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When Trek began in 1976, their mission was simple: Build the best Trek bikes in the world. Today, they have added to their mission: Help the world use the bicycle as a simple solution to complex problems. Trek. We believe in bikes.

Trek Bicycle Corp is a bicycle and cycling product manufacturer and distributor under brand names Trek, Electra Bicycle Company, Gary Fisher, Bontrager, Diamant Bikes, Villiger Bikes and, until 2008, LeMond Racing Cycles and Klein. With its headquarters in Waterloo, Wisconsin, Trek bicycles are marketed through 1,700 dealers across North America, subsidiaries in Europe and Asia as well as distributors in 90 countries worldwide.

If you wish to design your own Trek Bikes differ from the others, click here to find out more about TREK PROJECT ONE.

NOTE : Trek ownership can only enjoy Life-time warranty, 1 year cosmetic defect, recall of defect will be 100% covered by TREK global if purchase from Trek Bikes authorized re-sellers in Malaysia.

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2021 Trek Slash is a completely different beast

Redesigned enduro racer gets more capable and more convenient

As one of the first enduro-focused 29ers, Trek's Slash was starting to show its age. It has enjoyed racing success under Katy Winton, Pedro Burns and Florian Nicolai, but its geometry was getting left behind by rivals such as the new Specialized Enduro .

So, as you might expect, the all-new Slash is far more up to date. It's designed to thrive on the ever more demanding terrain seen at enduro races, with more suspension travel and longer, lower, slacker geometry.

It's also got a steeper seat tube angle and a lighter frame, so it should climb better too. What's more, it's gone one up on Specialized by offering internal down tube storage in both the aluminium and carbon frames, along with a few features unique to Trek.

We've already seen the new bike racing at the first round of the EWS in Zermatt, Switzerland, and now we can share all the details.

2021 Trek Slash geometry

Perhaps the most important update is to the Slash's shape.

It still uses Trek's Mino Link system, which can raise or lower the bottom bracket by 7mm while altering the head and seat angles by half a degree, and because we usually rode the old bike in its low setting, we'll compare the new geometry in that configuration.

The head angle is now 1-degree slacker, at 64.1 degrees in the low setting; the reach has increased by 15mm to 40mm size-by-size (the largest frame now has a whopping 515mm reach); the wheelbase has grown by 25mm to 50mm depending on size. Pretty much all of this growth comes from the front-centre because the rear-centre has only increased by 2mm, to 437mm.

Meanwhile, the bottom bracket drop has increased by 8mm, and now sits at 345mm in the low setting. That's quite low for a bike with this much travel.

One particular criticism of the old Slash was the slack seat tube angle, which made it tricky to tackle steep climbs. And while the travel-adjustable fork on some models helped a little, it was almost an admission of the problem. Well, it's now 2 degrees steeper, measuring 75.6 degrees in low and 76.1 degrees in high.

This is still a bit slacker than some of its rivals, but definitely a step in the right direction.

• What’s the future of MTB geometry?

To complement the longer reach numbers, Trek is speccing very short 35mm stems across all sizes, along with (now almost ubiquitous) short offset forks.

Internal storage in alloy frames as well as carbon

While Trek certainly wasn't the first to think of turning the down tube into a handy storage area, it's brought the idea (which we're big fans of) to more people.

We first saw Trek do it with the Fuel EX trail bike and Domane road bike . In the case of the Slash, both the carbon and alloy frames have the handy compartment for snacks, pumps, tools and the like, while Specialized only offers down tube storage on its pricier carbon frames.

With the cheapest Slash coming in at £2,650, Trek's internal storage is available at a lower price point.

Trek Slash suspension

Trek has boosted the suspension travel by 10mm at each end – it now serves up 160mm in the rear and 170mm up front.

The Slash still uses Trek's ABP (active braking point) suspension system, which works a bit like a Horst-link design, but the chainstay pivot is placed further back and is concentric with the rear axle.

Unlike a single-pivot layout, the brakes are not directly connected to the rear swingarm; this causes the suspension to sit higher in its travel under braking, where the suspension is softer.

While the layout looks similar to the old, the main pivot has been raised slightly to give the bike a bit more anti-squat, so it should pedal more efficiently.

• Click here for more on suspension designs and the differences between them

Some Slash models use Trek's Thru-shaft shock technology, with a Thru-shaft version of the RockShox Super Deluxe shock. Thru-shaft shocks have a damper shaft that goes all the way through the damper body and out the other side. This means the shaft doesn't displace any extra oil as it enters the damper.

This allows Trek to dispense with the dynamic internal floating piston (IFP), which compensates for the oil displaced by the shaft in most shocks. Trek claims this reduces friction so the shock changes direction faster and tracks the ground better.

However, it's worth remembering that IFP friction is only a small component of the total friction in a shock, particularly an air shock. Also, the Thru-shaft design requires a second shaft seal where the shaft exits the damper, which inevitably adds some friction back in.

Trek insists the removal of the IFP more than makes up for this, but we'd say that any reductions in friction resulting from Thru-shaft are unlikely to be game-changing.

The Slash is compatible with some non-proprietary shocks (in fact, two of the less expensive models come with regular, non-Thru-shaft shocks). However, the standard RockShox Super Deluxe won't fit because the lockout lever hits the frame.

The proprietary RockShox shock has a few interesting features besides the Thru-shaft damper. There's a lockout lever for climbing, plus a three-position dial to adjust the low-speed compression damping in the open mode. The rebound dial sits behind this and is numbered to make it easy to tell which rebound setting you're in without counting clicks.

The shock also has a larger negative spring volume than the standard DebonAir can. This means it should be softer at the start of the stroke, but firmer after sag. Apparently this change was inspired by the RockShox MegNeg air can , but it's not quite as extreme.

Interestingly, Trek has moved away from its RE:activ regressive damping technology, first used in 2014, in favour of shimmed valves. This change is apparently because modern enduro racing demands sensitivity over pedalling efficiency.

Knock Block 2.0 is better, and it's optional

Knock Block is Trek's system for stopping the bars turning past a certain angle. This has two advantages: first, it prevents the brake levers hitting the top tube or the cables pulling out if the bars spin in a crash. Second, it allows Trek to design straighter (and therefore lighter) down tubes because they no longer need to curve upwards to avoid the path of the fork crown when spun round.

The Knock Block 2.0 in the new Slash is only there for the first reason, because the curved down tube on the new Slash clears the fork crown. The new Knock Block allows a greater steering angle than before – the bars can turn by 72 degrees, up from 58 degrees. This should allow for tighter turns, but we rarely found the steering lock of the old system to be a problem on the trail .

It's also removable, so if your stunt repertoire is broader than ours you can still turn the bars as much as your cables will allow.

Big seat tube for big dropper posts

Fans of standard conformity will be disappointed by the 34.9mm diameter as well as the proprietary shock. The stouter seat tube standard is not unique to Trek, but it is less common than 30.9 and 31.6mm diameters. The idea is to increase space for dropper post internals and boost reliability and stiffness.

The seat tube insertion length has been increased too, allowing the use of longer travel dropper posts. Complete bikes are equipped with droppers from 150mm to 200mm (Medium and Medium/Large sizes get 150mm posts, Large frames get 170mm, XL frames get 200mm).

It's a little heavier, but still light

Trek claims the 2021 carbon frameset weighs just 2,450g without the shock. It credits this low weight (for an enduro frame) to Trek's OCLV carbon layup and the fact that the ABP suspension layout has a pivot concentric with the rear axle rather than on the chainstay, which apparently makes for a lighter overall structure.

However, with the shock and hardware the carbon frame weighs 3,180g – the previous frame was slightly lighter at 3,060g. (These are claimed weights in both cases). Trek puts that slight increase in weight down to the bigger shock, down tube storage and 34.9mm seat tube.

2021 Trek Slash models

Trek slash 7.

• Frame : Alpha Platinum Aluminium
• Fork : RockShox Yari RC
• Shock : RockShox Deluxe Select
• Drivetrain : SRAM NX Eagle, 11-50t
• Brakes : SRAM Guide T
• Price : £2,650 / €3,499 / $2,999

Trek Slash 8

• Fork : RockShox Lyrik RC
• Shock : RockShox Super Deluxe Ultimate, Thru shaft three-position damper
• Drivetrain : SRAM GX Eagle, 12-speed, 10-52t
• Brakes : SRAM Code R
• Price : £3,100 / €3,999 / $3,499

Trek Slash 9.7

• Frame : OCLV Mountain Carbon main frame and stays
• Fork : Fox Rhythm 36
• Shock : Fox DPX2, EVOL air spring, DPS damper
• Drivetrain : SRAM NX/GX Eagle, 12-speed, 10-52t
• Price : £5,250 / €4,799 / $5,999

Trek Slash 9.8 XT

• Fork : RockShox ZEB Select
• Drivetrain : Shimano XT M8100, 12-speed, 10-51t
• Brakes : Shimano SLX M7120
• Price : £5,250 / €5,999 / $5,999

Trek Slash 9.8 GX

• Brakes : SRAM G2 RSC
• Price : £5,800 / € 5,999 / $6,599

Trek Slash 9.9 XO1

• Fork : RockShox ZEB Ultimate
• Drivetrain : SRAM X01 Eagle, 12-speed, 10-52t
• Brakes : SRAM Code RSC
• Price : £7,500 / €7,999 / $8,499

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2021 Trek Slash 9.8 XT review – A great all-rounder and a well-deserved Best Buy

The brand new Trek Slash has big shoes to fill, its predecessor being one of the most popular 29er enduro bikes on the market. We were all the more excited to find out if the new bike can hold its own against the increasingly tough competition. Spoiler alert: yes, it can – we even awarded it the Best Buy. But it isn’t without its faults.

For an overview of the test fleet head to the group test: The best enduro bike 2021 – 13 models in review

We could go on forever about the brand new Trek Slash. The bike is full of smart details and special solutions, be it the storage compartment in the frame, which is also available on the aluminium models, or the Knock Block in the head tube, which stops the handlebars from damaging the beautiful frame. Or the proprietary RockShox thru-shaft shock which allows the damping piston rod to pass through the shock, which is claimed to make the rear end respond more sensitively and deliver more traction. The new Slash offers 170 mm travel up front in combination with 160 mm at the rear and, as you’d expect, rolls on 29″ wheels. Trek have also improved on many other details, giving the bike an extra-large downtube protector, a threaded BSA bottom bracket and integrating the Mino-Link flip chip more cleanly into the seat stay.

The components of the Trek Slash 9.8 XT – A great overall package with minor weaknesses

In times when bikes are becoming more and more expensive, it’s nice to see the € 5,848 Slash 9.8 XT bucking this trend. This reasonably priced package gives you excellent components on a frame bursting with smart features. This includes Shimano’s XT 12-speed drivetrain and reliable SLX brakes, whose performance is in no way inferior to the more expensive counterpart. There’s nothing wrong with the RockShox ZEB Select+ either and the in-house Bontrager Line dropper post provides 170 mm of travel. However, we found the 35 mm stem to be too short and the 820 mm handlebar to be far too wide. You should also budget to replace the puncture-prone Bontrager tires. However, since Trek bikes are sold through local bike shops, these components and the small rear brake rotor can be swapped out on site. Ideally, you will only be charged the difference – provided you’ve got a good dealer.

Trek Slash 9.8 XT

Specifications.

Fork RockShox ZEB Select+ 170 mm Rear Shock RockShox Super Deluxe Ultimate 160 mm Seatpost Bontrager Line Elite Dropper 170 mm Brakes Shimano SLX 4-piston 200/180 mm Drivetrain Shimano XT 30/10-51 Stem Bontrager Line Pro 35 mm Handlebar Bontrager Line Pro OCLV Carbon 820 mm Wheelset Bontrager Line Elite 30 OCLV Mountain Carbon Tires Bontrager SE5 Team Issue/Bontrager SE4 Team Issue 2.6"/2.4"

Technical Data

Size S M ML L XL Weight 14.84 kg Wheelsize 29"

The geometry of the Trek Slash – An additional size for a hallelujah

A particular highlight of the Slash is that Trek have spared no expense and effort, adding an intermediate ML size to the range. This will be music to the ears of riders for whom the M is too small and L is often too big. It turned out to be the ideal size for our 180 cm tall test riders. The reach is 469 mm while chainstay length is a short 435 mm on all sizes. The head tube angle is 64.1° in the slack setting and the seat tube angle is 75.6°. This is significantly steeper than on the predecessor, though it’s still rather slack, and the kink in the seat tube makes it effectively slacker as the saddle is extended.

Important tuning tip for the Slash – Push the saddle forward for the climbs!

As the geometry table suggests, the seat tube angle on the Slash is rather slack. In practice, this means that you should immediately slide the saddle forward so as not to sit too far over the rear wheel on steep climbs. With that done, the Slash climbs fairly efficiently. The suspension stays nice and firm, though as you pedal it still provides enough traction. You can spare yourself the effort of activating the climb switch – great!

While we found the new Slash to be unbalanced and cumbersome in our first review where we rode the size L, that impression changes with the smaller ML. Thanks to the shorter reach, your position on the bike is more central, distributing your weight evenly between the wheels and allowing for quicker, more precise direction changes.

Fun, direct and capable – The Slash is a very versatile descender.

You can choose between three compression settings on the shock, which differ significantly. Even in the neutral position, the Slash offers a lot of support and begs you to pump it. Fast corners are an absolute pleasure and you can easily pull it up into a manual. Those who like to play with the trail will love this bike. The Slash also offers a lot of pop as you launch it off trail features, catching air with minimal effort. As a result, the Slash is amazingly fun even on simple trails! When things get more demanding, the Trek remains surprisingly composed and smooths out even the roughest terrain. However, it doesn’t isolate the rider from the ground and gives lots of feedback. The only thing slowing it down are the minor shortfalls in the components. Speaking of slowing down: we recommend upgrading the rear brake rotor to a 200 mm model if you predominantly ride steep trails.

How does the Trek Slash 9.8 XT compare to the competition?

The Trek Slash and the Rocky Mountain Altitude are the champions of this test, but they couldn’t be more different. The Altitude is all about traction and speed, doing an incredible job of absorbing bumps. On the other hand, the Slash is more light-footed and playful. On the uphills, the more efficient Trek pulls away. If you want to ride hard, the Best in Test Altitude is the bike you need, but if you’re looking for the better all-rounder, you’ll be happy with the Slash, our Best Buy!

Tuning tips: if in doubt, downsize | bigger rotor at the rear | swap tires for grippier, more robust models | mount a longer stem and cut down the handlebar

Riding Characteristics

Value for money, intended use.

The brand new Trek Slash 9.8 XT succeeds in filling the shoes of its predecessor and, thanks to its enormous versatility, secures the coveted Best Buy! It’s agile, playful and direct enough to have loads of fun on flowing trails. At the same time, it doesn’t shy away from even the roughest terrain. The price for the beautiful carbon bike is reasonable, but you should budget for a few small upgrades.

• agile and balanced handling
• cleverly designed frame at a fair price
• versatile bike with a wide range of uses

• slack seat tube angle
• puncture-prone tires with moderate grip
• cockpit ergonomics

You can find out more about at trekbikes.com

The test field

All bikes in test: Canyon Strive CFR (Click for review) | COMMENCAL Meta AM 29 Öhlins (Click for review) | GIANT Reign Advanced Pro 0 (Click for review) | Ibis Ripmo V2 (Click for review) | Nukeproof Mega 290 Alloy Pro (Click for review) | Propain Spindrift CF Mix Custom (Click for review) | Rocky Mountain Altitude Carbon 90 Rally Edition (Click for review) | Santa Cruz Megatower CC X01 Coil RSV (Click for review) | Santa Cruz Nomad CC X01 RSV (Click for review) | Specialized Enduro Expert (Click for review) | Specialized S-Works Stumpjumper EVO (Click for review) | Transition Sentinel XT (Click for review) | Trek Slash 9.8 XT

This scale indicates how efficiently the bike climbs. It refers to both simple and technical climbs. Along with the suspension, the riding position and the weight of the bike all play a crucial role. ↩

How does the bike ride and descend? How spritely is the bike, how agile is it through corners, how much fun is it in tight sections and how quickly can it change direction? ↩

Is the bike stable at high speeds? Is it easy to stay in control in demanding terrain? How composed is it on rough trails? Stability is a combination of balanced geometry, good suspension and the right spec. ↩

This is all about how balanced the bike is and particularly about how well it corners. Balanced bikes require little physical effort from the rider and are very predictable. If a bike is unbalanced, the rider has to work hard to weight the front wheel to generate enough grip. However, experienced riders can have a lot of fun even with unbalanced bikes. ↩

How sensitive is the suspension over small bumps? Can it absorb hard impacts and does it soak up repeated hits? Plush suspension not only provides comfort and makes a bike more capable, but it also generates traction. The rating includes the fork and the rear suspension. ↩

This aspect mainly comes down to the suspension. How much pop does it have, does it suck up the rider’s input or is it supportive, and how agile and direct is the bike? ↩

We don’t calculate value for money in an excel spreadsheet or based on how high-end a bike is specced. We are more concerned with how a bike performs on the trail and how the bike benefits the rider. What good are the best components if the bike doesn’t perform well on the trail? Expensive bikes with a lower-end spec can offer very good value for money – provided they excel where it matters. Just as supposedly cheap bikes with good components can get a bad rating if they don’t deliver on the trail. ↩

No, it’s not about racing, it’s about efficiency. Fast, fleet-footed and efficient – those who want to speed along flowy singletrack and gravel roads need a defined and spritely bike that accelerates with ease and efficiency. Nevertheless, reliable components are important too. We interpret XC more like the Americans do: big back-country rides instead of a marathon or XC World Cup with the ultimate in lightweight construction! Uphill-downhill ratio: 80:30 (not everything has to be 100%!) ↩

...also known as mountain biking. Classic singletrack with roots, rocks and ledges – sometimes flowy, sometimes rough. For this, you need a bike with good all-round qualities, whether climbing or descending. Uphill-downhill ratio: 50:50 ↩

Even more extreme and challenging compared to Trail riding, riddled with every kind of obstacle: jumps, gaps, nasty rock gardens, ruts and roots. For this, you need (race)proven equipment that forgives mistakes and wouldn’t look out of place on a stage of the Enduro World Series. Climbing is just a means to an end. Uphill-downhill ratio: 30:70 ↩

Strictly speaking, a 200 mm travel downhill bike is the best choice for merciless tracks with big jumps, drops and the roughest terrain. Those would be the black or double-black-diamond tracks in a bike park. But as some of the EWS pros (including Sam Hill) have proven, it’s the riding skills and not the bike that define what you can ride with it. Climbing? On foot or with a shuttle, please! Uphill-downhill ratio: 10:90 ↩

You can find more info about our rating system in this article: Click here! ↩

Did you enjoy this article? If so, we would be stoked if you decide to support us with a monthly contribution. By becoming a supporter of ENDURO, you will help secure a sustainable future for high-quality mountain bike journalism. Click here to learn more .

Words: Photos: Christoph Bayer, Valentin Rühl, Markus Frühmann

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• New Releases

Released 18 April

Photo Credit: Trek

29″ Aluminum

Full, Electronic, 160 / 170mm

Frame Material

Trek launched Slash SE today – a new special-edition Slash Gen 5 that brings the 160mm enduro favorite back with fresh paint and a build that delivers Trek's most technology-packed Slash ever. Slash SE is spec'd for everything big mountain rippers crave, with rugged components, eye-catching aesthetics, and the trail-crushing benefits of Flight Attendant.  

 Slash SE combines a SRAM GX AXS transmission with RockShox Flight Attendant for an intuitive ride that's ready to rip through gnarly descents and hammer back to the top. Riders get the benefit of parts built to charge through the roughest terrain, plus, an automatic suspension system that listens to their riding and the trail, responding in real time with adjustments for rocky and rooty descents, catching air, and cranking back to the top for more. 

The highs and lows of this model family

Based on build material and quality level of the frame, fork, wheelset, groupset, suspension system, and more.

🐐 Measurements listed in mm and degrees

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Field Test: 2021 Trek Slash - Ready to Race

Cool Features

Review: 2018 Trek Slash 9.7 – it flatters you into thinking you’re a riding god!

by James Vincent February 5, 2018 1

For a big bike like the Slash 9.7, you need big terrain and a rider with big…ambitions. We put the big Trek 29er enduro rig into the hands of James Vincent to see just how hard and how fast he could push it.

The Trek Slash has been around for a few years now in various guises, first appearing all the way back in 2012 as a long travel 26in wheel winch and plummet machine, before evolving more recently into a 27.5in enduro racer. However, Trek found that the majority of its riders were choosing the shorter travel but bigger wheeled Remedy on race day because it was simply faster.

Regardless of where you might stand on the wheel size debate, Trek obviously values the opinion of those it pays to race bikes, so for 2017 the Slash was redesigned around 29in wheels and in 2018 not a great deal has changed.

A carbon main frame and aluminium stays, 160mm travel up front and 150mm out back are common to the range, and it’s a pretty simple range too, with just two models to choose from (three if you count the frame only option). The ‘budget’ Slash 9.7 on test is yours for £3,800, while for an extra £1,000 you can have the Slash 9.8, which gets upgraded forks, wheels, brakes, carbon bars, and a SRAM Eagle drivetrain.

This is a good looking bike. Not in a fillet brazed, skinny steel tube sort of way, but in a purposeful, built-to-go-very-quickly-downhill sort of way. The OCLV carbon main frame is almost comical it’s that large; the straight downtube starts off pretty big at the head tube, and by the time it joins the bottom bracket, it’s grown even fatter to swallow the lower shock mount. The aluminium chainstays are hydroformed, braced and CNC’d, while the seatstays follow the line of the heavily sloped top tube, all the way to the Active Braking Pivot (ABP).

For the Slash and the new Session downhill bike, Trek has redesigned its rear suspension slightly and done away with the Full Floater system – the shock now mounts to the main frame, and not an extension of the chainstay as before. This contributes to the frame having Session-like stiffness, while allowing the use of a longer stroke Metric-sized rear shock.

As befits its high speed intentions, the Slash sports a slack 65.6° head angle and a steep 74.1° (effective) seat angle, although the reach is relatively short at 459mm for the size large. But more on this later.

The frame features Trek’s Knock Block system, essential to prevent contact between the frame and fork crowns due to the straight downtube – there’s a replaceable stop chip on the frame, which works with a keyed headset top cap to limit the forks rotation, and although the bike comes with custom keyed spacers and stem to keep everything lined up, the system is compatible with aftermarket stems.

As is becoming more common the Slash frame is 1x only, and with Boost 148mm spacing there’s room to fit up to a 2.6in tyre out back, which means there’s a ton of mud clearance with the stock 2.4in wide tyres. There are ISCG tabs around the bottom bracket, and the frame is full of lovely little details elsewhere. There are three (yes – three!) sets of water bottle bosses, a neat cable tie system on the downtube to keep the internal routing rattle free, and there’s a large rubber downtube protector at the bottom bracket to cover those inevitable rock strikes.

The Components

Being the entry-level model in the range, it’s unsurprising that Trek has kitted out the Slash with quite a lot of Bontrager finishing kit. Actually, quite a lot is an understatement – the bars, grips, stem, wheels, tyres, seatpost and saddle are all from Bontrager, with SRAM (and RockShox) taking care of everything else. It’s all great kit though – the aluminium bars are a good shape, the lock-on grips and saddle are comfy, and the dropper post worked perfectly throughout the test, with a light lever action and pretty quick post return speed. Bontrager has increased travel and updated the sealing and internals on the 2018 Drop Line seatpost, and it seems to have eliminated the issues we experienced with the 2017 version .

With its 29mm internal width, the Bontrager Line Comp 30 wheelset comes pre-fitted with Bontrager’s excellent TLR plastic moulded rim strips. You’ll have to BYO valves, but once fitted, tubeless setup is a doddle. Things were otherwise going great with the wheelset, until the rear wheel went a bit wobbly and needed some work with a spoke key. I also caught a few of errant rocks with the rear rim, which put a couple of dents into the sidewalls, but neither wheel lost any pressure throughout the course of the test.

Tyres are the renowned Bontrager SE4 Team Issue in 2.4in flavour, and although they did most things well I’d have preferred that Trek spec’ed the slightly more aggressive SE5 up front, as the SE4 is a bit under-gunned for the type of riding the rest of the bike encourages.

Shifting comes from SRAM’s NX groupset, and there’s not a great deal to say about it, other than it just works very very well. The new X-Sync 2 Eagle chainring didn’t drop the chain once, although for extra security on gnarly terrain it would be a good idea to make use of the ISCG tabs and add a chain guide.

Guide Rs were in charge of stopping duties, and while they worked well, I miss the bite point control of the pricier RSC levers – the Rs are more sensitive to pad wear and after a while you’ll begin to notice the long free-throw in the lever.

Far from feeling like a budget fork, the Yari is impeccably well behaved and damped. Beautifully stiff, my only complaint is that they’ve got the daft Torque Cap dropouts – I’ve never found front end stiffness to be lacking on a 35mm stanchioned fork, even on a long travel 29er, so while Torque Caps might offer a slight increase in stiffness, they do so at the expense of usability.

This was my first time on both an ABP bike and also a RE:aktiv Thru Shaft shock, and if I’m honest, I didn’t notice either of them. Thru Shaft is a new development from Trek, designed to replace the internal floating piston (IFP) found in most other shocks damping circuits. Without going into too much detail (I’m not a suspension guru and don’t pretend to be), there’s a certain amount of lag inherent in a system that uses an IFP, which can lead to a ‘stick-slip’ effect inside the damper when it changes direction of movement. The stickier this sensation, the less responsive the suspension will be.

To minimise this stickiness, some brands use an expandable rubber bladder for the IFP, though Trek just decided to do away with the IFP altogether. While non-IFP shock designs have been experimented with before, the materials and design weren’t quite up to it. This time round however, Trek has enough confidence in the system to get both Fox and Rockshox onboard. And even though there’s an extra set of seals involved, the shock is tucked well out of the firing line of any muck and grime, and I didn’t have any concerns regarding dirt ingress or wear. Plus, with a stack of oil sat on top of them, those seals aren’t ever going to dry out, unless something goes horribly, horribly wrong.

In spite of the wealth of tech hiding inside, the shock is refreshingly easy to set up (just air pressure & rebound), and with the correct sag it supported the rear of the bike so well, I simply forgot about it and went riding. Now as I said before, I’m not going to pretend I fully understand what’s going on inside the shock on this bike, but what I can say is that there was a noticeable lack of stiction during the initial part of the travel, and the shock felt remarkably consistent throughout it’s travel. I’d also love to say that I spent ages tweaking the shock so it rode perfectly on all trails, but I didn’t. Which was awesome. Less time faffing just means more time riding.

Once, a friend of mine who is into sports cars invited me to test drive a Jaguar with him. Now as a mountain biker, the cars I’ve owned throughout my life have always cost less than the bikes strapped onto/inside them. So I figured that driving a Jag was going to be a little bit different to my usual ride. Setting off along on an A road seemed normal enough – it was quieter and smoother than any car I’d driven, certainly, but the driving seemed…normal. That was until my friend pointed out I’d probably best reign it in as there’s a national speed limit. I’d not noticed but the car had *ahem* exceeded it somewhat, without fuss, and without me noticing.

And so it is with the Slash. Along and down, it nonchalantly uses every bit of gravity to go faster. And faster. And faster again. It’s a very neutral ride, handling all bumps and turns without fuss, leaving you more time to ponder questions such as: “what line shall I choose? ”, “ shall I launch that lip? ”, “ is there another lap I can squeeze in ”, and “ I could not buy it, but then   I can’t exactly ride money in the bank can I ?”.

This bike fits me, and like any great bike that fits, it just disappears and lets me get on with riding as fast as possible. Sure, it won’t pedal itself uphill, but climbing is no chore, and if your climbing style is a bit more erratic, then the compression switch on the shock does an admirable job of keeping pedal bob in check.

How does it do this you might ask? Well, while some of the more chic brands out there think the only way to be fast is to go longer, slacker, and lower than everything else, other brands focus on delivering a ride that is balanced and comfortable at speeds below supersonic. Trek’s designers however, have looked at those two points and put the Slash smack-bang in the middle. Don’t get me wrong – it isn’t a short bike, nor is it particularly steep or high. It just doesn’t feel extreme . As I said earlier, it’s an incredibly neutral feeling bike that’s just as happy pulling off slow speed techy manoeuvres, as it is blatting out high-speed runs through ugly rock fests.

By putting you into such a neutral position, the bike passes control back to you. It does encourage you to go as fast as you feel comfortable (and by ‘eck it’s bloody rapid if you want it to be!). But you’re the pilot, and it never feels like you’re just a passenger being towed along by the handlebar. On steep, tight and slow speed hairpins, the Slash is perfectly happy inching its way round and picking the necessary lines, and in these situations I never once found the Knock Block to be an obstruction to getting round even the tightest of corners. But let go of the brakes and it picks up speed at the snap of your fingers, coming alive and going as fast as you dare.

When it comes to pedalling back up the trail, the Slash is pretty efficient too. Only when sprinting out of the saddle did I reach down to change the shock platform, leaving it wide open the rest of the time for increased comfort and traction. With its hefty weight though, it is very much a steady plodder than an eager beaver.

While on the subject of climbing, the Slash features Trek’s Mino link, which allows you to subtly alter the geometry by flipping a chip in the rearward pivot on the rocker link. Flipping the Mino Link steepens the head angle (from 65.1° to 65.6°) and lifts the bottom bracket height by 10mm to improve your position for climbing while providing more ground clearance too. The bike arrives from the shop in the low and slack position. Although I briefly flipped the Mino Link into the steeper/higher position to try it out, I personally felt that the Slash climbed perfectly well in the lower position. The steering was never vague, or wandery in the lower/slacker position and I never encountered any pedal strikes, nor did I catch the chainring on any rocks. So after that brief test, I flipped the Mino Link back into the slack and low position for the remainder of the test, to reap all the benefits.

Durability Notes

On the whole, the bike has been noise and trouble free for the duration of the test. The only issues I’ve found (aside from the aforementioned rear wheel wobble), are that paint has started to wear away on the non driveside chainstay where the brake cable passes by, and that the wide rear ABP thru-axle lever sticks out quite a bit and is prone to rock strikes on narrow passages.

Three Things That Could Be Improved

• Some of the components are a bit low rent – while the bike is amazing, there’s no denying that a £250 wheelset is a bit out of place on a £3,800 bike.
• For the type of riding the bike encourages, it would benefit from a more aggressive front tyre.
• I don’t know if one even exists, but a bolt through rear axle would be more low profile and help the bike squeeze through the tightest of gaps

Three Things What We Loved

• In spite of the budget components, as a complete package it is a very capable bike indeed, which goes some way towards helping you overlook some of the component choices.
• It’s an incredibly stable bike with a very neutral position which means that it’s as fast as you want it be…
• …and flatters you into thinking you’re a riding god!

I was asked this week what was the best bike I’d ridden in the last year, and without a moments hesitation I pointed to the Trek Slash. I don’t mind that it’s got aluminium bars or isn’t rocking SRAM Eagle, but the basics of the bike are just so well sorted that I can forgive pretty much everything else. The geometry and handling makes it so easy to get along with, and the 29in wheels roll over anything that comes into your path. If you get your kicks from heading downhill over rough terrain as quickly as possible, then the Trek Slash simply has to be at the top of your shopping list. I don’t want to give it back…

2018 Trek Slash 9.7 Specifications

• Frame //  OCLV Mountain Carbon Fibre Mainframe w/Alloy Stays, 150mm Travel
• Fork //  RockShox Yari RC, G2 Geometry, 160mm Travel
• Shock //  RockShox Deluxe RT3, RE:aktiv with Thru Shaft, Trunnion Mount
• Hubs //  Bontrager Line Comp 30, 110x15mm Front & 148x12mm Rear
• Rims //  Bontrager Line Comp 30, 29mm Internal Rim Width, 28h, Tubeless Ready
• Tyres //  Bontrager SE4 Team Issue 29×2.4in Front & Rear
• Chainset //  SRAM Descendant 6k Eagle, 32T Direct Mount X-Sync 2 Chainring
• Rear Mech //  SRAM NX, 11-Speed
• Shifter //  SRAM NX, 11-Speed
• Cassette //  SRAM PG-1130, 11-42t, 11-speed
• Brakes //  SRAM Guide R, 180mm Front & Rear
• Stem //  Bontrager Line, Knock Block, 35mm Diameter, 50mm Long
• Bars //  Bontrager Line, 35mm Diameter, 27.5mm Rise, 780mm Wide
• Grips //  Bontrager Rhythm Dual Lock-On
• Seatpost //  Bontrager Drop Line, 31.6mm Diameter, 100mm Travel (15.5in), 125mm Travel (17.5in & 18.5in), 150mm Travel (19.5in & 21.5in)
• Saddle //  Bontrager Evoke 2, Cromoly Rails
• Size  Tested  //  19.5in
• Sizes available //  15.5in, 17.5in, 18.5in, 19.5in and 21.5in
• Weight // 14.7 kg / 33.3 lbs

Review Info

Having ridden bikes for as long as he can remember, James takes a certain twisted pleasure in carrying his bike to the most inaccessible locations he can find, before attempting to ride back down again, preferably with both feet on the pedals. After seeing the light on a recent road trip to Austria, James walked away from the stresses of running a design agency, picked up a camera and is several years deep into a mid life crisis that shows no sign of abating. As a photographer, he enjoys nothing more than climbing trees and asking others to follow his sketchy lines while expecting them to make it look as natural and stylish as possible. He has come to realise this is infinitely more fun than being tied to a desk, and is in no hurry to go back.

Comments (1)

A slight on the side question! How did you get on with the front mudguard? Being of the longer and fuller coverage type. I have just fitted one to my Pine mountain plus, but haven’t been out riding ( in the SE gloop) yet!

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Trek Slash Review | A totally one-of-a-kind custom bike build

The not-so-minor details.

Trek Slash 8

Trek Bicycles Australia

https://www.trekbikes.com

$3,312 AUD (frame only)

Last year saw Trek pull the wrappers off of its all-new Slash enduro bike. Featuring a redesigned chassis with in-built downtube storage, the 2021 Trek Slash received a whole suite of updates, including a brand new rear shock that was codeveloped alongside RockShox. Our two testers, Ben & Dan, were thoroughly impressed with the supple suspension and the bike’s ability to monster-truck its way through horrendously rocky and technical terrain. However, it was the Slash’s agility that was the real surprise, giving it an approachable and easy-to-manage demeanour on less gnarly singletrack. Despite its EWS-level capabilities, the Slash is a proper all-rounder.

The bike we tested prior to the official launch was the top-end Slash 9.9 X01. However, Trek offers three other models beneath it, with the Slash 7 being the cheapest option at $4,999 AUD. For those who want to build something a little different, there’s also the option to buy the Slash frameset.

And that’s exactly what Ben decided to do.

Going Off-Script With The Trek Slash

But first, allow us to introduce you to our fellow Flow Frother.

Ben is a full-time bike shop guru, a skilled mechanic, and an appreciator of very robust IIPAs. With some three decades of riding and bike industry experience behind him, he’s also a talented and discerning rider, with an infectious enthusiasm for geeking out on new bike tech, while simultaneously being a connoisseur of fine retro collectables. Notable highlights in the shed include a Klein Mantra, Shimano Airlines groupset and a Manitou X-Vert Carbon. Not that Mick is jealous or anything.

After being thoroughly impressed with the Slash 9.9 X01, Ben heard through the grapevine that Trek Australia would be bringing in a very limited number of Slash framesets into the country. One impulse-purchase later, and a Slash 8 frame was on order.

To assemble his custom Slash, Ben’s chosen an eclectic build kit that is comprised of a variety of components that he’s been testing for Flow, along with a few parts that were purchased specifically for this bike. The build hasn’t stayed still either – a number of components have already been swapped around in search of the perfect setup, and there are a few upgrades planned for the future too.

Without further ado, let’s get stuck into the build and Ben’s impressions of this one-of-a-kind Trek Slash and some of the parts strapped to it.

The heart of any bike is the frame, so let’s start there Ben. Why did you go for the Slash?

Well I had been hankering after a big bike for a while after many years of riding XC and trail bikes. I used to ride and race a lot of DH in my younger days and have never quite been able to let it go! The Slash just had this great mix of playfulness and agility, whilst also being able to just steamroll through techy sections and feel very planted and confidence inspiring. It’s super fun to ride.

I opted for a frame only option as by the time I had decided to order one, only a few days after the official release, the complete bikes had already been snapped up! Lead times on the second shipment of complete bikes was far too long for my impatient nature so I sourced a frame before they all disappeared.

Did you choose the alloy frame specifically over the carbon option?

I never really considered the carbon option as I wanted a bike that I could be less delicate with and worry less about when tackling the extremely rocky local trails we have here. The added weight didn’t phase me, I have other bikes that are light and fast uphill, and that’s not what I bought the Slash for. The alloy Slash 8 frame (and complete bike) are perhaps the sweet spot in the Slash line up as it shares the same Rockshox Super Deluxe Ultimate Thru Shaft shock that you’ll find on the more posh carbon 9.8 and 9.9 models. This shock is a big part of why the Slash handles as well as it does, so it’s cool to see it offered on the alloy frame as quite often alloy models receive a more basic shock.

The alloy frame sells for nearly half of the carbon frame option with the same shock.

As with the carbon frames, the alloy Slash still gets the new downtube storage accessed by a trapdoor under the bottle cage, adjustable geometry via the Mino Link and generous downtube protection. Price was also a consideration. I already own a… ahem …not insignificant amount of expensive bikes so there wasn’t much scope for a full on enduro dream machine. The alloy frame sells for nearly half of the carbon frame option with the same shock. I’m never going to be at the pointy end of an enduro race so the alloy option was a bit of a no brainer.

That Trust fork is absolutely bonkers! Why the heck is that on there?

Ah, yes, the elephant in the room! The Shout is the second fork from the now COVID coma-induced Trust Performance. Trust was founded by three industry veterans, most notably the hugely influential Dave Weagle. Both Trust fork models, the 130mm Message and the 178mm Shout are linkage driven forks made almost entirely of carbon fibre and feature an air spring in each leg and a three-position damper unit in one leg.

Linkage driven forks are nothing new but these are perhaps the first to really benefit from the engineering flexibility of modern carbon fibre, while adding in intricately adjustable dampers and air springs.

I really feel the Trust forks are one of those products that, whilst not perfect, has perhaps paved the way for others to try something different.

I actually didn’t intend on building the Slash with the Trust Shout fork to begin with. I had a perfectly nice set of Lyrik Ultimates ready to go but the Trust came up for sale on the second hand market just as I was finishing the build, and I couldn’t say no! I have the shorter travel Trust Message fork on another bike and love it, so I was really keen to see how the 178mm Shout fork would feel.

I’m drawn to the more outlandish bicycle and component designs as these are what can push the envelope of what we currently ride and the way we think about bike and component design. I think that’s one of the reasons I have such a love for vintage mountain bikes. There was so much experimentation back in the day and lack of concern about what company shareholders would think. Don’t get me wrong, there were a lot of mis-steps but they have all in some way shaped the pretty amazing mountain bike and parts we ride now. I really feel the Trust forks are one of those products that, whilst not perfect, has perhaps paved the way for others to try something different.

You’ve since fitted a more conventional telescopic fork. How’s the performance in comparison?

Yeah I’ve now fitted a 170mm 2020 Lyrik Ultimate upgraded with the new C1 Debonair spring . It has really changed the way the bike behaves in a number of ways.

Instantly noticeable was the improvement in small bump sensitivity, particularly on very rocky, slower sections of trail, both uphill and downhill. The main weakness of the Trust fork was its climbing performance, admittedly not the designers’ biggest concern when making the fork but worth mentioning. The Trust fork tends to sit really high in its travel, raising the front of the bike and making slow, technical, rock-strewn climbs particularly tough going. The Lyrik is much plusher off the top, which naturally tends to lower the front end as you shift your weight forward. The initial suppleness also does a better job of soaking up momentum robbing rocks that can be the difference between cleaning a tech climb or not.

The difference between the forks when the terrain points down is interesting. I felt the Trust shines on high speed flow trails, where the stiffness and lateral rigidity of the huge carbon legs allows you to corner and carry speed in a way that makes you feel as though you could give Greg Minnaar a run for his money! The Lyrik still feels great in comparison on this type of descent but doesn’t quite give you the confidence to really let go on the corners like the Trust does.

When the descents become more technical and rocky the Trust does not feel as composed as the Lyrik, there is definitely a lot more feedback through the bars. The Lyrik does a better job of smoothing out the trail but the Trust feels faster and as though it carries more momentum. The rearward axle path of the Trust’s initial stroke has a lot to do with this as the wheel can more quickly move out of the way of an incoming rock, minimising its effect on your forward motion. It will be interesting to go back to the Trust after some time on the Lyrik to see if it highlights any other differences.

Let’s talk about the Crank Brothers Synthesis Alloy wheels; how have those held up?

Yeah, I’ve been testing out the entry level Crank Brothers Synthesis Alloy Enduro wheels, which sell for a reasonable $945 AUD and weigh in at 2,130g for the pair. Like the carbon versions, these wheels are designed and built differently front and rear to provide different ride qualities.

The front rim is 31.5mm internally compared to 29.5mm for the rear, the front also has 28 spokes where the rear has 32. Crank Brothers reckons the wider rim profile better supports a wider front tyre for cornering stability whilst also rounding the tyre’s profile, which again can help in the corners. The lower spoke count theoretically reduces front wheel stiffness a touch, potentially allowing a touch more compliance through choppy corners where an overly stiff front wheel can ping off rocks and ruts and leave you feeling sketchy.

The narrower rear rim is meant to better match up with a narrower, faster rolling rear tyre. The 32 spokes provide a laterally stiffer wheel, allowing more precise tracking through the corners.

It’s especially noticeable on technical climbs, I found myself second guessing every pedal stroke when trying to pick a line over rocky climbs.

The wheels have held up pretty well, suffering only a minor ding to the rear rim. This is no slight on the rims though, our trails are very rocky and I’m sure any alloy rim would have sustained some damage. Overall the wheels felt fine, not too flexy, not too stiff. This could be down to the difference in stiffness Crank Brothers reckon it has designed into the wheels, but this is hard to quantify.

The major issue for me with these wheels is the sluggish engagement of the rear hub. It’s 17 degrees, which is very slow, and I reckon for a nearly a $1000 wheelset these days is unforgivable. It’s especially noticeable on technical climbs, I found myself second guessing every pedal stroke when trying to pick a line over rocky climbs.

On the plus side the wheels are built with readily available J-bend spokes, external nipples and easily sourced cartridge bearings meaning they will be easy to maintain and live with. However, replacement rims aren’t particularly cheap at $195 AUD each. This is definitely worth factoring in if you are a frequent rim muncher.

My overall verdict on the Synthesis Enduro alloy is that they could really benefit from a higher-engaging freehub to be competitive with other wheels out there at this price point, or they need to come down in price. Whilst the differing ride qualities built into the front and rear is a nice concept, I personally haven’t found the benefits noticeable enough on the trail to justify the price or overcome the drawbacks of the rear hub.

Now you’re on the carbon Bontrager Line Pro 30 wheels. How do they compare?

After riding the Synthesis wheels, I then fitted a set of Bontrager Line Pro 30s. These sell for considerably more at $1,999 AUD, but they’re also lighter at 1,881g for the set, including rim strips and valves (you can get the full tech rundown on these wheels in our separate tech feature here ).

When I swapped wheels, I kept the same tyres and overall setup for the whole bike, in order to isolate the performance differences as accurately as possible. And in comparison, they feel great, lighter and more direct on the trail. They are 250 grams lighter than the Crank Brothers wheels, which doesn’t sound like a lot but it is definitely noticeable. The carbon rims add to the feeling of directness, without feeling harsh or chattery like some carbon wheels can (like previous generation Bontrager carbon wheels).

The rear hub features the Rapid Drive 108 freehub mechanism, which offers 3.3 degrees of engagement. This is super fast, especially when compared to the 17 degrees on offer from the Crank Brothers wheels.

Bontrager claims that the rims found on the new Line Pro 30s are the strongest it has ever tested . We’ll have to take this with a grain of salt as testing is obviously done in house. Bontrager does back all of its carbon wheels with a lifetime warranty and a 2 year “ no questions asked ” crash replacement policy though. Damage your carbon wheels within a 2 year period and Bontrager will replace them. This is increasingly common in the carbon wheel market these days but still pretty cool to have that peace of mind when purchasing.

Would you recommend either wheelset over the other?

I prefer the Bontrager wheels over the Crank Brothers but they are twice the price, so it’s not a fair comparison. I personally love the direct and lively feel of a stiff carbon wheelset. These qualities worked well with the Slash’s super supple rear suspension as the wheels could handle the speed I found myself entering with into chunky rock gardens and off-camber sections.

By comparison the Crank Brothers wheels didn’t feel as positive or stiff. This could actually be a good thing though, particularly for lighter riders or those on hardtails who are looking for a bit more compliance from their wheels. I’d personally like to see a quicker-engaging freehub, but if you’re not so bothered by that, they’re a solid set of hoops for under a grand.

It’s worth mentioning the Bontrager wheelset that sits below the Line Pro 30, the Line Elite 30. These wheels are $1,499 AUD and feature the same Rapid Drive 108 hub internals and the same warranty support, but are built with slightly heavier carbon rims and J-Bend spokes. The Line Elite wheels are only 130 grams heavier, and in my mind would be worth considering when looking for an off-the-shelf wheelset.

What tyres are you currently using?

I’ve been running a Maxxis Minion DHF EXO 2.5in up front and a Maxxis Dissector EXO+ 2.4in on the rear, both with the 3C Maxx Terra rubber compound. The Minion DHF weighs in at 1,065 grams, but while the Dissector is meant to have a heavier duty EXO+ casing, it’s actually quite a bit lighter at 925 grams.

The Minion DHF, as we all know, is superb and provides a ton of confidence up front. The Dissector certainly rolls well for an aggressive tyre but hasn’t given me the confidence that the Minion did. The Dissector did also suffer a ride-ending pinch-flat after sustaining a big hole on the bead and through the top of the casing. I’m not hard on tyres so this was a bit disappointing. If you’re a certified tyre shredder then consider the tougher Double Down casing, particularly on the rear tyre. That’s exactly what I’ll be ordering shortly!

You’ve been testing the Shimano Deore 1×12 drivetrain too. Give us the lowdown on your experience so far.

Listen up bike snobs (myself included) – Shimano Deore 12 speed is bloody amazing, seriously impressive! The shift quality is superb, particularly when shifting into harder gears as it uses the same HG+ cassette design as SLX, XT and XTR 12 speed groupsets. I ride the XTR 12 speed groupset on my XC bike and honestly the difference between this and the Deore groupset is so small. The shifter feels a touch softer and a little less positive than XTR but the actual difference in shift quality is negligible.

I do miss the multiple upshift offered by XT and XTR shifters but if you’ve never ridden with this it won’t be an issue. It has not given me a mis-shift or any cause for concern since it’s been fitted to the Slash, its performance is outstanding, especially considering the cost of the entire groupset is less than the cost of a cassette from a top-tier groupset from either Shimano or SRAM.

I think in the long term I would consider upgrading the cranks and the cassette as these components are pretty heavy. Changing to XT cranks and cassette for example would save nearly 300 grams without sacrificing any strength or durability (for confirmed weights and a closer look at the full Deore M6100 groupset, check out our detailed tech feature here ).

What about the Deore M6120 brakes?

The Deore four-piston brakes have been impressive with good power and modulation. Fitting and set up is simple and straightforward, and the bleed process is the same as all current Shimano models. I’ve paired them with Shimano XT Ice Tech 180mm rotors front and rear.

Modulation on Shimano’s four-piston brakes is improved over their less powerful two-piston models, and there’s a really nice power progression as you move through the lever stroke. The lever feel was consistent throughout the test, with none of the wandering bite point that some Shimano models have had a problem with.

I will say that the stock resin pads didn’t quite give the bite that and power that I was used to from sintered metal pads though. Unfortunately I couldn’t find anywhere that had stock of sintered Shimano pads to suit these Deore callipers, and it’s worth noting that the finned pads for the four-piston XT and SLX brakes are not compatible with these Deore callipers.

One of our main suppliers at the shop had just started doing Galfer pads and rotors so I’ve since fitted a pair of the standard compound pads, which made a big difference to braking power and firmed up the lever feel at the bite point. For anyone with Shimano brakes who’s looking for more power over the stock resin brake pads, I can highly recommend upgrading to some sintered or semi-metallic pads.

Tell us about the rest of your bike’s cockpit setup.

I’m running a 45mm long Bontrager stem, which clamps a 35mm One Up carbon bar with 20mm of rise. I’ve cut these down from 800mm to 780mm. Currently I’m riding the ODI Elite Flow grips and a 180mm travel OneUp dropper, which is paired to the Shimano dropper lever.

The OneUp bar is super comfortable due to its flattened, oval shape that allows some vertical flex whilst still retaining fore and aft stiffness. They are a huge improvement over the PRO Tharsis carbon bars I initially built the bike with, those things are really stiff, and I found them to be quite harsh.

The dropper has also been top-notch, though I’m not in love with the Shimano lever. It works fine, and the textured paddle is nice, though the return spring requires more thumb force every time you press the paddle, and the physical position of the paddle is too close to the grips. Some further adjustability, or just a bit more clearance between the paddle and the grip would be nice.

What do you love most about it?

As I mentioned before, the bike’s ability to feel lively, and chuckable whilst still feeling planted and stable when needed, is a great quality. The rear shock and shock tune is superb as well, really smooth and supple at the top off the top, supportive in the mid stroke and ramps up nicely at the end of the travel.

I also really like the Knock Block steering limiter, which has been essential in previous generations to stop the fork crown slamming into the downtube. With the new Slash, this is no longer needed but it still prevents brakes and shifters whacking your top tube in a crash. This also allows you to run nice tidy cables and brake hoses without worrying about them getting damaged in a crash when the bars try to fully rotate. The turning radius on the Knock Block has been increased over the previous generation, it also comes with a replacement chip to allow for complete removal, if you feel like trying to channel your inner Brandon Semenuk!

Any other changes on the horizon?

I’d like to try and squeeze a 200-210mm travel dropper post in there if possible, just to get the saddle more out of the way on some of the really steep sections. To help minimise rock strikes I’ll probably switch to 170mm crank arms. Only the 175mm arms were available at the time of launch, and while they haven’t been a huge issue, any reduction in your pedals smacking into rocks is a plus. I’ll probably switch to a Wolf Tooth dropper remote at some stage too.

In the longer term I’d love to give the Vorsprung Secus a go on the Lyrik Ultimate. The Secus is essentially an enlarged negative air spring that actually sits outside of the fork at the base of the lower leg. It’s supposed to give your air fork a “ coil like feel” in the top 2/3rd of the travel whilst providing a more gentle ramp up at the end of the travel.

The only other more immediate change will be an Absolute Black oval chainring, as I bloody love those things. I’ve used them for years now on almost every bike I own, I find they really help smooth out power delivery on steep, loose pinches, which helps prevent a loss of traction at a critical moment. I’ve ridden them for so long that normal round rings feel a bit weird!

Ben’s Custom Trek Slash 8 Specs

• Frame |  Alpha Platinum Alloy, ABP Suspension Design, 160mm Travel
• Fork | RockShox Lyrik Ultimate, Charger RC2 Damper, 42mm Offset, 170mm Travel
• Shock |  RockShox Super Deluxe Ultimate, Thru-Shaft 3-Position Damper, 230×62.5mm
• Wheels | Bontrager Line Pro 30, Carbon Rims, 30mm Inner Width
• Tyres | Maxxis Minion DHF 3C Maxx Terra 2.5WT Front & Dissector EXO+ 3C Maxx Terra 2.4WT Rear
• Drivetrain | Shimano Deore 1×12 w/Deore 32T Crankset & 10-51T Cassette
• Brakes | Shimano Deore 4-Piston w/180mm Rotors
• Bar | OneUp Carbon, 35mm Diameter, 20mm Rise, 780mm Wide
• Stem | Bontrager Line, Knock Block, 45mm Length
• Grips | ODI Elite Flow Lock-On
• Seatpost | OneUP Dropper, 34.9mm Diameter, 180mm Travel
• Saddle | Bontrager Kovee Elite
• Size Tested | Large
• Confirmed Weight | 15.75kg (without pedals)
• RRP | $3,312 AUD (Frame & Shock)

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TREK SLASH 9.9 X0 GEN 6 REVIEW

Words by Drew Rohde  |  Photos by Staff

After nearly six months of abuse, conversations with Trek Bikes HQ and a YouTube Service Bulletin video full of interesting comments, we’re kicking off the new year with a high pivot, Gen 6 Trek Slash review that should be another great conversation piece as one of the hottest bikes of 2023. We’ve been fans of many of Trek’s bikes over the last few years from the Session DH bike to their Fuel EX and Fuel EXe and of course, the last generation Slash . We first rode the Gen 6 Trek Slash during Crankworx Whistler, where we filmed a Dissected Feature with their engineer: Trek athlete Casey Brown and more. Since then, we spent the rest of summer in the bike park, pedaling backcountry trails and yes, filming a service video on the famous “Chain dropping” issue that commenters had us thinking was affecting nearly everyone who owned one of these bikes. But…as the saying goes, don’t believe everything you hear. Even if you don’t believe what we’ve got to say when it comes to the goods and bads of the new Trek Slash, we think you’ll find it entertaining at least.

QUICK SPECS

• 170mm High Pivot ABP Suspension • Mixed Wheel (29”F/27.5”R) as standard, dual 29” option • HTA 63.3 • STA 76 (effective) • REACH 490 (Large)

FULL BUILD SPEC

CHASSIS Frame: OCLV Mountain Carbon | 170mm Fork: RockShox ZEB Ultimate 170mm | Charger 3 RC2 Shock: RockShox Vivid Ultimate 230x65mm

COCKPIT Brakes: SRAM Code Silver | 200F/R Centreline rotors Bar/Stem: Bontrager RSL Integrated | OCLV Carbon | 820mm | 27.5mm Rise | 35mm Length Headset: Integrated Sealed Bearing Seatpost: RockShox Reverb AXS | S: 100mm, M-XL: 170mm Saddle: Bontrager Arvada

WHEELS Hubs: Bontrager Rapid Drive 108 Rims: Bontrager Line Pro Carbon Front Tire: Bontrager SE6 Team Issue | 29″ x 2.5″ Rear Tire: Bontrager SE5 Team Issue | 27.5″ x 2.5″

DRIVETRAIN Bottom Bracket: SRAM DUB Threaded Cassette: SRAM Eagle XS-1295 | T-Type | 10-52T Cranks: SRAM X0 Eagle | T-Type | 30T | 165mm length Shifter: SRAM AXS POD Ultimate | 12s Derailleur: SRAM X0 Eagle AXS | 12s

Downhill performance is incredible

Rear suspension plush yet solid

Fast and Confident

Bike Park shredder

Vivid Ultimate

WE DON’T

3 Dropped chains (fix appears to work)

Steep, chunky climbing

About The Trek Slash Gen 6

Packing 170mm of travel out back, the new Trek Slash claims to be a 70/30 bike, meaning Trek designed the bike to have a 70% downhill bias with a 30% nod to climbing and uphill capabilities. Needless to say, this isn’t your run of the mill XC or all-mountain bike. It’s designed and built for riders who prioritize downhill speed, composure, and confidence on the gnarliest terrain over efficiency and climbing performance.

Since this review is likely going to get a bit long, we’ll link to our Dissected Feature which has a written interview, all the tech details and a video interview and presentation on the Gen 6 Trek Slash. If you’d like to check that out, click here.

If the CliffsNotes version works for you then we’ll gloss over a few key features:

FRAME AND FEATURES

Updated for 2023, the high pivot Trek Slash Gen 6 can be run with a number of wheel size configurations and can take up to a 190mm travel fork but comes with a 170mm fork and mixed-wheel setup as standard. Riders can choose a full 29er race machine, 27.5” aggro-shredder or put a dual crown 190mm with a mullet and have a mini-Session bike park rig.

With many people loving the last generation Slash, some may have wondered why Trek opted to go to a high pivot and run two idlers? Well, with Trek’s other bikes creeping up in capability and riders wanting to go faster and bigger, it seems many brands are making their bikes bigger and burlier, and of course, more high-pivoty. Trek Slash engineer, Matt Yerke told us that even though the bike’s 70% focused on DH performance, they took time to keep it versatile and pedal-friendly, as a mountain bike should be. Did they deliver? We’ll see down below.

BUILD SPECS AND VALUE  

With bikes starting at $4,399 and going up to $11,499, our Slash 9.9 X0 AXS sits on the higher end of the spectrum at $9,399 and comes with a dialed spec. If we were spending our own money however, we’d likely be checking out the Slash 9 or Slash 9.8 XT models.

Chain Drop Service Bulletin and Notes from Trek

We published this How To Video to address some of the popularized videos and comments talking about chain drop on the new Trek Slash. After publishing this video and seeing all the comments, we reached out to Trek as it had us reconsidering our official stance on the long-term review you’re about to see below. The statement below from Trek, which we are taking as truthful, made us feel better and also aligned with our notions of what we’ve observed. Trek passed our concern around their Customer and Dealer Service teams and below is a small excerpt.

“First off, Trek Bicycles and I would like to acknowledge that it is frustrating to buy a nice new bike that doesn’t work exactly like it should out of the box. Luckily however, it has been a very small number of people affected and thankfully they have been far less upset than what online commenters may have you believe.

Trek’s customer service team has actually received way more calls about internet comments talking about chain drop than actual Slash owners who are experiencing the issue. We have found that a handful of riders said the fix did not entirely solve their dropping issues. We have sent out early units of our updated idler wheel to that handful of riders, one of which is Ryan Howard, who has been spending a ton of time on his Slash. We’ve been pleased to hear that those riders are no longer having any drop issues.

These will ship to dealers at no cost for any Slash owners who want to get one.” – Ross Rushin // MTB Product Manager

When evaluating the new Gen 6 Trek Slash 9.9 X0 AXS against the previous generation Slash and current offerings from other brands in this genre, the Slash commands attention. As with any purpose-built product, the things that make it excel can also alienate or turn off others. I’m traditionally not a huge fan of high pivot bikes, though I’ve grown to like mid-high pivot bikes for certain applications. Rocky Mountain’s Powerplay eBike and the Trek Session , which we reviewed last year, are two examples of mid-high pivot bikes that I like quite a bit.

Chances are you’ve already heard the touted claims of high pivot bikes since they’ve been so heavily marketed over the last couple of years, so we’ll save you the pitch. What is undeniable though, is that they can charge over terrain and obstacles a bit better than other designs, but only if they are tuned and designed well. We have ridden some high pivots that don’t really improve much, but suffer the downsides of a high pivot, but we’re happy to report that Trek has avoided this ill fate.

SETUP | Setting up The Trek Slash was one of the easier tasks of the year. It required almost zero tuning, customization or tinkering with to feel amazing. If you’ve read our older Trek reviews, you may recall us being a bit critical about the tune being a bit too mellow, which led to heavier or more aggressive riders needing to add maximum volume reducers or going our route, contacting Fox Shox to weasel a Trek Factory Racing tuned shock, which did wonders for the bike. This is no longer an issue as Trek seem to have finally identified that if they’re going to design an aggressive bike for aggressive riders, they need to have a shock and tune that are ready for it.

The most time-consuming part of our review bike’s set up was removing the one-piece Bontrager bar and stem combo unit and replacing it with our favorite OneUp Components Ebar and stem. This resulted in a better body position and way less hand fatigue.

DESCENDING | Trek has done a great job of making the new Slash’s suspension absolutely devour hits of all sizes. The RockShox Vivid Ultimate rear shock only compliments the insane capability of the Slash’s rear end. It is possibly the smoothest, best feeling rear suspension I’ve felt in a while. For me, a rider who loves smashing, gapping and floating rough, chunky downhill trails, it offers a very nice platform for support and control, but gets out of the way offering a bottomless and smooth feel. I could have been tricked into thinking a coil shock was mounted out back based on the composure and smoothness.

When it comes to downhill performance, the Trek Slash may be the best descending mountain bike we rode in 2023! It absolutely shreds trails with ease and begs to go faster. Whether we were lapping blown-out end of season bike park trails or remote backcountry downhills, the Slash leads the way. In fact, we can’t think of any bikes that aren’t downhill bikes that we’d want to ride in a bike park more than the Slash. The speed this bike carries, composure over braking bumps, big and little hits as well as the way it corners make it a really impressive machine.

The downside is, the compliance combined with the weight, makes this bike a little bit tougher to jib on smaller features at slower speeds. It absolutely still gets off the ground and is fun to play on, it just requires a bit more muscle to get it up and tweaked. Granted, this rocket ship wasn’t designed with lower speeds in mind, and it shows with a list of Personal Records that our various testers achieved.

Another downside is that the bike does have more stuff to go wrong. Whether you’re one of the unlucky riders dropping chains – which we did three times before the service bulletin addressed the issue – or not, more moving parts, extra chain links, and more nooks and crannies all mean more chances for things to go wrong.

CLIMBING | Along with the above concerns, the climbing performance of the Gen 6 Slash certainly isn’t what its outgoing sibling offered. Since taking possession of the Trek Slash 9.9 XO AXS we’ve had four riders put time on it. Two of which owned previous generation Trek Slashes. All riders agreed, like Trek claims, this bike is a definite 70/30 bike, and the climbing performance is tolerable in certain situations like fire roads and smoother trails, but can be a struggle on more steep, technical trails with larger obstacles that want to eat your momentum.

The weight is noted, and while the drag may be a claimed 3%, it felt a bit closer to 10% in practice. That could be exacerbated by the lengthening rear end – yes, the same thing that makes high pivots so great, also works against it.

It’s been a while since we graduated but, we think someone smart once said something about actions having reactions, but we didn’t pay close attention in school so maybe we’re making it up. Either way, when speeds are low, the grade steep and effort high, we found that the rear end could “stall” as we tried to pedal over roots or rocks, sucking our energy and momentum in the process. Much the way the rear end grows to get up and out of the way of an impact while descending, as you climb and hit an obstacle, the front continues to creep up the hill as you grind away at the pedals. However, the rear wheel goes backwards before going up and that delay can make it feel like you’re pedaling harder to get up and over that obstacle, which means more energy and slower times. Of course, this bike wasn’t designed to race up the hill, it’s meant to go down. If your energy is spent on the way up, however, it could be worth considering you may be more fatigued when that race timer starts.

FINISH AND VALUE | Now, as amazing as the bike is, we did in fact drop the chain three times over the six-month test period we had. Since the repair, we didn’t drop the chain, however we only had a few rides on it before winter hit, so we can’t say with 100% confidence it’s gone, but we are pretty certain that with the updated spacing and especially the new idler wheel, we’d be in good shape. You may want to wait until the updated idlers hit, hopefully February of 2024, but in the meantime the chain dropping issue may not be quite as bad as commenters may have you believing.

The rest of the bike is a nicely put together package. Trek paint had some years known for being a bit, soft we’ll call it, and while it’s still not as durable as we’d like, it’s a lot better. Though we’d recommend a frame wrap, of course, we’d recommend that on any bike, so maybe not a surprise there. If you stop, look closely and examine the details of this bike, it does look very nice, has quality bits, nice hardware and a very classy overall appearance. Trek have done a nice job making this a drool-inducing bike.

The Wolf’s Last Word

Price: $9,399 Weight: 36.4lbs Website: Trekbikes.com

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Trek Slash 9.7 29er Mountain Bike 2021 Black Olive/Carbon Smoke

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Season:2021

Code:21TRK-Slash9.7-GN-SK

• You’ll fade before the FOX DPX2 shock does – it's built to help you squeeze the most out of long, gnarly descents
• New, removable Knock Block has a bigger steering angle to keep cables and hoses safe without sacrificing turning radius
• A sleek internal storage compartment gives you a versatile spot to stow tools and gear
• We added a second down tube guard to better protect your frame from shuttle-related damage
• Wider seat tube, wider dropper – the 34.9 mm diameter post is stronger, more durable, and moves up and down faster

Trek Men's Bike Sizing Guide

We have put together a general sizing guide for Trek road and mountain bikes. Please see the below for a general size and check out the Trek Bikes Sizing Guide for all bike model guides and how to measure yourself. 

Trek Men's Road Bike Sizing Guide

Trek men's mountain bike sizing guide, trek men's commute bike sizing guide, write a review for trek slash 9.7 29er mountain bike 2021 black olive/carbon smoke, also in the range.

• £1799 £2775 Ex Display Trek Slash 7 Deore/ XT Small Mountain Bike 2023 Charcoal
• £4700 £4700 Trek Slash C Frame Set 2024 Daintree
• £3000 £3000 Trek Slash AL Frame Set 2024 Mercury
• £10800 £10800 Trek Slash 9.9 XTR Mountain Bike 2024 Argent Drizzle
• £10800 £10800 Trek Slash 9.9 XTR Mountain Bike 2024 Lichen Green
• £10800 £10800 Trek Slash 9.9 XTR Mountain Bike 2024 Daintree
• £7425 £7425 Trek Slash 9.8 XT Mountain Bike 2024 Argent Drizzle
• £7425 £7425 Trek Slash 9.8 XT Mountain Bike 2024 Lichen Green
• £7425 £7425 Trek Slash 9.8 XT Mountain Bike 2024 Daintree
• £11750 £11750 Trek Slash 9.9 XX AXS T-Type Mountain Bike 2024 Argent Drizzle
• £11750 £11750 Trek Slash 9.9 XX AXS T-Type Mountain Bike 2024 Lichen Green
• £11750 £11750 Trek Slash 9.9 XX AXS T-Type Mountain Bike 2024 Daintree
• £9400 £9400 Trek Slash 9.9 XO AXS T-Type Mountain Bike 2024 Argent Drizzle
• £9400 £9400 Trek Slash 9.9 XO AXS T-Type Mountain Bike 2024 Lichen Green
• £9400 £9400 Trek Slash 9.9 XO AXS T-Type Mountain Bike 2024 Daintree
• £7500 £7500 Trek Slash 9.8 GX AXS T-Type Mountain Bike 2024 Daintree
• £5175 £5175 Trek Slash 9 GX AXS T-Type Mountain Bike 2024 Crimson
• £5175 £5175 Trek Slash 9 GX AXS T-Type Mountain Bike 2024 Mercury
• £4250 £4250 Trek Slash 8 Mountain Bike 2024 Plasma Grey Pearl
• £4250 £4250 Trek Slash 8 Mountain Bike 2024 Marianas Blue
• £8799 £15050 Trek Slash 9.9 XX1 Flight Attendant Project 1 Medium/Large Mountain Bike 2022 Icon
• £8999 £13600 Trek Slash 9.9 XX1 Flight Attendant Project 1 Large Mountain Bike 2022 Blue Splatter
• £2850 £2875 Trek Slash Alloy Mounain Bike Frame Set 2023 Teal/Nautical Navy Fade
• £4525 £4525 Trek Slash Carbon Mountain Bike Frame Set Carbon Blue Smoke/Trek Black
• £6100 £6100 Trek Slash 9.8 GX AXS Mountain Bike 2023 Matte Juniper
• £6100 £6100 Trek Slash 9.8 GX AXS Mountain Bike 2023 Deep Smoke
• £9725 £9725 Trek Slash 9.9 XTR Mountain Bike 2023 Satin Baja Yellow
• £9725 £9725 Trek Slash 9.9 XTR Mountain Bike 2023 Matte Juniper
• £9725 £9725 Trek Slash 9.9 XTR Mountain Bike 2023 Matte Deep Smoke
• £10650 £10650 Trek Slash 9.9 XX1 Flight Attendant Mountain Bike 2023 Satin Baja Yellow
• £10650 £10650 Trek Slash 9.9 XX1 Flight Attendant Mountain Bike 2023 Matte Juniper
• £10650 £10650 Trek Slash 9.9 XX1 Flight Attendant Mountain Bike 2023 Deep Smoke
• £6100 £6100 Trek Slash 9.8 GX AXS Mountain Bike 2023 Satin Baja Yellow
• £5999 £6400 Trek Slash 9.8 XT Mountain Bike 2023 Satin Baja Yellow
• £5999 £6400 Trek Slash 9.8 XT Mountain Bike 2023 Matte Juniper
• £5999 £6400 Trek Slash 9.8 XT Mountain Bike 2023 Matte Deep Smoke
• £3250 £3250 Trek Slash 8 GX Mountain Bike 2023 Matte Hex Blue
• £2650 £3250 Trek Slash 8 GX Mountain Bike 2023 Pennyflake
• £2775 £2775 Trek Slash 7 Mountain Bike 2023 Lava
• £2775 £2775 Trek Slash 7 Mountain Bike 2023 Mercury
• £3499 £3700 Trek Slash 9.7 SLX XT Mountain Bike 2023 Matte Dope Taupe
• £3299 £4700 Trek Slash 9.7 SLX/XT Mountain Bike 2022 Matt Olive/Grey
• £2199 £3200 Trek Slash 7 Deore/XT Mountain Bike 2022 Black/Olive
• £2799 £3200 Trek Slash 7 Deore/XT Mountain Bike 2022 Factory Orange
• £3999 £6000 Trek Slash 9.8 XT Mountain Bike 2022 Lithium Grey
• £3499 £3700 Trek Slash 9.7 SLX/XT Mountain Bike 2023 Blue Smoke/Trek Black
• £4499 £6000 Trek Slash 9.8 XT Mountain Bike 2022 Matte Battleship Blue
• £2599 £3700 Trek Slash 8 Mountain Bike 2022 Miami Green
• £6550 £6550 Trek Slash 9.8 GX Mountain Bike 2022 Lithium Grey
• £6550 £6550 Trek Slash 9.8 GX Mountain Bike 2022 Battleship Blue
• £6550 £6550 Trek Slash 9.8 GX Mountain Bike 2022 Coral to Yellow
• £7100 £7100 Trek Slash 9.8 Gx Axs Mountain Bike 2022 Lithium Grey
• £7100 £7100 Trek Slash 9.8 Gx Axs Mountain Bike 2022 Matte Battleship Blue
• £7100 £7100 Trek Slash 9.8 Gx Axs Mountain Bike 2022 Coral to Yellow Fade
• £6550 £6550 Trek Slash 9.8 XT Mountain Bike 2022 Coral To Yellow
• £9800 £9800 Trek Slash 9.9 XTR Mountain Bike 2022 Battleship Blue
• £9800 £9800 Trek Slash 9.9 XTR Mountain Bike 2022 Lithium Grey
• £9800 £9800 Trek Slash 9.9 XTR Mountain Bike 2022 Coral to Yellow Fade
• £10600 £10600 Trek Slash 9.9 XX1 AXS Mountain Bike 2022 Battleship Blue
• £10600 £10600 Trek Slash 9.9 XX1 AXS Mountain Bike 2022 Coral to Yellow Fade
• £10600 £10600 Trek Slash 9.9 XX1 AXS Mountain Bike 2022 Lithium Grey
• £3850 £3850 Trek Slash C mountain bike Frameset 2021 Lithium Grey/Carbon Red Smoke
• £2650 £2650 Trek Slash AL mountain bike Frameset 2021 Teal Nautical Navy Fade

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Trek Slash 9.7 Mountain Bike 2021

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Trek Slash 9.7 Mountain Bike 2021

With a lightweight but super-strong carbon fibre frame and superbly specced full-suspension system, the Trek Slash 9.7 29" Mountain Bike is one of Trek's finest. For riders who want to feel planted while riding the toughest trails at speed, the suspension system has been prioritised to deliver. A 170mm FOX Rhythm 36 Float EVOL fork pairs wonderfully with the FOX DPX2 rear shock and its 160mm of travel for a really balanced performance.

Trek's attention to detail is what puts them at the top of the game in so many riders' eyes. The Knock Block headset limits the risk of damage to your top tube or controls in a crash, and for more control while braking, the Active Braking Pivot separates the suspension from braking forces to improve traction. Don't worry about riding your carbon frame over loose rocky sections, with the replaceable down tube guards doing a great job of protecting your frame in case of rock strikes.

The mix of SRAM GX and NX Eagle components make a quality gearset that shifts instantly, and the Code R hydraulic disc brakes are excellent too. The Bontrager Line comp 30 wheels come with a tubeless-ready kit so you can make the most of them right away.

• Full OCLV Mountain Carbon frame with Mino Link adjustable geometry
• 170mm FOX Rhythm 36 Float EVOL fork with GRIP damper
• 160mm of rear travel with a FOX DPX2 shock that offers loads of adjustability and tuning options
• You’ll fade before the FOX DPX2 shock does – it's built to help you squeeze the most out of long, gnarly descents
• Removable Knock Block has a bigger steering angle to keep cables and hoses safe without sacrificing turning radius
• A sleek internal storage compartment gives you a versatile spot to stow tools and gear
• Trek added a second down tube guard to better protect your frame from shuttle-related damage
• Wider seat tube, wider dropper – the 34.9mm diameter post is stronger, more durable, and moves up and down faster

Technical Specification

Built, checked, tuned and tested.

All our bikes are fully built, checked, tuned and tested by our Cytech qualified mechanics and then securely packaged, ready for delivery. All you have to do is add the pedals (if included), attach the handlebars to the stem and tighten them following the included detailed instructions or by watching our video and using the provided FREE tools. Visit our Bike Assembly page to see how you assemble your new bike once you receive it.

All bikes collected from our shop, are built, tested and ready to ride. For hassle-free home delivery and bike set-up from a qualified mechanic use our Premier Delivery Service . 

Please note, occasionally, manufacturers may change the specification without notice. Bicycles do not come with pedals unless otherwise specified. Bikes ordered for delivery will not arrive with the pedals installed, please refer to the owners manual and pedal installation guides provided for guidance. We do not install accessories to bikes, including mudguards. Bikes ordered for delivery that have tubeless compatible tyres and rims will arrive with inner tubes installed or with tubeless valves installed, this will be brand dependent. Sealant is available to be purchased separately .

If you require any assistance please contact our Customer Care team .

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