trek slash 6 gen

• Rider Notes

2024 Trek Slash 8 Gen 6

A 27.5″ / 29″ aluminum frame full suspension enduro bike with upper mid-range components. Compare the full range

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Slash 8 Gen 6

In Stock: MD/LG, LG, & XL

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Trek made some changes for Gen 6 of the Slash. Cooper has had a good amount of time to suss them out.

Jan 2024 · Steve Fisher

Trek gives the 2024 Slash a high-pivot linkage with 170mm travel and mixed wheels, making a capable and well-rounded long-travel bike.

The 2024 Trek Slash looks nothing like the old one. So how do all the changes play out on the trail? Read on for our Trek Slash review.

Incredible composure on the rowdiest terrain

Plush & well-controlled suspension

Surprisingly efficient pedalling performance

Mullet setup injects welcome agility

Loads of in-built adjustability

Extra pulleys add complexity & noise

Tyres too flimsy for the application

Downtube storage is on the small side

Chainstay armour lacks damping

GX derailleur clutch failure

Oct 2023 · Dario DiGiulio

Trek did a very good job making the Slash a quiet bike, then seemingly lost the plot when they specced a hard rubber chainslap protector that does little to mitigate the drivetrain noise in bumpy terrain.

Excellent geometry and balanced ride

Composed, capable, and predictable suspension

Climbs well for such a downhill-focused bike

Excels in challenging terrain

Chassis may be too stiff for some

Chain drop issues due to improperly spaced lower idler (fixed)

Stock chainstay protector did very little to manage noise

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.

The Trek Slash 9 9 shines on the steeps and excels in the rough, making it an almost perfect rig for enduro racing. Read the full Trek Slash 9.9 XO1 Review here.

Steep terrain crusher

Rough terrain performance

Not the best climber

Ineffective drain tube

Apr 2022 · Alan Muldoon

The Trek Slash 9.8 XT is an enduro bike with progressive geometry and 29er wheels and 170/160mm of travel, and offers a performance that seriously impressive. Good enough to make it on our list of the best enduro mountain bikes? Absolutely. It’s good enough to score a  10 out of 10; a rare feat. Trek Slash 9.8 XT need to know: Mino Link geometry adjustment allows for a 27.5in Mullet setup KnockBlock 2.0 offers an increases the steering angle from 58º to 72º and can be removed if needed A bash guard on the MRP chain guide helps protects the 30t XT chainring RockShox Super Deluxe Ultimate shock sports ThruShaft technology to control the 160mm travel We took the Trek Slash 9.9 XO1 for a first ride when it launched last year, and while the 2022 bike looks remarkably similar, right down to the frame colour of the bike we featured last time, there are several differences. The main one being that the XT equipped bike is £1,500 cheaper and there are changes to the specification that reflect its lower price. You get a full Shimano XT drivetrain and 4-piston XT brakes, rather than SRAM XO1. You also get a RockShox Zeb Select+ fork rather than the Ultimate, while the Bontrager Line Carbon 30 wheels switch to the alloy version. Downgrades? Yes, but none that should detract from the underlying ride quality of the Slash. The most important thing is that the OCLV carbon frame remains unchanged, so you still benefit from all of the advances in the frame geometry and suspension that Trek introduced last year. Updates that saw the addition of downtube storage, the head tube angle getting slacker, the seat tube steeper and the reach longer. Trek also made the suspension more progressive, and increased rear travel by 10mm to 160mm. All positive changes then. Trek Slash 9.8 suspension Trek has always been a big proponent of proprietary suspension components. As such, the RockShox Super Deluxe Ultimate shock on the Slash 9.8 XT features Trek’s ThruShaft technology and it’s the exact same shock that comes on the flagship model. This design eliminates the need for a high pressure IFP (internal floating piston) and in simple terms, this allows for lower breakaway resistance and improved sensitivity. And because the damper shaft passes straight through the shock body, it needs an extender mount and a small hole in the frame to accept the ThruShaft at bottom out. Sounds complex? Well it is, but thankfully setting up the suspension on the Slash is as easy as 1, 2, 3. Sag gradients make it simple to dial in the correct air pressure, and in the open setting the shock has three low-compression settings for fine tuning the response to pedal inputs or the style of terrain you’re riding. Also if you ever want to fit an aftermarket shock, that’s still possible as the Slash uses a 230×62.5mm metric shock size, you’ll just need different lower mounting hardware. Setting up the suspension …Continue reading »

Fast, fun and efficient. Tight, reactive ride. Progressive geometry. Versatile, composed. A do-it-all bike

XL would benefit from a steeper seat angle

Last updated May 4

• Cycling Magazine

Trek Slash Gen. 6 gets the high pivot treatment

Completely overhauling the wisconsin brand's long-travel trail bike.

Today Trek officially released the sixth generation in the Slash line, after months of teasing the new bike on the enduro race circuit. More than an update, this is a radical design overhaul of the Slash. Most obviously, the long-travel/enduro bike is now built around a high pivot suspension design.

The new Slash isn’t just hopping on the high pivot hype train, though. Trek says the Gen.6’s high pivot is designed as a trail (and park) bike first and a race bike second. As such, it comes stock with mixed wheels, 27.5″ rear and 29″ front. Anyone who wants more speed than fun does have the option to switch to matching 29″ wheels.

We’ve been spending time on the sixth-gen Slash for the last month or so and have been impressed with what Trek’s managed to pull out of the high pivot design. Read on for the details on the latest Slash and our first impressions from the trails.

Introducing: Trek Slash Gen. 6

What’s new with the Gen.6 Slash? Well, almost everything. The changes start from the new high-pivot suspension design on the carbon fibre frame and ripple outwards. A few new Trek standard tricks, like headset cups to adjust head angle and a shock progression chip, join the party, too.

High pivot Slash?

While high pivot bikes are much more common these days than they were a few years ago. But they’re still a bit outside the norm. The basic idea is that the pivot location allows for a rearward axle path. This makes the suspension much smoother as the wheel moves with impacts instead of against them as it moves through the bike’s travel. To allow this to happen, an upper idler pulley is required. It mitigates chain growth as the wheel moves further from the bottom bracket. This comes with a not-so-fringe benefit of separating suspension movement from pedaling forces. Whether climbing or descending, this gives the bike better traction while you’re laying down watts.

Why high pivot? The suspension platform is generally associated with race bikes. Trek goes out of its way to say the new Slash is not primarily a race bike (though its debut at the Enduro World Cup shows it can, in its 29″ configuration, go plenty fast). Trek is primarily after the aspects of HP designs that lend the bike much more control than simpler designs. The rearward axle path gives a smoother ride and, ideally, endless-feeling traction. If that level of control lets you go faster, too? Well fast is fun even if you’re not being timed.

Big (pulley) wheel keep on turning

Trek uses an oversized 19t upper idler pulley to improve pedaling efficiency and minimize sound. The upper pulley is placed to give the Slash a higher anti-squat. The aim is making this big bike pedal with the efficiency of a much smaller rig. In an interesting detail, Trek worked with MRP to develop a new tooth profile for the lower pulley wheel so that it would work with SRAM’s new flat-top T-Type chain. It’s also worth noting that SRAM states a lower idler pulley is a requirement for its T-Type on high pivot bikes.

Mixed Wheels and moderate geometry

High pivot designs in race bikes are often associated with a very planted, almost grounded ride feel. High pivot bikes can smooth out the roughest trails but are not always associated with the lively, fun style that makes riding so exciting when you’re not trying to beat PRs. To counteract this, Trek moves the Slash to a mixed wheel configuration, with the option to go to matching 29″ for racing. The 27.5″ wheel is intended to keep the Slash’s handling sharp and precise while the 29″ keeps the bike moving on the trail.

Trek also avoids the “longer, lower, slacker” trend with the Slash. While it is much slacker, moving from Gen 5’s 64.1-degrees to 63.5 at the headtube for Gen. 6, the bike is not longer or lower at all. The BB height actually lifts by 0.7cm to match the “high” setting on the Gen 5 bike .

Along with the high pivot and associated idlers and pulley wheels, Trek adds 10mm more travel to the Gen. 6 Slash to bring it to a matching 170mm front and rear. Trek approves the frame for up to 190mm single crown forks, if you want to push the Slash into fully into park bike territory.

RockShox new Vivid adds to the Slash's plush rear end

All the frame details

Trek adds a host of adjustments and new features to the Slash frame, too. There is a progression flip chip to adjust the shock’s leverage rate. Instead of a Mino-Link, the bolt-on shock mount can be switched out for riders who want to jump over to 29″ wheels. There’s also adjustable geometry via modular headset cups (sold separately) lending the Slash a degree of leeway in the head tube angle.

The Slash also moves to size-specific chainstays. The chainstay piece is the same for all sizes, with the difference being made in the BB position, so replacement stays work for any frame. The chainstays are lined with Trek’s take on noise-cancelling rubber guards. The distinctive design is intended to minimize movement vertically and laterally for a quieter bike. The chain does sit very close to the chainstays, but Trek says they found this generally makes the bike quieter since the chain has less room to really build momentum.

The downtube has replaceable, or removable, guards. Thanks to an integrated layer of carbon fiber protection in the frame, the guards are much shorter than the full-length pieces found on the Gen.6 Fuel EX .

First Impressions: Trek Slash Gen. 6

My first ride on the Gen. 6 Slash was surprising in the best way. I’m quite used to high pivots that stick to the ground but aren’t particularly fun or lively unless you’re going breakneck speeds. But the Slash HP is something different. Perhaps due to the combination of the mullet wheels and more conservative overall length, the sixth-gen Slash is just as exciting to ride as the fifth, though it perhaps views the trail through a slightly different lens.

It is interesting that Trek moves away from explicitly marketing the Slash as primarily an enduro race bike at the same moment as they move to the high-pivot design. But it works. The Slash is exciting to ride in a variety of terrain. From the first ride in the steep, junky tech of Whistler’s Westside to a wide range of trails closer to home on Vancouver Island, the Slash makes the most challenging trails fun. That’s in part because the high pivot gives the Slash an aura of confidence: you know that the minute the wheels touch back down they will stay there and there will be immediate traction. No skittering across landings, just let the brakes go and point where you want to go.

Rock Shox Zeb features in the majority of

SRAM XO Transmission controlls shifting

SRAM's new pod shifters

The 9.9 XO AXS T-Type test bike runs Bontragers integrated RSL carbon fibre bar-stem

Buttercubs and big rotors

RockShox AXS wireless Reverb is limited to 170mm on the 9.9

The cons of complexity

There are drawbacks to the more complex design, of course. The 9.9 XX AXS we’ve spent time on is about 1.6kg (3.5 lbs) heavier than the equivalent Gen.5 build. That means that, while the Gen. 6 Slash is easier to get off the ground than some more planted high pivot race bikes, it is still heavier than the old Slash on absolute terms. That weight is also felt uphill. The Slash is efficient and has endless traction for climbing technical features that make it adept uphill, but is not as spry as its predecessor.

The added pulleys and guides are also not as quiet. They are, again, more quiet than some competitors. And the Slash is impressively silent on the trail, except when it is not. Unless you keep all parts of the drivetrain immaculate, even the oversized upper pulley wheel will make some noise in the largest couple of cogs. And, in the hardest couple gears, there is some chain rattle (though not full-on chain slap) through more chundery sections of trail. It’s early days, still, and how much maintenance is required to keep the Slash silent remains to be seen. Finally, while RockShox’s new Vivid mostly does an excellent job of metering the Slash’s 170-mm of rear-wheel travel, each time you do find the end of that travel there is an audible reminder.

Any way you slice it

Usually, the added complication of high-pivot is justified by seconds taken off of the clock. Trek focuses on another rationale. Whether that’s worth it for the non-race crowd depends on how you feel. It’s definitely different than the outgoing Slash (Gen 5). Where that bike was quite light for the enduro category and liked to float over the trail, the new Slash is happy to plow right through.

But the sixth Slash is very intriguing, to be sure. The high pivot adds a calmness, especially at speed. So far, I’ve found it is encouraging me to pull up more knowing that there’d be traction the moment I touched back down, or to just take sketchy lines I wasn’t quite sure of. Mixed wheels are, in my opinion, a great way to keep big bikes lively on the trail and the Slash is adept at cutting around tight steep corners without losing momentum. While Trek says racing is plan B for the Slash, it’d certainly be adept at that, if you so chose. The faster you go, the calmer the Slash seems to get as it settles into its travel. That’s made the

The line-topping Slash 9.9 XX AXS T-Type

Gen 6. Slash in alloy for the 8 build

Slash 9.9 in blue, too

Frame only, carbon

Slash Gen. 6 alloy frame

Pricing and sizing: Gen. 6 Slash

Trek offers the Gen. 6 Slash in fives sizes. The small frame uses matching 27.5″ wheels and a sloping top tube for better standover. The remaining four sizes (M, M/L, L, and XL) all run mixed 27.5″ rear and 29″ front wheels.

The pricing on Trek’s newest long-travel trail bike is, for the top-end 9.9 range, admittedly staggering. It is, somehow, less expensive than the top-of-the-line Gen 5 Slash was priced at before sales ($16,400 with Flight Attendant, $14,700 with XX1 AXS). The majority of the Slash line is built around a carbon fibre frame, though two alloy frame builds will be available. There are also frameset options in both materials.

The Slash 8 starts the Gen. 6 line off at $5,600 with an alloy frame dressed in Shimano XT drivetrain, Deore 4-piston brakes and Fox’s Rhythm 36 fork and Float X Performance series shock.

At the opposite end of the spectrum, the Slash 9.9 XX AXS T-Type rolls in at $14,900 with SRAM XX Transmission wireless drivetrain, Zeb Ultimate Flight Attendant fork and new Vivid Ultimate shock from RockShox, Bontrager Line Pro 30 carbon hoops, RockShox Reverb AXS wireless 34.9mm dropper post (150mm/170mm depending on size) and SRAM Code Ultimate Stealth brakes.

The sixth-generation Slash is available now from Trek and Trek realtors.

• Slash 9.9 XX AXS T-Type – $14,900
• Slash 9.9 XTR – $12,500
• Slash 9.9 XO AXS T-Type – $12,000
• Slash 9.8 GX AXS T-Type – $10,000
• Slash 9.8 XT – $9,600
• Slash 9 GX AXS T-Type – $7,500
• Slash 8 – $5,650
• Slash Gen.6 carbon fiber frameset – $5,000
• Slash Gen 6 alloy frameset – $3,500

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TREK SLASH GEN 6

Upping the game.

Words by Drew Rohde | Action Photos by Dusten Ryen Edited by Brian Niles/Treeline Cinematics

SPONSORED CONTENT

Redesigned from the ground up and looking nothing like the outgoing Trek Slash, you could almost say the sixth generation, 2024 Trek Slash looks almost like….a Session. There we said it. The new Trek Slash features a high pivot suspension design with a double-pulley design for both pedaling and downhill performance perks. The 2024 Slash also gets more travel, more aggressive and more adjustable geometry, the ability to run different-sized wheels, and some frame durability enhancements to boot. We were lucky enough to get some early rides on the Gen 6 Trek Slash in Whistler during Crankworx, and have been sneaking it on the chairlift at our local bike park since then. Let’s Dissect some of the many finer details found on Trek’s latest high-pivot, aggressive mountain bike offering.

DISSECTED DISCLAIMER | As with all of our Dissected Features ,  this is not intended to be a long term review or endorsement of a product but is instead a chance for our viewers and readers to get a deep dive look into some of the newest tech and products in the mountain bike space. We thank Trek Bicycles for the opportunity to create this feature and offering a more in-depth look into the production and changes of the latest generation Slash.

MEET THE NEW TREK SLASH

With the Top Fuel getting bumped into the Trail category and the Trek Fuel EX also getting the longer, slacker and more aggressive treatment, Trek Bicycles stepped back to take a hard look at what the next generation Slash should be.

Boasting 170mm of travel front and rear, the Slash’s intentions have certainly risen to what it seems riders and the industry are demanding. Bigger travel bikes that can pedal and are equipped with DH-bike geometry seem to be more commonplace these days and Trek wasn’t about to let their flagship Enduro Race Bike fall behind. We’d actually say that Trek has actually made the new Slash even more versatile than the outgoing, 29er Slash, which was very much a race-focused machine.

By allowing riders to run either a 27.5” (OE Spec) or 29” rear wheel, and being able to use up to a 190mm fork up front, Trek’s new Slash can be the ultimate race rig or the freeride, big-hitting park rat’s dream machine.

Size medium bikes and up come with a mixed wheel setup, whereas size small Slashes will come with 27.5” front and rear, just like our friend Casey Brown’s bike, seen here. Watching a rider of her height pop, shred and climb some techy, wet and root-littered trails north of Whistler was a fun experience, and her excitement about having more control over the bike thanks to the smaller wheels was evident. Also exciting for riders is the roughly 80mm increase in dropper post insertion. This means that size medium bikes can run a 200mm dropper. Longer droppers for everyone!

GEOMETRY | Trek Bicycles will be offering the Slash in five sizes from Small to XL, with a Med/Large midway through the range. Coming in with a half-degree slacker head tube angle in the nominal position, the Slash sits at 63.3 degrees with the mixed-wheel configuration. Sold separately are headset cups for those who want to take advantage of the ability to add or subtract a full degree from that head tube angle number. There is also a changeable lower shock mount that changes BB height for smaller adjustments and to offset the change from swapping wheel sizes. Not geometry related but also adjustable is the compression ratio, which goes from 20% to 25%.

Along with the slackening of the headtube angle and adding to the bike’s adjustability, the new 2024 Slash will have a 77-degree seat tube angle, 351mm BB height, 27mm BB drop, size specific chainstays achieved by shifting bottom bracket position in the front triangle and an overall wheelbase of 1,277.7mm for the size large mixed wheel configuration.

TWO IDLERS?

By now most of you have probably heard or experienced the claimed benefits, and maybe even the downsides, of high pivot mountain bikes. With Trek acknowledging the downhill bias of the new Slash, calling it a 70/30 bike, engineers and athletes still wanted – no, needed – a bike that would climb well. Trek has worked a couple of angles to help offset the high pivot’s climbing woes by adding an oversized 19-tooth upper idler to help reduce pedal kickback as well as help manage Trek’s very high and flat anti-squat curve. On average the new Slash has more anti-squat than the Top Fuel, Trek’s XC pinner, which should provide lots of support in the suspension for those finish line sprints or quick cranks before a big gap.

Behind the chainring you’ll notice something some other high pivot bikes don’t have, a lower idler. We talked with the Trek Slash engineer about that down below in our interview and in the video, so check that out to learn all about why they added this second pulley, but the benefits were definitely felt and seen on the trail.

Other Key Feature Bullet Points

• The improved internal storage compartment features a bigger opening, easier to reach latch and channels to eliminate most catch point issues, like cables.
• An attention grabbing chainstay guard has a unique shape that was painstakingly studied. It doesn’t just dampen impacts and noise, it also prevents the chain from whipping, which is good for just about everything. We can attest it works and keeps the chain tight, quiet, and working smoothly.
• Trek wanted to improve the impact resistance of the Slash and have added an impact-resistant, impregnated film under the paint. Along with this extra layer of protection, dual-density downtube guards are replaceable and designed to be removed to inspect the frame behind the protectors.
• A very slick and functional rear fender works to keep debris and mud from collecting in the rear end of the bike. Trek says the fender will not work with 29” rear wheels but after some inspection, we think it’d work alright with some 29’er tires that aren’t too voluminous or caked in thick mud.

Trek will offer two aluminum models, an entry-level Slash 8 with XT components and Fox Rhythm suspension. There will also be a higher-spec’d Slash 9 GX AXS with RockShox Zeb Select + and Vivid Select + suspension, a worthy consideration for alloy shredders. Also available will be an aluminum and carbon fiber frame set.

Carbon models will begin with the 9.8 GX AXS and Zeb/Vivid Select + components. From there riders will work up the normal Trek ladder with 9.8 XT, 9.0 X0 AXS, 9.9 XTR and 9.9 XX AXS builds.

ALLOY BUILDS

TREK SLASH 8 Frame: Alpha Platinum Aluminum | 170mm Fork: Fox Rhythm 36 | 170mm Shock: Fox Performance Float X Drivetrain: Shimano XT MSRP: $4,399.99

TREK SLASH 9 Frame: Alpha Platinum Aluminum | 170mm Fork: RockShox ZEB Select+ | 170mm Shock: RockShox Vivid Select+ Drivetrain: SRAM GX Eagle AXS MSRP: $5,799.99

TREK SLASH 9.8 XT Frame: OCLV Mountain Carbon | 170mm Fork: RockShox ZEB Select+ | 170mm Shock: RockShox Vivid Select+ Drivetrain: Shimano XT MSRP: $7,399.99

TREK SLASH 9.8 GX AXS Frame: OCLV Mountain Carbon | 170mm Fork: RockShox ZEB Select+ | 170mm Shock: RockShox Vivid Select+ Drivetrain: SRAM GX Eagle AXS MSRP: $7,999.99

TREK SLASH 9.9 X0 AXS Frame: OCLV Mountain Carbon | 170mm Fork: RockShox ZEB Ultimate | 170mm Shock: RockShox Vivid Ultimate Drivetrain: SRAM X0 Eagle AXS MSRP: $9,399.99

TREK SLASH 9.9 XTR Frame: OCLV Mountain Carbon | 170mm Fork: RockShox ZEB Ultimate | 170mm Shock: RockShox Vivid Ultimate Drivetrain: Shimano XTR MSRP: $9,599.99

TREK SLASH 9.9 XX AXS Frame: OCLV Mountain Carbon | 170mm Fork: RockShox ZEB Ultimate Flight Attendant | 170mm Shock: RockShox Vivid Ultimate Drivetrain: SRAM XX Eagle AXS MSRP: $11,499.99

MATT YERKE Trek Slash Engineer

While out on our ride we had the opportunity to ask Matt Yerke, Trek’s Slash engineer, way too many questions about bikes, tech, and other two-wheeled nerdery. Here are a few highlights pertaining to the new Slash.

TLW: WHAT WAS YOUR BIGGEST GOAL WITH THE NEW SLASH?

Matt Yerke (MY): Well, we knew the Slash was a fan and race team favorite, but we wanted to take some DNA from another race-winning race bike, the Session, and make it even more capable. Of course, pedaling is important for our enduro racers, so we had to make sure it could still get up the hill well.

TLW: MOST PEOPLE DON’T THINK A HIGH PIVOT IS A PEDAL-FRIENDLY OPTION. WHAT DID YOU DO TO KEEP THIS BIKE AS PEDAL-FRIENDLY AS POSSIBLE?

MY: We give the bike a high anti-squat and a very flat curve, which normally means a lot of pedal kickback, but thanks to the idler we don’t have to worry about that kickback.

TLW: WHAT SORT OF POWER REDUCTION CAN RIDERS EXPECT DUE TO THE TWO EXTRA WHEELS?

MY: We tested it and found that it’s only about 3 Watts of power.

SLASH IDLER EVOLUTION

TLW: WHY THE OVERSIZED PULLEY?

MY: The more you articulate or bend the links in a chain, the more power you lose. So, a larger wheel means less power loss.

TLW: WHAT DOES THE LOWER PULLEY MEAN FOR PERFORMANCE?

MY: Well, you can see how high it is, that’s a visual queue that things are different here. We worked with SRAM because they have a total amount of chain growth that is acceptable to keep the derailleur within spec. That’s important to maintain shifting performance as it keeps the upper pulley wheel closer to the cassette. A biproduct of that is that when you push on the suspension you’ll notice that the bottom of the derailleur cage does not move forward. This means the suspension is not feeling the impacts of the derailleur clutch pulling against the suspension movement.

TLW: SO, DOES THIS MEAN IT MAKES IT FEEL A BIT MORE LIKE A “CHAINLESS” EXPERIENCE? MY: You could say it’s closer to that.

TLW: HAVE SOME OF YOUR TREK TEAM DOWNHILL RACERS BEEN EXPERIMENTING WITH A LOWER PULLEY LIKE THE SLASH?

MY: Absolutely, Loris has had it on his Session, and he has noticed some improvements and increased smoothness from the suspension.

THE WOLF’S FIRST IMPRESSION

Obviously, there is a ton of technology, features and yes, marketing to digest when it comes to the new Trek Slash. We can’t wait to review the Trek Slash thoroughly but for now, we’ll have to just share our initial thoughts after a few very solid days riding in British Columbia and at Mt. Bachelor Bike Park.

First things first, getting up the hill. This is probably the one area I’m most uncertain about on the new Slash and think we need to do more testing and tuning on. I’ve found myself striking BB a little bit more often than I thought, and perhaps I’m just out of shape and spinning too easy of a gear, which results in more chances for my crank arm to be in striking distance. Aside from pedal strikes, the bike pedals better than some 170mm high pivot bikes on the market, but there’s no mistaking that it’s still a 170mm big mountain descender with a 63.5-degree head angle. Chances are, climbs aren’t what you live for if you’ve made it this far anyway. If you’re like us, you enjoy climbing as a bit of a tortuous challenge and being part of the experience, but really, it’s the downhills that you live for. And if that’s the case, the Slash will be a kindred spirit.

Dropping into some wet and slippery BC terrain as a dust and loose-rock loving desert rat can be very unnerving, yet the Slash quickly eased my mind as the quiet thudding of the bike ate up each root and rock slab with aplomb. In fact the only sketchy part about the ride was the Bontrager tires, which we’ll save for another day. The Trek Slash quickly stood out to me amidst the 40 or so bikes I’ve ridden in 2023.

I really like bikes that have a supple and sensitive feel off the top, which reduces fatigue by quieting chatter. A calmer bike and body help keep me feeling confident and in control. The Slash and the new Vivid shock are a true power couple and required almost zero tuning to get me to a happy spot. I value bikes that can be set up quickly and allow me to push hard without needing to fuss around with tons of different settings, air pressures and reducers. Props to Trek on nailing a great tune for most riders.

The 488mm reach was a bit outside my desired zone at 5’11, as I like 480mm to 485mm (max) on non-electrified bikes. This resulted in a couple of scenarios where I felt the front end wanting to go over the edge of a tight berm or forcing me to use more Body English on tight switchback climbs, which was undoubtedly accentuated by that raked-out head tube. However, for the most part I felt right at home on the bike and really enjoyed it on everything from high-speed DH tracks to slower, technical BC black diamond trails.

While we make a point of remaining as neutral and factual as possible in our Dissected features as they are made with support and cooperation from the brands launching new products, I do feel pretty comfortable saying that the new Trek Slash ranks very high on my list of bikes ridden in the last two years. If climbing takes a back seat to downhill capabilities – fun, charging hard and going big – you may not want to wait until we’ve logged enough miles for our long-term review to pull the trigger.

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Field Test Review: 2024 Trek Slash - Rides Like a Session

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TREK SLASH GEN 6 FIRST-RIDE REVIEW – THE NEW KING OF ENDURO BIKES?

This is the enduro bike other enduro bikes are scared of.

TREK SLASH GEN 6 FIRST RIDE REVIEW

There has been a Slash in Trek’s arsenal for just over ten years, and it has undergone five generations of upgrades coming into the end of the 2023 season. Trek didn’t just upgrade the Gen 6 Slash, however; they completely reimagined it. It goes without saying that the new Slash is longer and slacker than the previous generation, but Trek had a few other things up its sleeve, all hinted at in the last few years of bike releases. We saw the high-pivot come into form on the Session in the 2022 model year, and earlier this year the release of the Fuel EX showcased Trek’s interest in engineering diversely adjustable bikes.

Just by looking at the two generations side by side, you can see how the engineers at Trek fully redesigned the Gen 6. It no longer has a low-slung sports car look, but is poised more like a gorilla that is ready to pound the trail into submission. The only thing that is really similar between the two bikes is the internal storage and Trek’s continued use of the ABP (Active Braking Pivot) suspension design.

READ OUR GEN 5 REVIEW HERE TO SEE HOW THEY DIFFER

As it has a high-pivot suspension design, you might say Trek is jumping on the suspension progression bandwagon. They have a ready response to that accusation, however, and it’s not what you might think. They’re saying it helps with pedaling efficiency more than anything else, though it does have other benefits as well. They’re claiming they were able to achieve an over 100% anti-squat value over the entire suspension stroke as you pedal, meaning this bike is an even more efficient pedaler than their most recent Top Fuel. It’s hard to dispute the graphs, but we’re going to be testing for ourselves whether this is true or not.

Aside from enhancing the pedaling characteristics of the bike, the high-pivot system is also supposed to help with keeping momentum moving forward on the trail. They’re saying the rearward axle path moves with the bumps without hanging up on them and robbing speed. With this system comes two idler pulleys with the upper one being an oversized 19-tooth pully that is supposed to help eliminate pedal kickback and help determine the anti-squat values. The lower pulley is there to mitigate chain growth beneath the chainstay and prevent major tugging on the derailleur; this, they say, helps with a smoother drivetrain performance and means the suspension isn’t fighting against the derailleur’s clutch.

The ABV (Active Braking Pivot) is carried over from Trek’s previous models and is used on all of their full suspension models aside from the Supercaliber, which we talked about a few weeks ago. They say this technology helps keep the suspension active when it’s needed most and gives Trek the ability to tune the anti-rise and anti-squat properties independently. With all of this new technology, Trek decided to up the Slash’s rear suspension travel from 160mm to 170mm. They’ve also added a flip chip to adjust the suspension’s progression at the base of the shock itself and have done away with the Mino Link.

We’ve talked a lot about suspension, but that’s not the only thing that has been improved upon. With the Slash Gen 6, Trek has decided to offer it only as a mixed-wheel setup on sizes medium and up, with the option later to throw on a 29” rear wheel if desired; size small is full 27.5” only. Along with that change-up, they decided to give it a slacker 64.5-degree head angle, a steeper 77-degree seat-tube angle, size-specific chainstays, and an increase in dropper insertion by around 80mm, depending on the frame size. With separately purchased angle adjust cups, you can make it 1-degree steeper or slacker when desired.

They’ve also taken a few more steps to protect the frame itself, like putting replaceable dual-density downtube guards to protect from rocks and tailgates, adding an impact-resistant film under the paint for added protection of the carbon fiber, and throwing on a rear fender to protect the suspension linkage and other parts of the frame; this, however, can only be used with a 27.5” rear wheel. They’ve also made updates to the internal storage, like making the opening bigger and the latch easier to reach.

RIDE IMPRESSIONS

Being that we spent most of our few days on this bike at the lift-assisted bike park of Brian Head, Utah, we don’t have many climbing miles on it. But, based on what climbing we have done, we can say this bike feels pretty good when the trail points up. It had plenty of traction to get up some steep loose punches and was comfortable and efficient enough to hold a decent average speed with minimal effort. So far, we haven’t felt the need for the climbing switch, but we’ll be experimenting more as we continue to test the Gen 6 Slash.

Our first experience piloting the Gen 6 Slash down a mountain was in Brian Head, Utah, after a particularly long-lasting and aggressive monsoon storm, which meant the trails were sloppy and muddy and the rocks as slippery as ice. The bike performed beautifully on this terrain, remaining poised and stable through the slick corners and rock sections. We were able to carry speed effortlessly through each section with the support of the suspension allowing us to pump rather than pedal to keep us going. Corner grip was a non-issue even on the slickest corners where we were sure we’d slide right up the berm; and even when we did slide, it was controlled and predictable. The bike was very easy to turn and went where directed with enthusiasm and plenty of grip.

Smashing through rock sections, the bike felt light on its feet and ready to respond to subtle direction changes, all while feeling stable and unwavering when thrown an unexpected curveball. Even under heavy braking on the steepest sections the bike was alive, and we were in control with no scary sliding or unnecessary wheel lockups; this allowed us to look ahead with more confidence to scope the next obstacle.

SOME ISSUES WE’VE FACED

There are a few things that made their presence known that need to be addressed. The Fork developed a clunk in the rebound stroke that made it hard to hold onto during longer descents, but we feel this is more of a RockShox problem than a Trek problem. We also experienced some frustration with the rear brake caliper, but again, not a Trek problem. The only thing we weren’t sure of on the bike was the flex we experienced in the rear end of the bike. This isn’t something we disliked particularly, but it has caused a little concern and is something we’ll be keeping an eye on as the test continues.

BUILD OPTIONS

Trek starts with the Slash 8 which is the aluminum version at $4,400 and then goes full carbon with the Slash 9 GX AXS T-Type priced at $5,800. Our test build was the Slash 9.9 XO AXS T-Type priced at $9,400 in the medium/large size. Trek also offers various models with Shimano drivetrains—one with XT and the other with XTR. Their highest-priced build goes for $11,500: the Slash 9.9 XX AXS T-Type. All build options are offered in sizes small, medium, medium/large, large, and extra large.

CHECK OUT OUR FIRST RIDE REVIEW OF TREK’S SUPERCALIBER GEN 2

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CHEQUAMEGON 40 TURNS 40 THIS MONTH

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Trek Slash 9 T-type Gen 6

Springville , UT | 7 Hours

Description

This bike is pretty much brand new I bought it a month ago and have maybe 7 rides on it. everything is is perfect condition other than the scratches on the bars and left side of the lowers on the fork. The high pivot feels and rides amazing with the 170 from and rear travel. Size large

Rockshox Zeb select 170mm

the new Vivid Air select + shock

Code rbz brakes

Sram GX transmission drivetrain

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• Buyers Guide

• Technical Details

Trek Slash 8 Gen 6 Review

• strorage compartment
• one of the best bikes in this price range
• rides excellent in the downhill
• great groupset for this price range
• 25 years warranty
• with 16,5 kg unfortunately a bit heavy

OVERALL BIKE CHECK

The most importanten ratings of the Slash 8 Gen 6 ⬤ in comparison to the competitor bikes of following categorie: (Enduro up to 4500 €) ⬤ .

VALUE for MONEY CHECK

If you are keen on value for money, this is your chart. It shows you at a glance how many bike you get for 4499 €.

Expirience with the Trek Slash 8 Gen 6

best alternatives

Je steiler der Winkel des Sitzrohrs ist, desto effizienter können Sie in die Pedale treten.

• Frame Slash Alu
• Frame Material Aluminium
• Fork FOX Rhythm 36, Float EVOL-Luftfeder, GRIP-Dämpfer, konischer Gabelschaft, 44 mm Versatz, Boost110, 15 mm Kabolt-X-Achse, 170 mm Federweg
• Spring Unit air
• Remote-Lockout yes
• Damper FOX Performance Float X, 2-Positionen-Dämpfung, 230 x 65 mm
• Gearrange 510%
• Drivetrain 1x12
• Gear Lever Shimano XT M8100, 12fach
• Rear Derailleur Shimano XT M8100, langer Käfig
• Crank Shimano Deore M6120, 30 Z., 55 mm Kettenlinie, 165 mm Kurbelarmlänge
• Cassette Shimano XT M8100, 10-51 Z., 12fach
• Chain Shimano SLX M7100, 12fach
• Brake Set Hydraulische 4-Kolben-Scheibenbremse von Shimano, M6100 Bremshebel, M6120 Bremssattel
• Brake Rotors 203/203
• Rims Bontrager Line Comp 30, Tubeless Ready, 6-Loch-Scheibenaufnahme, Boost110, 15 mm-Steckachse
• Front Hub Bontrager Line Comp 30, Tubeless Ready, Rapid Drive 108, 6-Loch-Scheibenaufnahme, Boost148, 12 mm Steckachse
• Tires Front Bontrager XR5 Team Issue, Tubeless Ready, Inner Strength Karkasse, Aramidwulstkern, 60 TPI, 27.5 x 2.50
• Tires Rear Bontrager SE6 Team Issue, Tubeless Ready, Core Strength-Flankenschutz, Aramidwulstkern, 120 TPI, 29 x 2.50
• Saddle Bontrager Arvada, Streben aus CrMo-Rohr, 138 mm Breite
• Seat Post Größe: S Bontrager Line Dropper, 100 mm Hub, MaxFlow, interne Zugführung, 34,9 mm, 310 mm Länge Größe: M, M/L, L, XL Bontrager Line Dropper, 170 mm Hub, MaxFlow, interne Zugführung, 34,9 mm, 450 mm Länge
• Stem Bontrager Elite, 35 mm, 0 Grad, 35 mm Länge
• Handle Bar Bontrager Line, Aluminium, 35 mm, 27,5 mm Rise, 820 mm Breite
• Handle Bar Width 820

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America's New 6th-Gen Fighter Jet Will Most Likely Be Equipped With This Cutting-Edge Engine

It's an open secret that the U.S. military is actively developing a new fighter jet more advanced and capable than its cutting-edge F-35 Lightning II . Known as the Next Generation Air Dominance (NGAD) program , there has been much speculation about its capabilities and the weapons it can carry. However, amidst all the exciting discussions, one crucial element is often overlooked: What engine will keep it flying?

From the outset, advanced propulsion has been a key part of the NGAD program's goal. The chosen engine must provide a significant leap in capability compared to its predecessors, offering higher, more efficient thrust, increased cooling, and power generation, all while being more durable and reliable than any engine currently in the U.S. inventory.

It's a tall order, but one that the Air Force deems urgent enough to award five veteran engine manufacturers – Boeing, General Electric, Lockheed Martin, Northrop Grumman, and Pratt & Whitney – a $975 million contract each to develop an engine design that can meet all the requirements by the 2030s. This effort is part of a sub-program of NGAD called Next-Generation Adaptive Propulsion (NGAP).

Fortunately, we don't have to wait for long to get a glimpse of what such an engine might look like. GE Aerospace has unveiled its XA100 engine, while Pratt has also published details about its XA103 prototype. But what makes these engines so special?

[Featured image by GE Aviation via Wikimedia Commons | Cropped and scaled | Public Domain]

What Is an Adaptive Engine?

Traditional jet engines, both civil and military, are known as two-stream turbofans. When air flows into the engine's inlet, it is divided into two separate streams: the core stream and the bypass stream. The core stream flows directly into the engine's core, where it is mixed with fuel, combusted, and expelled as a hot, high-velocity jet. The other stream, known as the bypass stream, is directed around the engine's core and accelerated by the hot gas, providing additional thrust. The disparity between these two airstreams is referred to as the engine's bypass ratio.

High-bypass engines are typically used in commercial airliners. While they provide comparatively lower power, they are extremely fuel-efficient, especially at subsonic speeds, making them great for cheap mass transportation at scale. Military fighter jets, on the other hand, prefer low-bypass engines. With more fresh air flowing through the engine's core, these engines can provide much higher thrust, better performance at supersonic speeds, and enable the use of an afterburner. In exchange, fighter jets are notoriously fuel-hungry.

Adaptive engines like the XA100 and XA103 are designed to combine the best of both worlds into a single package. They can reconfigure themselves in mid-flight to better suit the flight profile. For instance, when the jet is cruising at subsonic speed, the engine can be optimized for maximum fuel efficiency and range. In combat situations, it can adapt for maximum thrust and supersonic performance, just like a conventional fighter jet engine.

How the XA-series Engines Are Different

XA-series engines follow the same concept of operation: they can "adapt" themselves by utilizing a third stream of bypassed air, instead of the conventional two-stream design. In subsonic cruise, the third stream is allowed to flow near the exterior of the nacelle, around the core block. This enlarges the engine's bypass ratio and, consequently, improves fuel economy. In supersonic flight or combat situations when thrust takes precedence over efficiency, the adaptive fan can "focus" the third stream inward and through the core, resulting in a narrower bypass ratio and extra thrust.

Many components in these engines are fabricated from ceramic-matrix composites (CMCs), which are more durable and can withstand higher temperatures while being lighter than common aero-grade metals. CMCs allow the engine to run hotter, making it more efficient since less air has to be diverted to cool the engine. Additionally, 3D printing technology is employed, which can help lower costs and improve the engine's serviceability.

The third airstream also plays a crucial role in cooling by acting as a heat sink. Besides cooling electronics, it allows the jet to fly at near-supersonic speeds at lower altitudes for longer periods without burning up due to the increased friction with denser air.

Lastly, the kinetic energy of the third stream can be harvested by an accessory drive to produce electricity. As much as one megawatt can be generated in this fashion, which can, in turn, be used to power future laser weapons.

The XA100-series Is Cruising Along Nicely

Originally, the Air Force planned to immediately press adaptive engines into service by swapping out the F-135 engines of the F-35 with the new XA-series powerplants. However, the total costs to re-engine the nearly 500-strong fleet of F-35s of different variants across all branches were deemed too expensive. Fortunately, these revolutionary engines wouldn't be mothballed — they would be held off and further developed to power the next generation of American fighter jets. Instead of receiving a brand-new engine architecture, the F-35 will simply have its F-135 engine upgraded to provide more performance and better thermal management via the Engine Core Upgrade (ECU) program.

In March, lawmakers set aside $280 million for Pratt & Whitney and GE Aerospace to continue maturing the technology and push them closer to production. So, when you look at the prototypes of the XA-series engines on their test stands, you're most definitely witnessing the future of American airpower (or part of it, at least).

Currently, little is known about the progress that either Pratt or GE is making with their respective prototypes, or how they differ and compare to each other. All we know is that according to the companies, tests and reviews are being conducted at a good pace. Regardless of which company ultimately wins, the new engine — once flown — will surely shake up the aerospace industry as a whole!

• Slash 9.9 XTR Gen 6 - 2024, Small

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