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Speed Concept

Speed Concept is a lot of things, but above all, it’s fast. Our most aerodynamic bike makes an ideal triathlon machine and a great choice for TT enthusiasts, who know every second matters. Plus, it’s an exceptional value: adjustability, integration, customization options, carbon aero wheels, and a 12-speed drivetrain—all in a super aero bike built for flat-out speed.

It's right for you if...

You’re out to win, and you’re looking for the aero advantage other triathlon bikes simply can’t provide. You understand fit is a crucial part of going fast, and you want a bike that’s infinitely customizable to your perfect aero position.

The tech Trek Factory Racing rides

• Top of the line lightweight 500 Series OCLV Carbon frame with drag-reducing Kammtail Virtual Foil (KVF) tube shaping
• Full SRAM Red eTap AXS group with power meter
• Fully integrated handlebar extension and stem
• Bontrager Hilo Pro triathlon-specific saddle for an aggressive and aero position
• Aerodynamic Bontrager XXX Aeolus 6 wheels

The final word

When you ride Speed Concept, you’re gonna go fast. A lightweight carbon frame, aero tube shaping, carbon wheels, and an 12-speed SRAM Red AXS drivetrain mean speed and efficiency where it counts.

Triathletes, time trialists, general speed demons—this one’s for you.

Simply the fastest

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Trek Speed Concept

• AUS $ NZD $ USD $ CAD $ GBP £ EUR €

Colour / Matte/Gloss Trek Black, Crystal White/Blue, Matte Onyx Carbon, Viper Red/Trek White

Size / Small, Medium, Large, X-Large

At a glance

- Speed Concept is a lot of things, but above all, it’s fast. It’s our most aerodynamic bike, which makes it an ideal triathlon bike and a great choice for TT enthusiasts who know every second matters. Plus, it’s an exceptional value: adjustability, integration, customization options, aero wheels, and an 11-speed drivetrain—all in a super aero bike built for flat-out speed.

It’s right for you if… You’re out to win, and you’re looking for the aero advantage other triathlon bikes simply can’t provide. You understand fit is a crucial part of going fast, and you want a bike that’s infinitely customizable to your perfect aero position.

The tech you get Lightweight 500 Series OCLV Carbon frame, drag-reducing Kammtail Virtual Foil (KVF) tube shaping, full Shimano Ultegra 11-speed drivetrain with Dura-Ace bar end shifters, fully integrated handlebar and stem, Bontrager Hilo Comp triathlon-specific saddle for an aggressive and aero position, and aerodynamic Bontrager Aeolus 5 Comp TLR wheels.

The final word When you ride Speed Concept, you’re gonna go fast. A lightweight carbon frame, aero tube shaping, carbon wheels, and an 11-speed Shimano Ultegra drivetrain mean speed and efficiency where it counts. Triathletes, time trialists, general speed demons—this one’s for you.

Why you’ll love it

- It’s a triathlon superbike that’s proven to be the fastest in the wind tunnel

- PRs are for breaking, and Speed Concept is the bike designed to put you closer to whatever goal you’ve set for yourself, whether that’s a faster bike split or a new speed record

- Make it yours: it’s fully customizable through Project One

- Speed Concept is easy to adjust and comes in an extended size range, which means every rider can find their fastest, most dialed fit

- Easy build, easy travel: fast assembly makes it easier to travel to races

Where To Buy

Specifications

• Frame 500 Series OCLV Carbon, KVF (Kammtail Virtual Foil) tube shape, BB90 w/Speed Fin, DuoTrap compatible, SC Draft Box 2 & SC Speed Box compatible
• Tires [F] Bontrager R2 Hard-Case Lite, 700c x 25
• Chain Shimano Ultegra
• Crank Shimano Ultegra
• Bottom Bracket BB90
• Front Derailleur Shimano Ultegra, braze-on
• Rear Derailleur Shimano Ultegra
• Shifters Shimano Dura-Ace bar end, 11 speed
• Brakeset Bontrager Speed Limit integrated, Bontrager Race lite aero levers
• Handlebar Bontrager Speed Concept KVF aero bar, carbon, direct mount, UCI legal
• Saddle Bontrager Hilo Comp, chromoly rails
• Seatpost Bontrager Speed Concept Race Lite, alloy, +/-20mm offset
• Stem Bontrager Speed Concept, direct mount
• Grips Bontrager tape
• Headset Integrated, sealed bearings

Q: How much is a 2021 Trek Speed Concept?

A 2021 Trek Speed Concept is typically priced around $4,700 USD when new. Be sure to shop around for the best price, and also look to the used market for a great deal.

Q: What size 2021 Trek Speed Concept should I get?

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Trek Speed Concept Review

I’ve been riding my Trek Speed Concept SLR 9 for a few months now since it was deliverd in February.

That is, because of the lousy weather and me not wanting it to get dirty on its maiden voyage, I didn’t actually ride on it before early March 😂

But since then, I’ve already taken it out for a spin more often than I ‘promised’ Paula – and myself, sorta – when I got it…

While I first blamed that on me having to fine-tune my Speed Concept, then practise a bit on it before the Tijdrit Almere , I have no other justification for that, other than that it’s so much ‘fun’ to ride it.

Well, not during the much anticipated ITT, as that was over before I was able to drop the hammer on my PR…

And ‘fun’ should not be taken literally, as riding in the time trial position is never much fun and takes getting used to.

So, if you’re new to time trialling or triathlons, don’t expect this fantastic beast to make that any easier.

But, you will probably go faster – apparently, the claimed improvements actually get  better if you’re not world class and cannot ride an ITT at 50 kph.

If you’re on a budget, you might just as well go for the ‘cheaper’ Sram Rival AXS version of the Speed Concept, which basically gives you the same components, other than the group set.

Even that will set you back €9.600, so don’t overestimate cheap – the cheapest Shimano (Ultegra Di2) is roughly €600 less…

If you are a Tri-athlete, Trek’s IsoSpeed system , meaning top and seat tubes are further out to match a triathlete’s more aggressive position, is a huge 30% more compliant, which should leave you less fatigued for the run.

I’ll take their word for it…

Mounting an ITT/triathlon bike for the first time can be daunting, but as I’m already used to that, I didn’t have any problems.

On the contrary: the Speed Concept is a lot less ‘ twitchy’ than the SpeedMax . I only had to make adjustments to fine-tune my position, i.e. pad width, extension length and the (stack)height between base bars and extensions.

If you’re not (yet) used to hydraulic disc brakes, the superior braking power of these will also boost your confidence.

I fitted my bike with Look Keo Blade Ceramic Ti pedals, which are a huge upgrade from the Favero Assioma pedals I had on the SpeedMax.

Not because the Assioma’s are not worth every penny, but if you want as little power loss on every stroke as possible, the Keo’s are far superior.

And looking at my power numbers over the past months, I consistently need to push less power to reach the same speed(s).

Some of the difference can be explained by the numbers from the Assioma’s being different from those I get from the Quarq chain ring PM, but they are equally accurate.

Which means it comes down to the superior aerodynamics of the Speed Concept, and the pedals.

At any rate, this doesn’t mean that I will go a lot faster, though.

In my experience, not backed by science, I need to push 10 to 15 Watts more for a mere 1 kph increase.

As my rides are more influenced by wind speeds than anything else, I should look at the long term average and that confirms I do need to generate less power than before…

One thing I’m always a bit weary about is the saddle, or rather: a saddle change.

However, the Bontrager Hilo saddle is almost comfy so I was very happy I could stick with that.

One upgrade I passed on was for the wheels: the Aeolus RSL 51 set has a lower rim than I was used to, but I will – probably – never go for closed wheels and the 58/82 mm rims on the SpeedMax were not very practical riding with tubes.

Which looks like no issue if you ride tubeless, until you get a flat in the middle of nowhere and need to put a tube in to be able to get home…

I did get the extra between-the-arms bottle on my Speed Concept, as that can be refilled from the (standard) down-tube bottle. However, I replaced both with ‘standard’ bottle cages within a week.

The ‘hidden’ down-tube storage is rather useless if you ever need anything from it fast, like during a race. It fits a tube, CO2 cartridge and multi-tool, but it’s a tight fit and I would prefer something that doesn’t require the removal of other parts to access.

The Bento box for storing gels or bars is not very useful either imho – unless you put your items in as advertised, nothing much fits and I for one, don’t like riding around with gels flapping.

Overall, the Speed Concept is easier to handle and faster than anything I’ve had before. The downside is that it’s also considerably more expensive than anything I’ve had before.

You will need to bring a lot of cash to table to get one, even in the lower range.

If money is not an issue and you can use all the ‘help’ you can get to achieve your triathlon goals, then this is probably one of the best bikes you can get.

And yes, I’m aware that I do not have  any goals, I’m an old man and I (thus) should not be allowed to even consider buying one, but yet here we are…

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2 thoughts on “Trek Speed Concept Review”

Beautiful machine! And great to hear it really does its job.

The power you need to overcome aero drag goes up with the cube of your speed. Your estimate (10 or 15 Watt for just 1 kph more speed) is probably OK, a bit conservative even:

Let’s suppose you need around 250 Watt for 38 kph (source: Zwift Insider ).

And let’s ignore rolling resistance for this back of the envelope calculation.

In that case you would need (39/38)^3 * 250 = 270 Watt for 39 kph. 20 Watt or 8% more. So 1 kph is a big deal …

The link above contains estimates for bigger steps (2.5 kph and 5 kph) and is quite depressing if you want to go a lot faster!

Karel (Almere)

Thanks Karel, it is 😎

One thing is for sure and that is that we will never have the circumstances to test this in our backyard, as there will always be wind.

Comments are closed.

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Reviewed: The Gen 3 2022 Trek Speed Concept SLR 7

We give you the nitty gritty details and ride impressions on the 2022 trek speed concept—a simplistic-but-necessary update to trek's well-loved (and well-worn) speed concept line..

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Review Rating

Trek has finally added disc brakes, simple build/breakdown for travel, and a minimal suspension system to its Speed Concept line—all while trimming weight and improving aerodynamics, handling, and acceleration.

Simple fit adjustments/build/breakdown Fantastic handling/acceleration Shockingly light weight Improved aerodynamics More options with disc wheels

Surprisingly rough ride despite suspension system No truly integrated hydration Aerobar extensions cannot be swapped Very wide, very stiff stock saddle 51mm wheels are a little shallow to come stock

19 pounds 12 ounces

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2022 Trek Speed Concept SLR 7: The Basics

We dig much (much) deeper into each of the features on the 2022 Trek Speed Concept SLR 7 in our extended review here , but let’s take a look at the basics you need to know about this bike. For our review, we rode the baseline SLR 7 Ultegra Di2 version, but the framesets are the same from the SLR 7 to the SLR 9 Dura-Ace. First, Trek has finally upgraded their slightly long-in-the-tooth Speed Concept line with disc brakes—which were a long time coming. They’ve also ditched the monopost aerobar riser for a two-post system and much-simplified front end that’s incredibly easy to work on (for travel, fit, or even general maintenance).

The new Speed Concept also has the fascinating IsoSpeed suspension system that’s meant to remove vibrations from the road into the rider—reducing fatigue for the bike and run. Trek has also improved aerodynamics by a claimed 16 minutes over 112 miles (or 16 watts at a Kona-winning 26mph average pace— here your mileage may vary, a lot) and somehow kept the weight below 20 pounds for a size medium with all hydration and storage removed. This is no small feat, by the way.

2022 Trek Speed Concept SLR 7: What We Liked

Trek did a great job with this big Speed Concept update by simplifying where they needed to (the front end, assembly, etc.) and making some pretty interesting improvements elsewhere (the IsoSpeed suspension, the integrated tool kit cleverly housed in the downtube, monstrous, organized storage in the top tube, etc.).

As such, Trek rides the fine line very well between features and real-world usability. But the thing that truly stands out on this bike is the ride itself. It’s rare to find a bike that handles intuitively—even on the first ride—cuts corners tightly, without being twitchy, and actually jumps when you stand up. Sure, killer sprinting isn’t going to win your next Ironman, but it does make riding it much more fun than some wobbly noodle. This is a bike that’s not only a blast to ride, but it’s light weight, and solid feeling—things won’t be rattling off this bike, nor do you need 100 allen wrenches of varying types from microscopic to star-shaped.

2022 Trek Speed Concept SLR 7: What Could Have Been Better

One of the biggest flashy features I was excited to try on this bike was the otherwise omnipresent IsoSpeed that Trek has been using on its various road lines for years. It all makes sense for triathletes—less vibrations mean less fatigue, less fatigue means a better ride and run, especially over long-course distances. Sadly, the unadjutable IsoSpeed only handles high-frequency road chatter as good as most well-tuned double-diamond bikes, but medium- to low-frequency bumps and jolts still hit. Technically beam bikes like the Dimond, Ventum, or Cervelo PX-Series have been using suspension, but the new Speed Concept is singular in the double-diamond world. Make it adjustable (like many other Trek bikes), and maybe it’ll be better, but otherwise the Speed Concept was a little jarring, even when compared to something like the Scott Plasma 6 or the new Quintana Roo V-PR.

There are a few other nitpicky things potential buyers should probably know, but I’ve covered that in more detail in this extended review .

Conclusions

This is a great bike on a long-needed upgrade to a well-loved line. As a gear editor who has to assemble, adjust, ride, readjust, ride again lots and lots of supercomplicated superbikes, it’s a joy to quickly assemble and adjust a new bike that’s actually fast and (mostly) does what it says it will. I can’t oversell how much fun this bike is to ride—as a quick, tight-handling setup that draws similarities to most people’s (and brands’) benchmark favorite tri bike, the Cervelo P5. Both bikes are UCI-legal, still have tri-specific details, are simple in their design, but well thought out, and extremely effective in their execution. I expect most of my big complaints (above) and little complaints (this review) can easily be ironed out in future iterations, so I’d still recommend this upgrade to anyone—particularly those Trek owners who have been toiling with rim brakes, brake-caliper cowlings, and wacky front ends.

RELATED: Trek Speed Concept SLR 7 Extended Review 

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Trek Speed Concept 7.5 Triathlon Bike: So Good Our Tester Bought It

Premium handling and compliance with triathlon-ready aerodynamics

It was on a sharp left turn in the late stages of an Olympic-distance triathlon that the varied impressions I’d been storing in the back of my mind about the Trek Speed Concept 7.5 coalesced into a single, clear thought: This bike is amazing!

The Left Turn comes more suddenly than you expect it to. It’s midway through a gradual descent whose first half bends lazily, like a child’s drawing of a river on a map. You’re not flying, exactly, but doing at least 25mph if you’re down in the aero bars, as I was. It feels really good, cruising down that stretch, with the arduous climbs and time-trial stretches behind you, and the finish line a few minutes away. And then, as the road’s unhurried curve veers more sharply to the left, your reverie is shattered.

It was a few years ago when I first encountered The Left Turn. I was riding a different tri bike at the time, and I tried to make the turn but quickly recognized it wasn’t going to happen. I had probably reacted a bit late and not quite aggressively enough, but that bike felt stubborn, even unwilling. It was as though I was riding an extremely expensive carbon-fiber mule. Instead of holding my line and arcing to the left with my fellow almost-finished triathletes, I leaked off the right side of the road and into some bushes. It was sheer luck that I didn’t hit a tree. I un-white-knuckled the brakes, gathered myself, dismounted, walked the bike back to the road, and set out again. But I rode the final stretch with my hands hovering over the brake levers and my tail between my legs.

That colored my perceptions of tri bikes for good. I raced on them grudgingly, but doubted their value in sprint-distance tris that weren’t as flat as Kansas. Sure, they were great for going fast in a straight line, but not much else. They were uncomfortable to ride—herky-jerky, and so stiff that you took every speedbump and crack in the road like body blows. And their fit and geometry made getting out of the saddle difficult, rendering them almost as bad at climbing as they were at cornering.

    RELATED: How to Turn Your Road Bike into a Tri or Time Trial Bike

My opinion began to evolve during my first few rides on the Speed Concept 7.5. I wasn’t surprised that it was fast—but it felt especially so. Trek bills the Speed Concept line as the fastest on the planet, with aerodynamically shaped tubes that the company says reduce drag at all crosswind angles. The carbon-fiber frame is 19 pounds—respectable for a sub-$4,000 tri bike—but surprisingly responsive to even subtle cues. The fit was the most comfortable of any tri bike I’d ever ridden. Its base bar is positioned a bit closer to the rider (which I liked), but it’s easy to slide it out to fine-tune the fit. The pads and aerobars are also highly adjustable, offering a range of possible variations. The version I tested came equipped with Ultegra 6800 Series components, which offered clean, crisp shifting up and down the 11-speed drivetrain, whether I was hammering the flats or climbing and descending the Pennsylvania rollers I spend most of my time riding. My one quibble was the feel of the Bontrager brake calipers and levers, which had a little too much give and a disconcerting (to me, anyway) lack of crispness. I prefer brakes that announce themselves with military precision, especially on a bike this fast. But the Speed Concept 7.5 seemed to prefer soft diplomacy.

So my hands instinctively brushed the brake levers this past August when I once again approached The Left Turn in the final descent of that Olympic tri. Yes, this time I knew it was coming, but the Speed Concept 7.5 was so smooth and responsive that I didn’t need the brakes. The bike—which was fast enough on the rest of the course to help me shed four minutes from my prior year’s ride—simply did what I wanted it to do: corner sharply but cleanly, delivering me to an exhilarating finish.

The Speed Concept 7.5 surprised me again a few weeks later during a sprint tri featuring a four-mile-long ascent that climbs almost 1,000 feet. It wasn’t easy—I was still riding a tri bike, after all—but I downshifted all the way and cruised to the top, past other riders serpentining or walking their bikes. A few days later, the Speed Concept 7.5 earned some style points. “That is a beautiful bike,” a diehard roadie said, after seeing it on my roof rack . “Most tri bikes look kinda alien. That almost looks like a road bike.”

And so after test-riding this remarkably versatile tri bike all summer, I paid it the highest compliment of all: I bought it.

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Trek’s White Paper 2.0 – The Speed Concept (2010)

On Oct 23, 2007, Trek released their first white paper to the public after some debate concerning their Equinox TTX and its performance in the wind tunnel were called into question. At the time, our publisher, Dan Empfield, wrote that, "Trek Bicycle Corporation has granted Slowtwitch.com's readers transparency atypical in the bike industry. Trek's Damon Rinard has penned a white paper describing the protocol and results of a recent wind tunnel test that, among other things, compares its bikes to two others in its competitive set." In the past two plus years, the level of transparency regarding wind tunnel testing has changed dramatically. Consumers – at least our readers – now expect to know how the bike they are considering buying stacks up – with hard numbers – against the competition. Employees from Blue, Cervelo, Felt, Kestrel, LOOK, Specialized, Trek (listed alphabetically) and others all participate on the Slowtwitch.com forum. And the expectation is now that these individuals will make themselves available to answer questions about their products. At the risk of throwing him to the dogs, I will say that forum user "Carl" is the Carl Matson of Trek Bicycles whose name appears on this white paper. It was he who arranged for Slowtwitch to host this white paper. While neither he nor we can guarantee he will answer every question posed on our user forum, he has said that he'll do his best to avoid having any "chirping crickets" in threads about the SpeedConcept and this white paper.

The white paper can be downloaded by clicking here . By hosting this paper, Slowtwitch is merely serving as a disseminator of information. We are not attesting to the veracity of the data contained within the white paper or the quality of the testing methodology. We believe that this sort of technical information is an asset to the customer, but it's also important to know that no company's data should be taken as gospel truth. This is Trek's data. It is not independent data. This is not to suggest that Trek is or was guilty of any sort of foul play, but it is important that readers are aware of not only the value of the information contained within, but also the limitations.

One objection that I have to virtually all wind tunnel data that is presented is that it lacks any discussion of the margin of error. Even the most rigorous testing is subject to the accuracy of the equipment used, and even the best equipment has some error. This paper is no different, and while I understand that they are sticking to "industry practices," I nevertheless feel that data ought to be present according to best engineering practices, which would mean the inclusion of discussion of possible errors, limitations of the testing protocol, etc. As thorough and detailed as this paper is in it's discussion of how they endeavoured to prevent and minimize error in testing, any college engineering professor would fail the student that handed it in for a class because of the absence of any discussion of what was wrong with the data despite those efforts. It is my hope that this will at least be the topic for discussion that Trek will entertain, even if they did not include it in the published white paper.

A significant portion of the white paper is dedicated to discussion of the truncated KVF – or Kamm Virtual Foil – airfoils used in the SpeedConcept. But only passing mention is made of the Kamm designs long history in the auto industry and no mention is made of the pioneering aerodynamicist Wunibald Kamm, for whom the design is named. It was Kamm who, in the 1930s, discovered that many – and some would say most – of the aerodynamic properties of an airfoil shape are preserved even if the long trailing edge is cut off. While Kammback or Kamm-tail airfoils are new in the bike industry, they are definitely not a new concept within the auto-industry; Trek makes note of several automobiles that utilize a Kamm-style shape, the Toyota Prius's distinct body shape is probably the most ubiquitous example of a Kamm-tail airfoil in modern times. For those interested in learning more about Kamm and the history of the Kammback design, there are numerous resources available with a simple googling.

While I am – admittedly – critical of certain aspects of this white paper, I nevertheless laud Trek for putting it together and making it available to us. It most definitely answers a great many questions. And while it also raises a lot of new questions, it does so by the open and thoughtful sharing of information. Anyone who reads this paper – whether they are in the market for a SpeedConcept or not – will come away with a greater understanding not only of Trek's products, but also of some fundamental of bicycle aerodynamics. Every rider, regardless of where they fall on the speed continuum, will benefit from having an understanding of the concepts presented in this paper. To steal (and slightly paraphrase) the slogan of the discount clothing store Syms, "an educated consumer is [the] best customer."

Related image gallery: The Trek Speed Concept unveiling

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Voigt breaks world hour record

German makes historic attempt in Switzerland

German Jens Voigt has become the first rider crack 50 kilometers ridden in the world hour record since the UCI modified the rules earlier this year. Voigt bested the previous mark - set by Ondrej Sosenka on a standard bike without aerodynamic equipment in Moscow on July 19, 2005 - by more than a kilometer.

New UCI rules bring life back to cycling's Hour Record

Cookson hails Voigt record as new magic hour era

Voigt rode 51.115km, or more than 204 laps, over the hour on the Velodrome Suisse in Grenchen, Switzerland on Thursday night.

The Trek Factory Racing rider called an end to his road career at the USA Pro Challenge in Colorado in August, 2014, but soon announced his attempt at the record. When the day came, the German was more than up to the task.

"I went off a little too fast at the start and I had a bad spell after the halfway mark, but the support of the crowd and knowing that this was my last race meant that I could finish strongly," Voigt said. "I gave everything in the last 20 minutes. I'm really happy with the distance: 51km is more than I imagined. It’s an intense event: there is no downhill, no hiding behind a teammate; it's like a breakaway when you don't want to be caught by the peloton."

The feat was the first since the UCI unified the rules for the hour record in May, allowing the record to be attempted on a bike that meets the current rules for individual pursuit, rather than restricting records to the previous two categories, the hour record, which specified no aerodynamic equipment, and the "best human effort", which allowed upright bicycle frames with certain aerodynamic enhancements.

Before Sosenka, the record was held by Chris Boardman, who set the mark in October, 2000. Boardman still holds the mark for "best human effort", set in September of 1996, when he rode 56.373km in the "superman" position with an aerodynamic frame and a rear disc wheel.

Voigt used a modified version of the Trek Speed Concept frame, with dual disc wheels and standard aero bars to rack up more distance than any rider on a standard bike, even surpassing the first aerodynamic performance of Francesco Moser from Mexico City in 1984.

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“I am extremely proud to be joining all the iconic riders that have beaten this record before me," Voigt said.

“I saw Chris Boardman beating the record in 2000 and I said to myself: 'what a great way that would be to finish my career'. 33 years of cycling behind me. This was my last attempt. I'm in so much pain... But what a way to retire!"

The hour record dates back to the early days of the bicycle, but it was made famous in recent history by the long-standing record of Eddy Merckx. Although Merckx's mark of 49.431km held only until Francesco Moser broke 50km in 1984, the UCI retroactively changed the rules in 2000, disallowing all records set that did not adhere to the traditional position and equipment set by Merckx in 1972. Therefore, the efforts of Tony Rominger, Miguel Indurain, Graeme Obree and Moser were all relegated to the "best human effort" category.

In May, 2014, the UCI changed the rules, allowing all records set on equipment that conformed to the UCI rules at the time. Sosenka's 49.7km stood from 2005, although American Colby Pearce went 100m further in 2013, his record was not ratified by the UCI because he was not part of the biological passport programme.

Hour Record Results (* "best human effort", ** previous record, *** to be ratified)

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• Rider Notes

2020 Trek Speed Concept

A carbon frame triathlon bike with ultra high-end components and rim brakes.

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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.

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First added October 20

Last updated July 7

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Loved the world over, the Marlin has long held the hearts of new riders and seasoned rippers alike, and to keep everyone rolling with ear-to-ear grins we’ve revamped it with more trail confidence than ever. Whether zipping through town, dipping your toes into the trail for the first time or slicing through switchbacks as a well-seasoned rider, you’ll appreciate the sleek new frame that ups the capability and brings looks to match. There’s a reason why it’s always been your favourite.

Total trail confidence A bike's geometry is the defining framework it's built on, and the Marlin is a true mountain bike at it's core. Its measurements are perfectly dialled to give you a confidence-inspiring, planted feel when you’re rolling down steep and bumpy trails, while keeping it easy to pedal back to the top when you’re ready for another lap.

Marlin’s head tube (a) sits at a slacker (more acute) angle. The slacker head tube angle (b) moves your front wheel further in front of you. Take it to the trail, and this slacker head tube angle (b) boosts stability and control for confidence when descents get steep and rowdy.

To balance a slacker head tube angle (b) , the Marlin features a steeper (more upright) seat tube angle (d) . A steeper seat tube (c) lets you get the most out of every pedal stroke, so you don’t waste power on the climb to the top.

The Marlin is equipped with a short stem and wider handlebar for more direct control and responsiveness when you’re manoeuvring through rocks and roots. Meanwhile, a longer reach (e) gives you extra stability so you can ride faster and more confidently.

Secure your ride

A new Thru-Skew axle provides better rear wheel security, holding your wheel in place snugly and ensuring it doesn't slip out of the frame, even when you're rolling through rough-and-tumble terrain.

Fully guarded

Full-length, full-coverage guards on the chainstay protect your frame and keep your ride quiet.

Float on the trail

Big 2.4˝ tyres elevate traction, so you stay planted on dusty switchbacks. But not only do bigger tyres give you more grip — they also soak up bumps for a smoother ride.

Upgrade ready

With a frame this nice, you won’t want to part ways with your Marlin as your skills grow. The Marlin Gen 3 is upgrade-ready, so you can upgrade your bike when you upgrade your skills. New internal cable routing lets you install a dropper post – and sizes XS and up can be upgraded to a bigger 120 mm fork when you’re ready to take on bigger trails.

A bike for everyone We believe that every rider deserves a well-fitted bike, that’s why the Marlin is available in every size from XXS to XXL – and even an 'extra-medium' size for riders who fall in between a medium and large. Each size is tuned to its riders, with Smart Wheel Sizing that scales the wheel size with the bike size, so every rider has comfortable standover height. Smaller, XXS and XS frames also feature a curved top tube to boost confidence and make getting on and off a breeze.

• Shop XS bikes

Make Marlin yours Whether you’re regularly ripping up the trail or a rugged city commuter, your Marlin can be fully customised with a treasure-trove of accessories. From kickstands and grips to bottle cages and bags, you can turn your Marlin into the perfect bike for your everyday ride.

• Deck out your Marlin

Trek warranty and backing We believe that when you put your heart and soul into something, you should have the stomach to back it up. That’s why we stand behind all Trek bikes with a limited-lifetime warranty. From your first ride to your 500th, we’ll be here for you in the unlikely event that something goes wrong with your Marlin. All you have to do is pop into your local Trek retailer and you’ll find all the support you need to get back spinning in no time.

The Marlin family Both generations of Marlins are true mountain bikes aimed at the rider who wants a versatile hardtail capable of off-road singletrack or in-city missions. Both generations have a 100 mm travel suspension fork and 29” wheels on most sizes except for smaller sizes with proportionate suspension travel and wheels, thus making it a great bike for shorter riders as well.

Marlin Gen 2

Get all-around versatility on Marlin Gen 2. It fits up to 2.2˝ tyres, and features balanced, neutral geometry that keeps you comfortable and in control as you venture off-road.

Marlin Gen 3

Get serious trail capability with Marlin Gen 3’s bigger, 2.4˝ tyre clearance, internal dropper post routing and a stiffer, more secure ThruSkew rear axle. Plus, its updated longer, slacker geometry gives you a boost in stability on steeper trails and at higher speeds.

Looking for something more to fill your singletrack appetite?

If you’re itching for a lighter weight, even faster hardtail, the X-Caliber is your ride. It’s light, sleek and efficient – perfect for new riders, cross-country racers and anyone who wants to cover a lot more trail miles in a lot less time.

The Roscoe delivers the capability of a full suspension trail bike in a simple hardtail package. The laid-back geometry that gives you tons of stability on rowdier trails, and it rolls on big 2.6˝ tyres that give tons of traction for getting through rough and tricky sections of trail.