trek superfly pro sl 2013

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Trek Superfly

• AUS $ NZD $ USD $ CAD $ GBP £ EUR €

Size / 15.5", 17.5", 19", 21", 23"

At a glance

Where to buy.

Specifications

• Frame OCLV Mountain Carbon w/E2 tapered head tube, BB95 bottom bracket, Carbon Armor, G2 Geometry
• Wheels Bontrager sealed cartridge bearing, 15mm alloy axle front hub; Bontrager sealed cartridge bearing, alloy axle rear hub w/ Bontrager AT-850 32-hole double-walled rims
• Wheel Size 29"
• Tires Bontrager 29-1 Expert, 29x2.20"
• Crank Shimano Deore, Shimano M552, 42/32/24
• Bottom Bracket BB95, 95.5mm, press-fit
• Front Derailleur Shimano SLX, Shimano SLX, direct mount
• Rear Derailleur Shimano XT, Shimano Deore XT Shadow
• Shifters Shimano Deore, Shimano Deore, 10 speed
• Brakeset Shimano Deore, Shimano M596 hydraulic disc brakes
• Handlebar Bontrager Low Riser, 31.8mm, 5mm rise, 9 degree sweep
• Saddle Bontrager Evoke 2, chromoly rails
• Seatpost Bontrager Rhythm Elite, 27.2mm, zero offset
• Stem Bontrager Race Lite, 31.8mm, 7 degree
• Headset Cane Creek IS-3, E2, alloy cartridge

Q: Where to buy a 2013 Trek Superfly?

The 2013 Trek Superfly may be purchased directly from Trek .

Q: What size wheels does the 2013 Trek Superfly have?

The 2013 Trek Superfly has 29" wheels.

Q: What size 2013 Trek Superfly should I get?

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Trek Superfly Pro review

Flagship 29er race hardtail lightens up for 2012.

You can trust Cyclingnews Our experts spend countless hours testing cycling tech and will always share honest, unbiased advice to help you choose. Find out more about how we test.

This article originally published on BikeRadar

The 2012 Trek Superfly Pro builds on the success of last year's Superfly Elite carbon 29er hardtail, adding an upgraded spec that lops a full pound off the build plus a thru-axle and better tires that improve its overall usability. It's speedier and more fun to ride than before but that extra performance carries with it a hefty price premium.

Ride and handling: excellent G2 geometry, stiff all around

The 2012 Superfly Pro essentially wears the same frame as last year's Elite so, not surprisingly, our list of likes and dislikes carries over, too.

Handling is once again especially sweet given Bontrager's trick G2 fork crown offset and its resultant trail, which mimics that of a 26" bike and generates a particularly light feel up front for a big-wheeler. Close confines at low speed in particular are no problem for the Superfly's nimble personality and we never once felt like we were fighting the front end in any way, even on tight uphill switchbacks.

High-speed handling is reassuringly stable for a dedicated cross-country bike, too, thanks to a smart 69.3-degree head tube angle that retains quick steering without feeling unnervingly twitchy and a low bottom bracket that keeps your center of gravity close to the ground. Coupled with the big wheels, there was generally little drama when mindlessly bombing through rock gardens but that same low bottom bracket will also produce more than a few pedal strikes if you're not mindful.

Given the bike's racing intentions, it's also no surprise that it's dutifully quick under power. Stiff carbon fibers and monstrous tube cross-sections – including Trek's ultra-wide 95mm bottom bracket shell and broadly spaced chain stays – yield a stout backbone and firm foundation for big pedaling efforts. Likewise, very good front triangle torsional rigidity keeps the bars from moving excessively when you're sprinting or climbing out of the saddle.

Add in the bike's impressive 9.66kg (21.30lb, complete, w/o pedals) weight and it's no surprise that the Superfly Pro is a perfect companion for long climbs.

Riding position is similarly race-ready with a puny 103mm-long head tube on our 17.5" tester that produced a suitably low hand position when paired with a slightly negative-rise stem and flat bar.

Though stiff, the Superfly Pro nevertheless still isn't quite as unyieldingly efficient as some other machines we've tested recently. Likewise, ride comfort falls a bit shy of the best examples in the market with a rear end that filters out high-frequency buzz but otherwise doesn't offer much vertical flex to speak of. Trek attempts to ameliorate this with the Superfly Pro's slim 27.2mm-diameter seatpost but even that effort is thwarted by the Bontrager Race X Lite ACC's aluminum core.

Despite this, overall comfort has still improved over last year's Superfly Elite. The new Bontrager 29-1 tires are generously sized at 2.2" across and suitably floaty for all-around trail duty yet still roll extremely quickly thanks to the ramped, low center knobs.

Add in the 15mm thru-axle fork dropouts and the noticeable bump in front-end stiffness relative to last year's open dropouts and the Superfly Pro is not only slightly more comfortable and a bit faster than before but also a more suitable all-around trail machine, too.

Frame: huge cross-sections, wide spacing

In typical fashion, Trek infuses the Superfly Pro with lots of smart engineering but doesn't stray too far from convention in terms of tube shaping.

Key features include a tapered 1 1/8-to-1 1/2" head tube and a 95mm-wide bottom bracket shell – both with molded-in carbon fiber bearing seats – a highly asymmetrical seat tube, carbon dropouts with bolt-in aluminum plates and standard 135mm spacing, especially wide-set chain stays that lend lots of tire clearance, and a bonded-on rubberized plate on the down tube underside to ward off impacts from trail debris – something we made liberal use of on Colorado's notoriously rocky terrain.

Frame weight is impressive though not groundbreaking at 1,340g including the rear derailleur hanger, seatpost collar, water bottle bolts, and chain stay and down tube guards (which aren't easily removable).

Cables are externally routed beneath the top tube for easy maintenance and the front derailleur bolts directly to the seat tube to minimize positioning errors.

Equipment: race ready but still trail friendly

As Trek's flagship cross-country race machine, little expense has been spared dressing up the Superfly Pro frame.

Shift performance from the ultralight SRAM XX group was once again fantastic with uncannily positive and fast front shifts – even under climbing or at low cadence – coupled with impeccably precise and consistent rear shifts. In short, gear changes were simply never something we ever gave a second thought about during testing.

Likewise, the RockShox SID XX 29 fork was well suited for the task with an impressively sturdy chassis, smooth and smartly progressive action through the 100mm stroke, and a well-tuned damper that tackles both trail buzz and bigger hits with equal aplomb. More demanding and complicated sections of trail are still better handled by RockShox's more sophisticated Motion Control BlackBox damper but given the application, we're guessing most users are willing to sacrifice a bit of ride control for the convenient XLoc hydraulic remote lockout lever.

We unfortunately can't heap the same level of praise on the Avid XX brakes. Lever feel, power, modulation, and ergonomics were all excellent but both ends squawked loudly under hard braking – wet or dry, and regardless of pad or rotor condition. Both brakes were at least reliable throughout testing but only after we bled the front straight out of the box.

The vast majority of the included Bontrager kit is excellent, in particular the Race X Lite Carbon Big Sweep flat bar with its comfy 12-degree bend, the comfortable and maneuverable Evoke 4 titanium railed saddle, and the fantastic 29-1 tires with their supple, high-volume casings, fast roll, and surprisingly confident grip in all but marbles and mud.

As we noted last year, though, we'd still prefer to see a different seatpost included as the carbon-wrapped aluminum Race X Lite ACC model is too stiff to take advantage of its small 27.2mm diameter. We traded it out for Bontrager's softer – and lighter – Race XXX Lite all-carbon model and instantly got a big boost in ride comfort.

The included Bontrager Race X Lite FCC wheels are conveniently tubeless-ready (as are the tires, though the requisite rim strips and valve cores annoyingly aren't included with the bike) and they feel both stiff and sturdy enough for genuine trail use, not just race duty. Thankfully, we also never experienced any unnerving pinging and popping from the freehub body that we'd experienced with last year's Bontrager hubs.

However, we still find them to be a little too heavy for a bike of this level, particularly given the premium US$6,829.99/£5,000 asking price.

One place we're happy not to see the Bontrager label at all, however, is on the grips. Last year's foam grips were light but too narrow, prone to rotating on the bar, and uncomfortable. Trek has wisely switched to ESI's silicone foam rubber grips, which are still superlight but far more shock absorbent, grippier in your hands, and far less apt to move. Perhaps the best testament is the fact that even Trek's own Subaru-Trek professional team has used these for years.

Overall, the Trek Superfly Pro is a top-shelf ride and undoubtedly a better bike than the Elite model we tested last year – but then again, it should be considering it's roughly US$2,000 more expensive. It won't be a world beater, however, until it gets nicer wheels, a softer seatpost, and a more refined ride quality.

Price: US$6,829.99/£5,000 Weight: 9.66kg (21.30lb, complete, w/o pedals); 1,340g (frame only, 17.5", w/ rear derailleur hanger, seatpost collar, water bottle bolts, and down tube and chain stay guards) Available sizes: 15.5", 17.5" (tested), 19", 21", 23" Pros: Great power transfer, natural-feeling G2 geometry, thru-axle and tapered front end, smart overall spec list, very light, fantastic tires Cons: Not as stiff or comfortable as some competitors, disappointing wheels, ho-hum seatpost Cyclingnews verdict: 4 stars More information: www.trekbikes.com

Complete bicycle specifications

Frame : Trek Superfly Pro Available sizes : 15.5, 17.5 (tested), 19, 21, 23in Fork : RockShox SID XX 29, custom G2 offset Headset : Cane Creek Forty, 1 1/8-to-1 1/2in tapered Stem : Bontrager Race XXX Lite Handlebars : Bontrager Race X Lite Carbon Big Sweep Tape/grips : ESI Racer's Edge Front brake : Avid XX, 160mm rotor Rear brake : Avid XX, 160mm rotor Brake levers : Avid XX Front derailleur : SRAM X.0 Rear derailleur : SRAM XX Shift levers : SRAM XX trigger Cassette : SRAM XX, 11-36T Chain : SRAM PC-1091 Crankset : Truvativ XX, 36/26T, 156mm width Bottom bracket : Truvativ BB92 press-fit Pedals : n/a Wheelset : Bontrager Race X Lite FCC TLR Disc 29 Front tire : Bontrager 29-1 Team, 29x2.2in Rear tire : Bontrager 29-1 Team, 29x2.2in Saddle : Bontrager Evoke 4 Seat post : Bontrager Race X Lite ACC

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• 09 May 2013
• by Anthony Mikrut
• in Product Reviews

Trek Superfly 100 Pro SL – First Ride

It was a beautiful day at Palos. Even thought the trails were beat down and rutted out from the monsoons of rain that had come over the last month, followed by the early season douche bags that ride them muddy, they had dried out to the perfect very fast and tacky dirt path speed way I enjoy. The first day in the woods of the season, first day in a short sleeve kit without knee or arm warmers, and new bike day, it doesn’t get much better than this.

Last time I was at Palos, I was riding my old carbon rocket ship, Jezebel. What an amazing bike the Trek Top Fuel 9.9 SSL is. I start thinking, “man, I should had kept that bike.”.

Oh well, lets see how the new bike is…

Well, after the first 15 minutes of riding, I forgot all about Jezebel, and was more concerned about how freaking amazing the Superfly is! Holy sh*t Batman! This bike rocks! Fast, fast, fast! It took a whole 3 turns to adjust to the wheel base, and guess what? It table tops just fine! The rear wheel does take a bit more effort to spin up, but I found if I do my starts in just a slightly different gear, it is all good. The climb setting on the Fox Float rear shock works so well, I actually found my self using it. On Jezebel the remote for the rear shock never worked, and there wasn’t such a defined difference in platform that I found myself always leaving it in the stiffer of the settings. But now, I have three great settings to choose from that actually work! Add that with the sleek remote lock out for the fork, and this bike is a climbing and sprinting machine!

Something else that I am so far very impressed with is the Ergon Pro Carbon saddle . I have been using Ergon GS1 grips for a few years, but this was the first time that a non-Fizik saddle made its way onto my race rig and under my booty. And what my booty has to say is “THANK YOU!”. What a superb saddle. Not only is it sleek, black, and pretty light, but it is a great ride too!

Not to be long winded, but I also need to give props to the pimp saddles I was also wearing for the first time this day, the Sidi Drako ! BOOM! I have been wearing Sidi shoes for many, many moons, and this day, I found something even lighter and stiffer than my Dragons. With the wire system and Sidi’s great foot lasts, these shoes truly fit like a glove. Until next time, here are some pics to look at. Keep the rubber side down, and have fun on the trails!

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2013 Trek Superfly Pro SL Carbon 29 XX SID 19.9 lb

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Review: 2013 Trek Superfly 100

• A full pound lighter than last year's frame
• It's a full-on race bike with slightly less travel and a little higher bb than the previous generation
• The spec is excellent from the components to the bars and saddle
• It's purpose-built for speed with no compromises
• Dropper post compatible with internal top tube routing
• Stiffness is excellent and better than previous generation
• Delivers a good value for the level of frame and components in the XT package
• The wheels are plenty stiff with one of the best tubeless systems available
• The frame is a work of art and it is finished well with internal cable routing and down tube protection system
• 23.85 lb actual weight for medium without pedals is very impressive

• The bike does not have great range as an all-around bike
• The Bontrager XR-1 tire in the front is quite limiting
• Bottom bracket is a bit high and rear shock ramps up quickly for trail/fun use
• $9k for the Pro SL model?

Attachments

interactive3

In which ways is it more refined than the Tallboy?  

im riding a 25.5 lbs 5 inch travel 29er full xt for4000 how is 6000 good value??  

2013 is made in Taiwan. 2012 1 pound heavier is made in USA. Trek continues to lay off workers without giving them a chance while raising the price of their bikes. Now that is a good deal!  

Does the Superfly still have issues with cracked carbon frames? This was a real problem right during the Fisher buyout, when the only 29er carbon frames available were the Superfly and Santa Cruz Tallboy. Fortunately I went with the Tallboy at the time, but did love the speed of the Superfly.  

There's nothing wrong with your current bike setup. It's the rider that's need to loose the weight! Why is this bike made in Taiwan at pennies on the dollar cost more than my car again?  

Don't forget that it has less travel and a higher BB so basically there is nothing revolutionary about it... just less frame.  

pmiddlebrook1

For that cash I can buy two bikes and produce different values and exceed the one goal of trek. Lost and confused and sales will validate that effort. A good re-buy on ebay. Trek maybe light but uncomfortable in xc racing and long trail riding which makes up 50% percent of the market.  

Cayenne_Pepa

Look at the tiny head tube gusseting and thinner down tube. They turned what was one of Trek's stiffest, carbon platforms into an understated, ugly noodle now. I'll keep my flashy, uber-stiff, 110mm rear travel 2012 SF100 Pro that weighs a pound heavier any day. Note to Trek: Brace yourself for future warranty claims....  

I purchased my 1st superfly 100 in 2010. Warranty claim for another in 2011 and now again warranty claim in 2013. Just short of 2 years before the same problem broke the bike. Bootom swing arm pivot point carbon wears away enouph for back wheel to move 1cm either way left or right. Now I am told I am too heavy for the frame! BUT Trek advertises that there is no weight restriction on their frames. Can anyone suggest another manufacturer. My mates all have SCOTT bikes and they have different issues!!! any suggestions??  

Which brand are you riding. I'm in the market for a new bike and feel $5900 (with tax) is expensive too. Any recommendations?  

Would you buy the new Tallboy (2013) over this if you were making a decision today?  

luckymuddog

D&2001 EPX Terra shark made in Austrailia. Mine has 7-8 k mi.and 8 years of slow to lean crashing'into trees and rock filled creeks, broken bones & torn muscles no carbon probs XTR BUILD $3k 23.5 lb.  

I have a Superfly 100, 2010. I read the Bike Rumor complaint about the lateral slop on the swing arm, echoed by Jan here. I checked it and confirmed the same problem - it's kind of amazing. Mine hasn't broken yet, but now I notice the rear end sloppiness if/when I ride it. Last year I got a Specialized carbon s-works epic 29er, and I only ride it now; it's a great ride.  

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Trek Superfly 100 Elite SL review

29er full-suspension race bike

James Huang/Future Publishing

James Huang

Trek set out on an aggressive weight-saving campaign for the latest Superfly 100, and by all accounts its engineering team was largely successful.

Even with a not-incredibly-light Shimano Deore XT group and mid-range wheels, our medium-size Superfly 100 Elite SL test bike weighs just 10.90kg (24.03lb) without pedals. The lack of mass is noticeable on the trail but, unfortunately, so is the lack of stiffness and so-so pedaling performance.

• Pros: Good high-speed geometry; lively rear suspension performance; light weight
• Cons: Not very efficient; not very stiff; very long wheelbase

Ride & handling: Lightweight with good suspension but lacking in efficiency

The revamped Superfly 100 platform feels right at home on fast and flowy trails with lots of wide open, high speed sections.

The long wheelbase and relatively low bottom bracket provide a very stable feel through sweeping corners. And even though it's lost 10mm of movement compared to its predecessor, the remaining 100mm of rear suspension is active and pleasantly progressive, impressively sucking up smaller trail chatter without bottoming out harshly on bigger impacts while maintaining a lively feel throughout.

The rear end offers a good amount of pop for leaping out of berms and dips. And, as we've noted in the past, Trek's G2 geometry, with its increased-offset fork crown, goes a long way towards neutralizing both the big feel of 29in wheels and its unusually long wheelbase.

Steering feels light and natural without requiring much in the way of excessive rider input, and it's usually only in very tight switchbacks that you notice the Superfly 100 Elite SL's considerable overall length.

Like the Giant Anthem X Advanced 29er we tested last year, though, the Superfly 100's chain stays are still a little long at 452mm. Therefore, it's not the most natural bike to manual or wheelie.

Carbon fiber seat stays but aluminum chain stays

Such handling traits would generally be no big deal in the Superfly 100's intended context of cross-country racing, where speeds are usually higher and there often aren't as many technical features as in general trail riding or enduro. However, the Superfly also doesn't pedal that efficiently, either.

Switching the Fox Float CTD rear shock to its middle Trail setting is a must nearly any time pedaling is required, and we frequently resorted to the firmest Climb position even on short sections of fireroad. We saved the fully open Descend setting for extended downhills only. Otherwise, there's far too much movement and a somewhat dull feel under power, particularly when you're hammering along in the big ring.

Nor did we find the Superfly 100 Elite SL's new carbon fiber frame particularly rigid. Front triangle stiffness is admittedly quite good, with the large diameter, nominally round main frame cross-sections and tapered head tube.

That's largely squandered out back, though, with an appreciable amount of out-of-plane flex, particularly in high-load situations such as bermed corners or excessively rough sections of trail. Here, instead of the rear wheel tracking precisely behind the front one, we repeatedly noticed the rear loading up – only to spring back when unloaded, which occasionally sent us off-line.

One simple test verified our suspicions, too: stand beside the Superfly 100 Elite SL with one hand atop the rear tire and the other on the saddle, push forward on one side while pulling back on the other, and you can see the top of the seat stays moving side to side relative to the seat tube more easily than one would expect from a bike of this caliber.

We should note that two BikeRadar testers independently came to identical conclusions on two separate test samples. Naturally, Trek has expressed concern over our findings.

"We're going to be testing that bike to evaluate stiffness testing," said Trek mountain bike brand manager Travis Ott. "I trust you felt what you experienced. Numerous sessions with pros and test riders haven’t exposed any weakness with the rear end stiffness.

"At this point, we’re concerned about repeating what you experienced so we can better figure it out. We’re also retesting stock frames currently. Point being, we take this seriously and when we get conflicting reports, we try and get to the bottom of it.

"As for the suspension spec and pedal bob, four out of five Trek Factory Racing riders also use the same rear shock tune. They wanted a very stiff lockout and we were able to achieve that with this tune. Thus far, the feedback and results from our pro riders have been exceptional. To date, we’ve been happy with the feedback on the bikes from our testers and pros."

Frame: Elegant lines and light weight but could use more brawn

The Superfly 100 Elite SL's performance is particularly disappointing given that the new frame is a gorgeous piece of hardware. The low-slung, molded carbon fiber front triangle features nominally round tubes devoid of superfluous kinks, bulges, or edges, while the one-piece molded carbon fiber seat stay assembly is similarly sleek and clean looking.

As opposed to the original Superfly 100 – or the current Superfly 100 Pro SL flagship model – this version uses TIG-welded aluminum chain stays, which adds some weight but should prove beneficial in terms of long-term durability.

Linking everything together up front is a miniscule swing link – molded from short-strand carbon fiber, of course – driving Fox's superb Float CTD rear shock.

The back end of the bike features Trek's ABP (Active Braking Pivot) concept, with suspension pivots situated concentrically about the rear axle to produce a pseudo-floating brake effect. Those ABP pivots are so cleanly integrated that you could be forgiven for thinking the rear end was one solid unit, although the axle path is strictly single pivot in nature.

The rear end is effectively a single pivot in terms of axle movement

The main pivot is situated inline with the curved seat tube, about halfway between the inner and outer chainrings in terms of height – about where we'd expect it to be. Moving it a touch higher, however, would make for more neutral pedaling performance in the big ring, and add more anti-squat when clawing up grades in the inner ring. Moreover, the Superfly 100 Elite SL's pedaling performance could further benefit from more aggressive compression tuning.

Other features include thru-axles front and rear, Trek's extra-wide BB95 bottom bracket with bearing seats molded directly into the shell, a tapered 1 1/8in to 1 1/2in head tube (again, with bearing seats directly molded in), a direct-mount front derailleur, post-mount rear brake caliper tabs (sized for 140mm rotors and up), and internal cable routing – including for the hydraulic rear brake.

The latter will be cumbersome if you ever decide to swap brake models (although we're not sure why you would – more on that below). Otherwise, though, Trek's internal routing solution is reasonably easy to service despite not being guided from end to end.

Exit ports are fairly large, the paths are clean and kink free, and the whole operation runs impressively quietly, thanks in part to clamps at either end of the brake hose to keep it from rattling around on the trail.

Tiny set screws secure the incoming lines to help reduce rattle

Further dulling sounds is the thick plastic guard on the underside of the down tube. Unfortunately (and rather inelegantly) it's held in place with a couple of giant o-rings.

Actual frame weight for our 17.5in sample is 2.13kg (4.7lb) including rear shock, seatpost collar, rear derailleur hanger, and water bottle bolts – slightly lighter than the previous edition, which is impressive considering the switch to aluminum chain stays. Riders who place a priority on weight will appreciate the lack of heft, but otherwise we'd rather Trek invested the mass currency on bolstering the chassis.

Equipment: Brilliant Deore XT components and Fox suspension plus solid Bontrager gear

There's little to fault when it comes to the Superfly 100 Elite SL's build kit, with Shimano's faultless Deore XT 2x10 transmission and brakes, a perfectly matched Fox 32 Float 100 CTD fork and Float CTD rear shock, and the remainder filled out with bits from Trek house brand Bontrager.

Shift performance is fantastic, with quick and precise chain movement, impressively hushed running, and excellent shifter ergonomics despite the I-Spec integrated clamps' lack of independent shifter angle or shift paddle adjustment. Gear ratios are smartly chosen, too, with versatile 26/38T chainrings up front and a wide-range 11-36T cassette that works well for both racing or general trail riding provided you've got a reasonable amount of fitness.

Unless you've been living under a rock for the past few years, it goes without saying that the matching hydraulic disc brakes are among the best on the market. Power is ample even with just 160mm rotors fitted front and rear, it's very easily controllable even in slippery conditions, and lever feel is arguably second to none.

Deore XT brakes provide heaps of stopping power

Riders in extremely mountainous regions might wish for Shimano's finned brake pads and their greater heat capacity, but we never noticed any fade even on longer descents in Colorado.

We were mostly pleased with the Bontrager cockpit components, too. The Race X Lite Carbon handlebar is suitably light and rigid, with just 5mm of rise to help keep the front end low. However, we would prefer something wider than 690mm for more leverage – it's easy to cut things down if need be but you generally can't make a narrow bar wider.

Ditto for the forged aluminum Race X Lite stem, which is always a solid performer, albeit one whose profile hasn't changed in ages and could stand a larger cross-section in this application.

Saddles are, of course, a personal issue. The Evoke 3 should suit most rear ends with its fairly flat profile and densely padded top with rounded rear corners that help boost maneuverability. We've no complaints on the Rhythm Elite aluminum seatpost, either, with its secure two-bolt head and what should be reliable forged construction.

The Bontrager Evoke 3 saddle is suitably firm and comfy for longer trail rides

Rolling stock is a little more of a mixed bag, though. The Bontrager Race Lite TLR Disc CL 29 wheels are fairly light (1,640g per pair, claimed), easy to set up tubeless (although Trek doesn't include the requisite rim strips and valves), reasonably stiff, and held up well during testing with no truing required. We feel the 19mm internal width is a touch narrow for general trail use, although most cross-country types probably won't mind much.

Bontrager wraps the otherwise-capable wheels with their rather narrowly focused 29-1 tires, though, which don't even measure 2in across and aren't designed to be run tubeless (although we managed the conversion anyway).

Rolling resistance is noticeably very low, but it comes at the price of traction in anything other than tacky dirt, what with its hard rubber compound and tightly spaced array of small knobs. We'd advise at least swapping out the front for something a little more secure and saving the extra one for a spare, fast-rolling rear.

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2013 Trek Superfly 100 Pro SL

A 29″ carbon frame full suspension crosscountry bike with ultra high-end components.

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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.

Superfly 100 Pro SL

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Trek's line of Superfly cross-country 29ers includes nine hardtail models and seven full-suspension versions, giving riders ample options at many price points.

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Dec 2013 · MBA Action

The Trek Superfly 100 (Superfly FS for 2014) comes in six models: Three with carbon fiber frames from $3890 to a little over $9000, and three with

Oct 2013 · Dirt HQ

The Trek Superfly range has been overhauled for 2014 with carbon and alloy bikes, trickling technology from the top-end models lower down the price points.

On a long ride or during the wee small hours out on track at a 24hr race, it’s not unusual to get a song stuck in your head. Traditionally it’s something dire, like Peter Allen’s ‘Rio’. But on board this bike, the groove is strong; feel the soul, channel the year 1972. It’s Superfly. We …

A light, fun, fast cross country machine

Superbly relialbe

Clean looks

Not the plushest or stiffest of rides.

May 2013 · James Huang

One simple test verified our suspicions, too: stand beside the Superfly 100 Elite SL with one hand atop the rear tire and the other on the saddle, push forward on one side while pulling back on the other, and you can see the top of the seat stays moving side to side relative to the seat tube more easily than one would expect from a bike of this caliber. . .

Trek Factory Racing team member Sam Schultz, the current US National XC Mountain Bike Champion and a 2012 London Olympian, shows off his completely redesigned 2013 Superfly 100 SL XC 29er. - Mtbr.com

Aug 2011 · Emily Schaldach

Among a handful of fast women set to face-off with Rusch are top riders such as Jenny Smith, Kelli Emmett, Gretchen Reeves and Sari Anderson.

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