trek stache olx

Tested: Trek Stache 7

The not-so-minor details.

Trek Stache 7

Trek Bicycles Australia www.trekbikes.com

AUD3,299.00

29+ tyres give insane amounts of traction and control. Geometry matches the intentions of the bike perfectly. More fun than you can poke a stick at.

Expensive for a hardtail with mid-range spec. $170 replacement tyres.

What the hell is 29+?

When Trek decided to create a bike in the ‘plus hardtail’ category, they developed the Stache from the ground up using 29″ diameter wheels, instead of jumping on the existing 27.5+ wheel (27.5″ diameter with 2.8-3″ tyres) size bandwagon.

Not sure what we are talking about? Here, have a read of this if you’d like to know what a plus-size bike is all about.

Essentially, Trek developed the Stache around 29+ wheels due to the increased contact patch of the tyre when compared to 27.5+, but it wasn’t going to be so simple. 29+ wheels are huge, too big to fit into a normal shaped frame, hence the wildly asymmetrical rear end of the bike and its elevated chainstay arrangement. There have only ever been one other 29+ bike make its way to the masses, we reviewed the Surly Krampus a few years ago , while we loved its endless traction it was hard work to manoeuvre through any form of a tight corner and was a boat to try and rip through singletrack.

With the elevated chain stay design and a boost spacing hub, Trek can tuck the chainstays to a length adjustable between 405-420mm (the bike ships with the length at 420mm) in the world of 29ers that is incredibly short!

An increased contact patch is beneficial in two main ways. Firstly, with a bigger contact patch you’ve got more grip on the ground in virtually any condition than a goanna scaling a tree. The second advantage of 29+ tyres is the small bump sensitivity that can be achieved by running the voluminous tyres at lower pressures. While the Stache is never going to feel like a dual suspension bike in choppy terrain, setting up the monstrous Chupacabra tyres tubeless and with the pressures low the bike has excellent small bump compliance.

We were lucky to  chat with Trek’s Travis Brown where we discussed the Stache, and he summed up the decision to go with 29+ wheels by saying ‘if you’re the type of rider willing to take a small weight penalty for a lot of extra control and traction, and the ability to run low pressures, we came out with the 29+ to be superior.’

29+ wheels with 3” tyres must be heavy right?

At first glance, you would presume that the Bontrager Chupacabra tyres would weigh significantly more than regular tyres, however, one of the key aims of the Stache project (which was entitled ‘project weird’) was to create a lightweight 29×3.00 tyre.

The result of the project was the Bontrager Chupacabra, a 3” tyre that weighs just 860 grams! Despite the light weight, the Chupacabra is tubeless ready, and the sidewall protection was high. We know this because with a 3” tyre you’ll be scraping the sidewalls of the tyre against lots of stuff on the trail, but despite this, the Chupacabra remained intact throughout the review.

The tread pattern of the Chupacabra sits somewhere between a Bontrager XR2 and XR3 which we found struck an excellent balance between rolling efficiency, sidewall stability and traction.

The only negatives we have with Chupacabra tyre is that once you really get to know how the Stache handles, a beefier front tyre to allow the rear to break traction into a slide or drift before the front tyre does might let us ride more aggressively, as we found that when the bike is tipped over and losing traction (far later than any other bike we’ve ever ridden), both the tyres slid together, a sensation that unnerved us somewhat.

Another point to mention is that there is no alternative to the Chupacabra than from Bontrager, and a replacement is going to set you back a mega $169 each!

You can run 27.5+ or 29” wheels instead of the 29+ due to the Stranglehold dropouts, should you be considering changing wheels?

No! At least not to begin with. Throughout testing, what we continually discussed was just how well the 29+ wheels worked with the short rear end, as well as the bike’s stubby cockpit. Being able to throw the bike around easily in combination with the insane traction and rollover of the 29+ wheels was a great match.

As we’ve discussed, the contact patch and subsequent traction afforded by the 29+ tyres is crazy. What we found with the bike’s tight geometry was that despite the massive wheels, if you tip the Stache over enough it’ll negotiate pretty much any corner- as long as the pilot holds their nerve!

Is it easy to jump the big hoops?

It’s different. Getting the Stache off the ground to manoeuvre between lines isn’t really the Stache’s forte, it prefers to barge through trails rather than creep delicately. Whilst subtle line changes of the aerial variety are off the menu, when you need to get airborne, other than having to work the bike initially to get in the air, once it’s up there the short rear end is easy to work into a landing, and the big rubber feels very cushy if you go further than intended.

Many of the trails near Flow HQ feature jumps and drops that often result in the bike landing pretty much pancake flat, and the with low tyre pressures (we settled on as low as 13psi in the front and 15psi in the rear for a 78kg rider), the Stache doesn’t feel like a conventional hardtail when it’s time to come down.

When do you get reminded that you’re still riding a hardtail?

While the Stache happily ploughs through most terrain, when the going gets really rough, or you’re coming into a square edge hit, the ability to plough through or jump the obstacle as you might on a dual suspension bike is not really an option. We found ourselves coming into sections like these too fast at times considering the low pressures you run on the Stache, which make a square edge or very rocky terrain the perfect place for a puncture – and a potential $169 visit to the bike shop!

What’s the spec like?

Despite having truly enjoyed riding the Stache, the spec is somewhat underwhelming considering the $3299 price tag.

Firstly, it’s understandable in a way that this bike is dearer than it should be because this is a one of a kind bike and the frame is quite involved. If you read our interview with Travis Brown , you’ll see the time and resources not only Trek and Bontrager, but companies such as SUN Ringle and Manitou invested to make this bike a possibility.

That being said, the battleground of mountain bike sales is a vicious one, and there are many bikes around the $3000 price point with very nice specs indeed; dropper posts, quality suspension front and rear and high-end drivetrains.

For $3299 with the Stache, you get a Sram GX groupset (with X1 cranks), Sram’s Level Trail brakes and relatively unheard of SUNringle Duroc rims, which create an excellent profile for the Chupacabra, but are on the soft side for a bike with hard-riding intentions like the Stache.

None of these products are bad- in fact, it’s unbelievable how good 11-speed drivetrains of all levels are these days – our SRAM GX/X1 bundle was flawless, and the Level brakes were excellent for general trail riding, although they were untested this time around on particularly long descents.

Bontrager products have always been a favourite at Flow for their efficiency, robustness and understated graphics, and the Bontrager products on the Stache such as the stem, handlebar and saddle were no different.

Two parts we weren’t fussed on however were the push-on grips, which we would change to a set of lock-ons immediately, and the non-dropper seatpost.

The Stache is pleading like a child at a candy store for a dropper. If there were ever a bike that would truly benefit from a dropper, it would be the Stache. Further to this, the rigid seatpost doesn’t actually move that far within the frame, as the seat tube is flattened and curved to accommodate the 29+ wheels, so dropping the seat at the top of a descent still doesn’t get the seat as low as you would with a dropper.

Okay, so what about the model above, or below in the range?

We believe this is a situation where the model below, or above are worthy of consideration for potential buyers.

The Stache 5  retails for $2399, and features the same frame, wheels and tyres as the 7. Regarding the drivetrain, it’s a 1×10 system, however, the 11-36 spread isn’t too bad regarding range. The another significant downgrade is going from the Manitou Magnum with 34mm stanchions to the Manitou Machete with thinner 32mm stanchions.

While these are downgrades, in the fork department plus bikes tend to mask inefficiencies in dampening, as the small bump sensitivity from the tyres allows the rider to run more pressure if the fork is very linear. This was the case with the Manitou Magnum. Despite feeling linear in comparison to a comparable Fox or RockShox product, the Magnum performed well on the Stache, as we ran it slightly firmer and faster than we would on a regular bike, allowing the tyres to give small bump sensitivity, and saving the travel for bigger hits.

For the $900 saving the Stache 5 offers, and the fact that the $2399 price point is somewhere where the Stache competes with entry level dual suspension bikes that perhaps come with entry-level suspension components, the 3” tyres would potentially work more efficiently at dampening the terrain, as well as giving the rider more traction and control.

Another option we would consider is spending $1200 more and purchasing the Stache 9.6 . The Stache 9.6 comes with all the upgrades we wanted! A dropper post for starters, as well as a RockShox Yari fork, and a gorgeous carbon frame. We featured the Stache 9.6 in our Trek World wrap up from earlier this year, so go and have a look!

Is the Stache an alternative to a $3000 duallie?

The concept around this bike and the way it behaves on the trail is remarkable. Consider this: you’re coming hot into a corner, tagging the inside a bit more than you should be. Where you would normally be about to lose the rear (and possibly the front too) and you get pretty ragged, with the Stache you keep those feet up, pull as tight as you want, and you’re pretty much guaranteed to stay glued to the ground.

Here’s another one: it’s been a long day out on the bike, and you’re coming up the final loose, rock-strewn climb. You want to get out of the saddle and power those last few pedal strokes, but you’re losing traction. You end up admitting defeat, hopping off and walking the rest of the hill. Aboard the Stache, unless you’re putting out the horsepower of Nino Schurter, those tyres are staying right where you want them, in or out of the saddle.

So is this bike better than a $3000 duallie? It’s hard to say because it’s just so god damn different!

Alright, let’s cut to the chase, who is this bike for?

The Stache is for a rider who appreciates traction, braking control and simplicity. You’re unlikely to get record times on your local XC loop, but the Stache can tackle much, much more than the humble hardtail of yesteryear, and you’ll amaze your mates with the new line options it opens up.

The Stache reminded us that sometimes riding isn’t about who has the most dialled, out and out speed machine, that sometimes popping a manual or a wheelie, or taking a silly line through a corner is what brings the biggest grins.

As Travis Brown told us when we were asking him how the bike rode, until you ride a Stache, you just simply won’t understand what these quirky little things are all about!

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Trek Stache 9 - long-term review

Big wheels + huge tyres = monster-sized fun

James Huang / Immediate Media

James Huang

Balloon-like 29 wheel-and-tire package floats over rough ground, excellent geometry, great suspension fork

Slippery tire compound, hard edges on saddle, burdensome wheel and tire weight, super-short rear end occasionally rubs on legs, expensive

‘Plus-sized’ mountain bikes are just barely breaking ground but Trek is already bucking the emerging trend with its new Stache 9 hardtail, slapping 3in-wide tyres on 29in wheels instead of the smaller 27.5in ones.

Cast aside your images of a slow and cumbersome machine though – the wheels and tyres may be huge but the Stache 9 is remarkably nimble and far more entertaining than you’d expect on paper. If your main goal is just having fun when you hit the trails, the Stache 9 just might be the bike you’ve been waiting for.

This ain’t no lumbering big-wheeler

The Stache 9 may wear Sub-Ringlé rims that are the same diameter as on a standard 29er but they’re nearly twice as wide and end up about two inches taller in total when you account for the matching 3in-wide Bontrager Chupacabra tyres. Given such a massive disparity, then, it’s no surprise that those huge feet large define the Stache 9’s personality on the trail.

The 45mm-wide rims and 3in-wide tyres make for a huge footprint on the ground

When you combine that bigger overall diameter with the huge increase in air volume and lower operating pressures – roughly 12psi for this 70kg (154lb) test rider – what you get is more akin to a hovercraft than a mountain bike in terms of isolation. With so much pillowy goodness underneath you, the Stache 9 positively floats over small-to-medium rocks and roots without so much as a hiccup to disrupt your flow.

Those bigger tyres also put more rubber – and more knobs – on the ground, and there’s a corresponding boost in all-around traction, depending on the ground conditions (more on that later). The Stache is impressively adept at technical climbing that might otherwise stifle a bike with less grip but cornering traction is especially good, particularly with the excellent 110mm-travel Manitou Magnum Pro suspension fork doing a great job of keeping the front tire firmly planted on the ground.

Manitou is back! The Magnum Pro fork is fantastic

The lack of similar movement out back (plus the tyres’ minimal tread) makes the back end occasionally prone to kicking out but all things considered, it’s generally quite controllable and yields heaps of tail-out hooliganism.

Those big meats are just one of the two characteristics that define the Stache 9’s personality, though; the other is its rather unique frame geometry.

Despite having wheels that are two inches bigger in diameter, the Stache 9’s radically shaped frame yields a hyper-compact and adjustable rear end. In its shortest setting, the chainstays measure a miniscule 405mm from bottom bracket to rear axle – a full 3cm shorter than a full-suspension Trek Fuel EX 29er trail bike with the same decrease in wheelbase.

The rear end is ridiculously short and makes for correspondingly ridiculous manoeuvrability

That stubby overall length makes the Stache 9 surprisingly manoeuvrable in tight quarters and unlike with most full-blown fat bikes, at no time does anything feel weird through the bars. It’s a piece of cake to flick the bike from corner to corner and even though the balance point is higher up off the ground, that ultra-short rear end still makes it far easier to loft the front end for bunnyhops and manuals than you might think.

Despite that agility, the Stache 9 is still confidently stable at warp speed. The front end is reasonably long, the head tube angle usefully slack, and the bottom bracket is quite low – and let’s not forget about the additional stabilising effect of all that rotational inertia.

Overall, the one word that best describes the Stache 9 is ‘fun’. Remember that friend you had in college? The big dude who dwarfed the rest of you in height and weight but could still keep up and was always the life of the party? That’s pretty much the Stache 9 in a nutshell.

You can’t escape physics

The Stache 9 is all about momentum. Between the terrain-flattening ability of the bigger and higher-volume wheel-and-tyre package and the extra cornering traction, you basically have to slow down a lot less than usual but you still have to get all that mass rolling initially. The bike isn’t especially hefty as far as trail bikes go with an actual static weight of 12.26kg (27.03lb, 17.5in size, tubeless, without pedals) but its substantial rotational weight can make it feel much heavier.

The Bontrager Chupacabra tires roll quickly but there's no escaping their substantial weight and inertia

Sun-Ringlé says each rim weighs 655g, the actual weight of the tires is nearly 900g apiece, and each tube is upwards of 400g (although thankfully, it’s easy to convert to tubeless). That’s about 800g of extra weight as compared to a typical 27.5in trail bike setup but it feels like much more when you consider the exponentially amplified rotational inertia effects of the Stache 9’s larger-diameter wheels.

Steady-state climbing at moderate speeds isn’t so bad as a result but it’s impossible not to notice the extra effort required to extract quick surges in speed. Crux moves where you need a sudden burst of forward thrust can be particularly challenging – hampered in no small part by the woefully slow-engaging DT Swiss rear hub. As Tom Marvin, tech editor of BikeRadar’s sister print publication, What Mountain Bike, puts it, “It’s not a bike that likes to be sprinted on.”

It might take a bit of extra effort to get the Stache 9 going but once it does, it's an absolute beast on rocks and roots

Trek has unfortunately also squandered away some of the inherent traction advantages of the 29+ format with the Stache 9’s tyre choice. The Bontrager Chupacabras’ low-profile tread design produces impressively low rolling resistance, and both bites exceptionally hard and drifts predictably on softer surfaces. Those similarly low-profile cornering knobs can’t dig into hardpack as effectively, however, and without the benefit of rear suspension or a slightly squared-off profile to lean on, the back end is prone to stepping out suddenly.

“The lack of a proper shoulder was my biggest issue with the Chupacabra,” said Marvin. “I rode some fast grassy trails and it took virtually nothing for the rear especially to step out of line. That made it fun on fast swoopy trails where you could kick it out to look like a boss, but not so good in loose stuff.”

Bontrager supposedly has some more aggressive 29+ tyre designs pending and they can’t come soon enough.

Fantastic frame, great kit

It’s taken Trek quite a bit of work to wrap the Stache 9’s alloy frame so tightly around those gargantuan wheels and tires. The seat tube closely follows the arc of the 3in Chupacabra casing, for example, and there’s a wafer-thin single-sided forging that just barely lets the non-driveside chainstay squeeze in between the tyre tread and crankarm.

Between the elevated chainstay and clutch-equipped rear derailleur, chain slap is kept at a minimum

Trek gained a few more millimetres by using the new wide-format Boost 148 rear hub and drivetrain spacing and even though the PF92 bottom bracket shell provides more real estate to spread things apart relative to a PF30 or conventional threaded shell, the driveside chainstay still has to be elevated to make room for the drivetrain.

There are dedicated forgings and intricately hydroformed shapes nearly everywhere you look, too, such as that non-driveside chainstay section, the neat sliding thru-axle rear dropouts (which also allow for singlespeed setups if you’re so inclined), and the way the top tube and seat tube flow into the adjoining stays. Meanwhile, the stubby tapered head tube allows for a reasonably low grip height. Cable routing is a mix of internal and external and it’s quite well done.

Frame designer Ted Alsop credits modern hydroforming techniques as the key to making elevated chainstays work long-term

According to Ted Alsop, the Trek engineer who designed the Stache, a large frame with all associated hardware weighs 2,025g (4.46lb).

That rather neat frame is dressed up in a solid mix of kit, too. Trek house brand Bontrager naturally supplies the Rhythm Pro carbon low-rise bar, forged alloy stem, lock-on grips, and lightweight Evoke RXL saddle but aside from that it’s all SRAM, Shimano, and other big names.

The SRAM X1 drivetrain delivers the same shifting performance and usefully wide range of the top-shelf XX1 package but at a far more attainable price while Shimano’s Deore XT hydraulic disc brakes – with bigger 180mm-diameter rotors all around – are as strong and reliable as ever.

Perhaps the most pleasant surprise, as alluded to above, is the Manitou Magnum fork. It’s amply stiff with its 34mm-diameter upper legs and stout cast magnesium lowers but it’s the performance of the internals that’s most impressive.

The bottom bracket shell and non-driveside chainstay stub are made from a single forging

Manitou says it designed the Magnum specifically from the outset for plus-sized tyres and that’s certainly a believable claim after six months of testing. It’s extremely supple off the top – largely canceling out the bounciness of the big tire casing – and highly controlled through the modest 110mm stroke. The spring rate also ramps up nicely as it approaches the bottom-out point and there are heaps of adjustments to fine-tune things to your liking, too – including air chamber volume if you’d prefer more spring rate progression. All in all, it’s a great little (big?) fork.

Out back is a DT Swiss 350 rear hub and it’d normally be tough to complain about finding such a bulletproof and proven unit on the spec sheet. However, Trek has neglected to request DT Swiss’s finer-toothed ratchet rings, leaving an utterly lethargic engagement speed in its ugly wake. It’s fine when you’re pedalling along but potentially crippling when the trail gets technical.

The adjustable dropouts allow for singlespeed running, too

Likewise, the KS Lev Integra dropper seatpost is a fantastic value-added inclusion – one might even argue that a dropper is more important to all-around trail fun than rear suspension – but once again, this one was problematic. Dropping the post went just fine but it regularly got stuck in the compressed position, only popping back up if you kept the lever depressed and bounced on the saddle. Not good.

That Evoke RXL saddle also has rather hard rear edges but aside from that, it’s a comfy and supportive place to spend your day.

Wicked fun but also conditions-dependent

How much you like the Stache 9 will likely depend a lot on the nature of your local trails. If you regularly find yourself on tacky dirt rollercoasters with endless high-speed ups and downs – not unlike the terrain in Trek’s Midwestern US headquarters, coincidentally – then the Stache 9 is almost guaranteed to get you grinning from ear to ear. In those situations, the rotating weight won’t matter much (and in fact, might even help) but the killer traction and manoeuvrability will be huge bonuses.

Riders constantly faced with lots of climbing, however, will invariably have a tougher time keeping those portly wheels and tyres turning over.

Either way, the Stache is still a fun machine and Trek deserves major kudos for delving so far off the straight-and-narrow to bring this to market. It’s not a question of whether the bike is fun to ride; it’s really just a question of how much fun you’ll have. In some ways, you can think of the Stache 9 like pizza (albeit a rather pricey one). When it’s good, it’s really, really good – but even when it’s bad, it’s still pretty good.

For more information, visit www.trekbikes.com .

Complete specification:

• Frame: Trek Alpha Platinum Aluminum
• Fork: Manitou Magnum 34 Pro, 110mm travel
• Headset: FSA IS-2, 1 1/8-to-1 1/2in tapered
• Stem: Bontrager Rhythm Pro
• Handlebar: Bontrager Rhythm Pro
• Grips: Bontrager Race Lite lock-on
• Front brake: Shimano Deore XT BR-M785 w/ 180mm RT81-M rotor
• Rear brake: Shimano Deore XT BR-M785 w/ 180mm RT81-M rotor
• Brake levers: Shimano Deore XT BL-M785
• Rear derailleur: SRAM X1
• Shift lever: SRAM X1 trigger
• Cassette: SRAM XG-1175, 10-42T
• Chain: SRAM PC-1130
• Crankset: SRAM X1 1400 w/ 30T X-Sync chainring
• Bottom bracket: SRAM PF92
• Rims: Sun-Ringlé Mulefüt 50SL, 32-hole
• Hubs: DT Swiss 350 Centerlock w/ Boost spacing
• Front tyre: Bontrager Chupacabra, 29x3.0in
• Rear tyre: Bontrager Chupacabra, 29x3.0in
• Saddle: Bontrager Evoke RXL
• Seatpost: KS LEV Integra
• Pedals: n/a
• Weight: 12.26kg (27.03lb, 17.5in size, tubeless, without pedals)

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stache as a singlespeed

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who here has tried it? did it work? i love my stache and it is perfect for the riding i do BUT since i bought one to replace the old singlespeed i have fallen for the gears on that bike. but there were also times and rides that i wished i could go back to the simple ways of one gear. SO i just bought a second one to make a permanent singlespeed. so who's got one? anyone have any tips (i guess i am gonna have to figure out a decently portable wrench for the straglehold dropouts)? or does anyone want to tell me i just wasted 1200 bucks on something that will never make a good singlespeed? I have heard some of those reports also plenty who say it works fine (enough for me to justify the gamble anyway). what do you say?  

http://forums.mtbr.com/singlespeed/help-converting-stache-7-singlespeed-please-924308.html http://forums.mtbr.com/singlespeed/ss-trek-stache-7-a-932426.html http://forums.mtbr.com/singlespeed/trek-stache-ss-general-thoughts-stranglehold-1048489.html  

Yeah the flex issues are with AL and Carbon frames. max-a-mill how much do you weight?  

From what I've gathered from multiple Stache owners is this, over 200lbs you run a good risk of having flex induced chain skip/pop issues. I know a couple people that switched to Carbon frames hoping it would help and it didn't. Most have figured out that if you run a narrow/wide chain ring and cog, combined with a tighter chain than you can reduce the frequency of the issue. I spent a good bit of time on a demo Stache 9 and had planned to swap over to a Stache SS for my only steed, however decided to stay clear with the flex issues. Since you already have the second Stache, I say build it up and give it a go. You just might be fine.  

yeah for the price i got it; i can always sell the frame and hopefully move the components over to something else if it doesn't work without much lost... i just want it to work... i love my current stache's ride and i love the idea of having two pretty similar bikes; a rigid singlespeed for the local quick rides and an "all mountain" stache with gears and suspension i can take out when the rides get longer and rougher while riding in surrounding areas. plus two of the same bikes allows for lots of backup parts so a broken this or that shouldn't ever make me miss a ride. as you can see i spent lots of time thinking how awesome this can be if it does work... so much that i decided to take a chance. where are the SS stache owners out there? where are the folks that it didn't work for? i'd love to hear your thoughts!  

max-a-mill said: where are the SS stache owners out there? where are the folks that it didn't work for? i'd love to hear your thoughts! Click to expand...

max-a-mill said: captain - you ever try a large cog like a 21 or 22 in the back? i have found larger cogs wrap the chain a lot better... maybe a very large rear cog would help with the chain getting up off the cog which leads to the popping? could you see if the chain was coming off in the front of the back? anyone remember those funky discs on both sides of the rear cog they used to give you with the trek 69er singlespeed? View attachment 1151488 those should work if the chain comes off in back... Click to expand...

^ this will work really well. Sandwich the cog with two larger discs to keep the chain on. If your hub is large enough, you can make a similar configuration with some old cog off an old cassette (I've done this with an an old road bike cassette). Just need two cogs larger than the main cog.  

I'm on my second SS Stache...first a 2017 Stache 7 and now a 2018 9.7. Admittedly only one ride so far on the 9.7, but so far flawless. I recall one time on my aluminum Stache where I got a bit of a pop on a really hard steep little climb. I'm 190+ kitted up, and put a good bit of power down. I have read of the problems, and I don't doubt those folks had those problems, but I have had nothing but good results. As discussed, set-up does seem to be pretty vital, and maybe I just hit the nail on the head from the get-go with that. I run a pretty low gear...32 x 21 for the climbs, though I do spin out too easily on gravel roads and flat trail sections. It's SS though right...if you're always in the wrong gear then you know you have the right gear. I also made sure chainline is as perfect as I can get visually, and I do keep chain tension higher than I have on past SS's. More specifically, I use a Wolfstooth 32T oval ring, and a Niner 21T cog. Given your current situation you have only one course of action...build that bad boy up, taking special care with your set-up, and go have fun!  

I have no direct experience with this frame, but I do have experience with the internet's opinions about frame flex. I've seen "experts" pontificate about how stiff my frame is. So stiff to the point of being harsh. Then I've seen other "experts" declare the bb area to be so floppy one could think it was overcooked pasta, but that this made it very smooth to ride. My conclusion? If they're on the internet and sharing their "wisdom" for free, it's at best a 100% chance they're at least 50% wrong. That would seem to align with your unofficial poll as well.  

Did you stop riding your Waltworks Max-A-Mill?  

I've been riding my SStache solely as an SS setup for about 4 months now. I also have a Superfly SS. Both are AL frames w/ the stranglehold and AB oval rings/Endless cogs. Comparing the two chainline on the Stache is much more crucial and sensitive. I am about 200-205 w/ gear. I was having some popping but tightened the chain which helped. I still get an occasional chain pop on a steep punchy climb that requires max power. I'm finding I'm more likely to get the popping if my form is off. Either I picked a bad line and need to try to over correct or I'm tires and didn't carry enough momentum. Off-camber mashing results in more popping than smooth pedals strokes. Overall I climb and punch through rock gardens with minimal concerns. Maybe once a week or two I get a pop. I love the bike as a SS so much that I'm willing to deal with it. Raced 21 miles today through a tough, rooty, punchy course with zero issues.  

6+ months on a Stache as a SS. Not one problem, nor even a hint of one. I'm ~190#. Sportiest geometry of any stock bike today. Can't recommend it highly enough.  

DUPE can be removed  

I have a 2016 Stache I run geared but that bike just begs you to stand up and hammer or grind out the low cadence running up a short steep incline. I think it would be amazing SS. I am curious as why originally with 2016 runs they actually advertised SS capabale, not sure if something with frame stiffness has changed. Anyway I think your correct give it a go with larger rear cog and NW and I bet you will be fine. Also I have seen a lot of people (me included once or twice) set a bike with sliders up wrong and cause issues even if that is not the cause of all the approximately half who it is not working for throws the stats off in all likelihood. Mainly replied to hear the results and other replies.  

I just saw a new training video from Trek regarding the Stranglehold dropouts. They explicitly state that they recommend a tensioner when running the carbon Stache frame as a SS. Throughout the video they talk about seamless SS conversion in Stranglehold equipped bikes as a selling feature. Then at the end they slip in the car in Stache disclaimer.  

We've got 2 riders that have the carbon frames. 1 guy is 175, the other 210 or so. Both have fought the better part of a year trying to get the popping to quit. They've tried every combination of chainring/cog/chains possible. The only thing that worked was running a tensioner. Sucks because both guys absolutely love the bike. Gears are back on one and the other is getting to be a parts donor to a different ss frame. Riding behind them on the trail you can see it flex a good bit. Maybe trek can fix the issue with version 2. Being a guinea pig sucks  

well my experiment is on hold as some ebay shyster decided to try to pass off a large as an XL and sent me the wrong sized bike. handling it through ebay; but for now at least i have no second stache to singlespeed. if anyone wants to sell an XL aluminum stache frame (preferably the 2016 stache 5 with a matching rigid fork) PM me.  

i did a year on the og stache 5 ss....i'm 200 with gear and a masher.... 30/18 and no slippage... got a carbon one this year and guys behind me are like "whoa your bike flexes" but i spent a bit of time dialing in my chainline and if it pops twice in one ride i give my tensioner a half turn and i've found that keeping my chain a bit tighter than usual and i dont' have any pops... knock on wood, even when it popped i never dropped the chain... also, been using a 9 or 10spd chain instead of ss....  

Used mine for about 6 months with no issues at all.  

Attachments

So, I am going to use my substantial skills as a long dead thread necromancer to resurrect this thread. Oh, long dead thread - REVIVE! Ok, now that that is done, I was curious a few years later if there was any more input on this. I am heavily considering switching my 2019 Stache 7 into a Single Speed. However, I am 6’6” and typically weigh between 235 and 250. I plan on using Wolftooth and Surly steel components to make this switch but, reading this thread, am a bit worried about having issues with chain pop. Now, I am not an aggressive rider but just switching over will mean a lot more stress on components. Any additional thoughts on this being a good or bad idea for someone my size? I love the Stache, but need to do something as I am not so enamored with the Sram NX components.  

RatBikeRod said: So, I am going to use my substantial skills as a long dead thread necromancer to resurrect this thread. Oh, long dead thread - REVIVE! Ok, now that that is done, I was curious a few years later if there was any more input on this. I am heavily considering switching my 2019 Stache 7 into a Single Speed. However, I am 6’6” and typically weigh between 235 and 250. I plan on using Wolftooth and Surly steel components to make this switch but, reading this thread, am a bit worried about having issues with chain pop. Now, I am not an aggressive rider but just switching over will mean a lot more stress on components. Any additional thoughts on this being a good or bad idea for someone my size? I love the Stache, but need to do something as I am not so enamored with the Sram NX components. Click to expand...

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Trek Stache 7

• AUS $ NZD $ USD $ CAD $ GBP £ EUR €

Colour / Trans Blue/Trek Black

Size / 15.5, 17.5, 19, 21

At a glance

Where to buy.

Specifications

• Frame Alpha Platinum Aluminum
• Fork RockShox Recon Silver with 32mm Stanchions, Solo Air, TurnKey Lockout, Rebound, E2 Tapered Steerer, 15mm Maxle Lite, Custom G2 Geometry with 51mm Offset, 120mm
• Hubs Bontrager Alloy Front, Bontrager Sealed Cartridge Bearing Rear
• Wheels Bontrager Duster 28-Hole Tubeless Ready
• Wheel Size 29"
• Tires Bontrager XR3 Expert, Aramid Bead, 29x2.30"
• Chain 17.52, N/A, 36/22 Tooth,
• Crank Race Face Ride with Turbine Outer Ring
• Bottom Bracket 12.44, Press Fit
• Front Derailleur SRAM X7, High Direct Mount
• Rear Derailleur SRAM X9, Type 2
• Shifters SRAM X7, 10-Speed
• Brakeset Shimano M445 Hydraulic Disc, Shimano M445 Hydraulic Disc
• Handlebar Bontrager Low Riser, 31.8mm, 5mm Rise
• Saddle Bontrager Evoke 2, Chromoly Rails
• Seatpost Bontrager Approved, 8mm Offset, 31.6mm, Quick Release, 31.6mm, Quick Release
• Stem Bontrager Rhythm Comp, 31.8mm, 7°
• Grips Bontrager Race Lite, Lock-On
• Headset FSA NO.57E, E2, Sealed Bearings

Q: How much is a 2014 Trek Stache 7?

A 2014 Trek Stache 7 is typically priced around $1,810 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 2014 Trek Stache 7?

The 2014 Trek Stache 7 may be purchased directly from Trek .

Q: What size wheels does the 2014 Trek Stache 7 have?

The 2014 Trek Stache 7 has 29" wheels.

Q: What size 2014 Trek Stache 7 should I get?

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Six-Month Review: Trek Stache 9.8

This is the world’s best hardtail mountain bike—hands down

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What We Like: The only complaint we had with last year’s alloy Stache 9 was its weight. But now Trek has gone to a carbon frame and wheels and lopped off almost 2.5 pounds. Plus there’s added compliance.

What We Don’t: The low-profile Chupacabra tires roll fast but don’t have enough bite to keep up with the bike. And while the drivetrain is fine for what it is, a 1×12 with a 50-tooth granny would make it even better.

The Verdict: Anyone who complains that 29+ is too big and unwieldy has never ridden the Stache 9.8 . It’s a hardtail for the big-hit, high-speed, no-limits crew. I stand by my prediction that this bike will eventually make standard hardtails obsolete. And after another half-year on the upgrade, it’s clear that the Stache stacks up to many full-suspension rides as well. In short, it’s big fun.

In case you’re still stymied by the nomenclature, 29+ puts three-inch-wide tires on 29-inch rims. Though there’s variance depending on brands and specs, these tires measure an inch or more taller than even the burliest 29er setup, some two inches taller than most 27.5+ setups, and 2.5 inches taller than normal 27.5 setups. Thanks to all that circumference, the wheels roll over objects with ease. The tires also have the largest contact patch of anything short of a full fatty. Historically, the drawbacks have been extra weight, additional rolling resistance, and a lack of maneuverability, though Trek has largely eliminated these issues through smart design and materials. The Stache, with its big wheels, is a dirt-gripping, rock-shredding, fast-rolling hardtail machine with few peers.

Trek kept the geometry from last year’s alloy Stache and upgraded to carbon. The raised drive-side chainstay, which allows for a short (420 millimeter) back end that both fits the big wheels and makes the bike snap forward when you stomp on it, looks classy here compared with some other brands’ gawky renditions. The arrangement means that the Stache can’t accept a front derailleur, but that’s less of an issue here, since the low overall weight means 11 or 12 gears is plenty. And though the Stache is a hardtail, the combination of big wheels, slack head-tube angle (68.4 degrees), and 120-millimeter fork makes for a bike that’s ready for the most raucous trails.

The Components

At $4,700, this bike is not cheap, but all the bits and pieces are high-quality, including SRAM Guide RS brakes, a SRAM X1 drivetrain, and a 120-millimeter RockShox Pike fork. For an ultimate build, we’d probably lean toward 1×12 gearing, with a 50-tooth ring to ease the sting on steeps. We also tried out a 140-millimeter fork, which some testers preferred for its handling on rowdy trails—an upgrade worth considering if you live somewhere like Sedona, Arizona. That said, the stock fork is plenty and more versatile.

Trek gets a special shout-out for its increasingly broad and sophisticated line of Bontrager components. The carbon Line Pro 40 wheels are what transform this bike: the 41-millimeter internal width allows lower pressure and tons of footprint on the tire, but the wheels are still zippy and light, courtesy of the carbon layup. The Stache is available in complete builds down to $2,100 and as a stand-alone frameset for $1,580. One smart option for those on a budget might be to buy a cheaper overall build, then upgrade to the Line Pro wheels, which retail for $1,200.

All the other Line Pro bits (stem, bars, grips) are nice, too, but the new Drop Line dropper seatpost is the standout. The action is smooth, and the head seems to avoid the loosening and side-to-side play so common with other brands.

Everyone likes to refer to 29+ bikes as the monster trucks of the mountain world, but the Stache doesn’t ride big or awkwardly. Yes, the hubs are higher than on comparable bikes, but Trek engineered the fit so that you sit at the same level as on a normal 29er, so you really feel like you’re in the frame and not on top of it. Likewise, thanks to that tight rear end, accelerations are quick and immediate, and handling is surprisingly deft. Even on the sharpest switchbacks, I never felt too long or gawky to clear corners. There’s none of the pedal-strike issues you get with 27.5+, either.

As with all plus-size bikes, you do feel some extra heft in the wheels relative to a standard 29er or 27.5er. But in this case, it’s less about the weight (the full setup is about 70 grams per wheel heavier than comparable high-end 29ers we weighed) than the rolling resistance. Basically, you forgo a bit of efficiency for more traction. Which is to say that the Stache will never keep up with a flat-out race bike—but it’s not trying to be a XC machine. Rather, it’s a fun-hog that can go plenty fast.

Other than fitness racing, there’s basically nothing this bike can’t do. Freerider Cam McCaul proved it . The tires’ huge contact patch and the oversize, inertia-busting wheels combine to create a bike that holds speed and traction. Here in the desert Southwest, where the trails are loose and scrabbly, we were amazed at how hard we could push into turns and down drops without the bike ever letting go. It’s true that the Chupacabra tires are a bit underbuilt for truly rough and rocky terrain, but once we switched to meatier tread (Maxxis Rekon+), the Stache was virtually unstoppable. (We’ve also heard rumors that Trek is working on a burlier plus-size tread.) With the bigger rubber, we blasted down choppy chutes, smashed off head-high drops, and kept pace with every full-suspension trail bike in the test.

The Competition

Lots of brands have gotten into the plus-size hardtail market in the past year or two, though most have gone the easier route of 27.5+. Bikes in this category, like the Specialized Fuse and Jamis Dragonslayer , are great—with three-inch rubber adding confidence and comfort over skinnier-tired hardtails—but they can’t compete with the extra girth of 29+.

Before the whole 27.5+ craze, a few brands were making dedicated 29+ mountain bikes. The one that started it all, the Surly Krampus , as well as its offshoot, the E.C.R ., remain exceptional, affordable options, if a little dated by current standards. The Jones+  has proved to be an excellent touring and bikepacking machine, though the boutique price tag may deter some. Meanwhile, the Niner ROS 9+ and the Salsa Woodsmoke are probably the bikes most comparable to the Stache. Both are excellent and well worth a look. But Trek has invested a lot into the Stache, and I believe that the bike’s refinement and pricing options make it the most capable in its class—and perhaps one of the most proficient on the entire market.

Bottom Line

A couple of years ago, I was an hour from the end of the Leadville 100 when a guy with a barrel chest who probably outweighed me by 80 pounds passed me like I was standing still. At the finish he was chugging two beers, one of which he graciously set down to go fetch another for me. That guy is pretty much the incarnation of the Stache. It’s a big, brawny, fun-loving bike with speed and agility that belie its stature. It’s not for everyone. But you’d be hard-pressed to find a more entertaining trail bike.

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