trek superfly elite carbon

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Trek Superfly 29er Hardtail

Superfly is THE choice for the aficionado seeking the fastest, most advanced, best 29er out there.

• USER REVIEWS

It's a truly great bike. Fast, light, superb handling. I live it.

There are no weaknesses

The first carbon bike I've owned. The bike is light, fast and fun.

The bottom bracket bearing wore out earlier than I would have expected.

Awesome Bike , Great improvement with the new 142 thru axle ,wow ,awesome stiff. I am 6' 230lbs , Bench 350,squat 650,this bike is a great at climbing and it goes down almost as well. Love the G2 ,always have.

I have owned many mtn bikes (20+) ,if ur lookin for a fast climbing machine that descends very well ,this is a great choice. Just got mine ,it's wonderful. I will let u knw in August how it held up. I rode 1700 on a rd bike last yr and 400 in the woods,look to do 1,000 in the woods on this. Trek Superfly 29er rules.

Similar Products Used:

2014 trek ex 9, salsa Horsethief 2014, Nukeproof Scalp,Cannondale super six evo , E5 SL Smartweld, Trek mamba,Cannondale scalpel & rush and many many others owned by me.

for the Superfly 5 2014 18,5 frame which I am rating: frame design - geometry, great handling

regarding the frame, none. Components, there is Supefly 5 - 9, you get what you pay for, choose the class which suits you and your budget and upgrade what ever you like, mainly the wheels I would recommend.

I am rating the Superfly 2014-2016 alluminium frame. Superfly 5 – 9 have the same frame and are priced according to components selection. My frame is Superfly 5 2014 size 18,5 virtual. I wanted this frame. Components, I upgraded practically everything. Great frame, fantastic geometry, handling could not be better. I had TREK Paragon 29“ 2011 which is the same design as Superfly 2012 and 2013. This frame is a next generation from these. I will repeat what I wrote for the Paragon 2011 review; It is fast, nimble, at high speeds as well while maintaining great stability. G2 geometry really works. The frame is stiff, well built. This new frame design only confirms these facts and only adds to the overall riding confidence. One big advantage of TREK 29” HT is the frame length. Probably the longest 29” HT frame out there. Size M is as long as size L of most other brands which means you can get a one size smaller frame to fit you perfectly and you get more standing clearance. It only would not fit the long legged (models). If you are of this stature and want a 29” HT, TREK Superfly is maybe the best option. It does not come with 12x142 rear wheel hub through axle set up. You have to get the TREK 12x142 conversion set. I got it, but still have to get the wheels for it. For now I am using WTB Stryker TCS Cross Country Race 29? 2012 wheel set (9x135 QR) which I used on my Paragon for about 3 years. They are a fantastic wheel set, but can not be converted to 12x142 ;( Since it was introduced in autumn 2013 I really wanted it. At the time I was still happy with the previous superfly frame design (riding the Paragon 2011) and did not quite realize what can be improved. Compared with the previous frame, this one has: more size options (added the 18,5 which I have), closed convert dropouts - 12x142 rear axle option, internal cable routing, shorter chain/seat stays – stiffer frame, curved seat tube – better pedaling angle and BB are app. 0,5 cm lower which results in better stability. After riding the Paragon 2011 for app 3 years I switched to this Superfly 2014, riding feel is noticeably better. I can not say that the difference is dramatic, but it is noticeable, I have just a little bit more riding confidence feel. Highly recommended.

Marin Nail Trail 29" 2011, TREK Paragon 29" 2011

Fast, climbes faster than my colleagues at the office, and is much easier to control.

Haven't found any yet

I simply love this bike, almost as much as my wife and Stabak football team. It beats me older bike (Specialized Sumpjumper) in every respect. Everyday use showes it is faster, and it is much easier to controll. For me it also feels more responsive when climbing.

Gary Fischer X-Cal, LaPierre 529, Specialized Stumpjumper.

Fast, responsive, great technical capabilities for an XC bike, wonderful handling at all speeds, strong brakes, great fork, great price, cranks are easily upgraded due to being compatible with many different hollow tech type cranks.

No TLR wheels on 2014 SF 5 (fixed for 2015 models), a little heavy for an XC race bike (it doesn't feel heavy though)

If you can only have one bike this is definitely one to look at. The few gripes I had with the 2014 Superfly 5 (the lowest model available) have been fixed for 2015. The upside of not having those upgrades was that it pushed me to swap to parts that are superior to what you will find on the current stock models. I like going fast but I wanted a bike that could handle the technical sections like a trail bike. The SF definitely fits that bill even on stock components. I swapped in 2010 Bontrager Rythm Elites and paired them with Team Edition 2.3" XR3 tires. The bike is now faster due to the better wheels/hubs but also handles better due to the more aggressive tires and stronger all mountain wheels. I also changed to a single ring and dropped some weight and maintenance that way. Not everyone will want it set up like this but for me it's the best way to go. The bottom line is that the Superfly is light, maneuverable, fast and fun. I've gone back and forth on the same trails with this 29er and smaller 26" wheeled bikes and I can honestly say that even on the tightest of trails this 29er doesn't give up any maneurerability due to it's bigger wheel size and it's much faster on everything else. I know a lot of people go with the carbon frame on this board, and some of them have had durability issues. I just can't justify that extra money, the alluminum frame is already super comfortable for a hardtail, fairly light and I don't have to worry about cracking issues. I've had zero reliability concerns over the last 1200 miles and the only wear item I had to replace was the chain. Even the XR3 tires which have over 700 miles on them at this point look like they will be able to go a lot further.

I'm reviewing a Superfly 5, 2014, 19.5 inch frame: Handles well at all speeds Climbs well. Great on flowing trails Great geometry Handles technical sections well for an XC oriented bike. Cockpit dialed in. Accelerates well if you're in shape

Not tubeless ready. A bit heavy for a bike in this category. Rather have a 2 X 10 drivetrain. Crank set should be upgraded. Needs race tires (Bontrager XR1s are good all around tires, but not so "racy" like the Schwalbe 29er tires.

This bike is fast if you are, and handles flowing trails like a dream.For an XC oriented trail bike it handles technical, mid west style hill riding really well. I've taken some crazy jumps on it just fine, bombed ski slopes, hopped a lot of logs, ridden really fast. I thought to change out handle bar for a straight, but I feel they dialed in the cockpit really well with the slightly bent handlebar it has. It has Deore/ XT, but not the shadow version. It didn't feel as crisp as the Specialized Crave at the price point, but felt more forgiving, definitely better downhill. The Crave felt maybe a bit jumpy in comparison. Pretty paint job, great geometry, and well thought out frame. However, what I have since discovered is that you're not getting an entry level race bike for this price point ($1,300-$1,500) (although it's billed as such), but really just a more XC oriented hardtail trail bike. My naivete. Now I have to upgrade the wheelset to get ready for some races. (I'm new to XC racing.) I put a remote lockout on it too. The 2015 model has a remote lockout standard, but I believe there was price creep on the 2015 model. More people I know ride Specialized, but some seem to love Trek, too. Piece of advice: don't buy to save money-wait til you can spend the money for the bike you want, or you will spend more upgrading over the long run.

2011 Trek Superfly ELITE Relatively light, handles well, rides

Trek Corporation

I purchased a $4,700.00 Trek Superfly Elite (carbon frame), when after a few rides the frame cracked (as did many others). Trek (the company) replaced my ELITE with an entry level DELUXE. After the LBS received the frame, I knew right away this was an inferior cheaper frame. The obvious feature was NO replaceable dérailleur hanger and the fact that it weight a quarter pound more than my original frame. Prior to purchasing my Superfly, my inquiry to the bike shop retailer with regard to warranty was explained as- "Trek will replace with the exact frame, if the exact frame is not available they replace with the next model up" THAT WAS A COMPLETE LIE. Trek was insistent that the replacement frame was identical to my original. When I asked them about the weight difference and replaceable dérailleur hanger, they had no answer and just hung up. Trek's Lifetime (limited) is very limited. Caveat venditor- buyer beware of Trek policy's

Great frame for aluminum category ! Fantastic brakes ! Decent shifting. Rides quick !

The seat. The seat. The seat. Bike supplied with non tubeless compatible tires.

A decent reliable Shimano drivetrain with excellent brakes and an awesome (for aluminum) frame. TREK 2014 Superfly 6. At about $1650 this would make a great casual race bike or a better bike touring load hauler with its nice frame. These should be out there at a discount now that the 2015 models are coming out. A better wheelset, tires, and seat are all this bike needs.

grippy shimano brakes, wide gear range with triple crankset, stiff frame

a bit heavy, front derailleur a tad slow

bought a 2013 Superfly in July 2014. Got great price from City Cycle in Corte Madera. Love the way the 29" tires roll over terrain that was slow going on my Klein Attitude w/26" wheels. Actually bought it to replace a Specialized carbon road bike that was stolen. I put 700c x 38 mm Michelin road tires on the rims and it handles great on pavement. Love flying over the trails with the stock 2.2" MTB tires. Shimano brakes are quiet and confident. Had to get 2013 model to get triple crankset. 2014s are all compacts. I use that 3rd front chainring all the time, on the road and on trails. Very happy with the bike.

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Trek Superfly 100 AL Elite 29er review

Long-legged, big-wheeled trail cruiser

Russell Burton

Arguably the most significant feature of Trek’s Superfly 100 AL Elite is tucked away behind the seat tube. It’s a Gary Fisher signature decal, signifying that this bike is, in genesis at least, the inspiration of one of mountain biking’s founding fathers – and the inventor of the 29er concept.

The AL Elite props up the bottom of the five-strong, 29in-wheeled Superfly 100 range, offering a trail-worthy spec at a price that just creeps over the magic £2k barrier. Great handling, sorted suspension performance, decent components and epic mud clearance make for big-wheeled trail fun. The Trek looks a tiny bit pricey compared to some of the competition, though.

Ride & handling: Fast rolling, great handling trail machine that’ll tackle anything you can throw at it

Big wheels only really look in proportion when they’re connected to a big frame. So our 17.5in test bike, in common with most 29ers around this size, has that slightly disconcerting effect of looking… well, not quite right at first glance. It’s only because we’re all used to smaller wheels, and we only mention it because that ‘not quite right’ feeling disappears the moment you climb aboard the Trek and turn the pedals.

From just-so weight distribution to a wheelbase that’s pretty much the identical twin of 26in-wheeled competitors and a front wheel that goes where you want it to, the Superfly 100 will have uninitiated riders forgetting about the big wheels within the first few minutes. Which is, when you think about it, about the biggest compliment we can pay it. Get on, ride, and enjoy the easy-rolling nature of 29er wheels.

Fox shocks with a high compression damping tune can make a bike feel constipated over small bumps. Not here. The big wheels certainly help, but the Superfly’s suspension remains supple and controlled on everything from technical climbs to flat-out descents. If we were to split hairs, we’d suggest that the front end is a tiny bit slower to respond in fast-changing situations, but that’s the laws of physics for you – more rotating mass, further from the centre of the wheel. There’s nothing anyone – not even Gary Fisher himself – can do about that.

Big wheels with 100mm of travel translate into fast, efficient and comfortable mile-munching. We’ve known that for a while, but what the Superfly 100 does so well is to iron out all the little niggles that have beset earlier attempts at big wheeled full-suspension nirvana. The geometry works, the handling is excellent, the weight is reasonable in an unexceptional kind of a way and there’s even decent mud clearance. Is it the best 29er full-susser available? No. But it’s well worth putting on your shortlist.

Frame & equipment: We wish the frame finish was a bit neater, particularly around the welded areas

Cramming big wheels into a bike offering 100mm of travel at each end isn’t straightforward. There’s less space for most components, a greater need to pay attention to geometry and a number of stiffness-related issues to deal with. Trek’s design team have been sweating the details, resulting in a frame that’s bristling with mostly subtle design solutions.

Fitting the frame tubes into the available space is arguably one of their less successful achievements, the conjoined top and down tubes necessitating large – and, it has to be said, not particularly tidy – welds. Never mind that, though, because all the functional stuff has been taken care of.

Trek’s Active Braking Point (ABP) pivot – which places the chainstay pivot around the hub’s rear axle – is here in versatile ‘Convert’ form, meaning that the standard 135x5mm rear axle can be switched to a stiffer, lighter 142x12mm design at a later date. A Bontrager-designed hub with widened, bigger diameter flanges and larger dropout contact area performs the same job up front.

The Superfly 100’s fork uses a crown with increased offset, which reduces trail (the distance between the front tyre’s contact point on the ground and the point where a straight line through the centre of the head tube also meets the ground) and sharpens steering responses, countering the 29er tendency to be slow-handling in the turns. Carefully shaped stays wrap cleverly around the rear tyre, giving this bike the best mud clearance we’ve yet seen on a big wheeled machine.

In common with many full-suspension designs the Superfly 100 struggles to accommodate a pair of standard bottle cage bosses. There’s one set in the usual place on top of the down tube but the second set has been shunted into a position right in line with the spray off the front wheel, under the down tube. You could put a bottle there, but you probably wouldn’t want to.

A Fox Float RP2 shock matches the fork nicely and clip-on sag indicators make the job of getting the right air pressure front and rear straightforward. Predominantly Shimano SLX-based components work well and should prove reliable and Bontrager finishing kit is all top-notch, although we’d swap the tyres for something with more grip if you ride a lot in wet conditions.

This article was originally published in What Mountain Bike magazine.

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Long Term Test: Trek Superfly 100 Elite

The not-so-minor details.

Trek Superfly 100 Elite

Trek Bikes Australia

AUD5,999.00

Size tested

A light, fun, fast cross country machine Superbly relialbe Clean looks

Not the plushest or stiffest of rides.

On a long ride or during the wee small hours out on track at a 24hr race, it’s not unusual to get a song stuck in your head. Traditionally it’s something dire, like Peter Allen’s ‘Rio’. But on board this bike, the groove is strong; feel the soul, channel the year 1972. It’s Superfly.

We took possession of this sleek number back in late January as a long-term test bike and as platform to carry out a review on SRAM’s XX1 groupset . Almost seven months in, we’d like to think we’ve given our Superfly the kind of life that Trek intended.

There’s a reason we’ve shot our Superfly like this, all caked in mud, with a water bottle, race plate and spare tube/C02 strapped under the saddle. This is how she’s done a fair bit of riding – the Superfly is at home on the racetrack.

In the last few months she’s raced the Capital Punishment marathon, the Willo Enduro, the Mont 24hr, the SRAM Singletrack Mind Taree 7hr and the JetBlack Sydney 12hr. She’s also accompanied us on our travels to Alice Springs and Tathra , plus ridden hundreds of kilometres on our local trails in between. No one can say this bike has hung about!

Out of the box – what’s it all about?

The Superfly 100 is built from Trek’s OCLV Mountain carbon, with alloy chain stays. The frame weight (including hanger and seat post collar) is claimed at 2.1kg for a medium frame, making it one of the lightest dual suspension platforms out there. The geometry figures are cross country through and through: a relatively steep 70 degree head angle, 100mm of travel at both ends, and top tube length built around running a 90mm stem for a medium-sized frame.

The attention to detail and build quality is pretty special – the smoky carbon finish is hot and the graphics matched our fluoro Flow stickers perfectly. Cable routing is fully internal, and large ports make threading the brake and gear lines a simple affair. There’s some neat armour for the down tube to guard against wombat strikes, and the chain slap protection is muchos comprehensive. As an experiment, we didn’t so much as tighten or check the tension of a single suspension pivot bolt during our build, just to see if any dramas would emerge down the line.

Building the beast:

Aside from the frame itself, the suspension, the headset and (seriously good) saddle, there’s barely an original part on our Superfly 100. This isn’t a criticism of the original build kit, not by any means, just a reflection of what items we were testing and our personal preferences. (See at the very bottom for our tweaks and why we made them.)

Stock as rock, the Superfly weighs in at under 11kg, decked out in full Shimano XT, with Bontrager RL wheels and Bontrager components. That’s a mighty fine effort – you could take it out the door and race it the next day very happily.

We, being spoilt and pedantic, made a load of changes. First, off went the Shimano and on went an XX1 groupset. The brakes were swapped out too, for a set of Avid X0 Trail brakes with 160mm rotors. Yes, these are kind of overkill for a cross country bike, but they weigh the same as the Shimano XTs and mesh nicely with the SRAM shifter.

To fit the XX1 monster cassette we needed a rear hub that was compatible, so we replaced the wheels with a set of Bontrager RXLs , which use DT rear hub internals and can accept an X-Drive freehub body. The scary skinny XR-0 tyres went under the bed never to see the light of day, and in their place we fitted up some grippy Bontrager XR-2 rubber in a far more sensible 2.2″ width, running them tubeless with Bontrager’s own sealant. The stem was flipped (as the head tube is actually rather tall), the steerer tube chopped, and badda-bing badda-boom we were ready to roll! With a set of Shimano XT pedals, the complete bike tipped the scales at 10.5 kg.

This is a fast, fast bike. Everywhere – not just in a straight line. We never wanted or expected the Superfly to be a particularly plush or forgiving ride – we wanted it be fast off the mark, responsive to every stab at the pedals. It didn’t disappoint; with the suspension set to around 25% sag out back and with the FOX CTD shock left in the Trail mode, the Superfly takes off like an scared rabbit. It’s no ground hugger, and we enjoyed the way the suspension always seemed to have enough support to really push against when you wanted to pop the bike into the air or dig the side knobs into the dirt round a corner.

The singletrack performance is bloody excellent. Typically we’re adamant about the need to keep the rear end of a bike short, and the Trek is actually on the long side, with stays of 450mm. But somehow it just works. It could be a product of the G2 geometry (Trek’s custom fork offset) or perhaps just a result of the low weight of the whole package, but Superfly flicks from corner to corner like a young Schumacher. It never failed to leave us with a grin, even 22 hours into the Mont 24hr race.

When you’ve only got 100mm of suspension it’s good to know you’re using it as intended. As such, we did a fair bit of experimenting with the fork and shock settings and pressures. Dropping the rear pressure and speeding up the rebound gave the bike a slacker head angle and more supple performance, but the pedalling efficiency wasn’t so good. Plus it just didn’t feel right – this bike needs to feel taught, lively. We played with the fork pressures a lot too. In end the the setup we liked was to run the fork on the firm side. Following the FOX recommended setup (using their own IRD App) yielded a bike that felt too soft in the front end for our liking – we wanted it a bit firmer, especially as the head angle is already quite steep.

The penalty for the frame’s low weight is a little bit of flex through the rear end. Compared to a lot of cross country dual suspension bikes we’ve ridden, it’s barely an issue, but when riding the Trek back to back with other stiffer bikes, it did become apparent. Would it turn us off the bike? No sir.

Durability:

Quite frankly, it’s ridiculous how little maintenance we’ve needed to give our Superfly. If it were a child, DOCS would be knocking on the door, such is the neglect. Aside from washing it and throwing a bit of chain lube at it in between race laps or rides, we’ve literally done nothing to it since the very first ride.

If we go searching for issues, then the rear shock bolt became loose on the maiden voyage, but we applied a dab of thread lock and it hasn’t budged since. And the o-rings holding the down tube protector in place broke the first time we looked at them, so we replaced them with bits of inner tube. There’s also a little bit of creaking beginning to emerge, but it’s nothing a two-minute clean and lube wouldn’t fix. If you’re looking for a reliable machine, this is it – when it comes to effort to reward ratio, it’s the equivalent of winning $100,000 from a scratchie.

We did drop the bike onto a particularly nasty piece of Alice Springs granite of the supremely pointy variety. It gouged the carbon of the seat stay, but we’ve been watching closely to see if it would cause a problem and to date everything is hunky dory. We’ve got no doubt the impact would’ve caused inoperable damage to many other frames, so bravo to Trek’s Mountain Carbon.

Wrapping up:

It’s a fairly glowing review we’ve given the young Superfly, but don’t for a second think it’s unjustified. There are better all-rounders (try the Fuel EX 29er on for size) but we wanted something more single-minded, and the Superfly is just that. After seven months of riding, we’re just as thrilled with the Superfly as the day we pulled its glossy, shiny shape out of the big cardboard box.

Other changes we’ve made over the test period, and why we made them:

• Enve stem, 90mm – Just because…
• Enve post – Just because…. wouldn’t you too?
• Pro Tharsis bar – We wanted something a little wider than the stock 690mm Bontrager bar, and the Pro Tharsis at 710mm is an old favourite. It gave the bike a more roomy, comfy feel on the descents.
• Roval Control Carbon Trail wheels – These have been a test item that we’ve continued to run, mainly because of their wide 21mm internal width (compared to 19mm with the RXLs), which gives more support to larger volume tyres. We really like the RXL wheels, but we’re suckers for a wider rim!
• Schwalbe Racing Ralph 2.25″ Snake Skin tyres – These are actually an older set of tyres we installed after slicing our Bontrager XR-2 rubber during a race. The Bonty rubber is lighter and just as grippy, but we appreciate how tough these Snake Skin versions of the Racing Ralph are.. There’s nothing worse than a sliced tyre in a race!
• Frame Wrap – With the XX1 drivetrain, chain slap is barely an issue, so we removed the original chain slap protection and installed some lightweight Frame Wrap instead.

The Superfly in action:

Alice Springs

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Trek Superfly Elite

• AUS $ NZD $ USD $ CAD $ GBP £ EUR €

Size / 17.5", 19", 21"

At a glance

Where to buy.

Specifications

• Frame Monocoque carbon, G2 29" Geometry
• Wheels Bontrager Race X Lite FCC Scandium Disc 29, 28 hole
• Wheel Size 29"
• Tires Bontrager 29-2, Team Issue, 29x2.1"
• Crank SRAM X0, SRAM X.0, 39/26
• Front Derailleur SRAM X0, SRAM X.0
• Rear Derailleur SRAM X0, SRAM X.0
• Shifters SRAM X0, SRAM X.0, 10 speed
• Brakeset Avid, Avid XO hydraulic disc brakes, 6-bolt; G3 160mm rotors
• Handlebar Bontrager Race X Lite Carbon Big Sweep, 12 degree sweep
• Saddle Bontrager Evoke 3, titanium rails
• Seatpost Bontrager Race X Lite ACC, 27.2mm, 5mm offset
• Stem Bontrager Race X Lite, 31.8mm
• Headset Cane Creek IS-2/Z3, 1.5"

Q: Where to buy a 2011 Trek Superfly Elite?

The 2011 Trek Superfly Elite may be purchased directly from Trek .

Q: What size wheels does the 2011 Trek Superfly Elite have?

The 2011 Trek Superfly Elite has 29" wheels.

Q: What size 2011 Trek Superfly Elite should I get?

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Bike Test: Trek Superfly 100 Elite SL

The Trek Superfly 100 (Superfly FS for 2014) comes in six models: Three with carbon fiber frames from $3890 to a little over $9000, and three with aluminum frames from $2260 to $3890. The Elite SL is second from the top. 

WHO IS IT MADE FOR? While the Superfly 100 Elite SL is the second model from the top, the step to the top is a big one. You would have to spend an extra $3460 to move up to the more expensive components (SRAM XX drivetrain and RockShox SID World Cup fork) and carbon fiber stays of the Pro model. The Elite SL model uses a lower-priced component mix and aluminum stays that make it more affordable while remaining a competitive choice for cross-country racing.

WHAT IS IT MADE FROM? Trek starts with its Optimized Compaction Low Void (OCLV) Mountain carbon fiber for the main frame. The “Mountain” designation means the OCLV carbon is reinforced in areas where mountain biking takes a toll on a frame. For added protection, a layer of vinyl is applied to the downtube in the area most likely to be pinged by trail debris. A removable bash guard comes with the bike if you race in rocky conditions. The frame features G2 geometry, which, combined with a custom-offset fork, is supposed to deliver great low-speed quickness without compromising high-speed stability. The chainstay and seatstays are aluminum. The frame uses an E2, integrated, tapered head tube; BB95 bottom bracket; a Flow Mold carbon swing link; and internal cable routing (even routing for a dropper post, should you plan to upgrade). The rear axle runs inside Trek’s Active Braking Pivot (ABP) to keep the rear suspension active under braking. The front derailleur is pivot-mounted, eliminating a band clamp and excess complexity. The rear brake is post-mounted. Yes, Trek really sweats the small stuff.

HOW DOES IT PERFORM? The setup: Trek understands that the best suspension design is worthless if not set up properly. The Elite SL comes with sag-measuring tools that snap on the shock and fork, taking the guesswork out of setting sag. Trek also delivers the bike with a suspension pump. Trek’s recommended sag settings are ideal.

On the trail: The Elite SL’s riding position feels like slipping on an old baseball glove. It fits like it was formed just for you. With the rider seated in a slightly aggressive yet comfortable position, with his weight slightly biased to the rear, the internal cables and well-designed frame and stays will never contact the rider. The saddle is on the firm side, while the bar width and bend feel custom.

Acceleration: The Shimano XT drivetrain gives the rider plenty of options for flatland or uphill starts, while the bike’s light weight and Bontrager 29-1 Team tires make the Elite scream from the moment you drop the hammer. You have to remind yourself you are on a 29er. It just feels too quick. On our dry trails, we had our best results leaving the shock in Trail mode and staying in the saddle to keep weight on the rear wheel.

Cornering: This G2 geometry stuff is not a gimmick. The Elite hides its large hoops when negotiating tight corners and switchbacks while still giving you tons of traction. It is the best of both worlds. In Trail mode, the rear suspension is free of braking influence, thanks to the ABP, so you can brake later into corners without losing control or traction. You can feel the rear tire starting to come close to the edge of traction and react by lightening up on the brakes before you start to skid. Pay attention and you will be a better rider.

Descending: Flip the shock and fork to Descend mode and the G2 geometry and big wheels deliver as promised. We already mentioned how light-steering the bike is, but that doesn’t come with a trade-off in downhill stability. The Elite SL is comfortable and predictable to ride at speed down pretty nasty stuff. Again, the rear end stays active under braking, adding to the bike’s downhill chops.

BUYING ADVICE While we see plenty of Superfly 100s on our local trails, Trek makes it clear this is a cross-country race bike, and they steer trail riders toward their Fuel EX. By doing this, Trek has been able to optimize the Elite SL for the cross-country racer. The Superfly 100 Elite SL gets that single job done well with speed and grace. It is the type of bike that will make you the best rider you can be. Riders always ask, “What do you do with the test bikes when you are done with them?” Well, we send them back. In the case of the Superfly 100 Elite SL, however, that is going to be one very sad day. 

________________

www.TrekBikes.com

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Trek Superfly Pro review

Flagship 29er race hardtail lightens up for 2012.

You can trust Cyclingnews Our experts spend countless hours testing cycling tech and will always share honest, unbiased advice to help you choose. Find out more about how we test.

This article originally published on BikeRadar

The 2012 Trek Superfly Pro builds on the success of last year's Superfly Elite carbon 29er hardtail, adding an upgraded spec that lops a full pound off the build plus a thru-axle and better tires that improve its overall usability. It's speedier and more fun to ride than before but that extra performance carries with it a hefty price premium.

Ride and handling: excellent G2 geometry, stiff all around

The 2012 Superfly Pro essentially wears the same frame as last year's Elite so, not surprisingly, our list of likes and dislikes carries over, too.

Handling is once again especially sweet given Bontrager's trick G2 fork crown offset and its resultant trail, which mimics that of a 26" bike and generates a particularly light feel up front for a big-wheeler. Close confines at low speed in particular are no problem for the Superfly's nimble personality and we never once felt like we were fighting the front end in any way, even on tight uphill switchbacks.

High-speed handling is reassuringly stable for a dedicated cross-country bike, too, thanks to a smart 69.3-degree head tube angle that retains quick steering without feeling unnervingly twitchy and a low bottom bracket that keeps your center of gravity close to the ground. Coupled with the big wheels, there was generally little drama when mindlessly bombing through rock gardens but that same low bottom bracket will also produce more than a few pedal strikes if you're not mindful.

Given the bike's racing intentions, it's also no surprise that it's dutifully quick under power. Stiff carbon fibers and monstrous tube cross-sections – including Trek's ultra-wide 95mm bottom bracket shell and broadly spaced chain stays – yield a stout backbone and firm foundation for big pedaling efforts. Likewise, very good front triangle torsional rigidity keeps the bars from moving excessively when you're sprinting or climbing out of the saddle.

Add in the bike's impressive 9.66kg (21.30lb, complete, w/o pedals) weight and it's no surprise that the Superfly Pro is a perfect companion for long climbs.

Riding position is similarly race-ready with a puny 103mm-long head tube on our 17.5" tester that produced a suitably low hand position when paired with a slightly negative-rise stem and flat bar.

Though stiff, the Superfly Pro nevertheless still isn't quite as unyieldingly efficient as some other machines we've tested recently. Likewise, ride comfort falls a bit shy of the best examples in the market with a rear end that filters out high-frequency buzz but otherwise doesn't offer much vertical flex to speak of. Trek attempts to ameliorate this with the Superfly Pro's slim 27.2mm-diameter seatpost but even that effort is thwarted by the Bontrager Race X Lite ACC's aluminum core.

Despite this, overall comfort has still improved over last year's Superfly Elite. The new Bontrager 29-1 tires are generously sized at 2.2" across and suitably floaty for all-around trail duty yet still roll extremely quickly thanks to the ramped, low center knobs.

Add in the 15mm thru-axle fork dropouts and the noticeable bump in front-end stiffness relative to last year's open dropouts and the Superfly Pro is not only slightly more comfortable and a bit faster than before but also a more suitable all-around trail machine, too.

Frame: huge cross-sections, wide spacing

In typical fashion, Trek infuses the Superfly Pro with lots of smart engineering but doesn't stray too far from convention in terms of tube shaping.

Key features include a tapered 1 1/8-to-1 1/2" head tube and a 95mm-wide bottom bracket shell – both with molded-in carbon fiber bearing seats – a highly asymmetrical seat tube, carbon dropouts with bolt-in aluminum plates and standard 135mm spacing, especially wide-set chain stays that lend lots of tire clearance, and a bonded-on rubberized plate on the down tube underside to ward off impacts from trail debris – something we made liberal use of on Colorado's notoriously rocky terrain.

Frame weight is impressive though not groundbreaking at 1,340g including the rear derailleur hanger, seatpost collar, water bottle bolts, and chain stay and down tube guards (which aren't easily removable).

Cables are externally routed beneath the top tube for easy maintenance and the front derailleur bolts directly to the seat tube to minimize positioning errors.

Equipment: race ready but still trail friendly

As Trek's flagship cross-country race machine, little expense has been spared dressing up the Superfly Pro frame.

Shift performance from the ultralight SRAM XX group was once again fantastic with uncannily positive and fast front shifts – even under climbing or at low cadence – coupled with impeccably precise and consistent rear shifts. In short, gear changes were simply never something we ever gave a second thought about during testing.

Likewise, the RockShox SID XX 29 fork was well suited for the task with an impressively sturdy chassis, smooth and smartly progressive action through the 100mm stroke, and a well-tuned damper that tackles both trail buzz and bigger hits with equal aplomb. More demanding and complicated sections of trail are still better handled by RockShox's more sophisticated Motion Control BlackBox damper but given the application, we're guessing most users are willing to sacrifice a bit of ride control for the convenient XLoc hydraulic remote lockout lever.

We unfortunately can't heap the same level of praise on the Avid XX brakes. Lever feel, power, modulation, and ergonomics were all excellent but both ends squawked loudly under hard braking – wet or dry, and regardless of pad or rotor condition. Both brakes were at least reliable throughout testing but only after we bled the front straight out of the box.

The vast majority of the included Bontrager kit is excellent, in particular the Race X Lite Carbon Big Sweep flat bar with its comfy 12-degree bend, the comfortable and maneuverable Evoke 4 titanium railed saddle, and the fantastic 29-1 tires with their supple, high-volume casings, fast roll, and surprisingly confident grip in all but marbles and mud.

As we noted last year, though, we'd still prefer to see a different seatpost included as the carbon-wrapped aluminum Race X Lite ACC model is too stiff to take advantage of its small 27.2mm diameter. We traded it out for Bontrager's softer – and lighter – Race XXX Lite all-carbon model and instantly got a big boost in ride comfort.

The included Bontrager Race X Lite FCC wheels are conveniently tubeless-ready (as are the tires, though the requisite rim strips and valve cores annoyingly aren't included with the bike) and they feel both stiff and sturdy enough for genuine trail use, not just race duty. Thankfully, we also never experienced any unnerving pinging and popping from the freehub body that we'd experienced with last year's Bontrager hubs.

However, we still find them to be a little too heavy for a bike of this level, particularly given the premium US$6,829.99/£5,000 asking price.

One place we're happy not to see the Bontrager label at all, however, is on the grips. Last year's foam grips were light but too narrow, prone to rotating on the bar, and uncomfortable. Trek has wisely switched to ESI's silicone foam rubber grips, which are still superlight but far more shock absorbent, grippier in your hands, and far less apt to move. Perhaps the best testament is the fact that even Trek's own Subaru-Trek professional team has used these for years.

Overall, the Trek Superfly Pro is a top-shelf ride and undoubtedly a better bike than the Elite model we tested last year – but then again, it should be considering it's roughly US$2,000 more expensive. It won't be a world beater, however, until it gets nicer wheels, a softer seatpost, and a more refined ride quality.

Price: US$6,829.99/£5,000 Weight: 9.66kg (21.30lb, complete, w/o pedals); 1,340g (frame only, 17.5", w/ rear derailleur hanger, seatpost collar, water bottle bolts, and down tube and chain stay guards) Available sizes: 15.5", 17.5" (tested), 19", 21", 23" Pros: Great power transfer, natural-feeling G2 geometry, thru-axle and tapered front end, smart overall spec list, very light, fantastic tires Cons: Not as stiff or comfortable as some competitors, disappointing wheels, ho-hum seatpost Cyclingnews verdict: 4 stars More information: www.trekbikes.com

Complete bicycle specifications

Frame : Trek Superfly Pro Available sizes : 15.5, 17.5 (tested), 19, 21, 23in Fork : RockShox SID XX 29, custom G2 offset Headset : Cane Creek Forty, 1 1/8-to-1 1/2in tapered Stem : Bontrager Race XXX Lite Handlebars : Bontrager Race X Lite Carbon Big Sweep Tape/grips : ESI Racer's Edge Front brake : Avid XX, 160mm rotor Rear brake : Avid XX, 160mm rotor Brake levers : Avid XX Front derailleur : SRAM X.0 Rear derailleur : SRAM XX Shift levers : SRAM XX trigger Cassette : SRAM XX, 11-36T Chain : SRAM PC-1091 Crankset : Truvativ XX, 36/26T, 156mm width Bottom bracket : Truvativ BB92 press-fit Pedals : n/a Wheelset : Bontrager Race X Lite FCC TLR Disc 29 Front tire : Bontrager 29-1 Team, 29x2.2in Rear tire : Bontrager 29-1 Team, 29x2.2in Saddle : Bontrager Evoke 4 Seat post : Bontrager Race X Lite ACC

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Our Rating of the Best Districts of Moscow for Living In

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Familiarizing oneself with the map of a gigantic megapolis is not a simple task even for one of the locals. Most Muscovites know 4-5 districts well, another 5-6 districts superficially, and 15-20 – by hearsay. The other administrative divisions of the capital remain for them a blank space. For those who move here from other places, Moscow remains a mysterious monster for a long time.

When you begin your search for a new apartment , one of the first things that will spark your curiosity is the question of which Districts of Moscow are in actual fact the best choice to live in. Every potential new property owner wants to live in a welcoming and well-maintained neighborhood close to one of the Metro’s many stations. Our experts have compiled a list of the best Districts of Moscow for comfortable living for the benefit of those of you who are looking for a new property. This rating list is not based on standings, but rather it is a freely composed list of districts deserving of a property buyer’s attention.

• Arbat District (CAO)  – the legendary historical center of Moscow with its no less legendary eponymous street and old Moscow courtyards of country-wide fame. The Arbat District cannot be omitted from any rating of Moscow’s best residential areas. Here, the capital’s history comes alive and the modern bohemian scene thrives, while the number of monuments and famous locations, as well as the sheer quantity of elite restaurants and cozy cafes, is off the scale. There are many songs and films dedicated to the Arbat District. However, in recent years an increase in street crime has been documented in the neighbourhood. The profusion of tourists flocking to this renowned locality attracts all sorts of fraudsters, and both of these demographics do disrupt the local residents’ peace.
• Khamovniki District (CAO)  – the historical center of the capital city, rich in architectural monuments and important works of art. Its further appeal is secured by a high concentration of infrastructural facilities, a tranquil atmosphere and a lack of traffic issues. There are five Metro stations within the Khamovniki District itself and another two in its direct vicinity. This is a luxury that the inhabitants of the capital’s outskirts only dream of. However, this neighborhood is known for some environmental issues (much less dire than in other central locations), and customarily high real estate prices. For the price of a rundown one-room condo in Khamovniki District, one can purchase an apartment in an elite residential complex in the New Moscow area complete with brand new finishing.
• Strogino District (NWAO)  – this district has been rapidly gaining popularity since the beginning of the so-called eco boom, when many Muscovites became disenamored with the smog-filled city center. Strogino District’s main appeal is its wholesome environmental conditions, unusual for the megapolis in general. The absence of large industrial facilities coupled with an abundance of reservoirs, parks and public gardens, favorable wind directions and its own Metro station make this area one of Moscow’s best districts for comfortable living.
• Sokol District (NAO)  – a monument to Soviet era architecture, in a good way. The Sokol District is distinguished by its plentiful green areas, unusual buildings, a high percentage of locals born and bred in the capital city itself, and no major traffic problems. On the other hand, the price tag for real estate here is high, and the neighborhood is lacking in modern infrastructure facilities, i.e. megamarkets and shopping and entertainment malls.
• Krylatskoye District (WAO)  – an island of health and sports pastimes with its excellent environmental conditions. There have never been any industrial enterprises in the area, and compared to the CAO and South-East, the inhabitants of Krylatskoe District barely suffer from smog at all. The territory of this district is fashioned in the modern style, and the neighborhood itself lacks any obvious problems with traffic, infrastructure and crime. This is certainly the best residential district of Moscow for those who like to engage in any kind of sport, from hang gliding to football.
• Ostankinsky District (NEAO)  – a prestigious neighborhood in the North-East of the capital, containing of a number of Moscow’s iconic landmarks, such as the Ostankino Tower, Tsytsin Main Moscow Botanical Garden and VDNKh. It is the home base of the technical intelligentsia, dispersed over a multitude of research and design institutes.
• Ramenki District (WAO)  – one of the best residential districts of Moscow for families with children of all ages. An elite neighborhood with the corresponding price tag for real estate. Welcoming and neat, this district has all of the infrastructure one could want for a comfortable life: four Metro stations and plenty of entertainment facilities, medical and educational institutions. The world-famous Mosfilm film studio and the main building of Moscow State University are both located in the Ramenki District.
• Fili-Davydkovo District (WAO)  – a tasty morsel right in the middle of the Western Administrative Okrug. Competitive prices for real estate, welcoming public areas, an abundance of parks, friendly and highly cultured neighbors and an overall feeling of plenty of space – all this makes the locals not keen on selling their properties here. The buildings standing along the Kutuzovsky Prospekt are the exception to this rule. However, if you value your peace and quiet, you should avoid purchasing a home in one of them.
• Sokolniki District (EAO)  – the questionable reputation of the Eastern Administrative Okrug does not extend to Sokolniki District. The closeness of this district to the heart of the capital attracts property developers and buyers alike, which explains why this locality is so full of new elite high-rises and comfortable secondary housing, which is untypical of the EAO. The gigantic eponymous park containing plenty of cultural entertainment and hosting sports events is more than enough for any outing enjoyed by the whole family. Sokolniki District’s enviable infrastructure – from the point of view of many metropolitan areas – includes all kinds of medical and educational institutions, shops and shopping malls. Notably, the prime location of this district means that a journey to the capital’s center takes just a few minutes.
• Yasenevo District (SWAO)  – this district, considered to be a bedroom community and sprawling over a huge area, has become quite nice and welcoming thanks to its pleasing architectural solutions. It consists of several micro-districts, none of which feel cramped, surrounded by woodland. Health-promoting environmental conditions, three Metro stations, a well-thought-out system of external and internal road connections – all these favorable factors make Yasenevo District one of the best residential neighborhoods in Moscow.

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