trek slash bike price

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 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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Carve Up the Trails with Trek’s Long Travel and Lively Slash 8

This 150/160mm aluminum 29er features trail handling and enduro travel.

The Takeaway: With less-aggressive geometry than many of its competitors, the Slash is a big-travel bike for trail riders

• Trek's proprietary shock offers superb rear-suspension performance.
• Shorter reach and wheelbase than many enduro 29ers
• Great parts featuring SRAM Eagle with 10-50 cassette

Price : $3,679

Trek built the Slash to be the mountain bike for the rider who wants a bigger bike but isn’t afraid of a long climb, or an epic day of trail riding.

An efficient climber, especially with SRAM’s GX Eagle drivetrain, allows you to lay the power down all day. It’s for big mountain days, crushing rock filled descents and popping off the lips of jumps all while climbing back to the top with a smile on your face. Even when the trail is flatter, the Slash is still efficient on the pedals. In the flowy sections of trail, the Slash begs to carve corners and play on trailside features.

.css-1hhr1pq{text-align:center;font-size:1.1875rem;line-height:1.6;font-family:Charter,Charter-roboto,Charter-local,Georgia,Times,Serif;}.css-1hhr1pq em{font-style:italic;font-family:Charter,Charter-styleitalic-roboto,Charter-styleitalic-local,Georgia,Times,Serif;}.css-1hhr1pq strong{font-family:Charter,Charter-weightbold-roboto,Charter-weightbold-local,Georgia,Times,Serif;font-weight:bold;} —The Slash's Five Coolest Features—

Frame Saver

Trek's Knock Block system prevents the bar and fork from spinning around and damaging the frame.

Smooth Shock

Trek's regressive Reaktiv thru-shaft damper is extremely supple.

Up and Down

The reversible Mino Link lets the rider fine tune the Slash's geometry.

Razzle Dazzle

The harlequin stickers appear to change color.

Handy Guides

Sag markings on the fork and shock make setting up the suspension easier.

The Slash 8 is the base model, so it didn’t have the corner exit snap of a lighter bike, but that was more from the wheels than the frame. You can feel that it begs to be sprinted out of each corner. The RE:aktiv with Thru Shaft works faster than a normal so a little bit of setup time is required to get the balance right. One that suspension gets settled, turning the Slash loose in the rough becomes easy. It strikes a natural balance between precision and forgivness in the rough, falling naturally towards the precision side, with its efficiency, but will pull you through if you go full reckless.

The Slash Aluminum Family

The Slash 8 is the only aluminum model in the lineup, and the cheapest at $3,680. The 9.7, 9.8, and 9.9 are all made of carbon, and are priced from $4,730 to $7,500. The Slash 9.7 moves to the carbon frame, but goes to NX Eagle for the shifting. The Slash 9.8 runs the SRAM GX Eagle drivetrain, but moves to a Fox Performance 36 Float fork and Bontrager Line Carbon 30 to the wheelset. The top of the line Slash 9.9 features the same carbon hoops, Fox Factory 36 Float with GRIP2, X01 Eagle drivetrain, and Shimano Deore XT 4-piston brakes.

The Slash's Tech

Like many full suspension bikes, the Slash 8 has adjustable geometry to help riders fine-tune a bike's geometry to their preferences. The Mino Link allows for head angle adjustments of ½ degree and 10mm of bottom bracket height. I tried both settings before settling on the low: the Slash behaved and climbed well enough that I couldn’t justify keeping the bike in the high setting.

One thing the aluminum Slash has that its more expensive carbon siblings don't is an 18.5" size between the 17.5" and 19.5". This gives medium-height riders the option to size up for a bit more reach and a longer wheelbase, or size down for a more compact, quicker-handling bike.

Modern bikes are always pushing longer, lower and slacker. The Slash is a bit long in the tooth these days, and so the geometry looks conservative today, even though it wasn't when it launched. The Mino Link allows for head angle adjustment from 65.1 to 65.6 degrees. With a 51mm offset and 160mm fork, the front end is a little quicker than many of its competitors. The reach for the 17.5 and the 18.5 are 431mm and 446mm respectively, which, for a 29er enduro bike, is on the short side of current trends.

The Trek's product manager didn't cut any corners on the rear suspension, equipping the Slash 8 with a RockShox Deluxe RT3, RE:aktiv with Thru Shaft. The RockShox Yari RC on the front brings value-minded performance with just compression and rebound adjustment.

The SRAM GX Eagle is proven to be a reliable performer. Trek brings everything else in house with their Bontranger brand with including the dropper post. One piece to keep in mind, is the “Knock Block” headset, with restricts the fork from turning too far, or spinning backward and hitting the frame, similar to how a downhill fork with bump stops functions.

The Competition

Ride Impressions

Trek’s Slash 8 is built to be a mountain bike. This sounds obvious, but it’s well rounded enough to handle everything well, but leans towards the aggressive trail and enduro end of the spectrum, but is comfortable on normal trail riding.

The Slash's handling was intuitive, and I was able to jump right into riding my favorite trails with no adjustment period.

The Slash is efficient, although I did find myself reaching for the little blue cheater lever for climbing on occasion. Climbing steep sections, the front end did occasionally wander. That's not surprising for a 150/160mm 29er, and the Slash is easier to manage on slow and steep climbs than many of its competitors, partially because of its more-conservative geometry.

Still, I had no problem getting rowdy on the Slash 8. It was ready to carve and pop off lips on the flow trails and was one of the easiest bikes I’ve been on to pull out a big whip over a hip. That efficiency combined with the lively feel of the RE:aktiv shock take away from the planted feeling out of many bikes with this amount of travel, but the Slash 8 never feels unsettled. When the rider drops their heels and sinks into attack mode, it will just eat up anything you put in its way. It does a great job balancing the fine line between precision and forgiveness when pinning it though the most technical sections.

With smooth suspension, great parts, and balanced handling, the Slash is more trail bike than enduro race bike. So if you prefer a trail bike with more travel, the Slash 8 is a great bike.

equipment Slash 8

.css-1t6om3g:before{width:1.75rem;height:1.75rem;margin:0 0.625rem -0.125rem 0;content:'';display:inline-block;-webkit-background-size:1.25rem;background-size:1.25rem;background-color:#F8D811;color:#000;background-repeat:no-repeat;-webkit-background-position:center;background-position:center;}.loaded .css-1t6om3g:before{background-image:url(/_assets/design-tokens/bicycling/static/images/chevron-design-element.c42d609.svg);} Bike Reviews

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The 2021 Trek Slash

Being the fastest has never felt so fun

Overview More Travel Tougher Parts Geo Changes Features Models Geometry FAQs

2021 Trek Slash Overview

What is the Trek Slash?

The new 2021 Trek Slash is the fastest enduro machine you’ve ever laid eyes on. 

It’s designed for all out speed on the toughest enduro courses in the world, and makes for a super fun heavy-terrain trail slayer at the same time.

At a glance, it’s a big wheeled 29er with a super aggressive geometry and massive amounts of travel.

Upon closer inspection, it’s the perfect bike to win your next race and take your capabilities to the next level.

Read on to see for yourself.

What's New For 2021?

Where to begin with this bike? The 2021 Slash is bursting with component upgrades, geometry tweaks, and feature additions.

Check out all the improvements below.

10mm More Travel (At Both Ends)

160mm Rear Travel

At the heart of this design is 160mm of enduro-loving rear travel. With all that finely-tuned suspension between your wheels, you’ll be tearing through rock gardens flying through drops like they aren’t even there.

Plus, 3 of the 5 models come spec’d with a new Super Deluxe Thru Shaft shock for the highest level of racing performance. Smoothing out the trail means you’ll be faster than ever, and that’s what Slash is all about.

The new Trek Slash handles so confidently that you'll be charging descents and cornering like an Olympic bobsled team.

As if that upgrade weren’t enough, Trek went ahead and optimized the frame for a ridiculously capable 170mm fork that’ll power through whatever you point it at.

It’s a serious improvement that brings the Slash to the top of the list of the best enduro bikes, and you’ll be surprised how much smoother you ride the big stuff.

Tougher Components

Beefier Seat Tube

For the 2021 update, Trek opted for a larger 34.9mm seat tube in order to provide enough strength to run longer dropper posts. The thicker dropper is more durable than previous models and moves up and down faster, too.

Having a dropper post you can count on to work flawlessly and stand up to the demands of enduro makes all the difference when you’re out on the course. It’ll be there when you need it until the second you don’t, every time.

Full-Length Downtube Protector

Trails and enduro courses sure aren’t getting much tamer, are they? The Slash is built for the most epic mountain biking there is, and that means it needs to be tough enough to withstand rock strikes, crashes, and whatever else the trail might throw at you.

Trek designed a longer, better-protecting downtube guard on each 2021 Slash model to take on the gnarliest trails in the world. Plus, now your frame is even more protected when it’s time to throw it in the back of the shuttle (ie your buddy’s pickup truck). Win-win.

Thicker Stanchions On Some Models

If you really want to push the boundaries of Slash’s killer enduro capabilities, you’ll love that the 9.9 and 9.8 models are spec’d with a brand new RockShox ZEB fork with 38mm stanchions.

Extra stiffness and durability provide next level performance that’s fit for World Cup racing.

Geometry Changes

Slackened head tube.

For the 2021 model year, Trek slackened the head tube angle by 0.6°, which helps make the Slash more stable and predictable at speed. 

The head angle is 64.6° with the Mino Link set to High, and 64.1° when set to Low.

Longer Reach

Since the Slash is designed to take on the most challenging terrain out there, Trek made sure that riders have enough room in the cockpit to provide the most stability and maneuverability possible.

The 2021 lineup has 20-30mm more reach than the previous models.

Steeper Seat Tube

Downhill capability isn’t the only area of the new Slash that received some updates. 

Trek steepened the seat tube angle by almost 2°, helping this bike retain an efficient pedaling stance for transfers and climbs. That’ll come in handy when you’re out on a grueling all-day shred mission.

The seat tube angle is 76.1° with the Mino Link set to High, and 75.6° when set to Low.

Thoughtful Features

Downtube Storage

One of the coolest features of the new Slash is the internal storage compartment on the downtube, which is perfect for storing multi tools, energy bars, or whatever else you need to take with you. 

It’s quiet and secure so you’ll forget it’s there until you’re ready to open it.

Threaded Bottom Bracket

Trek moved to a BSA 73mm threaded bottom bracket for the 2021 Slash, which increases durability and makes servicing your bike a whole lot easier.

Knock Block 2.0

Knock Block is Trek’s solution to frame and component damage caused by the handlebars spinning too far. Think of cables being pulled out or dents in your frame.

Knock Block 2.0 provides the same level of protection but has an even bigger turning radius so you’ll always have enough maneuverability to make tight turns up steep switchbacks.

The new Slash design has clearance between the fork crown and the downtube, so if you really love those terrifying bar spins, just remove the Knock Block limiter and you’re good to turn freely.

Check Out The Models

Slash 9.9 X01 Features

• Frame : OCLV Mountain Carbon
• Shock : NEW RockShox Super Deluxe Ultimate
• Fork : RockShox ZEB Ultimate
• Drivetrain : SRAM X01 Eagle, 12 speed
• Wheelset : NEW Bontrager Line Elite 30 OCLV Mountain Carbon
• Colors : (1) Lithium grey

Slash 9.9 X01

There’s no enduro bike faster than the 2021 Trek Slash 9.9. Every component, material, and design choice was made to win races on the toughest courses in the world. The Slash 9.9’s mouth-watering specs include the absolute best RockShox suspension and SRAM drivetrain, along with the lightest, strongest OCLV carbon frame and wheelset you can buy. This bike is a weapon, so ride responsibly, all the way to 1st place.

Slash 9.8 XT Features

• Fork : RockShox ZEB Select+
• Drivetrain : Shimano XT M8100, 12 speed
• Colors : (1) Lithium Grey

Slash 9.8 XT

The Slash 9.8 XT is Trek’s most capable enduro racing bike with a Shimano drivetrain. Paired with elite-level RockShox suspension and Bontrager’s ridiculously fast and all-new OCLV carbon wheelset, this is the bike to take your abilities to a whole new level of racing-winning dominance.

Slash 9.7 Features

• Shock : Fox Performance DPX2
• Fork : Fox Rhythm 36
• Drivetrain : SRAM NX Eagle, 12 speed
• Wheelset : Bontrager Line Comp 30
• Colors : (2) Factory Orange or Black Olive

The Slash 9.7 combines a super-premium OVCL carbon frame with FOX suspension and a SRAM drivetrain for riders who want that extra boost in race-winning performance. It’s the most capable model you can buy with the Bontrager Line Comp 30 wheelset, and it’ll give you a whole new concept of speed.

Slash 8 Features

• Frame : Alpha Platinum Aluminum
• Fork : RockShox Lyrik Select+
• Drivetrain : SRAM GX Eagle, 12 speed
• Colors : (2) Teal/Navy or Lithium Grey

The Slash 8 is the most affordable complete bike with the brand new RockShox Super Deluxe Ultimate rear shock. If you prioritize high-performance components but don’t need to splurge on a carbon fiber frame, this model is the way to go.

Slash 7 Features

• Shock : RockShox Deluxe Select+
• Fork : RockShox Yari RC
• Colors : (2) Radioactive Red or Teal/Navy

The Trek Slash 7 is the most affordable complete bike in the new lineup. It’s a high-performance enduro racing bike with all the capability you need to crush the competition and take on bigger terrain. RockShox suspension and a SRAM NX Eagle drivetrain will have you feeling like there’s no course you can’t dominate.

Slash C Frameset Features

• Stem : Bontrager Line Pro, 35mm length
• Weight : 7 lbs - Medium
• Colors : (1) Lithium Grey/Carbon Red Smoke

(Link Coming Soon)

Slash C Frameset

If you want to create your own diabolically-fast Slash build, you can’t do better than starting with the 2021 Slash Carbon Frameset. In addition to Trek’s highest-end OCLV Mountain carbon fiber, you’ll get the new RockShox Super Deluxe Ultimate shock, Knock Block 2.0, internal frame storage, full downtube guard, and a threaded bottom bracket.

Slash AL Frameset Features

• Stem : Bontrager Line, 50mm length
• Weight : 9.5 lbs - Medium
• Colors : (1) Teal/Navy

Slash AL Frameset

The 2021 Slash AL Frameset is the perfect way to start a race-winning enduro build at an affordable price point. For this model, Trek’s pairs its highest-quality aluminum with the new RockShox Super Deluxe Ultimate shock and all the same frame features as the carbon model to provide riders with a deadly trail weapon without the premium price tag of a carbon frame.

2021 Trek Slash Sizing & Geometry Chart

Here is Trek's sizing chart for mountain bikes. 

You'll notice some overlap to account for those who might be the same height but have different arm and leg lengths. We'll be happy to assist you with sizing if you need.

FAQs for the 2021 Trek Slash

What’s the biggest tire I can fit on this bike? 29 x 2.6”

Can I run 27.5” wheels? No, the Slash is only compatible with 29-inch wheels

What is the max rotor size for the rear brake? 220mm max, comes with 180mm direct post mount

What are the sizes of the front and rear hubs? Front: 110x15mm, Rear: 148x12mm

How much dropper post insertion in each frame? S: 205mm M: 230mm ML: 245mm L: 260mm XL: 310mm

Can I use cranks with 30mm spindles? Yes

What size chainrings can I use? Slash can accommodate 28-34t chainrings

Do I need to add tubeless tape and valves? The 2021 Slash comes with tubeless tape and valves installed, just add the included sealant and inflate.

Does the Slash come in the High or Low Mino Link setting? Low

Can I run a 2x drivetrain? No

Does the new Slash come with ISCG mounts?    Yes

Can I increase the rear travel by installing a shock with a longer stroke?    No, the Slash can’t accommodate a longer stroke as it will damage the seat tube and seat stays at full travel.

What aftermarket shocks fit the Slash frame?    - MY21 Fox X2 Coil  - MY21 Fox X2 Air  - RockShox Super Deluxe Coil  - Fox DPX2  - MRP Hazard  - Most inline shocks (no reservoir/piggyback)

Note: You can’t use the standard RockShox Super Deluxe air shock because there isn’t enough clearance for the lockout lever at the end of the travel. The new Super Deluxe Thru Shaft uses a new body that provides enough clearance.

2024 Trek Slash 8 Gen 6 Bike

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Specifications

Sizes and geometry.

FIRST LOOK - The All-New High-Pivot Trek Slash

Vital Test Sessions - Trek Slash 9.9 X0 AXS T-Type

Trek website

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NCM Moscow Plus

An e-mountain bike equipped with high-end brake and drive systems, the NCM M5 is for adventurous riders who want to hit the trails comfortable in the knowledge that their ebike can handle whatever they throw at it.

BIKE COMPONENTS

Frame: Alu. 6061, 26"*17.3 inches / Alu. 6061, 27.5"*18.9 inches / Alu. 6061, 29"*20.5 inches

Suspension Fork: Suntour, XCM-HLO-26/27.5/29, with hydraulic lock system

Brake: F/R: Tektro Hydraulic Disc Brakes,HD-E350

Freewheel: LY, 8 Speed, 11-32T, Silver

Tire: Schwalbe, Black Jack, 26"*2.1/Smart Sam, 27.5"*2.35/29"*2.35, Black

Saddle: Selle Royal, Lookin-A200UR, Black

Crank: Das-Kit, CM48,28/38/48T

Derailleur: F: Shimano, Altus, FD-M310, R: Shimano, Acera, RD-M360

ELECTRIC COMPONENTS

Battery: Das-Kit, i5-4816, 48V 16AH, 768WH

Hub Motor Rated / Peak Power: Das-Kit, X15, 48V 500W / 900W

Controller: Das-Kit, CT-i5, 48V 18A

Charger: Das-Kit, 48V3A

Display: Das-Kit, C7 

Net Weight (with battery): 57.0 lbs

Battery Weight: 9.1 lbs

Max Load (driver+bike): 275.0 lbs

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Our on-line store is open 24/7 and we ship Monday through Friday, excluding some holidays. Orders received for products without shipping restrictions on its product page will ship the same business day when received before 12:00 p.m. PST. Orders in high demand will have an estimated production time listed on its product page and will ship according to the date listed.

Customer Reviews

Very happy with my new M7 and wife's Moscow Plus

We purchased the NCM Moscow 29 E bike from Leon Cycles earlier this month. Communication was via 'Whatsapp' which I initially thought a little odd but worked out well. Once communication established the transaction was completed quickly and easily. We were able to arrange for the team to assemble the bike for us and we picked it up from the warehouse without an issue. We love the bike and are continuing to find new places to discover using it. Competitive price and great service.

I ordered the bike 4 days ago and today it arrived. Now my first impressions: it is easy to assemble, looks great, is cleanly finished and after a first short driving test I have to say, the hammer. It's totally easy to drive. If it stays that way, I can only say thank you Leon Cycle. Now I can cycle again, despite knee problems. Price-performance top

Great bike, this is my second e bike and by far the best. Watching e bikes over the last 10 years I think the Moscow 29er is fantastic. I live in the Dandenongs outside Melbourne with big steep hills and the Moscow takes them all on with great pulling power and gear range. 48v with 16 amps means over 750 watts of power. The bike is big and serious so getting on and off can be tricky but you do get used to it. With the previous bike (36v at 8amps) I was scared of running out of battery on a big hill and having to push the bike home but not with the Moscow. Also if you take the front wheel off you can get it in a hatchback like my Mazda 3 Which is nice. At $2200 it is a great buy.

Purchased two Moscow 27.5. One for my wife, one for me. Fast delivery, well boxed and easy assembly. Absolutely FANTASTIC to ride and use. Great range, and enough power for steep hills and tough terrain. I highly recommend them. Exactly as advertised and brochure. Looked at many options from other suppliers but these are the best value for money. If anyone wants a little extra range and a few more features then a Moscow Plus may suit. 48 Volt is the way to go. Great support and assistance from the team at Leon to make the right purchase decision. Hope other people may enjoy the ride and quality product. Harry G

Highlighted Features

Das-Kit 500W Motor

Ergonomic handlebar grips

Moscow 48V disc brake

Product specifications.

Battery: Das-Kit, i5-4816, 48V 16Ah, 768Wh

Hub Motor Rated / Peak Power: Das-Kit, X15, 48V 500W / 750W

Display: Das-Kit, C7

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ATV tours in Moscow

Best Price Guarantee

If you find similar services at a lower price, inform us about the alternative proposal and we will make the best offer.

Quad bike riding in Russia

Atv adventure.

  What is included in the tour price:

• Pick up/drop off service
• Safety briefing
• Quad bike riding (1 hour )
• English-speaking guide

"Calm ride"

This option of outdoor activities is intended for those who choose a moderate speed mode in the forest. At the same time, the power of the equipment allows you to overcome any obstacles. Suitable for inexperienced drivers and parents with children.

Price of the “Calm ride”

30000 rub. 

45000 rub. 

50000 rub. 

Surcharge for the second passenger on one quad bike +1000 rub

For large groups discount

Promotion effective through 01/09/2024*

"Extreme ride"

Price of the “Extreme ride”

31000 rub. 

43000 rub. 

51000 rub. 

"Extreme off-road tour"

    Ready to challenge nature? Then we invite you on a trip to the most impassable places of the Moscow region. Natural and artificial barriers, deep puddles, mud, ravines, thickets, snow or sand – there are no obstacles for good quad bikes.

Price of the “Extreme off-road ” tour

55000 rub. 

60000 rub. 

Price of the “Big ATV  ” tour

70000 rub. 

80000 rub. 

90000 rub. 

Attention. The number of participants is limited. Book your tour in advance!

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      How to dress?

    Clothes: we recommend comfortable clothes of dark colour.

    Shoes: you are recommended to wear a footgear resistant to dirt, dust and moisture, preferably on a thick flat sole. Do not wear shoes with heels, with a slippery sole, or ones you are afraid of spoiling. You can take a spare pair of shoes.     Accessories: hats, umbrellas, raincoats, tourist thermos – all that is quite worth of taking with you for better comfort.

    Age and weight restrictions

    By age: children from the age of five (accompanied by their parents).

     Is it safe?

    Our equipment is completely safe regardless of the chosen program. We also recommend you to have insurance effective in the Russian Federation.

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