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First Ride: 2024 Trek Supercaliber G2

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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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2024 Trek Supercaliber Review | A striking & deadly efficient short travel XC race bike

The not-so-minor details, 2024 trek supercaliber slr 9.8 gx axs.

https://www.trekbikes.com

From $8,999 AUD ($11,999 AUD as tested)

- Beautifully sleek & distinctive frame design - Ruthless pedal efficiency - Hardtail-like handling response - Great small-bump sensitivity & grip - Dropper post standard on all models - Unrivalled mud clearance

- IsoStrut lacked lubrication oil from factory - Insanely tight tyre & rim interface - Expensive for the spec - Cockpit ergonomics aren't great - Messy cables

Wil reviews the 2024 Trek Supercaliber

The Trek Supercaliber debuted in 2019 as a short travel XC bike built around the distinctive IsoStrut suspension design. Bred for racing at the very highest level of the sport, the Supercaliber has earned plenty of success including multiple World Cup, World Championship and Olympic victories. Four years is a long time in the XC world however, and the platform was no doubt due for a makeover.

To bring things up to date Trek recently unveiled the second generation Supercaliber. Although it appears to be a spitting image of its predecessor, a closer look reveals two new carbon frames, key geometry updates, an increase in travel and a redesigned IsoStrut shock made by RockShox.

So how do all those changes play out on the trail? How different is it to the original model? And how does it compare to the best XC bikes on the market? We got our hands on the 2024 Trek Supercaliber to find out!

Watch our video review of the Trek Supercaliber here:

Despite the improved suspension performance, it’s clear that the new Supercaliber has lost none of its ruthless efficiency.

An overview of the 2024 Trek Supercaliber

The 2024 Trek Supercaliber remains as the US brand’s flagship full suspension race bike that’s designed to compete with fellow XC speedsters like the Scott Spark RC , Specialized Epic World Cup , and  Giant Anthem .

It still features the distinctive IsoStrut suspension platform, though rear travel has increased from 60mm to 80mm. Fork travel has also bumped up to 110mm. However, the frame will handle a 100-120mm travel fork for those looking to tune the geometry and handling.

The OCLV carbon frame is all-new, and it’s now produced in two tiers; SL and SLR. They share an identical swingarm, but feature different front triangles. The SLR version incorporates higher modulus fibres, and it also uses conventional internal cable routing with foam insulation tubes to prevent rattling. In comparison, the SL frame features moulded-in guide tubes to make cable routing easier, at the expense of some added weight.

On that note, we’re glad to see Trek bucking the trend for routing the cables through the headset. Keeping things simple, the Knock Block steering limiter is also gone.

The Supercaliber does retain its 92mm wide PF92 bottom bracket shell, though an update to the new-school 55mm chainline has allowed the engineers to build in more tyre clearance. And aside from the top-end model, each Supercaliber now comes standard with 2.4in wide tyres. There’s also a new floating rear brake mount that’s designed specifically for 160mm rotors.

There’s a new IsoStrut

While the IsoStrut suspension design carries over to the new Trek Supercaliber, the shock itself is all-new. It’s now manufactured in partnership with RockShox, and it’s based on the latest SIDLuxe shock .

The available adjustments remain the same with an external rebound dial, air valve and a two-position remote lockout. However, the stroke has increased from 32.5mm to 40mm to help deliver the extra rear travel. Trek says the leverage rate is higher and flatter, with the goal of improving small-bump sensitivity and grip. Furthermore, the shock damper incorporates a bigger piston to improve oil flow and reduce choking on high-speed impacts.

The IsoStrut stanchion has also grown in diameter to 38mm, which is said to improve rear wheel tracking and elevate the frame’s overall torsional stiffness. It now gets anodised sag gradients to make setup easier, and the head of the shock only needs a 4mm hex key to open it up for servicing, compared to the Race Face BB tool that was required for the old bike.

Even with the extra travel there’s still a keen focus on efficiency. Trek has moved the main pivot 10mm upwards to increase anti-squat and better resist suspension bob under pedalling inputs. It also means you can fit a larger chainring (up to a 38T) without sacrificing the Supercaliber’s snappy pedalling performance.

Trek Supercaliber frame weight

As mentioned earlier, the 2024 Trek Supercaliber frame is offered in both SL and SLR variants. The SLR frame is claimed to weigh 1,950g including the shock, while the SL frame comes in at 2,100g.

Now although Trek says the new SLR frame is lighter than its predecessor, that isn’t entirely true. It’s worth noting that when the Supercaliber first launched in 2019 it actually boasted a claimed frame weight of 1,933g. Curiously that figure has grown over the years and is now listed as 2,150g.

We asked Trek about this increase, and the response was that it was due to a rolling change in 2021 that saw a heavier swingarm developed for UDH compatibility. It’s unclear how a UDH dropout could result in a 217g weight increase, so perhaps there were other reasons behind the swingarm getting heavier.

Comparisons to the old bike aside, here’s how the new Supercaliber SLR frame compares to the claimed weights of some of its competitors;

• Specialized S-Works Epic EVO  – 1,659g
• Specialized S-Works Epic World Cup – 1,712g
• Giant Anthem Advanced Pro  – 1,735g
• Orbea Oiz OMX  – 1,798g
• Scott Spark HMX SL  – 1,870g
• Canyon Lux World Cup CFR  – 1,894g
• Cannondale Scalpel Hi-Mod  – 1,910g
• Santa Cruz Blur 4  – 1,933g
• Trek Supercaliber SLR – 1,950g
• Merida Ninety-Six RC  – 2,064g
• Trek Supercaliber SL – 2,100g

Geometry updates

There have also been some noteworthy updates to the geometry on the 2024 Trek Supercaliber.

The 67.5° head angle is quite a bit slacker than the old bike, and the reach has grown by 10-15mm across the five frame sizes. Along with a 5mm increase in chainstay length, the overall wheelbase is considerably longer.

Trek has also steepened the seat angle by half a degree and lifted the BB height by 7mm. The aim was to improve the Supercaliber’s technical climbing performance, while also factoring in the change in dynamic ride height due to the increased suspension travel.

Trek Supercaliber price & specs

There will be six Trek Supercaliber models available in Australia, with prices starting from $8,999 AUD for the Supercaliber SL 9.7 AXS.

Most of the higher-end models will only be available through the Project One custom bike builder, which allows you to choose from a range of paint jobs and specification options. You can see the detailed specs and prices of the full range at the bottom of this review.

Our test bike sits in the middle of the lineup, and we expect it’ll be one of the most popular options; it’s the Trek Supercaliber SLR 9.8 GX AXS, and the current price on this is $11,999 AUD.

• Frame | SLR OCLV Mountain Carbon, IsoStrut Suspension Design, 80mm Travel
• Fork | RockShox SID, Rush RL Damper w/Lockout, 44mm Offset, 110mm Travel
• Shock | RockShox SIDLuxe IsoStrut w/Lockout, 240x40mm
• Wheels | Bontrager Kovee Elite, Carbon Rims, 29mm Inner Width
• Tyres |  Bontrager Sainte-Anne RSL XR, 2.4in Front & Rear
• Drivetrain | SRAM GX Eagle AXS Transmission 1×12 w/34T Crankset & 10-52T Cassette
• Brakes | SRAM Level Bronze 4-Piston w/180mm Front & 160mm Rear Rotors
• Cockpit | Bontrager RSL Integrated Bar & Stem, OCLV Carbon, 750mm Width
• Seatpost | Bontrager Line Dropper, 31.6mm Diameter, Travel: 100mm (S), 125mm (M-ML), 150mm (L-XL)
• Saddle | Bonrager Verse Elite, Austentite Rails
• Confirmed Weight | 11.62kg
• RRP | $11,999 AUD

The increased travel and flatter leverage rate offers noticeably improved sensitivity over its predecessor, and indeed the back end is smoother than you’d expect for an XC bike with just 80mm of travel.

Trek Supercaliber sizing & fit

At 175cm tall I have the option of riding either the M or ML size in the Trek Supercaliber. The stack is identical between the two, with the key difference being the reach (435mm vs 450mm). Most of the XC bikes I’ve been testing lately have been in the 440-450mm zone, so I elected for the ML size.

The riding position is stretched-out, aggressive and racy. Your weight is pushed low and forward thanks to the short head tube and negative rise 70mm stem. You feel very much in-the-bike, with the Supercaliber hovering close to the ground.

While the fit is good, I can’t say I’m totally gelling with the cockpit ergonomics. There’s a limited range of adjustment for the lever reach on the SRAM Level Bronze brakes, and even with the dial wound all the way in they’re still not quite as close to the grips as I’d like.

Our test bike comes standard with the cheap version of Bontrager’s dropper remote that features a standalone bar clamp. It really only fits in between the TwistLoc remote and the brake lever clamp, and that means the paddle sits quite far outboard. Not only does it push into the knuckle of my thumb, it also makes it difficult to grab a hold of the TwistLoc remote to actuate.

High-end Supercaliber models get a dropper remote that mounts directly to the brake lever, which would help to alleviate this clearance issue.

As we’ve experienced with the 2024 RockShox SID , the new TwistLoc Ultimate remote works well. However, for some reason our test bike came with the straight cable guide that spits the cables out perpendicular to the handlebar, which makes for an unsightly mess of cables. The angled cable guide would certainly make more sense here.

Suspension setup

Setting up the suspension on the new Trek Supercaliber has been made significantly easier thanks to the anodised sag gradients on the IsoStrut stanchion. Trek says you run the shock with 20-30% sag depending on the feel you’re after. I ended up at 25% sag, with 116psi to support my 67kg riding weight. I’ve set rebound damping on the quicker side at just three clicks off the fastest setting (7/10 clicks).

It’s also possible to tune the shock’s progression with volume spacers, and two are included in the box with the bike. It’s not a straightforward process however, as you’ll need to remove the IsoStrut assembly from the frame in order to open up the shock and access the air spring.

Up front is the new 2024 RockShox SID . It’s the base model with the Rush RL damper, though it features the same chassis and DebonAir+ spring as the top-end Ultimate model that I’ve been testing recently. As with the Ultimate model, I’ve found the suggested pressures via the RockShox Trailhead app to be too low. Instead of the recommended 69psi I’m running 82psi, and I have the rebound damping set nine clicks out from the slowest setting (9/22 clicks).

Trek Supercaliber weight

With the tyres set up tubeless our Trek Supercaliber SLR 9.8 GX AXS test bike came in at a confirmed weight of 11.62kg. That’s higher than the claimed weight of 11.28kg, and it’s also on the heavier side for a premium XC race bike with a $12K price tag.

As with all Supercaliber models, it does come fitted with a dropper post, which is fantastic to see. The Bontrager Line dropper is relatively heavy at 554g (confirmed), so you could drop 200g alone by upgrading to a Fox Transfer SL .

It’s worth noting that the Bontrager Kovee Pro wheelset is the older version with heavier rims and a deeper profile. These came in at a confirmed weight of 1,757g including the pre-fitted TLR rim strips and valves. That’s reasonable, though nowhere near the jaw-dropping 1,217g weight of the Kovee RSL wheelset we recently reviewed .

I suspect this obscenely tight fit is due to the combination the thick plastic TLR rim strips and the tyres themselves, but whatever the case, it’s not good.

Super-tight tyres

We’re glad to see Trek including a bottle of sealant with the bike, which makes it easy to set the tyres up tubeless.

Speaking of, these are the new Bontrager Sainte-Anne tyres that’ll be replacing the outgoing XR2. With a tread pattern that’s reminiscent of a Schwalbe Racing Ralph, they feature a finely-woven 220tpi casing, sidewall protection, dual compound rubber and a generous 2.4in width.

During the initial build I discovered that the tyres on our test bike appeared to be welded onto the rims, and found it impossible to physically pop the bead with my bare hands. With the help of a friend, a vice and some choice vocabulary, we eventually managed to peel the tyres off the rims. I suspect this obscenely tight fit is due to the combination the thick plastic TLR rim strips and the tyres themselves, but whatever the case, it’s not good.

Once I removed the tyres I was able to weigh them (798g confirmed) before fitting a tubeless insert into the rear wheel. I aired them up to 22psi up front and 24psi out back and rolled towards the trailhead, desperately praying I wouldn’t suffer any punctures.

Servicing the IsoStrut

Having spent a load of time on the previous generation Trek Supercaliber , I was very excited to see how the new bike would compare. However, I have to admit that I wasn’t totally loving it during the first few rides. The claims of improved sensitivity weren’t exactly playing out on the trail, with the back end feeling somewhat harsh.

This wasn’t a total surprise as the IsoStrut assembly does require some trail time to bed in, though out of curiosity I decided to pull it apart to get a closer look at the innards and see how different it was to the old bike.

Straight away the back end of the Supercaliber felt better, and it gradually became smoother and more sensitive over the course of the next few rides.

It’s worth noting here that the 38mm stanchion is essentially one half of a RockShox Zeb. In fact, the IsoStrut uses exactly the same bushings and wiper seals as the big-hitting single crown fork. That’s pretty cool, and it should make it easier to source replacements when needed.

For those wondering, the IsoStrut weighs in at 369g on the workshop scales, which is about 100g heavier than a conventional SIDLuxe shock. Bear in mind that it’s also a structural member of the frame, so it’s not exactly an apples-to-apples comparison.

With the IsoStrut cracked open I discovered that while it wasn’t totally bone-dry inside, there wasn’t a lot of lubrication fluid present. I gave it all a clean and pumped in 15cc of the requisite Maxima Plush suspension fluid and bolted everything back together.

Straight away the back end of the Supercaliber felt better, and it gradually became smoother and more sensitive over the course of the next few rides. Now with over 250km of testing logged, I’m confident to give a detailed appraisal of the bike.

What do we dig about the 2024 Trek Supercaliber?

With the IsoStrut dialled in, the Trek Supercaliber has been getting better the more I’ve ridden it.

The increased travel and flatter leverage rate offers noticeably improved sensitivity over its predecessor, and indeed the back end is smoother than you’d expect for an XC bike with just 80mm of travel. Seated comfort is excellent, and the rear suspension generates usable grip whether you’re in or out of the saddle.

Of course it’s not as plush as the longer travel Spark or Oiz . In direct comparison, the IsoStrut platform delivers a feel that’s closer to those two bikes when their suspension remotes are set to the middle setting (Traction Control or Medium).

However, for most XC racer types the Supercaliber will be sufficiently comfortable, and it’s obviously way more compliant than a hardtail. The high volume tyres also allow for lower pressures and more cushioning across sharp edges, and the 110mm travel SID keeps the front end tracking smoothly. The bigger chassis is a great match for the sturdy Supercaliber, offering a considerably more planted ride quality over the skinnier 32mm forks that came standard on the old bike.

Being able to drop the saddle down for the descents also makes a huge difference to descending confidence. Combined with the slacker head angle and longer wheelbase, the new Supercaliber is a far more stable bike at speed.

Stompable efficiency

Despite the improved suspension performance, it’s clear that the Supercaliber has lost none of its ruthless efficiency. Indeed the lockout is somewhat superfluous on this bike, which is good because I couldn’t really activate the TwistLoc remote anyway due to the poor placement of the dropper lever.

Really the only reason you’d reach for it in the first place would be to stabilise the fork during out-of-the-saddle sprinting. Otherwise you can comfortably leave the suspension open all the time with no concern for losing precious watts to pedal bob.

As for the source of the Supercaliber’s impressive efficiency, that comes down to a combination of the frame’s kinematics and the shock’s damper tune. We’re told that the compression damping in the Open setting is actually the same as the middle setting on a regular SIDLuxe 3-position shock, which makes sense as it’s very steady under pedalling inputs. Combined with the linear leverage rate and increased anti-squat, there’s zero hint of wallow through the rear end.

This makes the Supercaliber incredibly responsive under power, and it really encourages you to attack the trail at any opportunity. There’s minimal flex between the handlebar and the rear axle, which helps to translate explosive efforts when you’re yanking on the grips and stomping on the pedals. It lights up technical climbs, with the slightly taller BB height offering decent ground clearance over technical features.

Razor-sharp rigidity

Indeed it’s the overall chassis stiffness that represents one of the main drivers behind the IsoStrut platform. With the big 38mm stanchion braced by two widely-spaced bushings, Trek’s engineers have been able to minimise rear-end flex compared to a frame with a traditional swing link. This gives the Supercaliber a near-hardtail level of rigidity, with a sharp and agile feel when darting through the corners.

Trek has bolstered this with the stiff carbon wheels and RSL one-piece cockpit, so while the slacker head angle has calmed down the steering somewhat, the handling is still positively telepathic compared to most other XC bikes. Steering inputs are transmitted with minimal lag, and I found myself subconsciously taking the inside lines whenever possible.

There’s a real sense of what the terrain is doing beneath you thanks to the direct line of communication between your contact points and the tyre contact patches. This lack of vagueness is particularly beneficial across softer trail surfaces and through dusty berms, where you can modulate your weight distribution to maximise grip.

What has it struggled with?

While it is smoother and more stable than predecessor, the Trek Supercaliber doesn’t offer the same level of big-hit confidence on the descents as the Spark and Oiz. It’s surprisingly well controlled thanks to its sturdy chassis and nicely balanced geometry, but you can still run out of travel when pushing hard on rocky terrain.

There isn’t a tonne of support from the rear suspension, and that means it’s possible to bottom it out on bigger and harder landings. The sensation was initially quite harsh and metallic-y, though hitting full travel did become notably quieter and more damped after servicing the IsoStrut with fresh oil. It still makes a bit of noise when fully bottoming out, which seems to be amplified by the hollow stanchion.

With this in mind, I’d suggest heavier riders and anyone who’s wishing to run more than 25% sag will need to add a volume spacer to increase ramp-up. In my case, I found the stock setup worked fine as long as I exercised a little nuance and chose smoother lines as I would on a hardtail.

Even still, the Supercaliber exhibits noticeable feedback through the drivetrain across high-frequency chatter. This is the downside of the higher main pivot, which results in increased pedal kickback that is particularly noticeable on rocky tech climbs.

You could mellow out this sensation by fitting a larger chainring. This would reduce the amount of chain growth that occurs as the shock goes through its travel, potentially leading to a smoother ride quality.

Component highs & lows

It has to be said that for the $11,999 AUD asking price, our Trek Supercaliber SLR 9.8 GX AXS test bike doesn’t represent amazing value for money. It costs the same as the Cervelo ZFS-5 I’m currently testing, yet that bike comes with a SRAM X0 Transmission and a Reverb AXS dropper post. And the Orbea Oiz M10 I reviewed recently is $2,500 AUD cheaper despite having Factory Series Fox suspension and a nicer wheelset.

This would suggest that it’s the gorgeous SLR carbon frame and efficient IsoStrut suspension that you’re mostly paying for here. It’s also worth highlighting the trick Bontrager RSL one-piece cockpit, which sells for $640 AUD on its own and weighs just 239g.

While not overly blingy, the rest of the component package on our test bike has worked pretty well. The SRAM GX Transmission isn’t as light as its pricier X0 and XX siblings, but the gear range and shifting accuracy is superb. And although the Level brakes weren’t totally quiet, they otherwise offer excellent power and feel.

The Kovee Pro wheels have been solid, though as a lighter rider I didn’t find the stiff carbon rims to offer much compliance on rocky trails. I confirmed this by testing out the Supercaliber with the Kovee RSL wheelset , which made a noticeable difference to the overall ride quality. The stock wheels are very direct though, and the buzzy 108pt engagement offers rapid pickup at the pedals. The freehub is already starting to show some signs of contamination, so you’ll want to keep on top of maintenance to avoid premature bearing wear.

As for the overly tight-fitting tyres, I was mighty thankful not to have encountered any punctures throughout testing. If this were my bike, I’d be replacing the plastic TLR rim strips and fitting standard tubeless tape.

While not a big issue in terms of performance, the rear tyre has had a hefty wobble in the casing from new, which is a bit disappointing from a quality control perspective. I was otherwise happy to see the Sainte-Anne tyres measuring up exactly as claimed at 2.4in wide, and I found them to roll really well while offering predictable grip on dry and dusty hardpacked trails. The rubber compound lacks some grip on wet rocks and roots, which caused me a couple of pant-shitting moments when the wheels were spat out sideways.

Frame details

One positive I noticed during a particularly muddy test ride was the insane amount of clearance through the rear of the frame. Unlike most full suspension designs, the chainstay bridge on the Trek Supercaliber sits in front of the seat tube. This significantly reduces mud build-up, which is something you’ll be thankful for when the weather conditions turn south on race day.

As mentioned earlier, I’ve not been stoked on the cockpit ergonomics or cable management. Our test bike has exhibited some cable noise from inside the frame, and the bird’s nest in front of the handlebars spoils the otherwise clean lines of the IsoStrut platform.

It is nice to see the Supercaliber equipped with a conventional headset, though I do miss the Knock Block steering limiter. On our M/L size test bike, the dropper post lever and right-hand controller are able to contact the top tube when the bar spins around, which could cause some unfortunate damage in the event of a crash.

In terms of general maintenance, RockShox recommends servicing the IsoStrut air can every 100 hours of ride time, which is actually double the interval for a regular SIDLuxe shock. Given our experience however, I’d suggest checking the lubrication levels if you’re experiencing any harshness from new. Our test bike came out of Trek Australia’s production stock, so there’s a chance there could be consumer bikes out there in a similar condition.

Servicing is a relatively easy process to undertake, and I like how the IsoStrut combines existing components from the Zeb fork and SIDLuxe shock. I was also glad to see all of the bolts and mounting points lining up neatly, and there was no bending or preloading required to get the swingarm back into place. Of note is the new main pivot, which now uses a collet axle with a conical wedge to keep everything snug and secure.

Trek Supercaliber vs Specialized Epic World Cup

When it comes to comparisons to the Trek Supercaliber, none are more apt than the Specialized Epic World Cup .

Launched earlier this year, the Epic World Cup features a similar profile with its rear shock partially hidden within the frame’s top tube. Equipped with 75mm of rear travel, the Epic World Cup also utilises a custom shock that’s manufactured by RockShox. It’s called the SIDLuxe WCID and it uses a unique, tuneable air-spring to deliver an automated pedalling platform. Combined with the fork’s Brain damper, the Epic World Cup is defined by its lack of remote lockouts and excess cables. The result is a remarkably clean cockpit that is quite the juxtaposition to the Supercaliber.

As for pricing, the Specialized Epic World Cup Pro we tested sells for $13,900 AUD. It gets a considerably better spec with a RockShox SID SL Ultimate fork, a SRAM X0 Transmission, a powermeter, Level Silver brakes, and a Roval Control Carbon wheelset. Unfortunately it doesn’t come standard with a dropper post, but overall it feels like a more refined package out of the box.

It also comes in quite a bit lighter at 10.32kg. Even if you did add a Reverb AXS dropper, it’d still be close to a kilo lighter overall.

While we’re talking weight, the Epic World Cup’s FACT 12m carbon frame is claimed to be over 200g lighter than the Supercaliber SLR (1,712g vs 1,950g). There are some other differences, with the Epic World Cup featuring a threaded BB shell and internal routing through the headset.

Out on the trail, both bikes offer incredible pedalling performance. They share a similar ethos with no need to adjust levers or toggle remotes, encouraging you to hammer away on the pedals and focus on the trail ahead. It’s quite a different experience to the Scott Spark for example, which is very much reliant on its TwinLoc remote.

Thanks to the WCID shock and its tuneable negative air spring, there’s considerable scope for dialling in the rear suspension on the Epic World Cup. In the ‘Active’ setting the rear suspension isn’t as efficient but it is smoother than the Supercaliber. There’s greater support with a stronger ramp-up towards the end of the travel, while the lower anti-squat results in a more neutral feel through the pedals over chunky terrain.

Furthermore, the Epic World Cup features a slacker head angle (66.5° vs 67.5°) and more BB drop (57mm vs 46mm), which results in improved stability and confidence on the descents. The Brain-equipped SID SL fork isn’t overly supple, and you need to be riding fast and assertively to get the most out of the inertia valve. The upside is that it doesn’t bob much at all when you’re sprinting, and it provides awesome stability on high-speed flow trails, staying high in its travel through berms and rollers.

For smoother race courses, setting up the WCID shock in the ‘Firm’ setting delivers an almost locked-out hardtail feel. In this setting the Epic World Cup is a touch more efficient than the Supercaliber, but it does lack some small-bump compliance.

Given the adjustability that’s on offer, the Epic World Cup requires a decent amount of trail time to experiment with the available settings in order to find your preferred setup. Of course there is no way to adjust the settings on-the-fly, and the lack of a remote lockout may be a turnoff for some racers. For others, the automated platform and clutter-free cockpit will be more than worth it.

In comparison, the Supercaliber is a simpler and more focused beast. Once you’ve dialled in your shock sag and rebound, there’s not much more to worry about. Pedalling performance is always ultra-snappy, and you’ve got access to a proper full lockout when needed. While the back end isn’t as supportive on bigger hits or as compliant on rockier terrain as the Epic World Cup, it does deliver excellent climbing grip and seated comfort. Along with the taut carbon frame, higher BB and steeper head angle, it’s more responsive through the turns and it’s arguably the better climber out of the two.

Flow’s Verdict

With its new frame, updated geometry and redesigned IsoStrut, the 2024 Trek Supercaliber is a welcome evolution of the original.

Some folks may be disappointed that it doesn’t look all that different, and for sure it isn’t a radical departure from its predecessor. It’s still sharp, efficient and highly responsive on tight singletrack, making it well suited to racing dirt crits and short track XC.

The suspension is notably improved however, offering better grip and small-bump sensitivity. Along with the bigger fork, dropper post and 2.4in tyres, the new Supercaliber exudes more confidence on the descents and greater stability at speed.

It isn’t exactly a flawless package though, and we’ve not been blown away by its weight or value for money. It’s also not as plush or as supportive as some of its longer travel contemporaries, and that makes it less versatile outside of the race tape, especially on rockier terrain.

If you’re serious about XC racing and you value efficiency above all else however, you’re unlikely to find a more focussed bike than the Supercaliber. It does a marvellous job of straddling the performance gap between a hardtail and a traditional full suspension bike, offering razor-sharp handling and crisp pedalling performance with just enough travel to get you out of trouble when needed.

2024 Trek Supercaliber SLR 9.9 XX AXS

• Fork | RockShox SID SL Ultimate, Charger Race Day Damper w/Lockout, 44mm Offset, 110mm Travel
• Wheels | Bontrager Kovee RSL, Carbon Rims, 29mm Inner Width
• Tyres |  Bontrager Sainte-Anne RSL XR, 2.2in Front & Rear
• Drivetrain | SRAM XX SL Eagle AXS Transmission 1×12 w/34T Crankset & 10-52T Cassette
• Brakes | SRAM Level Ultimate 4-Piston w/160mm Rotors
• Seatpost | Fox Transfer SL, Factory Series, 31.6mm Diameter, 100mm Travel
• Saddle | Bontrager Aeolus RSL, Carbon Rails
• Claimed Weight | 9.45kg
• RRP | $18,999 AUD

2024 Trek Supercaliber SLR 9.9 XTR

• Fork | Fox 34 Step-Cast, Factory Series, FIT4 Damper w/Lockout, 44mm Offset, 110mm Travel
• Wheels | Bontrager Kovee Pro 30, Carbon Rims, 29mm Inner Width
• Drivetrain | Shimano XTR 1×12 w/34T e*13 TRS Race Carbon Crankset & 10-51T Cassette
• Brakes | Shimano XTR 2-Piston w/160mm Rotors
• Seatpost | Fox Transfer SL, Factory Series, 31.6mm Diameter, Travel: 100mm (S-M), 125mm (ML-L), 150mm (XL)
• Claimed Weight | 9.75kg
• RRP | $17,299 AUD

2024 Trek Supercaliber SLR 9.9 X0 AXS

• Fork | RockShox SID Ultimate, Charger Race Day Damper w/Lockout, 44mm Offset, 110mm Travel
• Wheels | Bontrager Kovee Pro, Carbon Rims, 29mm Inner Width
• Drivetrain | SRAM X0 Eagle AXS Transmission 1×12 w/34T Crankset & 10-52T Cassette
• Brakes | SRAM Level Silver 4-Piston w/180mm Front & 160mm Rear Rotors
• Seatpost | RockShox Reverb AXS, 31.6mm Diameter, Travel: 100mm (S), 150mm (M-XL)
• Saddle | Bonrager Aeolus Elite, Austentite Rails
• Claimed Weight | 11kg
• RRP | $16,499 AUD

• Claimed Weight | 11.28kg

2024 Trek Supercaliber SLR 9.8 XT

• Fork | Fox 34 Step-Cast, Performance Series, GRIP Damper w/Lockout, 44mm Offset, 110mm Travel
• Wheels | Bontrager Kovee Elite 30, Carbon Rims, 29mm Inner Width
• Drivetrain | Shimano XT 1×12 w/34T e*13 TRS Race Carbon Crankset & 10-51T Cassette
• Brakes | Shimano XT 2-Piston w/180mm Front & 160mm Rear Rotors
• Claimed Weight | 10.95kg
• RRP | $11,599 AUD

2024 Trek Supercaliber SL 9.7 AXS

• Frame | SL OCLV Mountain Carbon, IsoStrut Suspension Design, 80mm Travel
• Fork | RockShox Reba RL, Motion Control Damper w/Lockout, 42mm Offset, 110mm Travel
• Wheels | Bontrager Kovee Comp 25, Alloy Rims, 25mm Inner Width
• Handlebar | Bontrager Line Pro, OCLV Carbon, 750mm Width
• Stem | Bontrager Elite, 35mm Diameter Clamp
• Saddle | Bontrager Verse Elite, Austentite Rails
• Claimed Weight | 11.8kg
• RRP | $8,999 AUD
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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.

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.

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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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• Crosscountry
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2022 Trek Supercaliber 9.7

A 29″ carbon frame full suspension crosscountry bike with upper mid-range components. Compare the full range

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• 5'7", size MD, Just right

Dec 2023 · Robin Weaver

With razor-sharp handling and ridiculous urgency under power, the new Supercaliber is an incredibly capable cross-country machine in the right hands

Taut and direct feel under power

Mutes bump impacts effectively

Capable geometry that enables you to descend at speed

Lots of cables to deal with

One-piece bar and stem won’t suit everyone

2.2in tyres too narrow

Read Review

Oct 2023 · Guy Kesteven

Trek’s new Supercaliber is very much an evolution of the original ‘revolutionary’ design. As a result, it feels like a very sorted, balanced and predictable XC bike, its eagerness for speed clear from the first pedal stroke, and that makes it one of the best XC bikes we’ve tested. And it’s by design. Because apart from a significantly slacker head angle (67.5º down from 69º) the Gen 2 Supercaliber doesn’t look dramatically different to Gen 1.  Frame and geometry Trek even made a conscious decision not to alter the rest of the geometry much (reach and seat angle are slightly increased) so as not to disturb the riding position for their finely tuned pro athletes. Scrape away the multiple paintwork options though (three alone on the flagship SLR 9.9 XX AXS model) and there’s a completely new set of tube profiles. The SLR frame uses a more exotic carbon fibre construct than before and the internal ‘trunking’ for the frame routed brake hose and dropper cable have been removed. Also seeing as Trek’s pro racers generally removed the Knock-Block steering limiter puck from the top tube, that’s no longer fitted either.  Taken together, these updates give an average weight saving of 200g (depending on size) compared to the Gen 1 bikes. Which puts the frame right on the 2kg mark that most serious racers would consider the competitive ceiling. Racers will also be pleased to hear you can fit a 38 tooth chainring and the bike comes with two carbon bottle cages fitted as standard. Trek is still sticking with its extra wide PF92 bottom bracket as it says the stiffness to weight gains from the bigger tube junctions are too good to ignore. The bottom bracket height also raises 10mm to reflect the increased travel and the main pivot position also comes up 10mm in relation to the BB to increase the anti-squat, so the bike pedals better too. Suspension The heart of the Supercaliber’s 80mm rear suspension is Trek’s unique IsoStrut design. This is essentially a small RockShox SIDLuxe based shock hidden inside a 38mm diameter alloy tube (IsoStrut) that bolts into the top tube at both ends. Then the carbon seat stay head forms a larger tube that slides along the IsoStrut on a bushing borrowed from the RockShox ZEB fork; it has 38mm diameter legs.  The slider then connects to the inner shock through a slot to stop it rotating, so the whole unit acts as a structural frame member. Hence the increased stiffness. Despite claims of it being lighter, the IsoStrut element alone without the seat stay head, bushings etc. is over 100g heavier than a standard SIDLuxe shock. Talking to the Trek design team during testing they assured us that achieving similar stiffness from a conventional linkage system like that seen on the 120mm travel Top Fuel, would incur a significant weight penalty.  Thankfully things are a lot simpler up front where the latest RockShox SID SL Ultralight 110mm travel fork is hardwired to …Continue reading »

Conventional, predictable, race-ready package. Dropper post as standard.

Press Fit BB servicing sucks. No power meter as standard.

Aug 2023 · Guy Kesteven

Trek’s dedicated, XC racer has had a complete overhaul so just how Super is the Supercaliber now?

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

The revised Supercaliber has more suspension travel, a lower weight, and a dropper seatpost comes standard. Plus it’s an absolute rocket up hills.

Lightweight and an absolute rocket up hills

IsoStrut rear suspension by RockShox provides 80mm of rear wheel travel

New RockShox SID Ultimate fork offers 110mm of travel, but riders can swap to 100 or 120mm

No cables through the headset

Press-fit bottom bracket

Not as light as some bikes with more travel

Trek's top race bike gets a bit more travel with geo to stretch those legs, and drops up to 250g off the frame!

Aug 2023 · Ron Koch

Trek has introduced a second generation of the Supercaliber with a completely new frame with more travel and evolved features to take on the highest levels of racing.

Aug 2023 · Troy Templin

Cross-country race courses at the highest levels are getting more and more demanding, and while Trek will tell us about all the pro athletes that wanted and even needed more travel, in reality, the real winners are the consumers..

Feb 2022 · By

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.

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

Last updated August 15 Not listed for 682 days

Review: Trek Supercaliber 9.8

Review by Ashley Oldfield. Photographs by Craig Kolesky. Location: Contermanskloof.

The Trek Supercaliber was shrouded in secrecy during the 2019 XCO season. Now, the tape (literally) has been cut and the out-and-out race bike is clear for all to see. Is it a bike for hardtail die-hards or does it have dual purpose use? We aimed it at the Western Cape’s trails to find out.

Switch back to 2019 and the UCI World Cup races specifically and you may remember the likes of Jolanda Neff, Emily Batty and Anton Cooper riding their Trek bikes with, let’s call it black tape, covering the rear shock. These were prototypes for what we now know is this bike, the Trek Supercaliber, which despite sounding like the start of a Mary Poppins song, is the brand’s top-tier race bike. We have the 9.8 derivative here, which is second from the top in the range and as of June 2020 retails for R99 999.

What you get

As a full-fat (or maybe that should be skinny) race bike, you get a carbon frame with a Fox Performance 32 Step-Cast fork with 100 mm of travel. You can go up to 120 mm on the fork travel according to Trek, and 120 mm seems to be more and more common on SA bikes but whether you’d want that on your race-day bike is debatable. Both front and rear axles are boosted to 110 mm and 148 mm respectively and the rear end suspension features Trek’s IsoStrut shock. It offers just 60 mm of travel and is integrated into the frame, apparently offering less lateral flex and twist than a normal rear shock. If it looks complicated, it isn’t. Once you strip away the mounting bolts it’s just as easy to service as any other Fox shock would be.

Bontrager comes to the party with an assortment of carbon parts comprising 30 mm Kovee Elite wheels, trick XR2 2.20 rubber (front and rear), Pro seatpost, 720 mm wide bars and for this large frame, an 80 mm stem. The stems vary in length depending on the frame size.

The drivetrain uses a SRAM GX Eagle 12-speed to do the shifting and a Truvativ carbon crank. The bike comes standard with a 32 tooth chainring, which works on race day, but you may want a 34 tooth for everyday use. Stopping power comes courtesy of Shimano XT brakes and make of them what you will but I struggle with the snatchy nature of XT and the unsettling reaction from it.

At R100k, the spec seems a little on the low side. I know I was expecting a little more than SRAM GX at this price, especially with the 9.9 being such a large step up at R180k, featuring XX1 componentary as well as a few other parts upgrades. However, I suspect we are in for a bit of shock as bike prices move further into the stratosphere in the future and there is always time to upgrade parts throughout the ownership period of the bike.

For those into their geometry, the Supercaliber hits all the modern marks. It has an adequate slack (for a cross-country race bike) 69.0-degree head angle, 430 mm chainstays and a wheelbase of 113.6 cm for the large frame. Claimed weight is 10.46 kg with sealant. Once I threw on some Shimano pedals and 2 bottle cages, I was surprised to see the scale read as high as 11.4 kg. Having done a bit of reading on this, it appears to be a common occurrence, obviously Trek’s in-house scale is rather friendly.

To the trails

Rather than listing all the tech specs in every detail, let’s get into how it all translates into the riding experience. Right out of the blocks the Supecaliber feels fast, from the front end responsiveness to the way you can rapidly flop the bike over from one side to the other. There is no delay in the bike’s reactions, it wants to move.

The dual lockout (front and rear together) is best reserved for flatter, softer surfaces where you can really make use of it. Having both shocks locked out on the trails is abrasive on the body and feels mechanically unsympathetic. In any case, with just 60 mm of travel at the back, you’re not losing much to the dreaded dual sus ‘bob’. It has the hardtail punchiness out of switchbacks and when trying to boost over things, unlike a hardtail, the bike does not get caught up on them and slow you down as the rear tries to settle. It is a climber’s dream, the swift front end gets you into and out of corners quickly while you get excellent value for every pedal stroke you churn out at the rear.

Send it at a negative gradient and it’s surprisingly more capable than you’d think. The fast front end is predictable and stable in the corners and if you need to quickly correct, it’s very easy to manipulate. Much of that is no doubt down to the slacker head angle and low bottom bracket height.

Down a succession of high-speed S-bend berms on Tygerberg’s Hoogekraal trail, I was impressed with just how quickly the bike shifts from side to side. You can force the issue and really attack corners with the confidence on the Supercaliber. The rear end feels light thanks to those short rear chainstays and tidy shock. A small flick of your heals in the cleats and you can lift the rear end up and have it wherever you want with very little effort.

I found myself going faster and faster on every trail, more confident in the bike’s abilities to deal with increased corner speed, jumps and ruts. The Bontrager XR2 rubber is soft and progressive the more angle you put on it. These tyres probably aren’t a long term option but for race day, they feel like a set of qualifying lap specials.

Any downside?

The short travel rear can get caught up on rockier terrain like a hardtail. Bigger drops and ruts run through the travel and you can find yourself slowed up momentarily where a conventional dual suspension would soak up the hit with less loss of forward momentum. I found that running a little harder pressure at the rear (10 psi above recommended pressure for a 65 kg rider) worked better for me. I wasn’t running out of travel so often and in knowing that, I would try harder to blast my way through bumpier terrain.

As a stage race bike, riders might find it a little too taxing on the body. I’m talking anything more than 2 or 3 days where you’re looking to preserve energy as much as possible. If you are a hardtail rider, then the Supercaliber is only going to be an improvement for you.

Anything else?

Trek seems to be somewhat of an underrated brand in South Africa and I can’t see why. It has quite a nice selling point in that the Bontrager parts are designed in-house and made specifically for Trek bikes. Keith Bontrager has pioneered many innovations in mountain biking and having someone like that underneath the Trek banner, ushering along part development has got to be a good thing.

The Supercaliber brings a new style of bike to the market, something race-bred and built for those eyeing podiums and KOMs. It combines the climbing speed of a hardtail with the ability to attack a descent like a dual sus can. Is it the best of both worlds? That depends on the type of riding you see yourself doing – XCO? Then yes. Cape Epic? No, consider the Top Fuel . 3-day stage race? Errr possibly, but you need to be fit.

You need to work to get the most out of the Supercaliber, it’s like a hardtail in that respect. You have to use your upper body and strength and in doing so it rewards you with a second here and there, which adds up over the course of a race.

While the pricing seems expensive now, there is nothing really this race-focused on the market. The latest Scalpel Si Carbon 2 is similarly priced and the new Specialized Epic isn’t far off that number either. Considering where the Trek is positioned, both of those rivals would be considered marathon bikes compared to the Trek Supercaliber’s race offering.

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Jun 29, 2020, 7:38 AM

Very sleek looking design - but just a tad away from my paygrade - mmm maybe 3 tads 

Jun 29, 2020, 7:49 AM

I love that after so many years manufacturers have to say 'fast or slow on the rebound dial "

We mountainbikers really have all the gear and zero knowledge

Jun 29, 2020, 7:54 AM

For R100k... Definitely a bit poverty spec on the parts. 

Jun 29, 2020, 8:25 AM

I love that after so many years manufacturers have to say 'fast or slow on the rebound dial "   We mountainbikers really have all the gear and zero knowledge

too true. We won't even go into re valving the suspension to suit the conditions and rider preferences

Jun 29, 2020, 8:41 AM

• Trek has designed a dedicated race bike and a dedicated Marathon/light trail/downcountry bike in the Super calibre and TopFuel
• A truly unique design
• carbon wheels and finishing kit
• Heavy for such short travel and focus. It really needs to sub 10Kg across the reange before sealant, cages and pedals to be a serious race bike
• GX on a R100K bike...... really??!!, No thanks
• Fox 32 Performance at this price? 

If this bike with this spec was priced in the R70k-R80K range I would consider it. But its price puts  it out there  way above more capable and potentially lighter bikes. No way I'm paying R100k for 11.5kg! I picked up david George's Supercalibre and even with the top sec I was pretty underwhelmed by the weight. Its just not light enough for the concept to make sense.

Jun 29, 2020, 9:59 AM

+'s Trek has designed a dedicated race bike and a dedicated Marathon/light trail/downcountry bike in the Super calibre and TopFuel A truly unique design carbon wheels and finishing kit -'s Heavy for such short travel and focus. It really needs to sub 10Kg across the reange before sealant, cages and pedals to be a serious race bike GX on a R100K bike...... really??!!, No thanks Fox 32 Performance at this price?    If this bike with this spec was priced in the R70k-R80K range I would consider it. But its price puts  it out there  way above more capable and potentially lighter bikes. No way I'm paying R100k for 11.5kg! I picked up david George's Supercalibre and even with the top sec I was pretty underwhelmed by the weight. Its just not light enough for the concept to make sense.

Fair overview

those negatives are spot on and puts a massive X on it for me as i would want to upgrade fork and drivetrain the minute i get it and thats about 30-40k for something a bit lighter.

Cool bike tho...

Jun 29, 2020, 10:58 AM

I was wondering if dirt or mud will have an effect on the "sliding mechanism"?  

Jun 29, 2020, 1:39 PM

 no more so than your forks or a conventional rear shock. The only alternative is an elastomer sprung titanium Softail

Jun 29, 2020, 3:34 PM

Yip and those Moots bikes don't come cheap.

Jun 29, 2020, 3:43 PM

Interesting. The specification weight is 10.46 kg for the 9.8. Which is almost 600 g exactly lighter than my Top fuel 9.8 SL 2018.

Leaving aside pricing considerations (major), I think that this bike is a little too niche for me. I'll stick with what I have – it's a good marathon bike that can do a fair bit of trail as well, et cetera. Fairly firm ride with the Reaktiv shock but I really like it – it works well and it climbs well. Still a good race bike while being a better all-rounder as well. Anyway, horses for courses, et cetera.

Jun 29, 2020, 4:03 PM

I recall Fox Front shox having not only "slow" , "fast" in writing but these were also complimented with a tortoise and hare  graphic. I guess we did evolve, only slightly so. 

Jun 29, 2020, 4:07 PM

Interesting. The specification weight is 10.46 kg for the 9.8. Which is almost 600 g exactly lighter than my Top fuel 9.8 SL 2018.   Leaving aside pricing considerations (major), I think that this bike is a little too niche for me. I'll stick with what I have – it's a good marathon bike that can do a fair bit of trail as well, et cetera. Fairly firm ride with the Reaktiv shock but I really like it – it works well and it climbs well. Still a good race bike while being a better all-rounder as well. Anyway, horses for courses, et cetera.

Ya this weight thing is always a bitter pill. Manufacturers claim weights that never seem to be achievable with the spec you buy the bike with.

change the tyres and bang on goes 500 gr! Add sealant and pedals and we're a kilo heavier. It's like those tyres your bike comes fitted with are helium infused and only available as OEM supply.

Jun 29, 2020, 5:55 PM

Mind you - would love to ride Sani2C with this.  Might be an upgrade from my current 10.6kg 26er HT.

Jun 30, 2020, 7:31 AM

Suddenly my XL Fuel Ex doesn't seem so heavy at 13.1kg, ready to ride (which includes dropper, 130mm travel front and back, 2.4inch tyres)

Jun 30, 2020, 10:06 AM

Ya this weight thing is always a bitter pill. Manufacturers claim weights that never seem to be achievable with the spec you buy the bike with. change the tyres and bang on goes 500 gr! Add sealant and pedals and we're a kilo heavier. It's like those tyres your bike comes fitted with are helium infused and only available as OEM supply.

True. And then in the case of this particular manufacturer, the weight is usually based on the medium size frame.

Jul 2, 2020, 4:04 PM

I have a medium Trek Fuel Ex 9.8 2018 model.  And on the scale with XT trail pedals and full sealant incl bottle cage.  Hell just my tires are probably 500grams more than this bike and it in Came in at 13.1kg

this bike should be no more than 10.5kg with the above included.  Me thinks your scale is out of whack

Jul 3, 2020, 4:41 PM

All of these photos were taken on Contermanskloof farm NOT Hoogekraal. 

Jul 3, 2020, 5:02 PM

Those are some nice pics, compliments to the photographer!

Jul 6, 2020, 9:13 AM

Correct. Although it's quite likely the bike was also ridden at Hoogekraal during the test period, considering how close the trails are. Just because you don't see it in the pictures doesn't mean it didn't happen?

Jul 7, 2020, 7:34 AM

Suck it up and ride a hardtail. Save R100k.

Jul 7, 2020, 8:26 AM

Oh we have a badass here

Jul 7, 2020, 8:54 AM

I have a XL TREK Top Fuel 9.9 - GX Eagle - Old Bondrager wheels with a dropper post = 12.6kg

Jul 7, 2020, 9:33 AM

The price can be compared to the Epic

R80k for the GX one. This looks 20k more expensive, and comes without Brains (rider has to do all the thinking ????????)

Jul 7, 2020, 10:43 AM

Oh we have a bad ass here

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• Supercaliber 9.9 XTR Gen 1

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Sergei Ryakhovsky

The balashikha ripper, the hippopotamus,   active for 6 years (1988-1993) in russia, confirmed victims, possible victims.

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Sergei Ryakhovsky (Sergei Vasilyevich Ryakhovsky) a Soviet-Russian serial killer known as the Balashikha Ripper and The Hippopotamus. Ryakhovsky was convicted for the killing of nineteen people in the Moscow area between 1988 and 1993. Ryakhovsky's mainly stabbed or strangulated his victims, he mutilated some bodies, mainly in the genital area. Allegedly Ryakhovsky carried out necrophilic acts on his victims and stole their belongings. Ryakhovsky standing 6’5" tall and weighting 286 pounds, gaining him the nickname, The Hippo. Sergei Ryakhovsky died on January 21st 2005 from untreated tuberculosis while serving his life sentence in prison.

Sergei Ryakhovsky Serial Killer Profile

Serial Killer Sergei Ryakhovsky (aka) the Balashikha Ripper, The Hippopotamus, was active for 6 years between 1988-1993 , known to have ( 19 confirmed / 19 possible ) victims. This serial killer was active in the following countries: Russia

Sergei Ryakhovsky was born on December 29th 1962 in Balashikha, Moscow Oblast, Soviet Union. He had a physically defect. During his education he had academic, social or discipline problems including being teased or picked on.

Sergei Ryakhovsky a necrophile male citizen of Russia.

Prior to his spree he had killed, commited crimes, and served time in jail.

In 1988 (Age 25/26) Sergei Ryakhovsky started his killing spree, during his crimes as a serial killer he was known to rob, commit acts of necrophilia , torture , strangle , rape , mutilate, and murder his victims.

He was arrested on April 13th 1993 (Age 30), sentenced to death by firing squad at a maximum-security penal colony in Solikamsk, Perm Oblast, Russia. He was convicted on charges of murder and other possible charges during his lifetime.

Sergei Ryakhovsky died on January 21st 2005 (Age 42), cause of death: natural causes, untreated tuberculosis at a maximum-security penal colony in Solikamsk, Perm Oblast, Russia.

Profile Completeness: 62%

Sergei Ryakhovsky has been listed on Killer.Cloud since November of 2016 and was last updated 4 years ago.

Sergei Ryakhovsky a known:

( 651 killers ) serial killer.

The unlawful killing of two or more victims by the same offender(s), in separate events. Serial Killer as defined by the FBI at the 2005 symposium.

( 308 killers ) RAPIST

Rape is usually defined as having sexual intercourse with a person who does not want to, or cannot consent.

( 60 killers ) NECROPHILIAC

Necrophilia, also called thanatophilia, is a sexual attraction or sexual act involving corpses. Serial Killer Necrophiliacs have been known to have sex with the body of their victim(s).

( 89 killers ) TORTURER

Torture is when someone puts another person in pain. This pain may be physical or psychological. Tourturers touture their victims.

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Strangulation is death by compressing the neck until the supply of oxygen is cut off. Stranglers kill by Strangulation.

Sergei Ryakhovsky Serial Killer Profile:

Updated: 2019-06-30 collected by killer.cloud, 8 timeline events of serial killer sergei ryakhovsky.

The 8 dates listed below represent a timeline of the life and crimes of serial killer Sergei Ryakhovsky. A complete collection of serial killer events can be found on our Serial Killer Timeline .

Back to top Serial Killers Active During

The following serial killers were active during the same time span as Sergei Ryakhovsky (1988-1993).

Pedro Lopez 110 Victims during 34 Years

Gilberto chamba 9 victims during 17 years, chester turner 15 victims during 12 years, lesley warren 4 victims during 4 years, serial killers by active year, books that mention sergei ryakhovsky.

Kevin Smith

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External References

• Sergei Ryakhovsky on en.wikipedia.org , Retrieved on Sep 18, 2018 .
• Juan Ignacio Blanco , Sergei Vasilyevich RYAKHOVSKY on murderpedia.org , Retrieved on Sep 18, 2018 .
• Q372816 on www.wikidata.org , Retrieved on Oct 9, 2018 .

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• #63 of 651[ Page 5 ] of serial killers sorted by Confirmed Victims
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Trek Supercaliber 9.9 XX1

• AUS $ NZD $ USD $ CAD $ GBP £ EUR €

Weight / M - 9.29 kg / 20.48 lbs (with tubes)

At a glance

Where to buy.

Specifications

• Fork RockShox SID SL Ultimate, DebonAir spring, Charger Race Day, damper, 44mm offset, Boost110, 15mm Maxle Stealth, 100mm travel
• Shock Trek IsoStrut, Fox Factory shock, air spring, DPS 2-position remote damper, Kashima Coat, 235x32.5mm
• Wheel Size 29"
• Tires Bontrager XR2 Team Issue, Tubeless Ready, Inner Strength sidewall, aramid bead, 120 tpi, 29x2.20''
• Chain SRAM XX1 Eagle, 12 speed
• Crank Size: S SRAM XX1 Eagle AXS Carbon, DUB, 34T alloy ring, Boost (52mm chainline), 170mm length Size: M, M/L, L, XL SRAM XX1 Eagle AXS Carbon, DUB, 34T alloy ring, Boost (52mm chainline), 175mm length
• Shifters SRAM XX1 Eagle, 12 speed
• Cassette SRAM Eagle XG-1299, 10-52, 12 speed
• Brakeset Size: S, M, M/L, L, XL SRAM Level Ultimate hydraulic disc, carbon levers Size: S, M, M/L, L, XL SRAM Level Ultimate 4-piston hydraulic disc, carbon levers
• Seatpost Size: S Bontrager XXX, OCLV Carbon, 31.6mm, 0mm offset, 330mm length Size: M, M/L, L, XL Bontrager XXX, OCLV Carbon, 31.6mm, 0mm offset, 400mm length
• Stem Size: S Size: M, M/L
• Headset Knock Block Integrated, 62-degree radius, cartridge bearing, 1-1/8'' top, 1.5'' bottom

Q: Where to buy a 2021 Trek Supercaliber 9.9 XX1?

The 2021 Trek Supercaliber 9.9 XX1 may be purchased directly from Trek .

Q: How much does a 2021 Trek Supercaliber 9.9 XX1 weigh?

A 2021 Trek Supercaliber 9.9 XX1 weights M - 9.29 kg / 20.48 lbs (with tubes).

Q: What size wheels does the 2021 Trek Supercaliber 9.9 XX1 have?

The 2021 Trek Supercaliber 9.9 XX1 has 29" wheels.

Q: What size 2021 Trek Supercaliber 9.9 XX1 should I get?

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