Review: Trek Supercaliber SL 9.7 AXS Gen 2
Second-generation Supercaliber ups its travel and versatility, but what about pedal efficiency?
Four years after launching the Supercaliber, Trek released an updated second-generation model. At a glance, you’d be forgiven for not noticing the differences – upon closer inspection, you’ll see it’s an entirely new bike.
The suspension concept is as per the first-generation Supercaliber, whereby the shock is fixed to the main structure of the frame and the flex-style stays slide over it. Just about everything else on the bike has been refined.
How’d they make it faster?
Features & Details
The Supercaliber comes with a choice of two frame options, SL and SLR. Both have the same geometry and rear triangle, the only difference is the type of material in the front triangle. The SLR has a higher modulus carbon fiber and is hence a lighter frame. Starting prices are not as steep as you’d think. R85 000 gets you in the game. R240 000 gets you the best of the best.
Build Kit
| FRAME | Supercaliber SL, Carbon, 80mm |
| FORK | RockShox Reba RL, 110mm (remote lockout) |
| SHOCK | Trek IsoStrut by RockShox |
| BRAKES | SRAM Level Bronze 2-piston |
| REAR DERAILLEUR | SRAM GX Eagle AXS Transmission |
| CRANKSET | SRAM GX Eagle, 175mm, 34T |
| CASSETTE | SRAM Eagle, 10-52T, 12-speed |
| BARS | Bontrager Line Pro, 750mm |
| STEM | Bontrager Elite, 50mm |
| WHEELS | Bontrager Kovee Comp, Aluminum |
| TYRES | Bontrager XR3 and XR1 |
| DROPPER | Bontrager Line, 170mm |
| SADDLE | Gebiomized (aftermarket) |
| ROTORS | SRAM Centreline 180mm/160mm |
| WEIGHT | 11.86kg actual as tested (Without pedals) |
| RETAIL | R110 000 |
Starting with travel, Trek added 20mm to the rear suspension and all models are now specced with a 110mm fork. For the redesign, Trek collaborated with suspension giants RockShox creating a new rear shock with a longer stroke and eye-to-eye measurements. The new RockShox IsoStrut shock is more tuneable and easier to work on.
All models of the Supercaliber feature the same spec shock and Trek has designed the bike to be run with a 25% sag setting. They also note rider preferences may vary so the bike can be run harder or softer – anything between 15% and 35% will do.
Looking closer at the frame, the lower downtube, seat tube, and bottom bracket area have been super-sized to add lateral stiffness. The chainstays wrap around the seat tube and are attached to a now slightly higher main pivot.
By raising the main pivot about 10mm, Trek says the kinematics, particularly the anti-squat numbers, are a little better for riders who want to run 36T and 38T chainrings. Staying with kinematics, the leverage rate is both higher and linear, meaning there is a little more breakaway force required to dive into the travel and once in the travel, it’s a softer feel throughout the stroke.
Upfront, the Supercaliber 9.7 model has a RockShox Reba fork with a grip twist style dual lockout with two settings; you’re either open or locked. The frame has internal cabling entering at the side of the head tube, not through the headset.
Our size large test bike has a 170mm Bontrager dropper post with an underbar remote and keeping the cockpit clean is the SRAM AXS wireless shifting pod.
The chainstays are 5mm longer than its predecessor and the drivetrain side has a stealth-inducing rubberized chainstay protector. The bike has the new stealth-style SRAM Level Bronze brakes, with reach adjust. Centerline rotors are sized as 160mm rear and 180mm upfront.
Trek has given the bike ample mud clearance around the rear wheel and chain stay area. Also new is a floating brake mount which has been added to remove some of the braking forces from the stays.
A big selling point on the 9.7 model is the SRAM GX AXS Transmission drivetrain. Crank length is 175mm on this size large bike, the chainring is a 34T and the cassette is a 12-speed 10-52T. All new fresh goodies from the crew at SRAM.
The new Supercaliber foregoes Trek’s steering limiter we see on so many of their bikes. The upsides are perhaps a few grams saved and more importantly the ability to slam the stem a little lower, for a more optimized climbing position.
The more meaningful changes to the geometry include adding 7mm to the height of the bottom bracket, slackening the head angle by 1.5 degrees and increasing the reach by about 10mm throughout the size curves. A size large Supercaliber now runs a 465mm reach.
Frame protection comes in the form of a 3M adhesive film on the underside of the downtube. Warranty-wise, it’s a lifetime gig, for the original owner. There’s also no adjustability on the geometry – it has been refined in conjunction with their pro squads and is race-optimized. Through most of the size curves the standover is improved – it’s a little bit lower.
In terms of the rolling parts, our test bike was specced with the Bontrager XR3 and XR1 tyres, in 2.2 widths. The wheels are Bontrager Kovee Comp, yes they are aluminum, but at around 1600 grams are not too chunky.
Ride Impressions
If you’ve attended any XC or Marathon races in South Africa over the last year or so, you might have noticed the popularity of the Supercaliber. It’s fast become one of those bikes that, from the sharp end of the field to the weekend social riders, is omnipresent. The reason is that it’s a rocket on the climbs. The burning question is then; does adding travel compromise that climbing efficiency?
Setting up the Supercaliber was relatively easy. I used the suspension calculator on Trek’s website, I ran all the suggested pressures and clicker counts for the test. I usually don’t get along with stock XC bars but the back sweep on the Bontrager bars felt fine from the first ride. I also thought the RockShox grips would be a bit of a throw-away item, replaced by a clamp-on option but they are actually comfortable and work well with the lockout grip twist. For tyre pressures, I went 21psi in the front and 26psi in the back. I’m 1,74m tall and rode a size large frame with a rather sendy 45mm stem. I might have done a little better with a 55mm or 60mm stem – especially on the steeper climbs – but I enjoyed the ‘in the bike’ feeling of the shorter option when descending.
Designed for elite-level World Cup racing I appreciate the two-position lockout approach of the Supercaliber. You’re either on super smooth surfaces with lots of traction and locked out, or you are on rougher terrain and need the suspension open to maximize grip and speed. After all, when you are on the rivet, there’s not much bandwidth to process when a third suspension setting is worth engaging. You’ll want to know there is just a tiny bit of movement in the shock and even less in the fork, when the bike is locked out.
Considering the base-level wheels, I was expecting the added mass to impact acceleration more than it did. Yes it’s perhaps just a little lackluster, and not the kind of acceleration you’d experience on the bling bling 9.9 model, but once rolling and up to speed, the extra grams are not really noticeable. As for climbing speed, it’s been a while since I rode the first-generation Supercaliber so a direct comparison would be presumptuous however I will say the new bike feels just as easy to climb, and a little smoother when doing it.
I’ll add that the climbing grip does feel amazing. That’s despite narrow 2.2″ tyres and the decidedly loose over hardpack conditions, at Helderberg Trails. You can’t be silly with it and do need to temper the watts when traction is at a premium – but there does seem to be an above-average climbing bite from the rear suspension – something Trek attributes to its more linear and supple design.
Before I forget, Helderberg Trails regularly hosts stages of the Cape Epic and its quite an incredible place to ride – it’s bucket list stuff. Back to the Supercaliber, flip it’s a lekker bike to ride and almost makes me want to take up XC racing, again, I said almost! Let me add, that it for sure climbs better than my personal XC bike, a current model, 120mm traveled, Trek Top Fuel.
The ‘ride feel’ from the extra travel and revised approach to the kinematics seem to match what the Trek engineers are promising. A more efficient system. Throughout the test rides, I never noticed wallowing about with the Supercaliber, nor had any moments where I felt I used too much travel for the respective terrain.
What is particularly impressive is the cushioning of the small square edge hits – I found I could sit and power through rougher terrain without harsh feedback coming through the bike and into my back. That’s a trait that will come in handy on longer rides and races.
I feel I’m not doing this review justice if I don’t shout about the biggest change to the bike. The geometry. Now let me preface this by saying I’ve always believed that geometry is more important than travel. What I mean by that is you can have all the travel in the world but if the geometry is out then you’re going nowhere, fast.
The changes made to the geometry of the second-generation Supercaliber have a huge impact on the bike. When compared to its predecessor, it is far more capable on every type of descent (phwoar! – as if Jolanda needed more encouragement, right) – and far safer at speed. I still think the Trek Top Fuel is faster on descents, but the new Supercaliber is almost as quick.
Another plus on the handling side is the lateral stiffness. I’ve experienced some XC bikes that have a little too much flex laterally and don’t track off cambers well, or hold lines when ridden at pace. Not so on the Supercaliber – it gives off a lot of confidence to point it at the jank and let it roll.
Takeout
Trek has taken an already race-winning bike and refined it with meaningful updates into a more versatile package. It’s faster up and a whole lot more capable when Marathon or XC gets sendy.