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Field Test: 2021 Trek Slash - Ready to Race

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• Slash 8 Gen 5

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Winner - Mountain Bike category

"The combination of high-end performance with individuality and user-friendliness in the thought-through package delighted the entire jury."

"Feels exactly right"

"The Slash has a big-bike feel that makes it easier to charge into an unfamiliar trail, while retaining enough maneuverability to prevent it from feeling like overkill on mellower trails."

Enduro Bike of the Year

Once the dust had settled, it was the Slash that managed to edge its way into the lead. Its ability to tackle the wildest terrain without flinching yet all the while retaining that reactive, lively feel really won us over.

"A hell of a bike"

"Slash is great on rough, bermed corners and it has been an absolute monster riding steeps. This is an easy bike to ride and everything felt very natural from the first drop in and I haven't looked back since."

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All-new Slash

The long travel enduro mtb.

The backcountry battle axe

You’ll need this where you’re going.

Slash is a no-holds barred enduro sled built to rip, rally, and rail through the gnarliest trails on the planet. With 170mm of front and rear travel, mixed wheel size, and new high-pivot design, Slash not only descends like a beast, but it’s also ready to billy-goat up punchy climbs with square-edge slabs that send your friends on hike-a-bike missions. 

Crush laps that enduro bikes of yesteryear only dreamed of. Charge through the chunder, hurtle over wheel-roasting roots, and blast through boulder fields with drops so deep you’ll question your sanity – but never your bike’s capability.

High pivot, high aspirations

The problem with tradition .

Bikes with main pivots closer to the crank have a mostly vertical axle path that allows the rear wheel to move up to get out of the way of obstacles. That works, but can cause a few hang-ups, especially in gnarlier terrain.

Higher pivot, more momentum

Moving the main pivot higher allows for a rearward axle path, so your back wheel can move in the same direction as the force from impacts. On the trail, this means more momentum in the rough and fewer hang-ups on square-edged hits.

See the full High Pivot video

Because rearward axle paths increase the distance between cranks and cogs, the chain pulls back on the pedals. That causes pedal kickback that’s harsh on your legs, and the chain tension can counteract your suspension movement.

While the rearward axle path increases the distance between rear axle and chainring, it doesn’t increase the distance between the axle and that high main pivot, so, by routing the chain around this idler pulley, we eliminate the pedal kickback effect.

Climb like a mountain goat, charge like a bull

Slash pedals better than other high-pivot bikes thanks to an idler pulley layout that's optimized for efficiency. Plus, that rearward axle path gives Slash mind-blowing traction for scrambling up tricky climbs without getting caught on roots and rough edges. You get less wasted energy and more gas left in the tank for the descents.

Upper idler

The 19-tooth upper idler pulley is bigger than most so the chain doesn't have to bend as sharply, adding efficiency and strength.

Lower idler 

The lower idler pulley prevents chain growth below the chainstay and keeps that tension off the derailleur cage so you get better shifting and suspension performance.

The main ingredient in Slash's pedaling alchemy is its anti-squat curve. Anti-squat is affected by a few variables, but one of the biggest factors is main pivot position. The size and placement of the upper idler gives us another way to tune the anti-squat curve. Between the upper and lower idler layout and size, Slash delivers a super-efficient and super-consistent feeling anti-squat curve that makes this bike pedal more like the short-travel Top Fuel than the previous generation Slash.

Built burly

1. super slack head tube.

Sitting at a relaxed 63.5-degrees, Slash’s head tube keeps your front wheel far ahead for serious stability on the steepest, gnarliest trails.

2. Steep seat tube angle

Perched at 77-degrees, Slash keeps you in the perfect position for putting down power on long slogs up fire roads and punchy, slabby climbs.

3. That just-right reach

460mm of reach keeps the cockpit long and stable for control and stability through everything

4. Size-specific chainstays

Get the same trail-taming feel whether you ride a small or large thanks to size-specific chainstays that keep handling consistent.

Mixed wheel size

Slash ships with a 27.5 rear wheel for getting extra spicy on the steeps and a 29 front wheel for barreling over the big stuff. Swap the lower shock mount to run a full 29er if you’re after full speed or keep it MX for getting way back without buzzing the rear wheel on near-vertical descents.

Try new angles

Install angle adjust headset cups (sold separately) to tweak headtube angle a degree steeper or slacker to your liking — all without impacting your bottom bracket height.

Adjustable leverage rate

Easily adjust suspension progression with just a flip of a chip. Ride it in the less progressive setting for a plusher feel perfect for rugged trails loaded with square-edge bumps. Flip it to more progressive when you’re riding fast, hitting big features and don’t want to bottom out — or if you want to roll with a coil shock.

All that, and then some

Stow it, don’t show it.

Stash your ride essentials with in-tube storage on all models — both carbon and alloy. Included Bontrager BITS bag keeps all your odds and ends organized.

Created for customization

Want to run a longer dropper? Swap air for a coil shock? No problem. Slash has plenty of room for beefy tires, big coil shocks, and running up to a 190mm fork. Plus, it’s even equipped with accessory mounts under the top tube when your storage door is loaded and you need to haul a little more.

We spent hours analyzing high-speed camera footage to figure out just how to shape a guard to minimize chain movement, so you get a quieter, more protected ride.

Keep your guard up

Removable dual-density guards protect all Slash models from rock strikes and shuttle damage, and carbon models get additional protection from integrated Carbon Armor —an impact-resistant laminate under the paint that adds durability.

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New 2024 Trek Slash 9.9 XO AXS first ride review – A new evolutionary stage of high pivot bikes?

The new 2024 Trek Slash is right on trend: high pivot rear suspension, mullet wheel set-up, generous amounts of travel and plenty of adjustment options. Furthermore, it combines both familiar and newly developed features that are meant to simplify your riding experience. After six weeks of testing on both sides of the pond, we were able to gather countless impressions, both good and not so good.

The Slash has been an integral part of Trek’s portfolio for over 10 years, and is now entering its 6th generation. The most significant innovation is the new rear suspension, which relies on a high pivot design and generates a very generous amount of travel, bringing the Slash in line with the latest generation of enduro bikes. Up until now, Trek have only used the high pivot system on their downhill bike, the Session, which nevertheless allowed them to gather lots of practical experience with the system and use their World Cup riders’ feedback to develop the new enduro rig. The new Slash generates 170 mm of travel both front and rear, and rolls out of the factory sporting a mullet. An interchangeable shock mount, however, allows you to convert it to a full 29er. As usual, Trek are releasing both an alloy and a carbon version of the new Slash, both of which are available in several different spec variants. We’ve already put the new Trek Slash 9.9 XO AXS 2024 through the wringer over a 6 month period, dipping its tires both into Canadian and European soil to gather some exciting insights.

The detail solutions of the new 2024 Trek Slash

The predecessor of the 2024 Trek Slash already came with a practical storage compartment integrated into the down tube, which Trek has updated for the latest Slash iteration. The opening is much bigger, making it easier to reach all the trail essentials you store inside it. Moreover, the edges of the compartment are still framed with a plastic liner, preventing you from cutting your fingers or damaging the contents when you pull them out of the compartment. The alloy frame has a storage compartment too and all models come standard with a small pouch for all your trail essentials, which can be easily pulled out of the frame using the bright red Cordura tab. The closure system relies on a simple lever that disappears under the bottle cage when engaged, and is easy to operate even while wearing gloves. The cables of the new Slash are routed internally and only reappear briefly at the transition from the main frame and swingarm. The cable ports are in a rather unusual position, sitting prominently on the front of the head tube – this look takes some getting used to! In combination with a wireless drivetrain, Trek close the cable ports with small rubber plugs.

There’s an additional tool mount underneath the top tube, which allows you to carry a spare inner tube or a tool strap, for example. In typical Trek fashion, the new Session comes standard with an integrated Bontrager BITS mini tool in the steerer tube, which includes all of the basic tools required for essential trailside repairs. That said, removing the tool from the steerer tube requires strong fingers and, as usual, the lever of the closing mechanism rattles on the trail. Trek also hide a 6 mm Allen key in the rear thru-axle.

For model year 2024, Trek provided the Slash with several protective features, all of which are meant to preserve the bike’s value. Amongst them is the generously sized integrated mudguard, which is bolted directly to the seat stay and is meant to protect the seat tube from stray rocks. Unfortunately, this has to be removed if you want to swap the 27.5” rear wheel for a bigger 29″ rear wheel. Furthermore, the down tube comes standard with a pair of dual-density TPU plates, which allow you to replace the inner section if it gets damaged. In addition, the frame comes with an additional protective layer under the final finish. Trek also redeveloped the chainstay protector from the ground up, raising both the inner and outer edges to prevent chain slap more effectively – and this really works, ensuring a quiet ride on the trail.

The high-pivot rear suspension of the new 2024 Trek Slash

While the new 2024 Trek Slash 2024 still relies on the same linkage-driven single pivot rear suspension, it combines it with a high pivot point design. This positions the main pivot point well above the chainring, allowing the rear wheel to swing up and backwards during an impact. This rearward axle path can help to make the suspension feel smoother over square-edged hits, ironing out roots and rocks more efficiently. However, the system also has its drawbacks: as the axle moves rearwards through the travel, the distance between the cassette and chainring grows, resulting in wheelbase and chainstay growth. This pulls the chain backwards, manifesting in high levels of pedal kickback and resulting in an imbalanced weight distribution of the rider on the bike throughout the travel. To counteract this, a chain idler pulley is fitted on the seat tube, which helps minimise pedal kickback and also gives high-pivot bikes their characteristic look. This also allows the engineers to fine tune the bike’s anti-squat and anti-rise levels independently simply by moving the position of the idler pulley. The unusually big 19T idler pulley is meant to mitigate the negative effect that the high pivot system has on pedalling efficiency, because the bigger pulley has a wider radius. Furthermore, Trek use a small chain guide to prevent the chain from falling off the idler.

The new 2024 Slash also features an additional pulley below the chainstay, which isn’t that common with high pivot bikes. This special pulley also includes an MRP bash guard and can be retrofitted to other high pivot bikes. Its job is to prevent the chain from stretching under the chainstay and thus to stop it from pulling on the rear derailleur. That said, even with the biggest XL frame, the chain runs at a sharp angle in the lowest gears, as the distance between the rear derailleur cage and the idler pulley is very small. While this didn’t cause us any problems on the trail, we’re not sure how good this is, both for pedalling efficiency and the chain’s service life. Speaking of the chain, with all frame sizes up to L, you’ll get away with a conventional 126-link chain. The new Slash in XL, however, requires 128 links, meaning that you need two chains.

The new 2024 Slash still relies on Trek’s proprietary Active Breaking Pivot or ABP technology, which can be found on most of their full suspension bikes and is designed to keep the rear suspension active even under heavy braking, helping to maintain traction.

The spec of our test bike – The Trek 2024 Slash 9.9 XO AXS

Our Trek Slash test bike comes equipped with Rockshox Ultimate suspension consisting of a 170 mm ZEB Charger 3.0 fork with independently adjustable low- and high-speed compression damping, and a brand- new Vivid Ultimate air shock , which offers externally adjustable compression and rebound settings as well as a climb switch. Unlike the Super Deluxe, the new Vivid relies on a high-volume air chamber and Rockshox’s new proprietary Touchdown damper. Unlike the rest of the Trek range, the Slash doesn’t use a Thru Shaft damper, which comes standard with most of their full-suspension bikes and is developed specifically for Trek.

As the name extension suggests, the 2024 Trek Slash 9.9 XO AXS employs a new electronic SRAM X0 Eagle Transmission drivetrain. The rear derailleur mounts directly to the thru-axle and worked flawlessly throughout our test. SRAM also supply the wireless, electronic Reverb AXS dropper post, but this only offers a meagre 170 mm of travel, which is far too little for a modern enduro bike. However, there isn’t a longer-travel version of the Reverb AXS dropper, so we recommend swapping the standard dropper for a cable-operated model if needed. Given the seat tube’s generous insertion depth, you could even push a 240 mm OneUp Components V2 dropper post all the way into the frame of a Slash in size L. Needless to say, the brand-new drivetrain is complemented with SRAM’s four-piston Code Stealth Silver brakes, which, just like the old RSC model, feature tool-free lever reach and bite point adjustments as well as SRAM’s proprietary SwingLink lever for optimal modulation. Compared to the Stealth Ultimate flagship model, the Silver variant only forgoes the carbon levers, tipping the scales at just 8 g more. Due to the new design, the brake lines run parallel and close to the handlebars, which ensures a cleaner look but can cause the cables to rattle – this can be easily fixed with a couple of additional clamps or zip ties ;) The brakes are paired with 200 mm rotors front and rear, which suit the Slash’s character and field of application rather well! For more oomph, you can can upgrade to 220 mm rotors both front and rear, because both the frame and fork are approved for it.

For the rest of the spec, Trek rely on their in-house component brand Bontrager, including a Bontrager Line Pro 30 carbon wheelset, which didn’t survive the testing sessions unscathed, with several spokes snapping after just 3 weeks of deployment. In addition, the rims are paired with flimsy, puncture-prone tires, which force you to run higher air pressure to avoid burping and snake bites. We recommend upgrading the standard Bontrager SE6 and SE5 tires for more robust tires before you start riding. In this test, we swapped to tires with a tougher DH casing after just a few laps. For the cockpit, Trek rely on an 820 mm Bontrager RSL one-piece handlebar/stem unit, which might look fancy but doesn’t allow for fine tuning except for the stem height, which can be changed using spacers. On top of that, the handlebars are very stiff and get even stiffer if you shorten them, like we did! With such a potent enduro bike, an adjustable cockpit makes more sense because it allows you to adapt the front end ergonomics to your anatomy. With the standard spec, our 2024 Trek Slash 9.9 XO AXS test bike in size L tips the scales at 15.7 kg.

Trek Slash 9.9 X0 AXS 2024

Specifications.

Fork RockShox ZEB Ultimate 170 mm Rear Shock RockShox Vivid Ultimate 170 mm Seatpost RockShox Reverb AXS 170 mm Brakes SRAM CODE Silver 200/200 mm Drivetrain SRAM Eagle Transmission X0 1x12 Stem Bontrager RSL 35 mm Handlebar Bontrager RSL 820 mm Wheelset Bontrager Line Pro 30 29"/27.5" Tires Bontrager SE6 Team Issue/ Bontrager SE5 Team Issue 2.5"/2.4"

Technical Data

Size S M M/L L XL

Specific Features

storage compartment Flip Chip Toolmount

More spec variants of the 2024 Trek Slash

As already mentioned, the new 2024 Trek Slash is available both with an alloy and carbon frame. That said, none of the alloy versions comes with a high-end spec, meaning that you have to order the frame kit if you want to combine an aluminium frame with top-tier suspension, for example. Prices for complete builds range between € 4,499 and € 12,499, and the bikes should be already available from all official Trek dealers. The American manufacturer also lets you test ride their bikes in one of their “Test-a-Trek Centres”. Starting today, you can test the new Slash in Lenzerheide, Saalbach and Sölden.

The alloy version of the new Slash is available in two spec variants. The entry-level Slash 8 XT model comes equipped with a FOX 36 Rhythm fork and a hybrid Shimano XT/SLX drivetrain. Shimano also supply the four-piston Deore M6100 brakes. The Slash 9 GX relies on higher quality RockShox Select+ suspension and SRAM’s new electronic GX Transmission drivetrain, with matching SRAM Code Bronze four-piston brakes. The Slash 9.8 GX combines the same identical spec with a carbon frame.

The flagship Slash 9.9 XX model comes equipped with electronic RockShox Flight Attendant suspension, electronic SRAM XX Transmission drivetrain and wireless RockShox Reverb seatpost. The rest of the spec consists exclusively of top-tier components and plenty of carbon bling. However, all the fancy components come at a price – an eye watering € 12,499! However, Trek have released a total of 5 carbon variants, offering a suitable option for all sorts of wallets.

The geometry of the new 2024 Trek Slash

The new Trek Slash 2024 will be available in 5 sizes, S to XL, and there’s also an intermediate size called M/L. All models in size S feature a curved top tube and 27.5″ wheels front and rear. From size M onwards, the new Slash rolls on a mixed wheel setup with a 29″ wheel at the front and smaller 27.5″ wheel at the rear. However, from size M upwards you can also use a 29″ rear wheel using a different shock mount, but this has to be bought separately and isn’t included in the frameset. The optional shock mount comes with a flip chip that allows you to change the progression of the rear suspension from 20% to 25%, which is intended for coil shock conversions.

Trek deliver the new Slash with three different headset cups, which allow you to change the head angle by up to 1.5°. Of course, by altering the head angle you’ll also change the reach, bottom bracket height and stack height. The new Slash comes standard in the neutral setting. When swapping the cups, however, the lower one has to be installed with a bearing press, meaning that you can’t just quickly swap cups on the trailside. In the neutral setting, the Slash has a 63.3° head angle, which can be changed to either 62.6° or 64.1°. In addition, Trek forgo their usual Knock Block with the new Slash, which means that you don’t have a steering stop limiter.

The position of the bottom bracket allows engineers to achieve different chainstay lengths by using the same rear end, whereby sizes M/L and L share the same values. Simply put, all frame sizes share the same identical swingarm but rely on a slightly different bottom bracket position to allow for the size-specific effective chainstay length. The advantage of this system is that you can easily replace the rear end in case of damage.In size L, the Slash combines 488 mm reach with a short 435 mm seat tube, which offers a generous insertion depth for long-travel dropper posts. The seat tube is short across all sizes, ensuring sufficient freedom of movement on the trail.

The geometry of the new 2024 Trek Slash in the neutral setting

The new 2024 Trek Slash 9.9 XO AXS on the trail

For this review, we were able to ride the new Trek Slash 9.9 XO AXS 2024 in both size L and XL. We tested the bike over the course of several weeks, putting it through the wringer on the legendary trails of Whistler, Squamish and Della Creek, both on bike park trails and natural trails – and also managed to squeeze in a few laps with freeride legend Andrew Shandro. We also rode the new Slash (in size L) on our home trails around Stuttgart and on some techy Alpine gnar in Switzerland. Testing the new Slash in different frame sizes and countless locations gave us the opportunity to gather plenty of impressions.

Needless to say, an aggressive enduro bike won’t earn you any uphill KOMs, and yet the new 2024 Trek Slash 2024 gets you to the trailhead without too much effort. The rear suspension only bobs slightly and generates plenty of traction on technical climbs, meaning that you can easily make your way to the top of the mountain without reaching for the Vivid’s climb switch. On steeper climbs, the front wheel remains planted on the ground, ensuring excellent steering precision. While on the first test laps the bike was totally quiet, with the idler pulley working discreetly in the background, this changed after a few days, with an increasingly loud rattling noise accompanying us on every climb.

When gravity takes over, the first thing you’ll notice is the high front end and deeply integrated riding position. This inspires huge amounts of confidence, even on the gruellingly steep Canadian trails. The Slash makes you feel at ease from the get-go, encouraging you to keep your fingers off the brakes after just a few corners. If you do brake – which is inevitable from time to time – the rear suspension generates tons of traction without stiffening up excessively if you hit a large bump while decelerating. The wheelbase of the Slash grows noticeably less than with other high pivot bikes, remaining agile and playful even when fully compressed. Overall, the rear suspension provides plenty of support, allowing you to pop off ledges and kickers while at the same time offering enough reserves to cope with botched landings.

The new Slash has direct handling and reacts to steering input quickly and precisely. During this test, we swapped the original wheels and handlebars for alloy models, which helped mitigate the very direct ride feeling, ensuring more forgiving handling in slippery conditions. Even in open corners, the Trek sticks to the chosen line with great composure and doesn’t require you to actively weight the front wheel – and that’s despite the high front end! As a result, you’re always in a central riding position, which conveys huge amounts of confidence in all situations. Overall, the Trek makes you feel as if you had more travel on tap and at the same time is just as agile and playful as bikes with less travel. Trek also seem to have successfully addressed the typical drawbacks of high pivot bikes, like the sluggish handling and unbalanced suspension performance, which can result from the growing wheelbase.

Who should take a closer look at the new 2024 Trek Slash?

The new Trek Slash is aimed at trail rippers, enduro racers, park rats and anyone who likes to get rowdy on gnarly trails. Provided you perform a few basic upgrades, like more robust tires and a tuneable cockpit, the new Slash offers a pretty sweet overall package – we’re pretty chuffed with it ourselves. Even on slower, narrower trails, it’s refreshingly nimble, while the excellent suspension allows you to generate speed by pumping through flow trails, which isn’t always a given with high pivot bikes. In our humble opinion, the Trek Slash 2024 is the next evolutionary stage of high pivot bikes, bringing all the advantages of a high pivot suspension design while at the same time eliminating most of its drawbacks.

Our conclusions about the new 2024 Trek Slash

The new Trek Slash 2024 offers agile, balanced handling and combines it with all the positive traits of a high pivot suspension design, ensuring excellent composure and a plush ride. If you like to open the taps on gnarly enduro trails, we recommend upgrading a few components. This will allow you to boost the Slash’s trail performance enormously with relatively little effort and at a reasonable price. The new Slash slaps a huge smile on your face, whether you’re going for a quick post-work ride on your home trails, racing enduro in the Alps or lapping park tracks – and also makes a great companion for the occasional flowing trail.

• Integrated, confidence inspiring riding position
• Combines excellent composure and agility
• Potent suspension provides plenty of pop and reserves
• Practical features like the integrated storage compartment and mini-tool

• Spec has some blemishes
• Idler pulley grinds lightly when pedalling uphill

For more info, visit Trek’s website.

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: Peter Walker Photos: Sterling Lorence, Peter Walker

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About the author.

Peter Walker

As editor-in-chief, Peter is as much a man of action as he is of words. This expert, screw-driver-flexing two wheeled-whizz has many envy-inducing characteristics, including a background in motocross, several EWS race plates to his name, and more than 150 recorded days at Whistler Bike Park. However complex the bike and however steep the trail, he’s probably already nailed it, twice. Oh, and he can do it all on skinny tyres too. When it comes to guiding consumers, Peter cut his teeth at Vancouver’s oldest bike shop and now puts pen to paper on the daily translating this know-how into our editorial plan. When not tearing up Stuttgart’s local trails while testing bikes, he loves nothing more than loading up his self-renovated VW T5 and hitting the road. The fact that he’s a trained paramedic gives his colleagues reassurance out on the trails. So far we haven’t had to call him by his alias ‘Sani Peter’, so here’s hoping he keeps it right side up for the rest of his time here!

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• Slash 8 Gen 6

Trek Slash 8 Gen 6 - 2024

Slash 8 is an enduro mountain bike that's built for pressing the send button again and again. It's built on a high-pivot platform with 170mm of front and rear travel that boosts traction for punchy climb stages and keeps stability a priority when you point it straight down. A mixed setup with a 29-inch front and 27.5-inch rear wheel keeps handling playful, and it comes equipped with a Shimano XT drivetrain for clean shifts no matter where you ride. - Its high-pivot suspension gives you insane control for hairy descents, while carefully tuned anti-squat and oversized pulleys make pedaling astonishingly efficient - The long, 170mm/170mm front and rear travel is more than enough for stomping big jumps and cleaning rock gardens - It comes ready to roll with a mixed wheel setup that gives you a fast-rolling 29-inch front hoop and a stiff, yet nimble 27.5-inch rear wheel, and it can be set up as a 29er for more speed - You can tweak Slash for how and where you ride with Mino Link, adjustable leverage rate, and add an adjustable-angle headset (not included) - Internal storage gives you a spot to stash tools and snacks, and it's available on all models

* Subject to change without notice.

Part Numbers

• New Releases
• Announcement

Released September 7

Photo Credit: Trek

Price Range

$5,649–$14,899

27.5″ / 29″, 29″ / 27.5″

Full, 170 / 170mm

Frame Material

Aluminum, Carbon

Trek launched the all-new Slash today, proving that high-pivot enduro bikes are here to rip down gnarly descents and hammer right back to the top, lap after lap. The latest Slash rocks an all-new frame design that gives a nod to Trek's bigger, burlier Session, but with a more pedal-friendly platform that’s built to squash boulders on the downs and grip square edge slabs on the ups. It increases the travel over its predecessor, with 170mm of both front and rear suspension, and comes ready to rip with MX wheels (29˝ front/27.5˝ rear), though it can be run as a true 29er for those who favor unbridled speed over agility on the steeps.

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

Sep 13, 2023

The all-new Trek Slash is beefed up in celebration of its sixth iteration. This fresh design features an oversized, 19-tooth idler pulley and a high-pivot rear suspension configuration for the first time in the model’s lineage. Travel has been increased to 170 millimeters, pushing it further into the all-out, winch-and-plummet ethos that so many enduro bikes seem to be gravitating to. Our 9.9 version was spec’d with Bontrager’s RSL integrated handlebar and stem, a SRAM T-Type XO drivetrain, and the all-new RockShox Vivid Ultimate rear shock. The previous Slash was an impressive bike. It was impressively light for an enduro bike and was surprisingly efficient to pedal around all day. The new Slash Gen 6 leans more heavily toward the chairlift and shuttle culture side of the mountain bike world with some extra heft and additional pulleys in the drivetrain. However, with the oversized pulley and lighter casing tires, I found the Slash to climb the most efficiently of any high-pivot bike I’ve reviewed thus far. I attribute this mostly to the large, 19-tooth upper idler.

Read Review

The big story behind the new Slash is its high pivot suspension that allows the rear axle to move backward as the suspension compresses. This means the back wheel moves with the force of impacts, rather than against them, making it easier to barrel over chunky terrain with even more speed. 

High pivot suspension has hit the trail before, but the secret behind Slash’s high-pivot versatility is its anti-squat curve that boosts climbing efficiency. Anti-squat is affected by a few variables, one of the biggest being main pivot position. The size and placement of Slash's upper idler provides another way to tune the anti-squat curve. Between the upper and lower idler layout and size, Slash delivers a super-efficient and super-consistent feeling anti-squat curve that allows it to pedal more like a short travel bike on punchy, technical climbs.

New Slash also gets the longer-slacker enduro treatment, with a super slack 63.5° headtube angle that increases downhill stability. The slack headtube is paired with a steep 77° seat tube angle to help riders put more power into the pedals on the way back to the top. Long reach provides plenty of space to maneuver. On the rear end, size-specific chainstays give riders balanced handling no matter their height or frame size.

For those who like to customize everything, Slash is packed with adjustability features, like adjustable leverage rate, an optional adjustable angle headset cup (sold separately), and MX and 29er wheel compatibility. Slash also offers room for extra-long dropper posts, so riders can increase their clearance for moving around in steeper, rowdier terrain. 

Because Slash is intended for the rowdiest trails, it comes ready to rally with updated shuttle guards that deflect impacts on the frame. A thoughtfully designed chainstay guard that not only protects, but also quiets your ride. Carbon models also receive integrated Carbon Armor that offers an extra layer of downtube protection. Like its previous iteration, all new Slash models come equipped with internal frame storage for carrying ride essentials. 

New Slash is available now in both carbon and alloy for park rats, big mountain riders, and enduro racers alike. Find it in-store at select Trek retailers and online at trekbikes.com around the globe.

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Trek Slash 2017: A very different package, specifically for enduro rider

The most obvious changes for 2017 are the switch to a carbon frame from the aluminum chassis on the previous iteration of the slash and the move to 29” wheels from 27.5”.

by Stuart Kernaghan

The Trek Slash has been part of the company’s long-travel line for a number of years now, but on paper it wasn’t all that different from the all-mountain Remedy. Trek addressed that issue for 2017 by clearly defining the Slash as an enduro bike, updating the frame material, angles, suspension technology and wheel size.

Trek officially unveiled the new bike at Crankworx Whistler 2016 and Canadian Cycling Magazine  had a chance to get the lowdown on this enduro machine.

The most obvious changes for 2017 are the switch to a carbon frame from the aluminum chassis on the previous iteration of the Slash and the move to 29” wheels from 27.5”. Carbon because Trek is positioning the bike as a premium product and 29” because the company feels it’s the best size for enduro riding and racing.

Complementing the change to wagon wheels is the move to 148-mm Boost rear spacing; the fork also gets Boost-ed to 110-mm. Rear travel drops from 160-mm to 150-mm, and is now paired with a 130/160-mm travel adjust fork to keep the front end lower on climbs. There is no front derailleur mount on the new Slash, so you’re committed to a 1x drivetrain system.

Another big change for the new Slash is the fact that Trek ditched its venerable Full Floater suspension design. Trek says that Full Floater was developed a number of years ago to overcome performance shortcomings of air shocks at that time, but shock technology has evolved and performance has improved enough to make Full Floater unnecessary.

Changing to a fixed-shock mount also allowed Trek to play with the frame and chainstay shapes, accommodate 29” wheels and 150-mm of travel and make more room for larger shocks. According to Trek, all of that is particularly beneficial on long-travel bikes like the Slash but isn’t really necessary on short and mid-travel bikes like the Fuel EX and Remedy – which is why it’s still used on those platforms.

Trek has always been big on proprietary technology, and it shows up on the Slash in the form of the new Straight Shot frame design and Knock Block headset/frame protection system. Straight Shot is Trek’s name for a straight and enlarged down tube, which is supposed to increase front end and bottom bracket stiffness.

That design change resulted in clearance issues on the down tube, so Trek addressed that with the Knock Block stop chip system. A keyed headset cap prevents the fork from turning too far and a bumper on the bottom of the downtube provides extra carbon protection. Bontrager designed a new stem to go with the system but you don’t have to run it; it’s possible to use another stem and a clamping headset spacer that is part of the system.

There are just two models of the new Slash available, plus a frame-only option. The base 9.8 model comes with a RockShox Lyrik RC fork, a RockShox Super Deluxe RC3 shock, Bontrager Line Comp 30 wheels with SE4 Team Issue 29×2.40″ tires, a 10-42T 11-speed cassette paired with SRAM X1 32T crankset, SRAM X1 rear derailleur and SRAM Guide R hydraulic disc brakes.

House brand Bontrager parts include the Line 35-mm handlebar, Line stem and Drop Line 125 cable-activated dropper post, which is the company’s first foray into height adjustable seat posts. Trek has a lot of confidence in the post, choosing to spec it on its premium model Slash instead of going with a more proven product like the RockShox Reverb.

The premium 9.9 RSL version of the Slash gets a bump in the level of components, as well as SRAM’s new Eagle 1×12 drivetrain. The parts mix includes a Fox Factory 36 TALAS fork, Fox Factory Float X2 shock, Bontrager Line Elite 30 wheels with SE4 Team Issue 29×2.40″ tires, a 12-speed 10-50T cassette paired with a SRAM X01 Eagle 32T crankset, X01 Eagle rear derailleur and shifter, SRAM Guide Ultimate carbon hydraulic disc brakes, a Bontrager Line Pro carbon bar, the Knock Block headset, a Line Pro stem and Drop Line post.

The carbon fiber frame set comes with a Fox Factory Float X2 shock, Knock Block headset and Line Pro 35-mm stem which is designed to go with the new headset.

As with previous iterations of the Slash, the 2017 version has Trek’s Mino Link adjustable geometry system. Riders can flip a chip on the rocker arm of the rear suspension to switch between the low and high settings. That changes the bottom bracket height from 34.5-mm to 35.2-mm and the head angle from 65.1 degrees to 65.5 degrees. Effective seat tube angle changes from 73.6 to 74.1 degrees with the swap.

Something else that people might be wondering – the new Slash is not compatible with plus-sized 27.5” wheels and tires. They might fit, but Trek says wheels of that size will have a negative affect on handling and speed. You can fit a 29×2.6” tire in the frame, though, so that should keep most people happy.

The new Slashes are available in 15.5, 17.5, 19.5 and 21.5” sizes. Pricing as been set at US$5,500 for the Slash 9.8, $9,000 for the Slash 9.9 RSL and $3,700 for the frame set. All will be available in October 2016.

I got to ride the last iteration of the Slash, and actually test it . On paper, the new version has a lot of things going for it that should make it very appealing to enduro racers. The carbon frame will help shed some heft from the aluminum version which wasn’t exactly feather weight.

The move to 29” wheels should make a noticeable difference rolling through gnarly terrain, and most racers will be able to adjust to the slightly different handling that comes with bigger wheels fairly quickly. The head angle stays the same as the older version of the bike which is a good thing, but the wheelbase grows by 0.6” to help smooth out rough spots on the race course even more.

Adding a travel adjust fork to the new version is a great idea – the previous iteration of the bike was a bit of a handful on climbs. All in all, the 2017 Slash shows a lot of promise. Expect to see quite a few of them on the race course next season.

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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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