preco trek superfly 29

Trek Superfly Pro review

Flagship 29er race hardtail lightens up for 2012.

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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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Review: Trek Superfly SS singlespeed 29er

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I'm with Bryce Moore from the FB comments. This might be the lightest bike available for $1600, but at that price you would think they'd throw buyers a bone and spec decent brakes.  

Braking is overrated, however, the rest of the spec is nice, intriguing bike for the dough  

Chicken_Rider

Seems to expensive for the list unless the frame is made of platinum or this is some uber rare fork.  

I think that all of the haters complaining about the price don't understand the economies of scale here. This is their top end aluminum frame. Trek makes a bike with the same frame (Superfly 5) with an inexpensive RS XC32 fork and mixed Shimano/SRAM drivetrain for the same money, true, but they will sell thousands and thousands of those. This bike has unique dropouts, a carbon fork, through axles front and rear, and some low volume SS specific parts. They will sell only a few hundred of this bike, which makes it way more expensive to manufacture. And it weighs 20 lbs. Sounds like a value to me. Nice review Kurt.  

I own this bike and consider it a great value. I am just as fast on this bike as I am on my $5,000 anthem advanced 1. This bike will make you a stronger and better rider. There is no price for that.  

Cayenne_Pepa

I say $1600 for a new, 20lb bike is simply unheard-of, in today's MTB circles. I'm curious to demo one now!  

you need to get Rich Dillen to test this out... he's one of the oldest SS around... teamdicky.blogspot.ca ...  

I would just buy a Nashbar 29er single speed for $350, and be done with it... hehehehe. Oh Oh.... let me brace myself for the firing squad. Honestly, I have mine down to 23 pounds, along with a Salsa fork at an XL size, and the geometry is amazing for a bike at this price. I could maybe go down a little more in weight, but why? I find any bike less than 23 pounds twitchy, and unbalanced. I sold almost all my expensive bikes after realizing that most bikes are just over priced. This Trek is just ridiculous at $1600. Not even Richie Rich would pay $1600 for this bike with single speed.  

you can't possibly believe a nashbar and a superfly ride anywhere near the same, do you?  

if the tensioning system is a ***** on the trail then fixing tyres must be fun  

stopokingme1

Actually no, fixing tires is a breeze. The QR 12 thru axles just unclamp and unscrew - pull the wheel right off. Its adjusting the chain length that is a hassle due to the 22mm bolt thats the issue - but the really isn't a normal kind of field repair someone has to do. the only reason you'ld normally have to deal with that is if you didn't torque it down hard enought before you went out. I've never had mine slip, either on this bike or on my Trek Stache 29+ that uses the same system.  

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29er , Cross Country , singlespeed , Superfly SS , Trek - April 23, 2015

Review: Trek Superfly SS singlespeed 29er

The winding and technical Halo Trail on Peavine Mountain above Reno is a perfect testing ground to see how a bike handles (click to enlarge).

The Lowdown: Trek Superfly SS Singlespeed

In a world of increasing complexity, the stripped-down simplicity of the new Trek Superfly SS is refreshing. With zero suspension, one gear, the ability to run a three-inch wide front tire and a stock weight of 20.5 pounds, the Superfly SS an ideal bike for those who want a fun, fast, versatile and low-maintenance bike. For riders who’ve never owned a singlespeed before, Superfly SS will open up a whole new spectrum of riding. Feeling as comfortable at the occasional race as it does exploring rugged terrain or just getting out on a quick after work spin, the minimalist nature of Superfly SS will make you a fitter, stronger and more skilled rider. And thanks to its approachable $1,600 retail price with an outstanding spec list, Superfly SS is a terrific value.

Full Review: Trek Superfly SS Singlespeed

In the last five years the bike industry seems to have gone mental with new standards, non-compatible components, and proprietary technologies that make swapping parts between bikes virtually impossible. For some enthusiasts (like myself), it’s enough of a frustration to drive us backwards in technology, opting for a bike with minimal excess. Take for instance the 2015 Trek Superfly SS, a bike that greatly benefits from modern innovation without any added complexity.

Clean lines and graphics with hydroformed tubes make Superfly SS an eye-catcher (click to enlarge).

The new Trek Superfly SS is analogous to the 1993 Porsche 911 RS America – a budget-minded 911 that was stripped of everything that didn’t help it go faster; no air conditioning, no rear seats, no stereo, fabric pull tabs for door handles. RS America cost $10,000 less than a base 911, yet had as much or more performance.

Similarly, the Trek Superfly SS does without shifters, derailleurs and suspension for a svelte 20.5-pound weight, and at a $1,600 retail price, Superfly SS is an outstanding value, especially when you consider its spec list. Featuring front and rear thru-axles (15mm and 142x12mm), a Bontrager Double Bevel carbon fiber fork with tapered aluminum steerer, hydraulic Shimano Deore disc brakes, Race Face cranks with narrow/wide chainring, and a lightweight Alpha Platinum aluminum butted and hydroformed frame with press-fit bottom bracket, Superfly SS is a blend of modern innovation and minimalist functionality.

The new Stranglehold dropout design had zero slip issues throughout the test period (click to enlarge).

In charge of chain tensioning is a new Stranglehold dropout design, a rather genius blend of modern 142x12mm thru-axle capability and old school functionality via tensioner screws found on most vintage road bikes with semi-horizontal dropouts. True to its name, the Stranglehold layout never slipped a chain across a range of rocky, punchy terrain. The only issue I encountered was not realizing that three bolts must be loosened before chain tension can be adjusted via the tensioner screws, resulting in a broken end cap. Trek immediately sent out a replacement end cap and all was good again.

The only potential issue is that the Stranglehold thru-axle nuts require a 22mm socket to loosen – a total pain for any trail adjustments. But unless you’re planning on swapping gears in the middle of a ride, I don’t see this being a huge issue. And because the revised Stranglehold design on Superfly SS is so stout, so long as it’s properly torqued, it won’t slip.

Continue to page 2 for more on the Trek Superfly SS »

The post Review: Trek Superfly SS singlespeed 29er appeared first on Mountain Bike Review .

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Reviewed: Trek Superfly 9.7 mountain bike

The superfly 9.7’s biggest selling point is its frame, and though the parts are modest, it has potential.

Heading out the door? Read this article on the new Outside+ app available now on iOS devices for members! >","name":"in-content-cta","type":"link"}}'>Download the app .

It’s easy to look at this bike and imagine an old Gary Fisher logo in place of Trek’s mark. I mean that as the highest compliment.

Quibble all you like about who invented the mountain bike. One thing’s certain: Gary Fisher played a huge role in popularizing 29” wheels, now the must-have size in nearly any off-road discipline.

His experience with his own brand, which is now rolled into Trek’s lineup, is apparent, giving this simple, middle-of-the-road hardtail an excellent personality.

Most mountain bikers need at least a couple hands to count the number of parts they break or replace any given season, but the frame is usually a constant. That is the Superfly 9.7’s biggest selling point, and though the parts are modest, it has real potential.

A fine frame

Trek doesn’t specify the particulars of their carbon construction, aside from claims that it’s thoroughly designed and tested to be used in an off-road frame.

Talk all you like about carbon, but the geometry is really what makes the Superfly sing. As soon as I hopped aboard the bike, its West coast heritage slapped me in the face like a wave off the Marin headlands.

In a few words, the 9.7 is long, low, slack, and fun. Having ridden some 29ers with 70-degree-plus head tube angles, our medium tester’s 69.3 degrees was comfortable and confident. For comparison, the Specialized Stumpjumper HT line has a 71.5-degree head angle. Trek also insists on a custom-offset fork to complete its G2 geometry.

The Superfly’s top tube length and reach are slightly longer than the Stumpjumper’s, and both lines have the same chainstay length — 435mm. It seems that the Trek gets most of its 1,160mm wheel base from the slacker head tube, making it 88mm longer than the Stumpjumper.

Interestingly, the Superfly’s bottom bracket drop is 5.5mm less than the Stumpjumper, meaning that the pedals sit slightly higher in the frame.

Aside from that detail, Trek’s bike is a longer, slacker machine than most ordinary cross-country race bikes.

Passable parts

To be charitable, the 9.7’s components are adequate. I’ve often found SRAM’s lower-end mountain bike shifting to be a bit clunky and slow to respond, and this pairing of X7 shifters and an X9 rear derailleur is no different. Trek does deserve credit for speccing a Type 2 rear derailleur with a clutch to eliminate nearly all chain noise.

The wheels are also humble — Bontrager rims and blue anodized hubs, which may not stand the test of time from a fashion standpoint. The cartridge bearing internals, however, are reassuring. The wheels are tubeless-ready, which is an essential upgrade, so it’s nice that the Trek is ready for it.

I’ll come right out and say that all 29er hardtails should have 100mm travel forks. Yes, the Fox Float 32 on the 9.7 was equipped with the Evolution damper, which is noticeably inferior to the higher-end FIT damping. But the extra cushion goes a long way to taming rough trail. The CTD lever was helpful to provide a firm ride on paved climbs, but I’d trade that for a damper that supports the middle of the travel any day. I’d lower the pressure to get top-end suppleness, only to be punished by excess brake dive and overly linear stroke.

Shimano SLX disc brakes are one of the finest aspects of this bike’s build. It’s remarkable how Shimano can deliver basic, affordable brakes like these, which are within striking distance of its XTR models.

Unfortunately, our Shimano HG62 cassette did not do as well. I destroyed it by somehow shifting the chain between the third and fourth largest cogs. It may have been a freak occurrence. It was certainly the first time for this unlucky tester.

Am I being too critical of the components? At $3,150, the Superfly 9.7 is certainly not targeted as an entry-level model. This is the type of bike a junior or collegiate racer would buy to enjoy for many years of pinning on plates. Surely they deserve a more reliable drivetrain and a capable fork.

The wheels are an easy upgrade that almost any racer expects to make. I did so myself with this test bike, improving the ride with some ENVE M50s. The faster acceleration and surefooted steering was an improvement. Those wheels also shaved a pound off the Superfly’s 25-pound stock weight. However, the most noticeable way to improve the bike’s feel is to convert the tires to tubeless, a much less expensive alternative to carbon wheels.

Another upgrade I made was a Stages power meter, which is becoming an essential training tool, even for mountain bike racers.

Taking it to the trail

Performance on paper doesn’t always equate to performance on dirt, and in some ways, the 9.7 makes that point.

I forgot about its hefty (for a hardtail) weight once it started snapping through corners and pumping fast rollers. As I’ve alluded to, the geometry gives this bike a great personality on the trail, letting you open things up on fast descents, keeping your body weight back just far enough on the steeps, and somehow avoiding any 29er sluggishness.

It’s rare to find a cross-country bike as playful as this, but the Superfly was happy to pop off jumps and whip around berms. Once terrain got rougher, things became a little less cheerful, especially with the fork’s shortcomings, but the bike loyally stayed on line. Perhaps that’s a testament to the carbon construction, as well as the 142x12mm rear thru-axle.

Once the fun ended and the work began, the Superfly was capable. It responded well as I hammered out of corners on steep climbs, rarely betraying its weight. I also enjoyed the fairly rangy top tube in the races I did. It encouraged me to stretch out a bit more, also helping to keep weight over the front wheel on steep pitches.

Is it super enough for you?

When it comes to high-speed riding and racing, the Superfly 9.7 is pretty hard to beat. You can overcome its components’ shortcomings with a few key upgrades, but you might be better off spending an extra $730 to get the 9.8 model.

However, if your riding and racing happens primarily in a place like New England where the corners, rock gardens, trees, and competition are all very tight, make sure to get a test ride on the Superfly. Its laid-back west coast personality is great in many settings, but it might not be sharp enough for every course.

Price: $3,150 Weight: 25 pounds Pros: Fun, comfortable geometry and personality. Great frame construction, reliable brakes. Cons: Underwhelming shifting and fork. Might not handle quickly enough for certain tastes. trekbikes.com

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deserves","url":"https:\/\/velo.outsideonline.com\/road\/road-culture\/cycling-civil-rights-icon-major-taylor-finally-gets-documentary-he-deserves\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-culture\/cycling-civil-rights-icon-major-taylor-finally-gets-documentary-he-deserves\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"cycling and civil rights icon major taylor finally gets the documentary he deserves\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-culture\/cycling-civil-rights-icon-major-taylor-finally-gets-documentary-he-deserves\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"cycling and civil rights icon major taylor finally gets the documentary he deserves\"}}\u0027>\n cycling and civil rights icon major taylor finally gets the documentary he deserves\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"lorena wiebes rues celebration slip-up: \u2018i will lose some sleep on that one\u2019","url":"https:\/\/velo.outsideonline.com\/road\/road-racing\/lorena-wiebes-rues-celebration-slip-up-i-will-lose-some-sleep-on-that-one\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/lorena-wiebes-rues-celebration-slip-up-i-will-lose-some-sleep-on-that-one\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"lorena wiebes rues celebration slip-up: \u2018i will lose some sleep on that one\u2019\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/lorena-wiebes-rues-celebration-slip-up-i-will-lose-some-sleep-on-that-one\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"lorena wiebes rues celebration slip-up: \u2018i will lose some sleep on that one\u2019\"}}\u0027>\n lorena wiebes rues celebration slip-up: \u2018i will lose some sleep on that one\u2019\n \n \n \n \n \n\n \n \n \n \n \n\n \n "}]' > >", "name": "footer-menu", "type": "link"}}'>advertise >", "name": "footer-menu", "type": "link"}}'>privacy policy >", "name": "footer-menu", "type": "link"}}'>contact >", "name": "footer-menu", "type": "link"}}'>careers >", "name": "footer-menu", "type": "link"}}'>terms of use >", "name": "footer-menu", "type": "link"}}'>site map >", "name": "footer-menu", "type": "link"}}'>my newsletters manage cookie preferences privacy request healthy living.

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Trek Superfly Elite 29er – First ride review

Snappy reflexes with ultra-sharp steering

James Huang/Future Publishing

James Huang

Trek were among the earliest proponents of carbon 29in-wheeled hardtails and their latest Superfly Elite 29er gets a wholly revamped frame for 2011. Our test period has only just begun but it's already evident that this new version is sharper and leaner than its forebear.

Ride & handling: Stiffer chassis delivers quick moves but a stiff ride, too

The Superfly's standout feature is its brilliant handling, courtesy of the Trek-exclusive G2 fork crown and its increased offset that produces trail figures similar to those of a standard 26in-wheeled bike. While other 29er frames can produce good handling characteristics via slightly steeper head tube angles or by simply having ultra-stiff, flex-free front ends, the Superfly tackles the root of the issue and feels 'normal' with little to no adjustment period required.

High-speed stability is rock-solid, as you'd expect from a two-niner, but it's the low-speed stuff where the G2 design really shines. There's nary a hint of wheel flop and when the usefully wide Bontrager Big Sweep carbon bar with 12 degrees of rearward bend and the short 90mm stem are added in, even tight corners are reduced to a simple matter of point-and-shoot as long as there's enough room for the 1,116mm wheelbase.

The newly puffed-up frame further bolsters that intelligent geometry as there's now a greater sense of solidity. It's especially noticeable when you're bombing through sketchy terrain or muscling the bike out of the saddle as there's little front-end twang to pop you off your line. The 20mm front travel bump to 100mm augments the bike's abilities on a wide selection of terrain, too. That added chassis rigidity also helps counteract the negative effects of the bigger wheels – namely their extra mass and inertia.

While they'll never feel as quick to spin up as a feathery set of 26in hoops, the Superfly at least does a good job of the additional heft with its direct power delivery, all while still offering the same benefits – the ability to roll through and over obstacles with greater ease, the enhanced stability in technical terrain and the improved drive and cornering tracition. In general, this latest iteration is less twangy and springy than last year's version and definitely more of a honed cross-country racer.

Ride quality leaves a bit to be desired, though, as while the Superfly is stiff everywhere it should be, it's stiffer than we'd like it to be elsewhere. Trek's frame designers have specified a skinny 27.2mm seatpost to help lend a bit of cushion to the rider's back end but that's only useful when seated and it's plainly evident that there isn't much movement inherent to the frame itself. This doesn't detract from the bike's thoroughbred capabilities but it does give us a bit of pause for multi-hour trail days and upcoming enduro events planned for later this season.

Frame & equipment: Borrowed road tech and a high-performance, no-nonsense build

The new Superfly carbon frame borrows a few key features from other items in the Trek corporate design bag, namely the tapered 1-1/8 to 1-1/2in tapered front end and 95mm-wide integrated bottom bracket shell – both with molded-in bearing seats that eliminate the redundancy of aluminum collars and sleeves. Trek have also subbed in sleeker carbon fiber dropouts in place of the old alloy units, though the faces are still protected by slim bolt-on aluminum plates that protect against aggressively knurled hub end caps.

Down below, a glued-on Carbon Armor rubber cap protects the down tube and bottom bracket area from rock strikes so there's at least some assurance that this thing will withstand some abuse. Much has been written about whether shorter riders can fit on 29in bikes and Trek deserve some major kudos here. Despite the bump to 100mm of travel up front, they still manage to include a 15.5in size in the range and keep head tube lengths admirably short to help yield suitable bar heights. If you need more proof, consider that team rider Willow Koerber seems to manage just fine at a height of just 1.57m (5ft 2in).

Naturally, Trek's in-house Bontrager division supply as much equipment as possible, including the Race X Lite FCC Scandium Disc 29 wheelset and matching tires, the aforementioned carbon bar and forged aluminum stem, as well as the comfy Evoke saddle and carbon-wrapped Race X Lite ACC seatpost. As we've already mentioned, the seatpost doesn't flex as much as we'd like on a hardtail like this but otherwise the rest of the bits are showing lots of promise.

The wheels are a noticeable improvement over some older 29in Bontrager hoops we've sampled, what with their taller flanges and modest bump in lateral stiffness. The swept-back Big Sweep is easy on the hands and provides much-welcome leverage over typical cross-country bars, and the Evoke saddle is supportive and comfy. The lightweight Bontrager Race X Lite foam grips, on the other hand, may be extremely light but they tend to spin on the bars and they're not all that comfy. If foam grips are a must-have, ESI's silicone foam rubber jobbies are still the way to go (and coincidentally, what the team use, too).

The jury's still out on the Bontrager tires. Subaru-Trek's team mechanic was kind enough to expertly build our bike before we picked it up and subbed in a set of Bontrager XR3 tires – his personal choice for local Colorado conditions. The open tread and meaty knobs grip pretty well on both loose terrain and hardpack and they're light at a claimed 545g apiece but the casings are rather stiff and small (despite their 2.1in marking), and they're not the fastest rolling on harder surfaces, either.

On the other hand, the SRAM X0 group has been faultless for the first few rides. Shift quality has been on par with the much more expensive XX but with a firmer and more familiar lever feel, and the corresponding hydraulic disc brakes offer excellent lever feel along with easily controllable power. Truvativ's Gutter-equipped GXP bottom bracket bearings seem much improved over older versions as well, with far less initial drag.

Despite the two-piece construction, the carbon-and-alloy cranks are rock solid and, thus far, creak-free. Gearing is spot-on for the bigger wheels, too, with direct-mount 26/39T rings and a 12-36T 10-speed cassette. Total weight for our tester as pictured is just 10.11kg (22.29lb, without pedals) – 400g (0.88lb) heavier than the Scott Scale 29 RC we just wrapped up but more than US$2,000 cheaper at $4,729.99.

Stay tuned for a more thorough long-term report once the local trails are in more consistently rideable condition but we're very impressed with Trek's latest big-wheeled racer so far.

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Trek Superfly 100 29er Full Suspension

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

• USER REVIEWS

Fast (no Strava but I can tell), light (I believe I'm at 25lbs with Crank Bros. candy 3 pedals on.) Supple suspension climbing in "trail" and descending in "descend", has the obvious good 29er traits of rolling over ruts and rocks, carves and is lively even though others have said a longer chainstay should prohibit this, quick side to side, wants to be railed, asking to drift ... I'm still working on this part! balanced geometry, great for xc and trail riding, excellent components, fox Fit (though I seem to recall Trek spec does not mention Fit) fork, 15mm, 142x12 ABP rear thru axle (actually the axle that came with the bike was overtightened at the shop and a machine screw at the end sheered off, broke...they gave me a supposedly beefier ABP Maxle that typically goes with a Remedy, probably heavier, hopefully not liable to break when cinched down!), all XT, Bonty parts look excellent to me but what do I know, asymmetrical rims and spoke placement to equalize dish on both rear (cassette) and front (rotor), bonty rear hub with dt swiss "internals"?, xt not carbon cranks, all internal cable routing, 3 (4?) insert points...I use 2 derailleurs and 1 rear brake but rear brake has bosses external so you could use the (rear brake) port for internal dropper if you wanted. Port for shock if desired, check it out. Alloy chainstay not carbon (may actually be a "strength"), CTD that actually makes a difference when changed. Haven't used "C" yet...pretty much locked out at fork and totally locked out at rear shock...I'm not racing! T and D work beautifully set pressure you like...probably higher pressure than Trek recommends but mechanic said I could set to suit myself w/o harming the fork/shock. I even like the saddle so far! Ice tech rotors...whatever, they seem to work so far. XT brakes well proven, excellent. Carbon flat bar. Even grips are good. 2x10 I like it...glad I didn't go for XX1...I don't think I'm that strong & I think better to have small shift increments.

Tires were ditched for Schwalbe front 2.35 nobby nic and rear 2.25 rocket ron. These seem excellent so far but rear is taking a couple days to seal up tubeless (I think this is pretty normal). I think these are really trail riding tires. Has obvious acceleration disadvantages compared to 26er sized wheels. From what I've heard, you can always buy a 2K carbon wheelset...stiffer, lighter rotating mass, better ride quality, really?

Well, I covered just about everything already. Cable routing (seems to me) is awesome and really makes an already beautiful frame design, STUNNING, in my opinion. I know, who cares what it looks like...right? ABP...I can't tell you if it works or not but it certainly is an elegant design. front derailleur direct mount (I think it's called) also a well thought out design. I am 53 years old, 5-10 (-) and got the 19 inch frame (I had demoed this bike previously and recall that one was labeled 18.5" ... but I think the frame designations changed. Anyway, I'd say the 19" frame fits really well, I doubt I could have gone down to a 17 (17.5"?) frame. I am still able to "row" uphill on this bike and can still get behind the saddle when I want to for descending. I moved the saddle up less than 1 cm and shorted the 100 mm stem to 90 mm. 90 mm stem (with 7 degree rise up) is pushed fully down (not sure exactly if it belongs on the conical headset cap but mechanic will advise when I take it in to cut steerer down). Seems to feel really good right now. Comparing to my 26ers with stems higher on steerer, I felt I needed to push stem all the way down. Must be a 29er thing. Oh, right, tapered steerer (I think) see Trek spec. for this and other specs I missed. OK I must admit I've only ridden it 3 times in this first week and I'm still learning the feel for the ride. Certainly need to adjust gears and suspension while you still have time...bike is usually charging through transitions so fast it's easier to forget what gear/setting you want. Oh, and very important...it's QUIET. Rear derailleur has clutch which I think contributes to this. I'm hoping linkages and frame remain quiet. Today, conquered a fairly short, very steep, climb I haven't been able to bust out in a while...could also be I'm on a diet which really helps! Anyway, this is a very expensive bike so it should be really good! So far, I'm impressed. O.K.!!! Hope that helps! I think I can somehow be contacted on MTBR if you want to ask me anything else. Thanks!

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Demoed Niner Jet 9 (dirt), rode Niner Jet 9 rdo (pavement only)...it's steeper up front I think, quiet, seems like it could be fast and stiff but noticed same minor flex than the superfly 100 elite sl has. I believe wheels on either bikes contribute significantly to this, SC Tallboy LTC (is that what it's called?)...I owned blur LT previously...not a big fan of vpp...it digs in well but not just not wild about ride quality, Giant anthem 29er alloy...uninspiring, Scott, Specialized (10K) demo epic. Fast up but hand numbing down...could have been fork was set wrong. Also, I don't really like the whole brain concept, too complicated and takes away the ability to hop, it seems. I totally get why racers win on this bike however.

all the bike, from the geax I put on some Kenda, super 8 2.0 on the rear, and slant six 2.2 in front, now ir really shines on flats, downhill, and going up, and stans arches

on real slow sections it gets a little twichy.... but that is it....

it handles as a 26 on the slow stuff, and a 29 evrywere else, I had a 50 K ride, on real hard and rocky ground, really fast riders on hardtails could not keep the pace because of the great suspension action. Im sure anyone can have lots of fun on this bike...

Lock-out is super, great handling on ascents and decants.

Tires, tires, tires. Avid brakes are horrendously poor performers. Chain drop is hard to remedy. Internal routing of rear derailleur cable had to finally be removed and run externally.

'm no one special but I have raced on a Trek since 1987. Glad I could find a bike a this price, with dual suspension and an XC orientation. I am lucky to live in Missoula and ride great trails every night in the Summer. This bikes running gear can't take it. The brakes are absolute crap. Need to be bleed constantly, just plain suck at stopping the bike and should not have been spec'd on a bike that is to be ridden hard daily. They are such a weak link in an otherwise great bike it is surprising. Can't keep the chain on the bike. Shop says, long chain-stays, 3-rings up front and a 10 speed chain and cassette combine into a bike that it is extremely hard not too drop a chain on. If they can't spec a bike over $2k that doesn't stand up to hard daily ridding, I need to look at other brands. Bike itself is fantastic! Running gear is crap! Buy the Superfly AL if you ride any more than each weekend. In 3 months I've already spent enough on service for the brakes, new tires, 3 new chains, a rear derailleur (due to chain falling off and ripping it off) and to have internal routing of rear cable changed out 4 times, to have bought the next model up. Buy the Superfly 100 AL if you ride more than just on weekends.

Main reason to buy - Great frame and suspension action. Rides great and handles tight single track easily. I am 190 lbs and the bike has no noticeable flex in the back or front end. For the price the components are good and reliable.

Wheels and cassette are very heavy. The X7 components are ok but heavy with the triple crank. Stock Bontrager wheel set required truing after first ride. Should come with 2x10 and full X9 from the factory

This is my first 29er and does ride different from my last 26er. Took a few rides to change my corning style to fit the bigger wheels. The bike as built up, see below, rides very fast and handles very good. Suspension was easy to dial in and feels light and lively. Fit and finish is very good and the Bontrager seatpost, stem and handle bars are light right out of the box, even if they are not the sexiest parts out there. The Avid brakes are strong and modulate well, pads do squeal. I took a fine file to them after a few uses and this quieted them down a good deal. Build up, I bought the SL over the 100 Elite SL for the price difference knowing I would upgrade the wheels, cassette and to a full SRAM X9 2x10 drive train. Converting the wheels, cassette and drive train saved 2.3lbs, bringing the bike very close to the Elite SL weight and overall price was still below the Elite SL after selling the X7 shifters, front derailleur, and triple crank on eBay plus I have a spare wheel set. Bike now weighs a reasonable 24.3 lbs and finished price is just a tad over $4600.00. The biggest change came with changing wheels, the stock wheels are heavy and you feel it spinning up and coming out of corners. At minimum, change wheels when you can with something lighter, it really brings the bike alive.

No 29ers but several Trek Top Fuel XC race bikes.

~Lighter than most 4" travel 26er FS frames ~Awesome geometry ~51mm offset fork decreases trail, while mitigating increased slack ~ABP rear pivot is beefy and super stiff ~Plush, 4.33" (110mm) of rear travel ~Asymmetrical chainstays ~Thick downtube and BB equals 100% forward thrust ~Carbon frame armor ~Equally great climber descender ~Stock Bontrager saddle is actually nice ~Rock Shox fork with dual air simply rocks

~Dated, 2010 tech on front derailleur mount(direct mount/type 2) adds grams ~Full-length cable housing for front shifter does not optimize correct cable pull ratio ~"Big Sweep" bars feels like a Beach Cruiser ~Bontrager RXL 29er wheelset weighs a whopping 2000grams ~SRAM XX brakes is unsafe, loud and unreliable - ditch them ~Rear Fox shock with Kashima coating is high-maintenance

Since MTBR did not designate review space for my 2012 Trek Superfly 100 Pro - I am reviewing it here, as the 2011 SF100 Elite was the equivalent model, for that previous year: After the 2010 Gary Fissure Superfly 100 frames were deemed a complete reliability nightmare - Trek corrected everything for 2011/2012, by reinforcing unidirectional carbon layups in all affected areas, without compromising weight. Trek also mandated 142x12 rear axles, further beefing up rear stiffness and stability. The ABP rear pivot works as claimed, greatly minimizing tire skidding and keeps the suspension fully active under hard braking. Overall - the 2012 SF100 Pro is a dream on two wheels; it climbs almost telepathically. Baby head rock gardens suddenly turn into frozen peas and carrots, allowing you to confidently blaze through them like a 7" travel Freeride bike would. Thanks to the short wheelbase - it executes tight switchbacks like a 26er does. Everything about this bike screams SPEED. I've ridden the BEST of the BEST 29ers out there and this bike still has the most balanced of all trail attributes, combined with workable light weight. It's still not perfect - but damn near close....

~Specialized S-Works Epic 29 ~Santa Cruz Tallboy ~Turner Czar ~Yeti SB95c ~Niner Jet9 RDO ~Ibis Ripley ~Intense Spider Comp29 ~Rocky Mountain 999 RSL ~Scott 910

Light weight. Incredible handling. Amazing acceleration. Nice ride, versatile with the CTD fork and shock. Descends amazingly well for a race bike. The 29er wheels go over stuff my 26" bike had trouble with. Really good looking. Well spec'd for the price

My skills compared to the bike's abilities! Black is hard to keep clean.

Bought this as my all around trail bike and to race occasionally. Coming off 26" Giant Trance X with 5" of travel which rode nice and decended very well. Superfly descends just as well as Trance but climbs better. Incredibly stable. I am clearing technical stuff up and down that I could not clear on the Trance. I switched out the 29-1 tires for 29-3 Experts and made them tubeless before my first ride so I can't comment on the stock tires. Gearing is perfect. Love the 2X10. Was worried that the top gear would not be enough, but that hasn't been a problem. Also worried that the 26 tooth small ring might be too big for steep climbs, but that hasn't been a problem either. Black hard to keep clean. I don't do big jumps or drops, but I do like to go fast both up and downhill. No problem with this bike. Got $1,000 off at Westlake Bike Shop. Good service and store.

Checked out Epic (cheap parts for price), Giant Anthem and Cannondale Scalpel. Wanted more than just a race bike. Superfly really good on all the trails I ride.

With some upgrades, you can get this bike into the 23lbs neighborhood pretty quickly and fairly inexpensively. The OCLV frame set (2011) is great. Good geometry, strong, quick, and responsive are just a few adjectives I use to describe the chassis.

Some less than desirable components, like the cheap Shimano triple cranks, heavy Bontrager wheels, Sram X9 RD (causes a good bit of chain slap and contributes to some chain suck), and stock Avid brake pads. Change this stuff out ASAP!

I purchased the bike new last spring. It was on sale at the time for about 1/2 retail, allowing me to make considerable upgrades without too much financial pain. It now rolls on a set of Stan's Arch Ex wheels with Specialized Ground Control 2.3 front and a 2.2 Fast Track rear tires, tubeless, of course! I changed the saddle to a carbon Bontrager; a Bontrager XXX seat post; the handle bars to a Race Face SIXC Carbon Riser bar (30.9); a Thomson X4 stem (90mm), Shimano XT 785 180 2x10 (26/38), Crank Brothers Egg Beaters 3 pedals, Sram X9 Type 2 RD, Sram X9 FD Roller Bearing shifter for 2x10, and Avid Organic brake pads. I have ridden it about 4-4.5K miles in the past year (excluding winter because of snow). It been reliable and serviceable. I have maintained it well without much out of the ordinary stuff (4 total XT chains, two sets of front rings, 8 sets of brake pads, 5 sets of tires, , new brake lines, cables, cable housing, and one set of fork seals). The one thing to stay on top of are the shock link bushings. They do wear and can cause damage to other parts. Otherwise, it has been a great machine. It has taught me a lot. I know understand what makes a great bike great.

Overal feel of the bike, it really translates every pedal stroke directly to the wheels. The QR15 front setup really stiffens up the front Suspension has got a nice balance between performance and comfort, after setting it up to my weight and wishes don't feel the need to use the climb (lock) position. Also uphill doesn't feel like it is absorbing pedal power but feels like it is generating traction

Delivery time, the 2013 bike took quite a long time to finally show up Non TLR rims, Ok the RL wheels are Tubeless ready, but you need the Bontrager rimstrip to ride tubeless. This rimstrip is not standard installed, Looks like the Trek accountant thought it was to much to for a 5200€ (retail here in Netherlands) bike In comparison to it's competitors the bike is a bit more expensive, Trek could have improved on the specs, throw in a kashima coat or at least supply a carbon seatpost

I was looking to replace my Sugar 29er bike. I was looking for a bike equiped with Shimano XT components, 100mm suspension and a carbon frame. Based on my experience with the Fuel 98 and Sugar 292 the full carbon frame bike feels much faster and responsive. After looking at it's competitors and having a go on the 2012 sf100 and experience with the Trek brand. I decided to place an order for the 2013 SF100 elite. Also the discount from my LBS helped to decide in favor of the Trek. Looking forward to take the bike to ride the marathons this season.

Been riding a Gary Fisher Sugar 29er for the last 4 years and a had a Fuel 98 since 2004, Gary Fisher Aquila singlespeed. Had a testride on the C'dale Scalpel Carbon and Specialized Epic prior to buying the SF100.

I rode this bike as a demo and I am going to get one- I have always ridden hard tails so I enjoy a bike that climbs well. this bike did not disappoint, this bike climbs great and I found descending great as well. I found I wasn't as fatigued after the ride as I am on my current hard tail.

Maybe the Bontrager wheels could be lighter - however this is not a deal breaker.

Great bike! Geometry is great and I found myself going much faster than I have for quite a while at 44 years of age I have been riding MTBs for 15 years.

Light, good looking, fast, great climber, excelent suspension rp2 shock,

Great, just do not use the geax mezcal, 3 flats in 3 weeks, those tires only work for pavement and hardpack, the rp2 works great, excellent platform, excellent on the open mode, no bob, unless you mash the pedals like a hardtail, had a scalpel good, but this is great, the first time uphill I bear my best time by more 45 seconds, and downhill not so fast because of the crazy tires...

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The trains and stations of the Moscow Metro

2 Comments · Posted by Alex Smirnov in Cities , Travel , Video

The Moscow Metro is the third most intensive subway system in the world after Tokyo and Seoul subways. The first line was opened on May 15, 1935. Since 1955, the metro has the name of V.I. Lenin.

The system consists of 12 lines with a total length of 305.7 km. Forty four stations are recognized cultural heritage. The largest passenger traffic is in rush hours from 8:00 to 9:00 and from 18:00 to 19:00.

Cellular communication is available on most of the stations of the Moscow Metro. In March 2012, a free Wi-Fi appeared in the Circle Line train. The Moscow Metro is open to passengers from 5:20 to 01:00. The average interval between trains is 2.5 minutes.

The fare is paid by using contactless tickets and contactless smart cards, the passes to the stations are controlled by automatic turnstiles. Ticket offices and ticket vending machines can be found in station vestibules.

Tags:  Moscow city

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Tomás · August 27, 2012 at 11:34 pm

The Moscow metro stations are the best That I know, cars do not.

Alberto Calvo · September 25, 2016 at 8:57 pm

Great videos! Moscow Metro is just spectacular. I actually visited Moscow myself quite recently and wrote a post about my top 7 stations, please check it out and let me know what you think! :)

http://www.arwtravels.com/blog/moscow-metro-top-7-stations-you-cant-miss

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