Gen 5 model of Trek’s best-selling eMTB receives over 20 updates

| WORDS: Myles Kelsey | IMAGES: Chris Taylor | Location: Spice Route, Paarl |

By our count, the fifth and latest generation Trek Rail, now labelled the Rail+, received more than 20 updates or changes from the previous iteration. That’s a lot of new. So what are the changes, what do they do and more importantly does the new Rail+ have that secret sauce and brawn of the earlier models we all fell in love with?

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Video: Attempting an impossible climb, first ride & the tech

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Features and Details

With 85Nm of torque and an 800Wh battery, the Rail+ is a full-power eMTB with a big battery. At the heart of the beast is the new Bosch Performance Line CX Motor that we are told delivers a more natural ride feel, is quieter and in eMTB mode, is more intelligent. Bosch has (yet again) reduced the Q Factor on the motor, meaning the distance between the pedals is shorter and closer to that of an analogue bike.

With the new Bosch eBike Flow App, all four assist modes are fully adjustable. The bike arrives with standard settings for the modes and there’s a plethora of adjustment on hand to tweak the manner in which the power is delivered. Other features include an eBike Lock, eBike Alarm, navigation, over-the-air system updates and a digital service book.

The System Controller is integrated into the top tube and through an array of LEDs displays both remaining battery in what is effectively 10% increments and power mode. The new slimmer looking bar-mounted remote can also be used to cycle between modes.

The 800Wh battery is shorter and is located closer to the BB (think lower C of G) which is a positive for ride feel. Another positive, it’s a full 600g lighter than the battery on the Gen 4 Rail. The removable battery has a rubber outer layer and is no longer a side entry / exit. It loads in from underneath the downtube, with a safety latch, key lock and an optional 4mm hex bolt to nip it all in place. For those wanting more mileage – a 250Wh range extender can be fitted.

Protecting the motor is a bash guard that has some big openings for drainage and the charge port door is more robust than on previous models. Off the showroom floor the bike is supplied with a rear mudguard to keep muck off the electronics and it appears that the lower pivot has been shifted forward which will also reduce ingress (and wear) into the bearing.

Actual weight of this test bike is 23.6kg – that’s with sealant, mudguards, bottle cage and some dirt. Another big change to the Rail+ is the wheelsize — all models (expect for the small that runs a 27.5 front wheel) run on the MX wheelsize configuration. The rear travel is also bumped up to 160mm and upfront the bike is supplied with a 160mm fork. Without impacting warranty, Trek says anything up to a 180mm fork is allowed.

The new chassis has around 20mm more dropper insertion so you’ll be able to run 200mm or longer dropper posts. The cable ports now feed directly into tubes which makes the bike both easier to work on and reduces the chance of rattling. Trek have also done away with the steering lock system which means you can run any stem.

The key to the versatility comes from three different ways the bike can be adjusted. The lower shock mount has a flip chip that adds or subtracts progression from the rear suspension. The head tube accepts off-set headset cups to either steepen or slacken the stock head angle by a degree, in either direction. Finally, where the rocker arm and seat stay meet, is a flip chip that tweaks the BB height by 7mm and the head angle by 0.5°. The stock head angle is 64.5° which would be pretty could for most conditions. Fitting a 180mm fork and an offset headset would, by my calculations, take that head-angle down to a sendy 62.5°.

The 9.8 is the only model in South Africa that runs electronic shifting and it’s pretty convenience having the rear mech wired to charge from the bikes main battery. The crank length is on-trend, at 160mm and the maximum advertised chain ring size is a 36T.

The Rail+ has new shoes from Bontrager — the triple compound Brevard is a robust tread pattern (looks similar to a DHR2) with good braking edges, a solid shoulder tread and multi-directional sipes. Front and rear damping on this model is by Fox suspension, with the GripX equipped 38 and the Performance Float X shock.

There are four sizes in the lineup with reach numbers starting at 430 and running up to 520. On launch there are three models available. The alloy framed Rail+ 8 that will retail at R105k, the 9.7 model that has a carbon frame and mechanical shifting and will retail at R135k. The 9.8 GX AXS (model on test) has wireless mechanical shifting and a carbon frame and retails at R169k.

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Ride Impressions

I’ve had a few weeks to ride the new bike but what I learned on the very first ride, ran true for most of the test period. Out of the box in it’s stock settings with manufacturer recommended suspension setup – the bike is very powerful, rolls fast and is a hoot to ride.

On the chassis, the biggest improvements to the ride feel are derived from the smaller rear wheel, the improved dropper insertion and the 10mm extra travel. The 29/27.5 wheelsize configuration is both safer for everyone, lighter and makes the bike a lot more playful than a full 29er. Having the ability to run a longer dropper post opens up real estate for riders to move their hips more which vastly improves both safety and capability on technical trails. Increasing the rear travel to 160mm doesn’t sacrifice range or efficiency in any way and simply means there is more available grip from the rear and more comfort on mega adventure rides.

As for the Drive Unit, there’s only one thing not to like about the Bosch. In my opinion, it could be better if it displayed both time and remaining battery charge, as a percentage. Everything else about the Bosch system is world-class. The new App opens and quickly connects with the bike — it’s also very easy to use. Whilst the motor decouples at speeds above 32kph, the Bosch system ‘pulls’ all the way up to that speed — unlike on some other bikes where the assistance is trimmed from around 30kph.

Also worth mentioning, the new motor is very very quiet. On a group ride, with other full-power and mid-power eBikes, we noticed (and all agreed) that the Bosch motor was the quietest of the group when climbing. On techy trails and descending at speeds, I didn’t pick up any rattle coming from the motor.

Driving the desirability of the Bosch system is the four support modes (plus walk-assist) and it’s reputation for durability. It’s known as one of the most-robust systems on the market — which is a reason it’s chosen by over 50 bike brands.

The Build Kit on the test bike doesn’t have any over-the-top bling, yet everything is flawless. Notable mentions; SRAM’s T-Type wireless shifting comes into it’s own under the power of an eBike – what a pleasure. The SRAM Code brakes and thicker HS2 rotors offer more than enough stopping power – I don’t think Mavens are necessary. The Fox 38 with GripX damper has very buttery small bump performance which removes a lot of trail chatter.

There’s a few standout ride characteristics about this bike that I really enjoyed. For starters, the front end is lighter than I though it would be. I think that’s due to the battery placement and the smaller rear wheel. What this means is getting up over pavements and trail obstacles is easier — plus it’s a lot easier to wheelie the bike. I can’t explain why this is but when freewheeling, the Rail+ seems to roll faster than most similar eMTBs. It’s not the rotational mass as these wheels and tyres are not featherweights. It might be the tread pattern and compound of the Brevards. It might be something else – faster rebound setting maybe – mystified on that one. Lastly, the third most powerful setting, known as eMTB Mode, is an absolute jol to play in. It’s intuitive, predictable and adds a chunk of fun to the ride feel.

The Verdict | With it’s big range capability and generous geometry possibilities, the new Trek Rail+ is one bike that caters to all eMTB ride styles. //

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