 160mm rotors, and Bontrager Kovee XXX 30 wheels. The top-end bike is the $11,000 Supercaliber 9.9 AXS, with SRAM’s Eagle AXS electronic shifting and a RockShox SID Ultimate fork.

Ride Impressions

I raced the Supercaliber at two Mid-Atlantic Super Series races and a couple local short-track events during my two-month testing period. It’s effing fast: On XC-designed courses, it annihilates full-suspension bikes through sections with hard pedaling and doesn’t give up anything on the descents. The bike picks up speed so quickly that the trail just comes at you faster than usual—I quickly realized that I was the limiting factor.

The feeling of IsoStrut is uncanny. There’s an ever-so-slight pedal bob on flat sections of trail, but it’s shallower than on a 100mm full-suspension XC bike—I’m using the Canyon Lux CF SL 8.0 that I rode earlier this year as a comparison point. The Supercaliber feels more like a soft tail than a full-suspension bike under pedaling, but the IsoStrut becomes active when you start rolling over rocks and logs and roots.

As a 170-pound rider, I experimented with shock pressures between 110 and 140 psi (the latter pressure is what Trek recommends for my weight). Lower pressures give the bike the small-bump compliance you’d expect from a full 100mm of rear travel, but sacrificed the IsoStrut’s snappiness, so I settled at 140 psi and 25 percent sag. That setup popped me off the saddle if I hit unexpected rocks while seated, but it pedaled a lot more efficiently and prevented me from blowing through the travel during descents.

Ride enough trail bikes with long, low, and slack geometry, and you might forget what’s it’s like to really control a bike. The Supercaliber reminds you fast: On more technical, definitely not-XC terrain, it’s a bike you have to ride very deliberately. There’s no slack head-tube angle, dropper post, or long-travel fork to save you if you get your line wrong. You certainly can find a rhythm on technical, root-filled trails, you just have to be a better bike handler than I am. The only thing I will blame on the bike is the tires: The team-issue Bontrager XR1s roll fast and grip well enough on dirt and mud, but they slide straight off the wet boulders and roots that line Eastern Pennsylvania’s rocky singletrack.

In its element, however, the Supercaliber is superb. The remote lockout is a full lockout, so you get razor-sharp pedaling response when you don’t need the suspension. The steering feels sharp and as a 29er, the bike maintains momentum with ease. It’s simply everything you want from an XC race bike. If someone riding a Supercaliber beats you next season, take solace in the fact that their bike is faster than yours.

A former Division 1 runner, Dan grew up riding fixies and mountain bikes and now reviews everything from performance running shoes to road and cross bikes, to the latest tech for runners and cyclists at Bicycling and Runner’s World.

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Lighter Weight, More Travel - Trek Supercaliber Gen 2 First Ride 7

Increased travel, lighter slr frame options and a new rockshox sidluxe isostrut make the new trek supercaliber gen 2 a podium contender for any cross country racer..

T rek has been in the sub-100mm full-suspension XC bike category for several years, and in 2019, they released their first strut-designed Supercaliber featuring 60mm of rear travel and 100mm up front. Vital spent some time on the Gen 1 and praised its weight and sporty feel, but only 60mm of travel and steep (dare we say old) geometry left us wanting more. Enter 2023 and if imitation is actually flattering, the XC community confirmed as much on social media when Specialized released the 2023 Specialized Epic WC. Looking an awful lot like a Trek Supercaliber, the Instagram comments on the Specialized account giving Trek the nod were pretty entertaining. Specialized, however, wasn't using a strut design, but they had upped the ante with more travel (75mm rear) and slacker geometry; something we'd wanted in the original Supercaliber. Fast-forward five months and the new Gen 2 Supercaliber wins the travel battle (80mm rear), updates to modern XC geometry and slaps in a new, user-friendly RockShox SIDLuxe IsoStrut that is more serviceable than the FOX found on the Gen 1.

Big company drama aside, Vital had two test riders on the new Gen 2 Trek Supercaliber. Over the last few weeks, they've clocked some long local rides and even raced on the top-of-the-line, SLR 9.9 XX AXS model that we were sent. Our test bike is a World Cup XC-ready machine with a retail price of $11,699. Claimed weight for a size medium complete is 20.84 pounds. The base model Supercaliber Gen 2 starts at $4,199 and is a gallon of water heavier than our baller test bike. Trek offers 5 other XC weapons in the Supercaliber lineup, so let's get into what makes this Gen 2 Supercaliber different as well as our initial ride impressions.

Trek Supercaliber Gen 2 Highlights

• Increased travel: From 60mm to 80mm rear, 100mm to 110mm front
• Two levels of carbon frame: SLR and SL
• Improved IsoStrut suspension
• Updated geometry
• Floating brake mount
• S, M, ML, L, XL Sizes
• Weight as tested: 22.6lbs / 10.25kg - Size L with 2.4 Bontrager Sainte RSL XR front tire, Shimano XTR pedals, 2 bottle cages
• Prices from $4,199 to $11,699 (tested)

SLR SL or SL Models

Engineering Notes:

There are no differences in frame shapes between SLR and SL. Carbon laminate and cable routing features in the front triangle are the difference as the SLR and SL share the same swingarm.

The primary difference in the material is fiber aerial weight (FAW), modulus, and amount of material. The SLR has lower FAW material, additional higher modulus material, and overall less material (i.e. fewer plies).

IsoStrut Design

Trek Supercaliber Gen 2 Models, Prices and Claimed Weights

Trek Supercaliber Gen 2 Key Spec Features

• 9.9 SLR XX AXS - 20.84lb lightest build possible (size medium). Kovee RSL carbon wheels, XX SL AXS transmission, SID SL Ultimate fork, Fox Transfer SL dropper, Level Ultimate 4-piston brakes
• 9.9 SLR XTR - Kovee RSL carbon wheels, XTR drivetrain, Fox Factory 34 SC fork, Fox Transfer SL dropper, XTR 2-piston brakes, RSL bar/stem
• 9.9 SLR X0 AXS - Kovee Pro carbon wheels, XO AXS transmission, SID Ultimate fork, Reverb AXS dropper, Level Silver 4-piston brakes, RSL bar/stem
• 9.8 SLR GX AXS - SLR Frame, Kovee Elite 30 carbon wheels, GX AXS transmission, SID 110mm fork, Line dropper, Level Bronze 4 piston brakes, RSL Bar/Stem
• 9.8 SLR XT - SLR Frame, Kovee Elite 30 carbon wheels, XT drivetrain, Fox Perf. 34SC 110mm fork, Line dropper, XT 2 piston brakes, RSL Bar/Stem
• 9.7 SL - SL Frame, Kovee Comp 25 Wheels, GX AXS transmission, Reba RL 110mm fork, Line dropper, SRAM Level Bronze 2 piston brakes
• 9.6 SL - SL Frame, SLX/Deore drivetrain, Recon Gold RL 110mm fork, JD dropper, Shimano MT500 2 piston brakes

The Supercaliber uses a floating rear brake mount to isolate braking forces from the flex stays.

On the Trail and Race Course

Trek's focus on the Supercaliber is weight and going light may often mean trade-offs. Our test bike (SLR 9.9 XX AXS) is the only model in the new Supercaliber line with 2.2-inch Bontrager Sainte-Anne RSL XR tires front and rear. All the other models have 2.4 Sainte-Annes on both ends. Trek said this was to make the bike as light as possible. They also said that the SID SL Ultimate is technically only approved for tires up to 2.35 due to legal requirements around clearance. Many XC racers may not mind the stock 2.2-inch tires and SID SL Ultimate fork with 32mm stanchions as they chase seconds on the track, but it didn't take long for us to out-ride the waify configuration. For our riding style and terrain, the 2.2-inch front tire felt too sketchy, so we went outlaw and switched to a 2.4 Sainte-Anne (the same Bontrager model as our stock 2.2). We had no problems with clearance on the fork (it's literally 1.27mm wider than allowed), but perhaps muddy conditions could prove problematic. We left the stock 2.2-inch Sainte-Anne on the rear.

The SID SL Ultimate fork felt a bit flimsy in rough conditions for our 175 lb testers. It has a 32mm chassis and weighs 1352 grams. The next bike down in the Supercaliber line, the SLR 9.9 X0 AXS, comes with a much stiffer SID Ultimate (35mm chassis, 1476 grams). Whether the weight savings is worth it will depend on your terrain and priorities.

The two-position fork and shock lockout on the SID and SIDLuxe IsoStrut worked well. Some riders may instinctively want a middle setting, but we found the two positions to be ideal. In the open setting, the pedaling efficiency was stellar without the bike feeling harsh like a hardtail. GripShift suspension lockout control was easy to use and left room for a full-size dropper lever. Compared to other XC bikes, the lockouts on the Supercaliber are barely necessary because of the bike's efficiency, but more of a "nice to have" for out-of-the-saddle sprints or long, smooth stretches.

By the numbers, the Supercaliber's 80mm of rear travel puts the bike in between a standard 100mm/110mm XC bike and a hardtail. In reality, this speedster is closer to being the best of both worlds - great pedaling efficiency combined with reasonable comfort and descending capability.

Riding position on the Supercalber is aggressive, but not uncomfortable and both of our testers (5'10" and 6') felt very comfortable on our size large. The one-piece Bontrager bar/stem combo geometry is locked in, save trimming width or adjusting stem height on the steer tube, so finicky riders with specific cockpit tastes should be advised. Head tube angle has slackened by 1.5 degrees, reach has grown 10mm across sizes and chainstay lengths have grown making for a stable, planted ride. While the seat tube angle steepens by half a degree, the standover height drops with a lower intersection between the seat tube and top tube.

Even with their quest for weight savings, thankfully Trek spec'd a dropper post on all models. Neither of our testers ride fixed seatposts. Our test bike was decked out with all the best SRAM and RockShox components but had a FOX Transfer SL instead of the RockShox Reverb AXS (found on the 9.9 SLR X0 AXS model) because of the weight difference.

What's the Bottom Line?

Both Vital testers, who regularly race XC and often take on longer endurance rides and events, said they would buy this World Cup-winning bike. If you're not a cross-country racer, in its stock trim, our Supercaliber SLR 9.9 XX AXS probably isn't for you with svelte 2.2-inch tires and a 32mm SID SL fork. Our Supercaliber 9.9 SLR test bike has shaved every gram and is bred for the race track, ready to tackle most XC race courses. For those wanting a little more diversity out of the bike, Trek offers Supercaliber models in both SLR and SL frame constructions with 2.4-inch tires and RockShox SID forks using 35mm stanchions. These weapons should handle any cross-country terrain and will even let you dabble in some legit backcountry epics.

Hit up www.trekbikes.com to shop the new Supercaliber Gen 2.

View key specs, compare bikes, and rate the new Trek Supercaliber in the Vital MTB Product Guide.

Supercaliber Gen 2 FAQ Supplied by Trek

What is different about the frame compared to the previous generation of Supercaliber?

The frame is completely new to make it a more capable bike without sacrificing any of the speed. The travel has been increased from 60mm to 80mm rear travel and the front suspension has increased from 100mm to 110mm. The geometry has been updated with a slightly longer reach and slacker headtube angle. There are now two unique Supercaliber frames. There is a lightweight SL frame and a super lightweight SLR Supercaliber frame. The frames look identical, however, the SLR frame has a lighter carbon layup and does not have the internal cable routing guides on the mainframe. There is also a new RockShox SIDLuxe IsoStrut on all models.

What is the rear brake mount? What is the max rotor size?

160mm direct post mount. Minimum and maximum rear rotor is 160mm.

How much dropper post insertion does the frame have?

SM – 215mm MD – 225mm M/L – 250mm LG – 270mm XL – 330mm

What is the hub spacing?

The frame uses 148mm hub spacing and has a Universal Derailleur Hanger (UDH) for SRAM Eagle Transmission compatibility.

Which frame will be available as a frameset?

The lighter-weight SLR frame will be offered as a frameset.

What is the maximum fork axle-to-crown and/or travel?

The bike is designed for a 110mm travel fork, but it is compatible with 100 and 120mm forks. This allows the rider to choose the fork and travel that best suits their preference for geometry, weight, and performance. The maximum axle-to-race is 525mm.

Is there any downtube protection?

Yes. There is a clear 3M adhesive film placed on the underside of the downtube to protect the frame and paint from downtube strikes.

Is it compatible with SRAM T-Type transmissions?

Yes. It has a universal derailleur hanger that can be removed and a hangerless T-Type transmission used in its place.

What is the seat tube dimension?

Wheels & tires

What size tire is spec’d on the bikes?

All models get 29 x 2.4” tires except for the Supercaliber SLR 9.9 XX SL T-Type which has 29 x 2.2” tires on it to help save weight and because the new RockShox SID SL fork on that model has a max clearance for 29 x 2.35” tires.

Is it compatible with other wheel/tire sizes?

No. The bike is designed around fast-rolling 29” wheels on all sizes.

What is the maximum tire size?

Frame: 2.40" Fork: See manufacturer

Are these bikes tubeless compatible? What additional parts are required?

Yes. All models are tubeless out of the box. They include TLR strips, valves and sealant.

Can tubeless inserts be used with Supercaliber?

Yes, tire inserts can be installed if desired.

What type of bottom bracket does it use?

Like the previous generation, it uses a press-fit 92 bottom bracket.

Is it compatible with cranks with 30mm spindles?

Yes, but you'll need to supply your own 30mm bottom bracket and compatible crank.

What is the maximum chainring size? Minimum chainring size?

55mm chainline only. Min chainring is 30T, max chainring is 38T

Is the new frame compatible with the previous FOX IsoStrut?

No, the frame is only compatible with the new RockShox SIDLuxe IsoStrut due to several dimensional changes (eye-to-eye, stroke, diameter).

What is the recommended sag for the new RockShox IsoStrut?

New Supercaliber was designed around 25% IsoStrut sag for a balanced level of rider efficiency and suspension response. Riders can also adjust setup pressure throughout the 15-35% sag range, as marked on the new RockShox IsoStrut, to fine-tune their setup based on preference and riding conditions. Higher pressure/less sag = higher ride height and firmer and a more efficient pedaling bike, while lower pressure/more sag provides lower ride height and softer and more compliance through rough terrain.

Is there any special suspension setup knowledge needed for the RockShox IsoStrut?

There are sag gradients marked on the strut to help you easily set up and tune your preferred sag.

Also, the IsoStrut rebound has numeric labeling: 10 is slow rebound and 1 is fast rebound. Ya know, just like the podium, you're racing for. #1 is fastest and higher numbers are slower. (Hope that helps you remember.)

Are there IsoStrut air volume spacers?

Yes. However, installing the RockShox air volume spacers is different than FOX. A walk-thru is available on Trek U.

Can all sizes fit 2 water bottles?

Yes, all sizes can fit 2 water bottles – 1 on the seat tube and 1 on the downtube.

Are there any unique tools required for this frame?

There is a unique bushing tool needed for service. See the Supercaliber service manual for details.

What is the warranty?

Standard Trek warranty. Lifetime for the main frame of the original owner. More details here

View replies to: Lighter Weight, More Travel - Trek Supercaliber Gen 2 First Ride

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Mountain Bike Action Bike Test: Trek Supercaliber 9.9

Trek supercaliber 9.9.

D eveloped by Trek engineers over three years, the Supercaliber made its first stealth-like appearance in 2019 at the Nove Mesto UCI World Cup race with top riders Jolanda Neff and Emily Batty pushing the design of the bike to its limits. While spectators watched that weekend’s race, the design was still under development and literally covered up on the frames that the riders were testing. At the time, it left viewers asking, “Is it a hardtail? Wait, is there a shock under the cover?” The cat has since been let out of the bag to reveal Trek’s latest suspension design known as the IsoStrut shock. Fast-forward to the present, and the Supercaliber is no longer exclusive to World Cup athletes.

Without the sneaky wrapping paper, the Supercaliber was designed to achieve the best riding traits of both a hardtail and a full-suspension cross-country bike. The Supercaliber has several build options that range from $5,899 to the jaw-dropping price of $11,499. We were fortunate to have our test riders on one of the higher-end Supercaliber 9.9s with a retail price listed at $9,499. When your races consist of grueling climbs or photo-finish sprints, you’ll be glad to put down the hammer with a helpful low stack height that puts the rider over the front of the full OCLV carbon frame.

This lightweight carbon frame also features Trek’s Control Freak internal routing to keep the cable housing quiet, a Knock Block headset, Boost spacing in the rear, room for two water bottles, a tapered head tube, and 60mm of travel with the IsoStrut design.

All gold everything! The Trek Supercaliber 9.9 is decked out with all the top-of-the-line options an XC rider could ask for. The 9.9 we tested is the SRAM XX1 build, but Trek also offers an XTR option for the same price if you prefer Shimano. Furthermore, our test build could be brought to a standstill with SRAM Level Ultimate hydraulic disc brakes that brag about being equipped with lightweight carbon levers. To maneuver this XC machine, Trek equipped the bike with a narrow 720mm Bontrager Kovee XXX carbon bar mounted to a Bontrager Kovee Pro stem made from alloy. Sticking this very lightweight rig to the ground is a set of tubeless-ready 2.20-inch Bontrager XR1 tires. These tires are set tubeless with Bontrager TLR sealant onto Bontrager’s Kovee XXX 30 OCLV carbon wheelset.

The minimal design of the rear suspension is where the unique aspects of the Supercaliber shine through. The proprietary IsoStrut suspension provides 60mm of total travel. Whereas most suspension has an independent shock and linkage system, Trek’s design has the shock as a structural part of the Supercaliber’s frame. The proprietary Fox shock mounts just in front of the strut, where an anti-rotational pin is set to prevent twisting within the strut. To steer away from excess lateral movement, the builders completely left out the option of a rear pivot. Instead, the flat carbon seatstays bow about 3mm to 5mm vertically. Note that the shock offers 55mm of travel, while the flex in the stays equals out to 60mm.

This is how Trek bridged the gap between a stiff pedaling hardtail and a terrain-ready full-suspension race bike. At the front of the Supercaliber, Trek also spared no expense on this build and equipped it with a lightweight 100mm Fox Factory 32 Step-Cast fork. With our test riders eager to clip in and put Trek engineering to the test we set off for the dirt.

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The Supercaliber screams for the cross-country-racing rider. We don’t recommend this bike as an option for the “sendy” trail rider, but in capable hands, the Supercaliber can tackle some tremendously technical terrain. The reduction of weight with the IsoStrut design and carbon components will…

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2023 Trek Supercaliber 9.6 Review

The 2023 Trek Supercaliber 9.6 is a top-of the range full suspension cross country bike from Trek, the world leader in bicycle technology. But is it worth the high price tag?

Cross country cycling has grown significantly in popularity over the last few years, with more and more riders using dedicated bikes for their off-road adventures.

With so many options available on the market, it can be difficult to decide which one to buy.

The 2023 Trek Supercaliber 9.6 may just be the answer to your portable biking prayers. In this review, we will break down every element of this full suspension 29er and provide our insights into whether or not it’s worth your hard-earned money.

If you’re looking for a lightweight full suspension bike that packs a punch, then the Trek Supercaliber 9.6 is worth checking out.

Featuring a fast and efficient sole-ride IsoStrut Shock rear suspension system and state of the art geometry, this bike is perfect for tackling anything from trails to enduro racing.

In this review, we’ll be taking a look at the Supercaliber’s features and performance to help you decide if it’s the right bike for your needs.

The 2023 Trek Supercaliber 9.6 is the perfect bike for the trail-seeking cyclist looking to dominate everyday routes.

This full suspension ride offers an all mountain experience with the power to conquer climbs and tackle descents.

It features a lightweight OCLV Mountain Carbon frame, Shimano 1×12 drivetrain, and Fox Rear shock. Additionally, Shimano hydraulic disc brakes give you maximum control on your ride.

Whether you’re tackling a technical climb or navigating a tricky descent, the 2023 Trek Supercaliber 9.6 is there to help you tackle it!

– OCLV Mountain Carbon frame for lightweight yet strong performance

– Shimano 1×12 drivetrain for precision and reliability

– Fox Performance rear shock 235mm X 32.5mm absorb terrain impacts

– RockShox Recon Gold RL front shock with Motion Control damper, remote lockout, and 100mm of travel

– Shimano hydraulic disc brakes for consistently smooth braking experience

– Bontrager XR2 Team Issue, Tubeless Ready 29×2.2 inch tires offer grip and traction on dirt trails

Frame Design

The Trek Supercaliber 9.6 makes use of a tried-and-true OCLV carbon fiber frame design, which combines lightweight material with rigidity and vibration damping for comfort during those long rides.

This frame is also amenable to lighter trail components that keep the overall weight down while maintaining exceptional performance characteristics.

The frame also features trek’s signature IsoStrut rear shock system that provides tunable, damped suspension for a smooth and efficient ride.

Suspension System

The standout feature of the Supercaliber 9.6 has to be its IsoStrut rear suspension system with one pivot located near both ends of the swingarm linkages.

What this means in practical terms is that when you hit something hard like an impactful root section or steep drop off, there won’t be any unnecessary extension on the rear shock due to pedaling or braking forces due to inertia – instead you get an incredibly plush feel and maximum traction over rough terrain relying heavily on responsiveness rather than compression force thumping feeling usually associated with other full suspension mountain bikes.

The Trek Supercaliber 9.6 comes equipped with Shimano 1×12 SLX and Deore group set as standard as well as 10-51T cassette meaning no matter what your intended use you always have plenty of grunt at either end of your ride meaning climbing tech sections will present no issues in normal conditions.

The other important factor that stands out about this drivetrain choice is how light it keeps overall weight considering all expectations usually come out fairly high but due its advanced technology it manages to function really well without being overly heavy which can make all the difference.

Wheels & Tires

The wheels the Supercaliber 9.6 are equipped with are Bontrager Kovee Comp 23 and wrapped in Bontrager XR2 Team Issue 29×2.20” tires. The set are tubeless ready and will provide you with plenty of strength and grip for some of the most challenging terrain. 

The Trek Supercaliber 9.6 truly shines in terms of climbing ability and speed – its fast acceleration creates an exhilarating experience on any terrain allowing racers and pleasure riders alike remarkable capability over everything they encounter!

Addictive playfulness make sure whether pedaling along smooth trails or slashing through roughest conditions you always have some pushing power behind assuring good times are had cracking limit every turn!

Order online and have it shipped to your local dealer for final assembly!!

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Trek Supercaliber SLR Vs Specialized Epic World Cup: Which is the ultimate cross-country speed machine?

• Guy Kesteven
• November 27, 2023

Specialized and Trek have both debuted new short travel suspension XC race rigs this year. And given that the Trek Supercaliber and Specialized Epic World Cup look extremely similar in design, we figured they would make the perfect XC head-to-head test.

Trek Vs Specialized Credit: Mick Kirkman

Trek and Specialized are giants in the mountain bike world, and both of these new XC bikes weigh in under 10kg and have five figure price tags. And that’s not all they have in common. Dynamic geometry and component choice of the Trek Supercaliber SLR 9.9 XX AXS Gen 2 and Specialized S-Works Epic World Cup are closely matched too. They feel surprisingly different on the trail though. So what are the details that affect the dynamic performance, and which one – if either – should you pick for ultimate cross-country speed? That’s the question this head-to-head test will answer.

• Read the full review of the Specialized S-Works Epic World Cup
• Read the full review of the Trek Supercaliber SLR 9.9 XX AXS Gen 2

Now, if you’ve not been following World Cup XC racing recently, you will have missed out on some excellent competition from insanely skilled and fit athletes. You also won’t know that most courses now feature sections that you’d assume were designed for 16kg, sticky tyre enduro bikes, not sub 10kg, semi-slick tyre-shod whippets. It’s why the best XC race bikes now look like lightened versions of trail bikes, with conventional linkage-driven shocks giving 100-120mm of travel. And both Trek (Top Fuel) and Specialized (Epic Evo) have bikes in that category too.

Suspension and frame layout

Trek and Specialized both used integrated shock designs to boost stiffness and give a hardtail look

That’s not what we’re looking at here, however. Both the Supercaliber SLR 9.9 XX AXS Gen 2 (£10,800) and Specialized S-Works Epic World Cup ($11,000) use a proprietary top tube embedded shock giving 80mm and 75mm of travel respectively. This gives them a traditional hardtail-style frame layout, rather than a distinctly separate front triangle and swingarm. Where the increased triangulation and more firmly anchored shocks open up potential for greater stiffness without adding extra weight. Both brands trade on that too, claiming hardtail-style power delivery, but with suspension when you need it. And it’s true, both the Trek and Specialized feel stiffer than conventional XC full-suspension bikes. But for different reasons. On the Trek Supercaliber it’s a structural thing, while the Specialized Epic WC creates the illusion of stiffness with its suspension set up.

Specialized’s Brain equipped RockShox SID fork is marginally heavier than the stock SID

Thankfully things are a lot simpler up front, where the latest RockShox SID SL Ultralight 110mm travel fork is hardwired to the same TwistLoc two position remote as the rear shock on the Trek. Specialized has transferred its long running Brain inertia valve to the latest 110mm travel SID SL fork. This reactive lockout has preset ‘Brian fade’ sensitivity, using a preloaded spring on the inertia valve. There’s no handlebar remote, but you can reach down and move the ‘fade’ lever on-the-fly with your hand if the trail is smooth enough. The latest version has had the spike valve removed for a more open feel, and even when ‘locked out’ you still get 15mm of cushion for traction. All-in, the Brian system adds 183g over the standard SID fork.

Left: Trek has a twist grip remote for the fork and Shock. Right: Specialized relies on smart suspension tech

On the scales

Claimed frame weights are different for both bikes. Specialized suggests a near 250g advantage over the Trek, but the sub 10kg build weights for each bike are very close when we checked them in the workshop. The Trek weighs 9.72kg (21.43lb), the Specialized a smidge heavier at 9.75kg (21.5lb). And that’s because the Epic WC has a heavier Brain version of RockShox’s SID SL fork and a power meter chainset too. That said, both add less to the overall weight of the Specialized than the Fox Transfer SL dropper does on the Trek. Yup that’s right,  Specialized fits a rigid post. All of which suggests that the claimed weights are a little off. 

Geometry side-by-side

If you take a quick glance at the geometry chart, the head angle on the Specialized is a lot slacker than the Trek. But the static geometry does not tell the whole story. The Specialized is designed to run very little shock sag, so the dynamic head angle with the rider on board is actually very close to the Trek. And it’s a similar story with the BB heights. The Trek appears to be a lot higher, but once you factor in the increased shock sag, it’s pretty close to the Specialized. On the trail then, the dynamic geometry of both bikes is much closer than it appears in the chart below (using our own measurements, not the manufacturers claimed figures).  

Trek’s top end Supercaliber has Level Ultimate 4-piston brakes, a XX AXS drivetrain and a one-piece Bontrager cockpit

As the model name suggests, there’s a full SRAM XX AXS drivetrain on the Trek, complete with carbon rear derailleur cage and hollow carbon crankarms. While the new XX transmission isn’t as fast to shift as older AXS systems, you don’t have to ease up on effort while changing, so everything is literally geared towards going faster. Unlike the Specialized Epic WC, there’s no power meter chainset here though. Bontrager’s top Race Series Limited kit provides the one piece bar/stem (750/80mm equivalent) and the carbon rail saddle. The ultralight (but lifetime warrantied) carbon Kovee wheels have a 108 point engagement rear hub, which joins in the fast and furious fun with near immediate reaction to pedal inputs.

Specialized’s Epic WC gets less powerful 2-piston brakes

It’s a similar blend of parts on the Specialized. The t ransmission is SRAM’s top line XX SL AXS wireless kit including a full Quarq power meter on the narrow stance 168mm Q-Factor chainset. Specialized’s partner-brand Roval provides the Control SL Integrated cockpit, which mimics a 760mm bar in a 70mm stem, and the superlight Control SL wheels. Our only gripe with the build is that the two-piston SRAM Level Ultimate brakes are both less powerful and 10g heavier than the four-piston versions. Lever feel is great though, and you get a 180mm front rotor for power compensation.

Performance

We struggled to get to grips with the suspension on the Specialized Epic WC

We literally spent months setting and re-setting sag levels, tweaking the compression and rebound damping on the Specialized Epic World Cup, and riding it in as many different situations as possible. In the process we figured out that there are some things the Epic WC does very well. The ‘take no prisoners’ vibe is a psychological gift for flat-out attacks. The split personality suspension works very well in firmer modes when powering from smooth surfaces to stutter bumps (or vice versa). Fixed seat post aside, the spec is pretty much perfect premium race gear, and its clean looks were universally praised. 

For an XC bike, the Specialized Epic WC isn’t as firm under foot as we expected

Now for the negatives. The topped out, sat ‘on’ not ‘connected to’ the trail suspension response undermines control and traction significantly on descents, and you get tired really quickly on technical trails. The (relatively) soggy pedalling action also saps energy and morale, and being unable to change that feeling when riding inevitably means compromise, rather than customised, performance for each section of track too. 

Once the shock bushing loosened up, the Trek Supercaliber took off like a rocket

Contrast that with the Trek Supercaliber. Sure it took a couple of rides for the ZEB bushing on the IsoStrut shock to free up, and the skinny Bontrager tyres needed switching out too, but the Supercaliber just felt ‘right’ from the start, especially from a race point of view.  The combination of the structural stiffness and the very positive pedalling feel from the higher-than-average anti-squat, and extra low speed compression damping, gives a noticeably different character to most conventional XC bikes. And even though the suspension response is firm, the fact it’s progressive makes it more predictable than the reversed stiff-to-soft action of the Specialized. 

The Gen 2 Trek Supercaliber is born for speed

There’s none of the harsh, hammering topped-out staccato of the Epic World Cup either, and the standard SID SL fork is a lot less spikey than Specialized’s Brain equipped unit. As a result, fatigue levels were dramatically reduced, even on rougher descents when testing the bikes back-to-back. In fact, the only time the Trek felt at a disadvantage to the Epic World Cup was on smooth climbs, where the increased sag felt less efficient than the topped out Epic. That’s immediately remedied with a twist of the lockout though, and overall the Trek Supercaliber just felt a lot more sorted, connected and intuitive for racing and flat out XC/Trail riding.

And the clear winner here is the Trek Supercaliber SLR 9.9 XX AXS Gen 2

Having said that, neither bike is as fast on descents/technical sections as most longer-travel XC bikes, and therefore they aren’t as versatile either. They don’t offer any weight advantage either, and with a remote multi-mode suspension, rather than binary lockouts, most 120mm bikes are faster on a lot of climbs and more tuneable for different sections of track. 

So if there’s no real weight advantage, and both bikes have less travel for bigger hits and the extra complications of proprietary shocks, why would you want to consider either of them over a conventional full-suspension race bike? The answer potentially lies in their very different ride vibes. You can read the full test of the Trek Supercaliber SLR 9.9 XX AXS Gen 2 here and the Specialized S-Works Epic World Cup here . 

Also we’re already seeing both the Supercaliber and Specialized’s Epic Evo using RockShox Flight Attendant electronic suspension adjustment on the World Cup race circuit too. That makes investing £10k in a proprietary suspension system and frame potentially less appetising when Ai might be end up doing a better job on a more versatile frame in the not-too-distant future.

Test Winner’s Stablemates – alternatives for different budgets 

SRAM or Shimano? You get to choose as Trek also has the Supercaliber SLR 9.9 XTR Gen 2

Trek Supercaliber SLR 9.9 XTR Gen 2 £10,350

Sit squarely in the blue Shimano camp but want all the benefits of the Gen 2 Supercaliber SLR 9.9 frame? Well Trek also has a full Shimano XTR equipped bike. It gets a Fox 34 Step-Cast fork with 110mm travel paired with the IsoStrut, RockShox SIDLuxe shock and a twin lock out remote. You also get higher volume 2.4in tyres for more traction and control. Bonus. 

Trek’s Supercaliber SL 9.6 Gen 2 has all the latest XC tech, without the sky-high pricing

Trek Supercaliber SL 9.6 Gen 2 £3,780

XC race full suspension bikes are usually prohibitively expensive, not the Supercaliber SL 9.6 Gen 2. It shares the same frame layout and suspension tech as our test winner, but uses a heavier OCLV carbon lay-up and a RockShox Recon Gold RL fork to reduce costs and achieve a more competitive price point. You also get a 12-speed Shimano SLX drivetrain and a dropper post, so it’s ready to rock and roll.

Trek Supercaliber 9.8 GX mountain bike in review – the better gravel bike?

Gravel bikes are fast and off-road capable. Can the Trek Supercaliber 9.8 GX keep up in terms of versatility or even emerge as the test winner from our bike concept comparison of gravel and mountain bikes? That’s exactly what we found out for you. You can find all the details and our riding impressions here.

Get an overview of the grouptest here: Gravel vs. mountain bike – 6 models on test

Born for the cross-country race track, tested in direct comparison to the most versatile bike concepts between gravel and mountain bikes. The Trek Supercaliber 9.8 GX weighs in at 10.6 kg in size L, which is very light for a full suspension XC bike, but a tad heavy for a full suspension gravel bike. Can it shine even more with other values?

Trek Supercaliber 9.8 GX in detail

While the Supercaliber is the second full suspension concept in the test field alongside the BMC URS LT, it is the only bike that can be adjusted to the rider’s individual needs and preferences in terms of damping and spring stiffness at both the front and rear. The IsoStrut shock and the pivotless rear triangle is a unique system with 6 cm of travel. With a conventional rear suspension, the shock is a separate unit that is actuated via a linkage. With the Supercaliber, the shock body is integrated into the frame, allowing considerable weight savings. The shock and FOX Performance 32 Step-Cast suspension fork with 100 mm travel can be locked out at the touch of a button via the handlebar remote. Bitter aftertaste: with 5 cables sprouting from it, the Supercaliber has by far the most cluttered cockpit in the test field.

Trek Supercaliber 9.8 GX

Specifications

Fork FOX Performance 32 Step-Cast 100 mm Seatpost Bontrager Pro Brakes Shimano DEORE XT BR-M8100 180/160 mm Drivetrain SRAM GX Eagle 1x12 Stem Bontrager Kovee Pro 90 mm Handlebar Bontrager Kovee Pro 720 mm Wheelset Bontrager Kovee Pro 30 Tires Bontrager XR2 Team Issue 29" x 2.20"

Technical Data

Size S M M/L L XL XXL Weight 10.6 kg

Specific Features

IsoStrut shock with 60 mm travel integrated into the top tube space for 2 large bottles in the roomy main triangle fork and shock can be completely locked out via the bar remote Knock Block steering limiter protects the frame from damage

In terms of ergonomics and damping, the ESI Grips Silicone Grips deserve a mention, as does the pleasant level of compliance of the 720 mm Bontrager Kovee Pro handlebar. Our testers also like the Knock Block handlebar stop, as it protects the top tube from being hit by the handlebar in the event of a crash, without impinging on your riding at all. The geometry is absolutely race-oriented. The Trek has the shortest head tube in the history of mankind which allows for a very low front end, as is often preferred by XC racers. On steep uphills, it effectively helps prevent the front from lifting and generally puts a lot of pressure on the front wheel and thus increases itstraction. Our € 5,499 test bike does away with a dropper, instead speccing the 31.6 mm Bontrager Pro carbon seat post. However, Trek also offers the Supercaliber as a build with a dropper post.

If you’re not a fan of underbiking and prefer to be prepared for anything, go gravel riding with the Trek and you’ll be just as fast in the real world.

The Trek mountain bike on test: our riding impressions

When it comes to acceleration, the Trek charges ahead. Its direct and willing acceleration is, surprisingly, nippier and faster than the BMC Twostroke and sits only just behind the Canyon Grizl. When climbing, there’s no bobbing on the road or hardpack thanks to the lockout – instead, the bike marches light-footed and willingly uphill. On rough gravel, you should open the lockout when climbing. This allows the Trek to maintain maximum traction without diving away beneath you. The handling is also intuitive, predictable and stable on the uphills and at a slower pace. This makes it easy to navigate tight turns at low speeds. Like its electronic and wireless AXS counterparts on the BMC bikes, the SRAM GX Eagle mechanical groupset has a huge 520% range. However, in direct comparison to the electronic options, it needs higher operating forces and a bit more time for shifting. Compared to the other mechanical groupset, like Shimano GRX RX800 fitted to the Fustle Causeway TRAIL Lite and Canyon, it is, however, significantly crisper. Thanks to the generous gear range and its good traction, the Trek becomes an absolute off-road speed all-rounder. Alongside the suspension and frame compliance, the 29 x 2.20″ Bontrager XR2 Team Issue tires mounted on the in-house Bontrager Kovee Pro 30 wheels also have their share in this. Compared to the Vittoria tires on the Twostroke, they offer more immediate propulsion and less rolling resistance on hard surfaces. Compared to a gravel bike, the Trek rolls on a very competitive wheel and tire system and is even faster than the Fustle. So, all in all, a combination that absolutely works!

On the trail, the Supercaliber plays to its strengths compared to the test field and delivers a lot of safety and traction. The lack of a dropper post is less annoying on the Trek than on the BMC Twostroke. The reason for this is the slacker seat tube angle, which puts the saddle a little further back and leaves it less in the way. On very steep downhill sections, a dropper post would still be an advantage, though you’ll have to take the weight penalty into account. When exploring roots and gravel, the Trek shines with a very high level of comfort, even on rough surfaces. At the same time, it proves to be very efficient, as obstacles are easily rolled over and swallowed up by the suspension. On gravel highways, the bike feels almost bored. Here it’s a case of putting your head down, pushing on the pedals and pressing fast forward. Fortunately, this isn’t a problem at all, as you can push the Trek over the flats at 35 km/h for a while – assuming some requisite fitness. However, after some time, the lack of options to change position on the bars and your upper body acting as a brake in the wind becomes annoying.

Tuning tip: dropper post for more trail performance (of course, bar ends for more grip positions are barred by the style police).

The perfect application for the Supercaliber 9.8 GX

With a surprisingly wide range of applications, the Trek more than surprised our testers. Its range of use is as wide as with the Lauf, but is oriented quite a bit further towards off-road riding. While it loses some trail performance with its missing dropper post, it still scores with maximum traction, riding fun and the best trail performance in the test field for all skill levels. However, for touring or bikepacking, you have to come to terms with the limited bar positions. If you mainly want to get from A to B quickly off-road, there is no better concept in this group test.

Size: S M M/L L XL XXL Weight: 10.6 kg Price: € 5,499

Indended Use

Trek supercaliber 9.8 gx conclusion.

The Trek Supercaliber is the definition of an off-road speed all-rounder and readily generates speed everywhere thanks to its enormous traction and low weight. Those who mostly avoid the road and can cope with the mountain bike position will find the better concept here compared to a gravel bike. However, in terms of versatility, the Trek ultimately has to admit defeat to the Lauf concept by a narrow margin. A very strong 2nd place!

• innovative full suspension system
• extremely wide range of applications
• conveys a lot of confidence and safety in many situations
• off-road speed all-rounder

• cable chaos on the cockpit
• missing dropper post limits the range of use unnecessarily

You can find out more about at trekbikes.com

The test field

All bikes in test: BMC Twostroke 01 ONE (Click for review) | BMC URS LT ONE (Click for review) | Canyon Grizl CF SL 8 1by (Click for review) | Fustle Causeway TRAIL Lite (Click for review) | Lauf True Grit SRAM XPLR Edition (Click for review) | Trek Supercaliber 9.8 GX

No, it’s not about perfect race tracks, it’s about efficiency. Fast, fleet-footed and efficient – those who want to speed along high-speed passages need a defined and spritely bike that accelerates with ease and efficiency. Nevertheless, reliable components are important too. We interpret “Smooth tarmac” bikes as follows: Hard efforts at high speeds with a maximum efficient bike on a consistently well-paved road. Effort-joy ratio: 80:30 (not everything has to be 100%!) ↩

… also known as bike riding. Broken-up roads in the hinterland, deadlocked gravel roads, loose surfaces – sometimes muddy, sometimes bone-dry. For this, it takes bikes with super all-round, handling and wearing qualities uphill and downhill. Effort-joy ratio: 50:50 ↩

Did you enjoy this article? If so, we would be stoked if you decide to support us with a monthly contribution. By becoming a supporter of GRAN FONDO, you will help secure a sustainable future for high-quality cycling journalism. Click here to learn more .

Words: Photos: Peter Walker, Benjamin Topf

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• Supercaliber SLR 9.9 XTR Gen 2

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„Ein Podiumskandidat für alle Crosscountry-Racer“

„…dieses pfeilschnelle Bike ist noch näher am Besten aus beiden Welten – hervorragende Pedaleffizienz kombiniert mit angemessenem Komfort und Downhill-Potenzial. Beide Tester von Vital, die regelmäßig XC-Rennen fahren und oft längere Ausfahrten und Marathons absolvieren, haben angegeben, dass sie dieses Worldcup-Siegerbike kaufen würden.“

„Ein reinrassiger Racer und ein sehr fähiger dazu“

„Treks neues Crosscountry-Racebike bietet den Speed, von dem Racer träumen. Alle, die das neue Supercaliber gefahren sind, waren stark beeindruckt und wollten mehr Zeit auf ihm verbringen. Nach der ersten Fahrt sagte jemand sogar, dass es das schnellste Bike sei, dass er jemals gefahren sei – und das sagt einiges aus angesichts der Menge an Testbikes, die wir in letzter Zeit bei uns hatten.“

„Das Supercaliber ist ganz schön super“

„Es macht Spaß, damit zu fahren, auch wenn niemand mit einer Stoppuhr die Zeit nimmt, und es ist weitaus leistungsfähiger, als seine bescheidenen Federwege vermuten lassen.“ „Im Laufe des Tests habe ich das Supercaliber immer härter und auf immer schwierigerem Terrain gefordert.“

„Es ist die Messlatte für XC-Racebike-Performance“

„…eine schnörkel- und kompromisslose Crosscountry-Rennmaschine. Das Bike ist im Uphill absolute Weltklasse.“

Weitere Optionen

• Buyers Guide

• Technical Details

• Supercaliber

Trek Supercaliber 9.8 XT Review

• Innovative rear construction concept
• quality frame
• 25 years warranty
• with 10,4 kg very light

Overall Bike Check

The most importanten ratings of the [bike_model] ⬤ in comparison to the competitor bikes of following categorie: (Racefully up to 8000 €) ⬤ .

Value for Money Check

If you are keen on value for money, this is your chart. It shows you at a glance how many bike you get for 6699 €.

Je steiler der Winkel des Sitzrohrs ist, desto effizienter können Sie in die Pedale treten.

• Frame Supercaliper
• Frame Material Carbon
• Fork Fox Performance 32 Step-Cast, Float EVOL air spring, GRIP 2-position damper, remote lockout, tapered steerer, 44mm offset, Boost110, 15mm Kabolt axle, 100mm travel
• Spring Unit air
• Remote-Lockout yes
• Damper Trek IsoStrut, Fox Performance shock, air spring, DPS 2-position remote damper, 235mm x 32.5mm
• Gearrange 510%
• Drivetrain 1x12
• Gear Lever Shimano XT M8100, 12 speed
• Rear Derailleur Shimano XT M8100, long cage
• Crank Size: S, e*thirteen TRS Race Carbon, 30mm spindle, 34T alloy ring, 52mm chainline, 170mm length; Size: M, M/L, L, XL, e*thirteen TRS Race Carbon, 30mm spindle, 34T alloy ring, 52mm chainline, 175mm length
• Cassette Shimano XT M8100, 10-51, 12 speed
• Chain Shimano Ultegra/XT M8100, 12 speed
• Brake Set Shimano Deore XT M8100 hydraulic disc
• Brake Rotors 180/160
• Wheel Set Bontrager Kovee Pro 30, OCLV Mountain Carbon, Tubeless Ready, 6-bolt, Boost110, 15mm thru axle
• Tires Front Bontrager XR2 Team Issue, Tubeless Ready, Inner Strength sidewall, aramid bead, 120 tpi, 29x2.20''
• Tires Rear Bontrager XR2 Team Issue, Tubeless Ready, Inner Strength sidewall, aramid bead, 120 tpi, 29x2.20''
• Saddle Bontrager P3 Verse Elite, stainless steel rails, 145mm width
• Seat Post Size: S, Bontrager Pro, OCLV Carbon, 31.6mm, 0mm offset, 330mm length; Size: M, M/L, L, XL, Bontrager Pro, OCLV Carbon, 31.6mm, 0mm offset, 400mm length
• Handle Bar Size: S, M, Bontrager RSL Integrated handlebar/stem, OCLV Carbon, 0mm handlebar rise, 750mm width, -13 degree stem rise, 70mm length; Size: M/L, L, Bontrager RSL Integrated handlebar/stem, OCLV Carbon, 0mm handlebar rise, 750mm width, -13 degree stem rise
• Handle Bar Width 750
• Head Set Knock Block Integrated, 62-degree radius, cartridge bearing, 1-1/8'' top, 1.5'' bottom

best alternatives

• almost integrated damper
• UDH derailleur hanger
• aesthetic design
• locks automatically
• incl. powermeter

• super noble optics
• exclusive image
• space for 2 bottle cages
• successful in the World Cup
• top bike in this price range

• 110 millimeter travel
• definately shredable in the downhill
• strong in the uphills

• Made in Germany
• Custom Optinen
• ultra light frame
• one of the best bikes in this price range

• Space for two bottle holders
• rides excellent in the downhill
• with 10,1 kg very light

• custom painting possible
• strong in the descents

• integrated damper design
• cable routing not through the headset

• Special edition
• 6 years warranty

• climbing ace
• with 9,8 kg very light

• strong climber
• with 10,9 kg very light

Expirience with the Trek Supercaliber 9.8 XT

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Trek supercaliber 9.8 xt vs trek supercaliber 9.9 xx1 axs.

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About the author

Ludwig Döhl

... has spent more than 100,000 kilometers in the saddle of over 1000 different mountain bikes. The essence of many hours on the trail: Mountain bikes are awesome when they match your personal preferences! With this realization, he founded bike-test.com to assist cyclists in finding their very own dream bike.

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