trek

trek-fx+-7s-e-bike-is-a-premium-city-commuter 

Trek FX+ 7S e-bike is a premium city commuter 

Cars, Class 3 e-bike, e-bike review, trek / /

Post-pandemic, my creed became “Bicycles deliver the freedom that auto ads promise.” That belief is why I’ve almost exclusively used a bike to move myself around Portland, Oregon since (yes, I have become a Portlandia stereotype).

However, that lifestyle is a lot more challenging without some pedal assistance. For a few summers, I showed up sweaty to appointments after pedaling on a $200 single-speed. So in 2024, I purchased the FX+ 2, based primarily on my managing editor’s review. It’s since been a workhorse for my daily transportation needs for the past year; I’ve put more than 1,000 miles on it in eight months.

So given my experience with that bike, I was the natural choice to review Trek’s upgraded version, the FX+ 7S.

A premium pedaler

First off, my time with the FX+ 2 has been great—no regrets about that purchase. But my one quibble is with the battery. Due to the frequency and length of my rides, I need to charge the bike more often than not, and I sometimes experience range anxiety riding to the opposite side of town. Even though both e-bikes are considered lightweight at 40 pounds, they’re still not the easiest things to pedal sans assist, and I’m reliant on their built-in lighting systems after dark.

But I didn’t have to worry about my remaining charge with the FX+ 7 and its 360 Wh battery. Its extra capacity gives me much less range anxiety, as I can ride without fear of losing juice on the route home. And the LCD on the frame gives you a clear indicator of how much distance and time you have left in your ride, which is always handy. I would caution, however, about relying too much on your estimated distance remaining.

The Trek FX+7's LCD screen show the charge remaining in the bike.

The LCD provides some useful info. You can see how much charge is left on the battery, or you can press that button to see your speed, wattage power, or miles ridden. Credit: Chris DeGraw

During a 15-mile, hour-long ride while fluctuating between the first two assist levels I had modified, I drained 61 percent of the battery. While the estimated time remaining on my ride was consistent and accurate, the predicted mileage dropped occasionally, although that’s probably because I was changing the assist level frequently.

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The Trek Checkpoint SL 7 AXS Gen 3 may be the perfect gravel bike

Cars, Checkpoint SL 7 AXS Gen 3, cycling, trek / /

As I followed a friend down a flow-y, undulating single-track trail, I started laughing. Unlike my mountain bike-riding companion, I was on a gravel bike, the new Trek Checkpoint SL 7 AXS Gen 3. You might be wondering why a review of a gravel bike is starting with such a ride. The answer is simple—the Checkpoint had excelled everywhere else I rode it, so I was curious to see how it would fare on a non-technical MTB track. Amazingly well, as it turns out.

Unlike every other bike Ars has reviewed to this point, the Checkpoint SL 7 Gen 3 has no battery and no motor—there’s no e- in this bike. As is the case with our other bike reviews, sometimes we ask for a specific model, but manufacturers tend to contact us when we’ve already got a garage full of bikes we’ve not finished the reviews for (there are currently 12 bikes in my garage, some of which belong to other family members).

Launched in 2018, the Checkpoint is Trek’s gravel-centric bike. For 2025, Trek has split its gravel lineup into the third-generation Checkpoint Trek and the Checkmate SLR 9 AXS. The latter features a lighter-weight frame, a power meter, and SRAM’s new Red XPLR groupset. Selling for $11,999, the Checkmate is a gravel racer. Priced several thousand less at $5,699, the Checkpoint SL 7 AXS is now Trek’s top gravel bike for those looking for a fun day out on the trails.

With the Gen 3 Checkpoint, Trek has added mounts all over the frame, tweaked the geometry to make it more comfortable for long rides, improved ride comfort by reworking the rear IsoSpeed decoupler (which softens the bumpiness from rough trails and pavement), and increased the tire clearance to 50 mm (42 mm with fenders). Trek uses three different types of carbon on its drop handlebar bikes. The top-of-the-line OCLV 900 shows up on the racing-focused Madone road bike, while the OCLV 800 is used in the Domane endurance bike lineup as well as the Checkmate. The SL 7 uses Trek’s 500 Series OCLV carbon, and the bike weighs in at 19.85 lb (9.0 kg)—about 100 g heavier than the Gen 2. The drivetrain comes from SRAM, with a SRAM Force XPLR AXS D2 groupset.

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Trek CarBack bike radar lets you know when cars are approaching

Bike radar, CarBack, Cars, cycling, Garmin, Tech, trek, Varia / /

“Car back!”

If you’ve ever been on a group bike ride, you’ve no doubt heard these two words shouted by a nearby rider. It’s also the name of Trek’s new bike radar.

For safety-conscious cyclists, bike radars have been a game-changer. Usually mounted on the seat post, the radar units alert cyclists to cars approaching from behind. While they will work on any bike on any road, bike radar is most useful in suburban and rural settings. After all, if you’re doing some urban bike commuting, you’ll just assume cars are behind you because that’s how it is. But on more open roads with higher speed limits or free-flowing traffic, bike radars are fantastic.

While a handful of companies make them, the Garmin Varia is the best-known and most popular option. The Varia is so popular that it is nearing the proprietary eponym status of Kleenex and Taser among cyclists. Trek hopes to change that with its new CarBack bike radar.

Like other bike radars, the CarBack can be used with either a cycling computer or your smartphone. Mounted either on a seat post or the back of a Bontrager saddle, the CarBack can detect vehicles approaching from as far away as 150 meters, beeping at you once one is in its range.

The CarBack plays just as nicely with Garmin bike computers as the Varia does. When a car comes within range, your bike computer will chirp, the edges of the screen turn orange, and a dot showing the car’s relative position travels up the right side of the screen—exactly the same as riding with a Varia.

Speaking of the Varia, there are three significant differences between it and the CarBack. The first is the effective range, 140 meters for the Varia versus the CarBack’s 150 meters. While riding, I didn’t have the feeling that I was getting alerts sooner. But testing on a busy street demonstrated that the CarBack does have at least a few more meters of range than the Varia.

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