trek superfly carbon 2021

Based on frame geometry and build specs.

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

2021 Procaliber 9.6

2017 Superfly 7

2021 X-Caliber 8

(descending)

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

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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.

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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

Popular on Velo

First Ride: Trek Superfly Elite

Snappy reflexes with ultra-sharp steering

Trek was one of the earliest proponents of carbon 29" hardtails and its latest Superfly Elite 29er hardtail gets a wholly revamped frame for 2011. The test period has only just begun but it's already evident that this new version is notably sharper and leaner than its forebear.

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Product review: Scott Scale 29 RC

Ride and 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 26"-wheeled bike. While other 29" 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 just feels flat-out '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 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 only further bolsters that intelligent geometry as there's now a greater sense of solidity to the structure overall. 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 wider 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 26" 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 – namely 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 than it's ever been.

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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 frame designers have specified a smaller-diameter 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 and 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 1/2" 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 has also subbed in sleeker carbon fibre 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 29" bikes and Trek deserves some major kudos here. Despite the bump to 100mm of travel up front, Trek still manages to include a 15.5" size in the range and keeps head tube lengths admirably short to help yield suitable bar heights. If you need more proof, consider that even team rider Willow Koerber seems to manage just fine at a height of just 1.57m (5' 2").

Naturally, Trek's in-house Bontrager division supplies as much 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 29" Bontrager wheels we've sampled in the past 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 as we've noted in the past. So far, so good.

The jury's still out on the Bontrager tyres, though. The Subaru-Trek team mechanic was kind enough to expertly build our bike before we picked it up and subbed in a set of Bontrager XR3 tyres – 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 2.1" marking), and they're not the fastest rolling on harder surfaces, either.

However, the verdict still stands on the lightweight Bontrager Race X Lite foam grips. For sure they're extremely light but they also tend to spin on the bars and they're not all that comfy. If foam grips are a must-have on your equipment list, ESI's silicone foam rubber jobbies are still the way to go (and coincidentally, what the team uses, too).

On the other hand, the SRAM XO 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 and 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 ten-speed cassette.

Total weight for our tester as pictured is just 10.11kg (22.29lb) – 400g (0.88lb) heavier than the Scott Scale 29 RC we just wrapped up but more than US$2,000 cheaper at US$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.

Specifications - at a glance

Price: US$4,729.99 Weight: 10.11kg (22.29lb) as pictured, without pedals Available sizes: 15.5", 17.5" (tested), 19.5", 21", 23" Pros: Natural-feeling Trek-exclusive G2 front end geometry, newly found chassis rigidity, very lightweight, superb SRAM X0 componentry, seemingly effective FCC hub design, reassuring Carbon Armor cladding, generous size range Cons: Frame has minimal built-in comfort, grips are awful More information: www.trekbikes.com/us/en/bikes/gary_fisher_collection/

Cyclingnews verdict: 4 stars

Full specifications

Frame: Trek Superfly Elite Fork: Fox Racing Shox 32 F29 FIT RLC, custom G2 geometry Headset: Cane Creek IS-2/ZS-3, 1 1/8"-to-1 1/2" Stem: Bontrager Race X Lite Handlebars: Bontrager Race X Lite Carbon Big Sweep Tape/grips: Bontrager Race XXX Lite Front brake: Avid XO, 160mm rotor Rear brake: Avid XO, 160mm rotor Brake levers: Avid XO Front derailleur: SRAM XO Rear derailleur: SRAM XO Shift levers: SRAM XO Cassette: SRAM PG-1070, 12-36T Chain: SRAM PC-1071 Crankset: Truvativ XO, 39/26T Bottom bracket: SRAM GXP, press-fit for BB95 Pedals: n/a Wheelset: Bontrager Race X Lite FCC Scandium Disc 29 Front tyre: Bontrager 29-2 Team Issue, 29x2.1" Rear tyre: Bontrager 29-2 Team Issue, 29x2.1" Saddle: Bontrager Evoke 3 Seat post: Bontrager Race X Lite ACC

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Trek Superfly

• AUS $ NZD $ USD $ CAD $ GBP £ EUR €

Colour / Onyx Carbon/Red

Size / 15.5, 17.5, 19, 21, 23

At a glance

Where to buy.

Specifications

• Frame OCLV Carbon Fiber
• Fork Fox Evolution Series 32 Float 29 RL, air spring, lockout, rebound, custom G2 Geometry, 51mm offset crown, E2 tapered steerer, 100mm travel, 100mm
• Hubs Bontrager 28-hole FCC alloy front hub, Shimano M525 SL 32-hole alloy rear hub;
• Wheels Bontrager Mustang Disc 29 rims
• Tires Bontrager 29-1 Expert, 29x2.2"
• Chain 17.5, , 44/33/22
• Crank SRAM S1000, 44/33/22
• Bottom Bracket 12.3,
• Front Derailleur SRAM X7, direct mount
• Rear Derailleur SRAM X9
• Shifters SRAM X7, 10 speed
• Brakeset Avid Elixir 7 hydraulic disc brakes, Avid Elixir 7 hydraulic disc brakes
• Handlebar Bontrager Race Lite Low Riser, 31.8mm, 5mm rise, 9 degree sweep
• Saddle Bontrager Evoke 2, chromoly rails
• Seatpost Bontrager Rhythm Elite, 27.2mm, zero offset, 27.2, , 27.2,
• Stem Bontrager Race X Lite, 31.8mm
• Grips Bontrager Race Lite, lock-on
• Headset Cane Creek IS-3/Z3, 1.5"

Q: How much is a 2012 Trek Superfly?

A 2012 Trek Superfly is typically priced around $2,840 USD when new. Be sure to shop around for the best price, and also look to the used market for a great deal.

Q: Where to buy a 2012 Trek Superfly?

The 2012 Trek Superfly may be purchased directly from Trek .

Q: What size 2012 Trek Superfly should I get?

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Trek Superfly FS 9.8 SL review

There’s nothing superfluous about Trek’s light and superbly detailed Superfly

Russell Burton

Guy Kesteven

Gary Fisher was one of the original mountain bike racers down Mt Tamalpais in 1970s California and he’s been pushing the limits of off-road bike speed ever since he started fitting touring bike gears and motorbike brake levers to his beach cruiser.

When Trek bought his brand and recruited him as an ambassador his thirst for racing carried on in the development of the original Olympic-winning Goldenfly for Paolo Pezzo. The long-running Superfly hardtail and full suspension range (now under the Trek brand banner) shows just how much racing and evolutionary experience the design has benefited from.

• Highs: A super-light frame with outstanding level of detail, sorted suspension and top value ready to race kit.
• Lows: The flexible frame might not suit powerhouse or precision loving riders.
• Buy If: You want a blisteringly fast, fun and user friendly race or ride all day bike.

Frame and equipment: OCLV OCD

Trek has been building bikes completely from composites for longer than almost anyone else. Its trademark OCLV (Optimum Compaction Low Void) carbon has evolved over 20 years to include specific purpose related compositions and lay-up strategies such as the increased impact protection woven into Superfly’s OCLV Mountain material. Fisher/Trek was also the first large brand to use 29er wheels and tubeless-ready rubber over a decade ago. It’s no surprise then that the Superfly frame is one of the lightest full suspension chassis available at just over 4lb, or that it rolls on 29in wheels with tubeless valves included ready for conversion.

29er wheels and low tread Team Issue tyres underline the Superfly’s easy speed with even more rolling efficiency and momentum sustain

Actually 'rolls' is the wrong word – it positively flies. With minimal drag from the chequerboard tread Team spec tyres and race weight spec throughout, the Superfly whips itself up to speed LOL fast. There’s definitely some flex through the back end (you can actually see the wheel twist if you’re following it up a rocky climb) as the power goes down, but not enough to lose track of what the tyre are doing or to feel like you’re wasting your effort.

While tracking is soft, traction levels are better than you’d expect from the tyres. The custom offset G2 fork boosts the lively and agile feel without undermining the inherent stability of the bigger wheels. It’s long enough in reach to thrive on singletrack with a shorter stem/wider bar cockpit too, so criticising a pure cross-country race bike for having a pure cross-country cockpit isn’t fair.

Ride and handling: easy as 123

Having recently ridden less flexible bikes with far less overall control the importance of sorted and predictable suspension is obvious on the Superfly. The Fox fork and shock aren’t amazing in any way but together with the pedal and brake neutral ABP pivot they keep the bike smoothly floated over most trail chatter so you can keep cranking the speed out.

A neat three position remote lever lets you instantly toggle shock and fork between fully open Descend, tighter Trail and locked out Climb modes too, but it’s balanced enough not to depend on your input. There’s just enough capacity to stop reckless moments ruining your ride and it’s not shy about forcing through an aggressive overtaking/descending line choice either.

The Superfly floats smoothly over the trail

In short it does everything you’d hope race suspension would, when it should making it well worth the weight penalty over a hardtail on technical trails in terms of sheer speed and properly playful charisma. It’s impressively affordable for its thoroughbred single ring carbon component loaded performance. There’s also a full range of both carbon and alloy bikes as well as Trek’s Project One custom program options if this particular bike is under/over your budget.

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