5 Best Bikes for Slaying Singletrack, Ripping Bikeparks, and Trail Riding

The test team chooses our Best Bikes by starting with an analysis of price, features, and how each bike solves a rider’s needs. With that criteria, we tighten our focus to the bikes with the most potential, get them in, ride them extensively, and spend anywhere from weeks to months discussing the bikes amongst the gear team.

Trek Fuel EXe

While the usual e-bike story is about more power, battery, and range, Trek’s EXe falls into the intriguing e-light category, where the key idea is “less.” The EXe is much lighter—by 10 or so pounds—than a full-power e-bike because it uses a smaller, less powerful motor that requires a smaller (lighter) battery. While many view less as less, I found that less powerful doesn’t mean less enjoyment. The EXe is proof that the old “less is more” axiom works for e-bikes, too.

The EXe’s embrace of less makes it an appealing choice for e-curious riders who also want the feel and handling of an unpowered e-bike. It also attracts smaller and lighter riders put off by the wrestling match that often comes with riding a 50-pound e-mountain bike. Plus, the bike’s lower weight means it’s easier to load onto a car rack, carry up a flight of stairs, or hang on a wall. These are chores that make life with heavier, full-power e-bikes burdensome.

Both the chassis and the motor represent new directions for Trek. While the EXe retains the brand’s familiar ABP suspension system, the frame is all-new and very different-looking. And for the motor, Trek turned to TQ Group, a new (to them) supplier.

Though not as big a name in e-bike motors as Shimano, Bosch, and a few others, TQ is no newbie startup: Its e-bike journey began in 2008. And, like many of its e-bike-motor competitors, it is part of a large and diversified company. In addition to its e-mobility products, TQ plays in the robotics, automation, electronics, aviation, and medical fields.

The HPR50 maxes out at 50Nm torque (300 watts maximum assist), putting the Fuel EXe into the growing e-light category of mountain bikes with the Levo SL and a handful of others. With less than half the maximum torque of a full-power e-bike motor, these e-light bikes don’t have the sheer thrust of a full-power e-MTB. But they’re smaller and lighter, and they draw less juice, meaning the bikes can use smaller and lighter batteries. And that’s why this EXe is easily 10 pounds under a comparable full-power e-bike. For example, the full-power Trek Rail weighs 51.3 pounds, while the similarly equipped EXe weighs 40.9 pounds.

Wrapped around the new motor is a mid-travel trail-bike frame with 140mm rear travel. All complete bike models get a 150mm fork, though the frames are rated to take up to 160mm forks. Trek’s ABP (Active Braking Pivot) rear suspension is a single-pivot system with a floating brake arm. The frame fits a water bottle inside the main triangle, has a cargo mount under the down tube, and is compatible with air- and coil-spring shocks. There’s nothing radical in the bike’s fit or handling numbers. It’s a modern trail bike: long, reasonably slack in the head angle, with a steepish seat-tube angle.

Everything about this bike makes it great, but I’ll start with the frame. The chassis has a modern fit and balanced handling that lets the rider climb comfortably or let the bike run on the descents. Yet the bike is still agreeable on mid-speed and flatter trails. There’s nothing particularly unique or different about the EXe’s geometry numbers, which is the point: It finds an equilibrium that works well on many kinds of climbs and flavors of descents without neglecting that some trails are flatter.

Altogether, the EXe’s overall feel on the trail is so snappy and lively—two words rarely used to describe e-mountain bikes—that I often forgot I was on an e-bike.

The TQ feels exceptionally well-tuned, and the experience is refined, eclipsing even Specialized’s excellent motors. Some of this smoothness likely results from the TQ’s lower torque. The quiet system tricks the brain into perceiving the lack of noise as smoother. But riding the EXe was such a pleasant experience that I never missed the extra boost of a “full power” e-bike.

The EXe’s 360Wh internal battery is good for “two to five hours,” according to Trek. While frustratingly vague, that’s also about as truthfully accurate as a brand can get, since so many factors—like air temperature, rider weight, terrain, and assist mode—influence battery range. I weigh about 180 pounds and rode for two hours and 40 minutes in the “Mid” assist mode, covering 25 miles with almost 2,500 feet of climbing. I finished with under 30 percent battery remaining, so the two-to-five-hour estimate is accurate. If you want more range the EXe offers a couple of options: a piggyback battery that fits into the bottle cage, or a second in-frame battery.

Everything added up, this e-light mountain bike might provide a superior experience for many riders, even committed e-bike riders. Yeah, it’s not going to hurl you up the climbs the way a full-power e-bike will. Yes, I did wish for more range at times—if only because riding the EXe is so damn fun. But the Fuel EXe has enough power and battery capacity to offer substantial assistance while remaining lithe and agile. And it doesn’t punish the upper body on descents.

Yeti SB120

Consider the trail bike, the closest we get to an all-arounder mountain bike today. These bikes climb and descend well and are competent in lower-angle topography, something capable in a wide range of terrains. Trail bikes get wedged between racing categories, with cross-country on one side and gravity (downhill and enduro) on the other.

While those bookends have somewhat clear and specific parameters required for elite-level performance, trail bikes get tasked with doing a bit of everything. It’s hard enough to try and be one bike for everything but mix in a literal planet’s worth of terrain and riders, and it becomes clear why there are so many different answers to the question “What is the best trail bike?” An answer from Yeti is the SB120.

When it launched in late 2022, the SB120 was one of four new platforms that Yeti dropped over seven days. Though all four are distinct, they share many features. This launch was a major product refresh for Yeti, a company with just eight bike platforms.

When bike brands say “new features,” it is often another way of saying “pain in your ass.” But Yeti’s updates made its bikes easier to live with. Among these changes is the new modular hose-and-housing port system. It features clamping chips on the outside, hiding full-length tubes that run through the frame. Widgets near the bottom bracket keep the hose and housing tied down for their brief exterior run between the front and rear triangles.

The derailleur hanger is now a SRAM UDH. It’s a universal part shared by many bike brands and prepares the SB120 for SRAM’s direct-mount rear derailleurs. Frame protection gets a boost with a two-layer down-tube guard—rubber underneath, hard plastic on top. Yeti also re-profiled the down-tube belly around the Switch Infinity link and bottom bracket to improve ground clearance. Capping it off is a lifetime warranty against defects on the frame and Switch Infinity link. For non-warrantable damage, Yeti sells replacement frames at a “reasonable” price.

Yeti does not break any ground, as the above features and warranty are available from other brands. But they are particularly welcome in Yeti’s case because of the premium prices the brand charges: SB120 complete builds start at $6,300 and top out at $12,100, while a frame with shock sells for $4,300.

On climbs, the Switch Infinity suspension system performs as I’ve grown to expect. The feel at the pedals is firm, and the frame stays calm until it is disturbed by a bump. For all its efficiency, the SB120’s rear end also feels very sensitive; it provides excellent traction and smoothly tracks over ledges and roots. Overall, the suspension’s feel is slightly firm and very supportive. In a way, it implies a stiff ride, but it is surprisingly forgiving and supple.

During seated climbs, the SB120’s steep (but not too steep) seat angle provides a comfortably forward pedaling position on steeper pitches. Thankfully, this excellent climbing position doesn’t result in a cramped feeling on flat trails and mellower climbs, where the long-ish top tube provides enough room to stretch out and open the lungs.

Descending performance of the Switch Infinity is impressive. Though the bike runs just 120mm of travel and has a lightweight inline Fox Float DPS shock, the SB120 offers very good mid-to-high-speed bump control. The rear suspension is progressive enough to keep the SB120 floating and skipping over repeated hard hits and control flatter landings. While many shorter-travel bikes rapidly ramp at the end of their travel—which can feel like a wall and effectively limit usable travel—the SB120 offers a controlled feel and lets the rider use all its suspension. The bike’s small-to-medium-bump feel is similarly great: There’s give and float with plenty of support. Square-edge hits are well-handled, with little hint that the SB120 is hanging or slowing down.

Canyon Lux

Canyon’s Lux World Cup cross country bike is (as the name implies) purpose-built for winning World Cup races. Canyon revamped the Lux with a slightly slacker head angle and longer front end, making it more suitable for modern World Cup tracks that have become increasingly technical and steep. But where Canyon focused most was on making the new Lux lighter, shaving 127 grams off the frame weight.

The suspension layout remains the same single pivot design with a link-driven shock and pivotless seatstays that allow for 100mm of rear wheel travel. Predictably for such a traditional XC race bike, Canyon also kept a 100mm fork on the front. The Lux remains a reliable performer on the race track, especially uphill, where cross country races are often won.

Even though the new Lux looks and functions much like the previous version, Canyon sprinkled updated details throughout the frame. Canyon equipped the Lux with CeramicSpeed SLT bearings for both the headset and the suspension pivots. These pricey bearings don’t reduce friction or save watts, but CeramicSpeed is so confident in their durability that they carry a lifetime warranty. To further aid in the long-term durability of the linkage, Canyon set the main pivot bearings very wide and added extra seals. The rocker link received Collet-style hardware and a stiffer aluminum axle to help resist twisting and minimize creeks.

Norco Fluid FS A1

Bikes like the Fluid FS A1 are scarce in the modern mountain bike world. This rare gem is a high-performance, aggressive riding trail bike devoid of electronic parts or batteries to charge. It also doesn’t have a single bit of carbon fiber on it—Not on the 130mm chassis, 29-inch tubeless hoops, 780mm wide handlebar, or even the 1-⅛” headset spacers.

But lacking the beep-boop shifting or plastic-fantastic frame and components doesn’t detract from this Norco’s performance on the trail. And the absence of these elements perhaps makes the Fluid FS A1 an overall better bike.

From across the parking lot at the trailhead, you would be hard-pressed to discern the material of the Fluid FS A1 frame. The smooth welds, formed tubing, and jade green paint do a pretty good job of disguising that the front and rear triangles are constructed from trusty ol’ 6061 aluminum. But Norco isn’t trying to pull one over on anyone. This frame is high quality and beautifully made.

Riding the Fluid is a sensory experience in the most positive of ways. It is auditory and tactile. The zip-zap sounds made by electronic shifting, suspension adjustments, or dropper controls are replaced by the familiar clicks and reassuring metallic noises of levers pulling cables and tiny gears turning. It’s comforting in a way and also freeing. I didn’t want to attach my Garmin to the bike and add even that rectangle of GPS connectivity, for fear of disturbing the bike’s purposeful disconnection.

Norco offers the Fluid FS in five frame sizes (S-XXL). At 6 feet tall, I tested the middle (L) size frame. Sitting on the bike before riding, I was afraid it was going to be a little short in reach for my liking. But once I was out on the trail, the sizing felt ok. However, the Fluid has short seat tube lengths to accommodate longer travel dropper posts and I needed to run the post at the max height. If you have long legs, check your sizing carefully.

Like most contemporary trail bikes, the geometry on the Fluid FS A1 fits the long, low, and slack mold. The bike’s slack head angle (65°), steep seat angle (76-77.3° depending on size), and short seat tube lengths distort the bike’s static appearance but make the Fluid shine when put on the right trail.

The bike feels brighter and livelier the steeper and rowdier a trail gets. It performs well on flowy terrain—feeling balanced yet reactive to rider input—but excels when thrown down chutes or into fast downhill corners. In those technical situations, the Fluid feels lively and rides like a bigger travel bike. When descending, the geometry and handling occasionally make you forget this is a mid-travel bike with only 34mm stanchions on the fork. The bike inspires confidence but that 130/140mm travel will put you on notice that the bike has a rowdiness limit if pressed too hard.

At 33.75 pounds, the Fluid isn’t by any means flyweight. On flatter trails, that weight combined with the grippy Vittoria rubber, steep seat angle, and slight front wheel flop sometimes makes the bike feel noticeably chonky. It’s not slow, but it’s not quick and poppy out of mellow corners either. Surprisingly, on climbs that nearly 34 lb. weight wasn’t always apparent and never came to the front of my mind when chugging up a hill. The rear suspension balances traction with support when climbing, and didn’t have me wanting a shock lockout.

Norco appointed the Fluid FS A1 with reliable components: Shimano XT 12-speed drivetrain, Stan’s Flow S1 tubeless rims, and TRP Trail Evo 4-piston brakes. The brakes stopped well, but I never quite felt comfortable with the engagement point of the levers.

The bike is all Fox for suspension. On the front, a Float Factory 34 GRIP fork. And at the rear, a Float X Performance Elite shock. After some initial back-and-forth with settings, both dampers felt solid on the trail, balancing support and traction.

Pivot Shuttle LT

Pivot was a relatively early adopter of e-MTB technology, debuting its first Shuttle in 2017. What was one e-bike back then has become three bikes in 2023.

The Shuttle SL is Pivot’s lightweight offering, with 132mm rear travel paired with a 150mm or 140mm fork, a Fazua Ride 60 motor, and a 430Wh battery. The Shuttle AM is the direct descendant of the 2017 Shuttle and features 140mm of rear wheel travel with a 160mm travel Fox 38 fork, a Shimano EP8 motor, and a 726Wh battery.

And then there’s this machine: The Shuttle LT. Patterned after its Firebird enduro bike, the Shuttle LT is Pivot’s biggest e-bike. It has the most travel (160mm rear travel with a 170mm fork) and the largest battery in the line (756Wh) but runs the same Shimano’s EP8 motor as the AM.

Pivot applied the design language from its recent non-assist models to its newest e-bike. Compared to the original Shuttle, the LT (and the SL) frame features straighter lines and squarer tube shapes, while the shock rotates about 90 degrees into a nearly vertical position. Pivot says the vertical shock yields a stiffer and lighter frame, better standover height, and a more progressive shock rate than the horizontal shock position of the original Shuttle.

Aiding the execution of this new frame design is a more compact battery capsule. Drawn up by Pivot’s engineering team (and executed by Darfon), the battery sits as low as possible in the frame. The front of the Shimano EP8 motor gets raised, allowing the battery to slide out from below. This battery is designated “Shimano Certified” and all warranty issues are handled directly by Shimano.

Like all Pivot full suspension frames since the brand’s inception in 2007, the Shuttle LT uses dw-link short dual-link suspension. Pivot equips its bikes with Fox suspension exclusively. However, the LT uses a standard-sized shock (205mm x 65mm trunnion mount), and the frame is coil-over compatible (riders can change to a different shock if desired).