trek slash rear shock

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Trek 2021 Slash Shock Options?

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Hey everyone, just wondering what shocks I can use if I buy the new 2021 Trek Slash 8? It says on their website it's a Trunnion 230 x 62.5 shock mount size. And that "most shocks should fit into the rear triangle (e.g. FOX DHX2, FOX X2, RockShox Super Deluxe Coil, FOX DPX2 and MRP Hazard)." But there is no mention of the CC DB Coil CS or the Ohlins TTX22, the two shocks I really want to upgrade too after I purchase the bike. Also Ohlins lists their shocks in a much different format with numbers like 8.5 x 2.5, 7.87 x 2, etc. And I have no idea what that equates too in the other format. The 230 x 62.5 size the Slash requires. Does anyone know if those two coil shocks will work and if those companies make a Trunnion 230 x 62.5 coil shock? Or a size that WILL work in those two shocks? Thanks  

We've seen Cane Creek and Ohlins shocks on our bikes before, so in theory, it would fit the new Slash since it has clearance for an X2 which is a large shock as is. The reason those shocks are not mentioned is because they are not physically tested, so you'd probably be one of the first to try it out on the new bike. As for sizing, 230 x 62.5 is a metric size where the other sizes you see are imperial which is becoming an outdated sizing chart for bikes these days. But technically you can convert metric to imperial to get your size which in this case means you'd need a 9 x 2.46 shock. You won't want anything with a larger stroke than 2.46, so you'll have to do some digging to find a shock that will work best for you. Why not look at the Fox DHX2 or the Rockshox Super Deluxe Ultimate Coil if a coil shock is what you want? These are readily available and are offered in metric sizing. Also, you should give the stock shock a chance before throwing it to the curb. I've been very impressed with it so far as I was originally going to put an X2 on mine.  

I cannot find any coil shocks that will fit 230 x 62.5. I have looked at marzocchi, cane creek, mrp, rock shock, and ohlins on many sites. None will fit (Not 100% sure but I have been looking for a while) Do you know of any coil that will fit the slash? If so please reply. thanks, E  

Also, looking into Ohlins, I don't even see anything that would be close to the Slash shock size. I'd rule them out unless they have something else available. You should contact these manufacturers directly.  

Mitch@Trek said: Also, looking into Ohlins, I don't even see anything that would be close to the Slash shock size. I'd rule them out unless they have something else available. You should contact these manufacturers directly. Click to expand...

A bit expensive, but the Fast Suspension Fenix is a very good shock too.  

I don't think it needs to be triunnion. In fact, I don't think fox makes them in this size.  

• MY21 Fox X2 Coil
• MY21 Fox X2 Air
• RockShox Super Deluxe Coil

Mitch@Trek said: Our list of known compatible coil shocks for the MY21 Slash are: MY21 Fox X2 Coil MY21 Fox X2 Air RockShox Super Deluxe Coil MRP Hazard Hi Mitch, Does Fox X2 air 230x65 can fit to slash 2021? Click to expand...

Hi Man, Looking to add a Super Deluxe Ultimate Coil, As you can't get one in Metric and Trunnion mount that will fir the slash, I'll have to get another way of mounting it. Is there any bolts I can buy for the lower and upper shock mounts for my Slash 8 2021? Thanks Elliot  

elliot358 said: Hi Man, Looking to add a Super Deluxe Ultimate Coil, As you can't get one in Metric and Trunnion mount that will fir the slash, I'll have to get another way of mounting it. Is there any bolts I can buy for the lower and upper shock mounts for my Slash 8 2021? Thanks Elliot Click to expand...

Hi, how about the push Elevensix verion 1? i have one on my slash 2020 and i would like to change the stroke and fit it there?  

Sorry to highjack the post but I’m desperately clutching at straws. The rear shock bottom bolts worked lose on my sons 2020 slash 8 and totally killed the threads on the bottom yoke. We can’t find a new yoke anywhere for it so he’s looking to replace it with a coil shock if you’ve got any information that could help it would be much appreciated.  

TonyCole said: Sorry to highjack the post but I'm desperately clutching at straws. The rear shock bottom bolts worked lose on my sons 2020 slash 8 and totally killed the threads on the bottom yoke. We can't find a new yoke anywhere for it so he's looking to replace it with a coil shock if you've got any information that could help it would be much appreciated. Click to expand...

Karl Hungus the nihilist said: Hey Mitch, I ordered a Fox Float X2 for my 2021 Slash. Id need to know which axles and spacers I should order to mount it on my bike. It's the 2021 X2 and it's the non trunion mount so I'd need special axles and spacers in order to mount the shock on my Trek. Cheers for letting me know. Click to expand...

BMXXX said: Does anybody know if this shock will work for '21 Slash? it has the bearing mounts on the shaft. not sure if it will fit into the space or not? Anybody? Click to expand...

SuperWookie said: Hey everyone, just wondering what shocks I can use if I buy the new 2021 Trek Slash 8? It says on their website it's a Trunnion 230 x 62.5 shock mount size. And that "most shocks should fit into the rear triangle (e.g. FOX DHX2, FOX X2, RockShox Super Deluxe Coil, FOX DPX2 and MRP Hazard)." But there is no mention of the CC DB Coil CS or the Ohlins TTX22, the two shocks I really want to upgrade too after I purchase the bike. Also Ohlins lists their shocks in a much different format with numbers like 8.5 x 2.5, 7.87 x 2, etc. And I have no idea what that equates too in the other format. The 230 x 62.5 size the Slash requires. Does anyone know if those two coil shocks will work and if those companies make a Trunnion 230 x 62.5 coil shock? Or a size that WILL work in those two shocks? Thanks Click to expand...

Sorry to hijack the post, but I have a 21 Slash 7, and am looking to upgrade the rear shock ASAP. It was good for a while, but its time for something better. Is it worth getting the Rockshox Super Deluxe Ultimate that comes on the Slash 8 and up? I would've gotten the 8 to begin with, but none were available, and i really wanted a slash. I am also considering a coil, but I still do quite a bit of climbing since I live in Durango, CO and all the trails here start with a climb. Thanks for the input!  

Main thing you need to look for is the trunnion mount….that or you be able make your own spacers. The lower mount is pretty standard but only a trunnion mount will work for the upper/link mount.  

MUSTCLIME said: Main thing you need to look for is the trunnion mount….that or you be able make your own spacers. The lower mount is pretty standard but only a trunnion mount will work for the upper/link mount. Click to expand...

Weight for one, a metal spring weighs more than an air spring. My rule on adding a coil spring shock is if you climb a fair amount on your bike and you hate climbing….. don’t get a coil shock. Coil shocks DO NOT CLIMB AS WELL AS AIR SHOCKS. The shock resistance that all air shocks helps with climbing IMO.  

Sorry to switch the year up but I have the same questions for the 2020 slash. I want to get a super deluxe coil ultimate but I am unsure if it will work with my bike. I am also wondering if anyone has had the same shock and what coil weight was used. Thanks!  

Ok, what slash? The 7 has mounts that allow you run most shocks, the 8 and up have mounts that allow it run the through shaft shock and most shocks will not fit. Go to the Trek site and look at the replacement parts section and you can order new mounts.  

Has anyone successfully put a Fox float on the back of Slash 7? We have 2021 and 2022 slash 7s and wanting to upgrade.  

Float X? That should fit fine.  

Is there any information wether the new Rockshox SuperDeluxe Air shock fits in the Slash 21? The old one was said to not fit due to the lockout lever but the new one looks different and the Flight attendent version fits.  

To anybody wondering about this: 23 SuperDeluxe Air fits pretty well in 21 Slash frame.  

Mitch@Trek said: I have not messed with the X2 on a Slash, though I've had one on a 2018 Remedy. I always found the shock to be soft which was perfect for what I wanted out of the bike. However, I did mess around with volume spacers when I was initially riding the bike on mixed trails and not just flow trails which is what I eventually tuned the bike for. By adding volume spacers, you get a noticeably increased spring rate at the end-stroke (and some increase to the mid-stroke). This may assist your tuning needs if you are still finding that the shock is bouncing a lot. You may even need to increase your air pressure overall, though a spacer would reduce the volume and help with that since SAG has a lot to do with pedal bob (as does your LSC adjustment). Click to expand...

Mitch@Trek said: Your shock size on that model is 230x57.5mm which opens up a lot of shock options from Fox DHX2, Rockshox SD, Ohlins, Cane Creek, etc! Just check the mount, but we offer trunnion and standard hardware that your local dealer could order if you need it. The mount hardware for the standard mounting would be listed below and can be ordered through your local dealer! Same goes for the Fox bushing hardware if you didn't get that when you ordered your shock. View attachment 1928017 Click to expand...

I’m waiting on my bushing kits before ordering a coil my 22 slash 8. The lowers on back order. Looking at the RockShox super deluxe coil. Sent from my iPhone using Tapatalk  

Hey Mitch, I recently purchased a 2021 Slash 9.8 with the RockShox Super Deluxe Ultimate, DebonAir spring, Thru Shaft 3-position damper, 230x62.5mm. Bike has less than 25hours and has sat for a couple months. After doing a pre flight check, I took it out to a pretty big jump line and had some rebound issues 1st run and had to close it 3 clicks from where I normally had it set, which I thought was a lot. Next 2 runs were better, but not confidence inspiring. 4th run I got bucked hard and almost went o.t.b. I immediately checked my rebound and it was super fast and springy again. A rebuild is a possible option, but I think a coil is the way to go for how I ride. I'm aware that people have put FOX coils, but I haven't seen on in a Medium frame. I have a few questions and I hoping you can help. (1) Are the 599898 and 5258210 all I need to adapt a 230 x 65 coil? (2) Will it clear a Medium frame? (3) Above parts are not available, are there other hardware options, or will these be available soon? Thank you for your time and any help you can offer  

TFTuned should have the appropriate spacers for you. I assume they'd ship to the US.  

Thank you. I just looked and they are also out of the 599898  

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Finally I bought the Super Deluxe Ultimate RC2T linear without HBO. It was impossible to find it with HBO. I also bought the kit to add the HBO really cheap in bike24. Maybe one day I would buy the progresive can, if not happy with the linear. The progressive can is this one: The progressive air can for the 230x62.5mm Super Deluxe Ultimate RC2T is part number 11.4118.059.010 (REAR SHOCK AIR CAN ASSEMBLY - PROGRESSIVE 57.5-65MM (DECALS, COUNTERMEASURE, AND SPRING) - SUPER DELUXE THRUSHAFT C1 (2021+)/ SUPER DELUXE C1/DELUXE C1 (2023+)). Can anyone tell me if the Trek Slash 9.9 2023 comes with the Super Deluxe Ultimate RC2T 2023 with the linear or pregressive option? With or without HBO?  

This is the answer about which Super Deluxe Ultimate RC2T 2023 uses the TREK Slash from ROCKSHOX: Check out the screenshot below directly from the Trek website. Part number 00.4118.294.403 (RS SUPER DELUXE ULTIMATE RC2T 230X62.5 PROGRESSIVE AIR CAN 0 NEG 0 POS TOKENS LINEAR REB-MED COMP TUNE HYDRAULIC BOTTOM OUT 320LB THRESHOLD STANDARD STANDARD C1) is custom-built for Trek and uses HBO and a Progressive air can. The rebound tune is Linear, the Compression tune is M, and Lockout Force is 320. 0 negative and 0 positive volume reducers are installed, and the check tune is 0- Light. Unfortunately, we do not sell this shock aftermarket. The best aftermarket solution is to order shock number 00.4118.358.086 (Rear Shock Super Deluxe Ultimate RC2T - (230X62.5) Linear Air, 0 Neg/1 Pos Token, LinearReb/LowComp, Hydraulic Bottom Out, 320lb Threshold, Standard Standard - C1), remove the one positive volume reducer, and install the Progressive Air can, which is part number 11.4118.059.010 (REAR SHOCK AIR CAN ASSEMBLY - PROGRESSIVE 57.5-65MM (DECALS, COUNTERMEASURE, AND SPRING) - SUPER DELUXE THRUSHAFT C1 (2021+)/ SUPER DELUXE C1/DELUXE C1 (2023+)).  

Curious if anyone knows if the DVO Jade X fits and is free of clearance issues with the reservoir, and also if anyone has tried one on their Slash.  

I'd give the guys at DVO a call, they're really good when it comes to fitment of their shocks. Sent from my SM-S918U1 using Tapatalk  

So I went with the Rock Shox Ultimate RC2T coil and so far am very happy I did. Tested it yesterday on a local trail, and can feel the difference right away. It felt planted to the ground and I felt more in control over the breaking bumps. Still need some fine-tuning of the high-speed compression and the HBO, as there isn't anything on the trail that would merit anything high-speed or have anything that would push the shock to bottom out.  

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2021 Trek Slash gets more travel, custom thru-shaft shock, Knock Block 2.0 & hidden storage

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With a burly-looking frame, slack steering, 160/170mm’s of travel and 29” wheels, the 2021 Slash is certainly a full-on enduro machine. The Slash was an early player in the long-travel niner department, and for 2021 it’s had quite the design overhaul.

The updated frame boasts new geometry, a revised linkage with more rear travel, and includes Trek’s take on down tube storage. Trek also fit this new frame with a custom shock: The new RockShox Super Deluxe Ultimate Thru-Shaft was designed for the Slash, and offers an adjustable open mode to help control rider inputs.

2021 Trek Slash frame and suspension:

The 2021 Slash is offered in a bunch of carbon build options and one aluminum model. The carbon frame’s weight is 2450g/5.39lbs, which Trek claims is almost a pound lighter than ‘the competition’. Including the rear shock the carbon frame weighs 7lbs, and the aluminum frame/shock weighs 9.5lbs.

The Slash has grown in travel and seen its suspension tweaked for 2021. The bike now provides 10mm more squish in both ends, with 160mm of rear travel and 170mm forks (180mm forks are OK if you want ALL the travel).  As for tuning, Trek adjusted the position of the Slash’s main pivot to achieve better pedaling efficiency, and they set it up with a specific new shock…

The Slash’s Super Deluxe Ultimate Thru-Shaft shock was co-developed by RockShox and Trek, who had similar ideas in mind about reducing friction and improving a shock’s ability to control rider inputs. The thru-shaft shock boasts an improved shim damper, an oversized thermal compensator and a tunable open mode with three settings.

The shock’s open mode settings are Plus, Minus, and Zero, and they adjust the low-speed compression. Zero serves as the middle setting, Plus adds a bit of compression for flowy or jump trails, and Minus offers the softest ride for tackling rough terrain. In stock setup the shock has no spacers installed, but both the positive and negative chambers can be tuned by adding them.

Should you wish to swap out the rear shock, the Slash is compatible with several other models of air shocks, and its linkage will work well with a coil shock too. You may have noticed Trek isn’t running a RE:aktiv shock on this year’s Slash: In short, they say they’re happy enough with the Super Deluxe Ultimate Thru-Shaft’s damping.

Knock Block 2.0!

Trek has also updated their Knock Block system, and the Slash comes with the Knock Block 2.0. The significant thing to note is that the new Slash frame will not come into contact with your fork crown, so you can remove the Knock Block 2.0 if desired. Trek kept it there because it can save you from ripping out cables/hoses in a crash, something racers would likely appreciate. Since the frame cannot be contacted, the Knock Block 2.0 offers a much wider steering range than the initial version, allowing for 72 degrees of swing instead of 58 degrees.

Trek has included their version of down tube storage on the new Slash, and they’ve managed to include it on their aluminum frames as well as the carbon models. Bontrager offers a suitable tool roll which has pockets for carrying a tube, tire levers, Co2 canisters and an inflator head. Though Trek shows them in some photos, the tool rolls are an aftermarket accessory and are not included with the bikes.

The Slash now runs a 34.9mm diameter dropper post ( Bontrager’s updated Line Elite 34.9 ). Trek jumped to the larger diameter as it makes for stronger posts with less side-to-side play and stiction. With an adjustment to the shock position, Trek’s 2021 frames offer 45mm more insertion depth for dropper posts. Mediums come with 150mm, Larges get 170mm, and XL’s get Bontrager’s new 200mm posts. While some brands are putting 170mm’s in medium frames (and it would be nice to see that on this bike) Trek did confirm a 170mm post will fit into a medium.

Other fitments include Boost 148mm rear spacing, and instead of last year’s press-fit BB, there’s a trusty BSA 73mm threaded BB shell with ISCG mounts. The frame runs a 55mm chainline, and will fit up to a 34t chainring. Trek has also adopted SRAM’s universal derailleur hanger for the new Slash. Tire clearance maxes out at 29×2.5”, and Trek does not intend for people to mullet this bike – It was built to be a niner!

The Slash features Trek’s Control Freak internal cable routing, and between the port plugs and zip-tie attachments found inside the storage compartment, there’s no need for internally sleeved routing. Other finishing touches include a removable, full length, dual-density downtube protector for shuttling or fending off rock strikes, a chainstay protector, and enough room for a water bottle on all frame sizes.

2021 Slash geometry:

While the carbon and aluminum models were slightly different before, the geometry is now the same between all the 2021 models. The new Slash comes in S/M/ML/L/XL frame sizes. Versus last year’s Slash, the 2021’s head tubes were slackened by one degree, now sitting at 64.1 degrees. The seat masts are also 1-2 degrees steeper, with a new effective seat angle of 75.6 degrees.

Reach was also increased quite a bit with M/L frames now up to 450/469mm. While the front ends got longer, they were stretched out with the Slash’s stubby 35mm stems in mind, so the bikes won’t feel drastically longer than the 2020 versions. Trek has also gone from 51mm offset forks down to a very short 42mm offset.

All frame sizes run 437mm chainstays, which are 2mm’s longer than before to increase the wheelbase and better balance the longer front ends. BB height is now slightly lower, but only by about 1mm.

The Slash employs Trek’s Mino Link flip chip, offering Hi and LO positions. All numbers listed above are for the Lo setting – Flipping into Hi position steepens the head tube and seat mast by 0.5 degrees, shortens the chainstays by 2mm, lengthens the reach by 5-6mm, and lifts the BB up 7mm.

2021 Slash model lineup:

Slash 7 (Aluminum) – $3499.99

Slash 8 (Aluminum) – $3999.99

Slash 9.7 – $ 4799.99

Slash 9.8 GX – $5999.99

Slash 9.8 XT – $5999.99

Slash 9.9 X01 – $7999.99

Slash carbon frameset – $3999.99

Slash AL frameset- $2199.99.

The carbon and aluminum framesets both come with a RockShox Super Deluxe Ultimate Thru-Shaft shock, the bottle cage/storage door, a headset with the Knock Block 2.0 headset cap, and a 35mm Bontrager Line Pro stem.

One final note: Trek’s Project One custom paint option is available for the 9.8 XT, 9.8 GX, 9.9 X01, and 9.9 XTR models. This upgrade will cost you an extra $500. The 2021 Slash is available now online and at Trek dealers (technically… like many bike brands right now, Trek says demand is greater than supply, so you may have to be patient!)

trekbikes.com

Steve Fisher is a staff contributor for Bikerumor. Steve has been writing about trail, enduro and downhill mountain biking (plus a few commuter bikes) for seven years. Prior to that, Steve wrote for Whistler Traveller Magazine and Mountain Life Magazine. Steve is based in Pemberton, British Columbia, an area that offers plenty of challenging world-class singletrack and makes for great photos!

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TREK SLASH 9.9 X0 GEN 6 REVIEW

Words by Drew Rohde  |  Photos by Staff

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

QUICK SPECS

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

FULL BUILD SPEC

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

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

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

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

Downhill performance is incredible

Rear suspension plush yet solid

Fast and Confident

Bike Park shredder

Vivid Ultimate

WE DON’T

3 Dropped chains (fix appears to work)

Steep, chunky climbing

About The Trek Slash Gen 6

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

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

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

FRAME AND FEATURES

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

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

BUILD SPECS AND VALUE  

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

Chain Drop Service Bulletin and Notes from Trek

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

The Wolf’s Last Word

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

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

The not-so-minor details.

Trek Slash 8

Trek Bicycles Australia

https://www.trekbikes.com

$3,312 AUD (frame only)

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

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

And that’s exactly what Ben decided to do.

Going Off-Script With The Trek Slash

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Would you recommend either wheelset over the other?

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

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

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

What tyres are you currently using?

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

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

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

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

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

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

What about the Deore M6120 brakes?

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

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

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

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

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

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

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

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

What do you love most about it?

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

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

Any other changes on the horizon?

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

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

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

Ben’s Custom Trek Slash 8 Specs

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

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

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

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

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

Price : $3,679

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

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

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Frame Saver

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

Smooth Shock

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

Up and Down

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

Razzle Dazzle

The harlequin stickers appear to change color.

Handy Guides

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

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

The Slash Aluminum Family

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

The Slash's Tech

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

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

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

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

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

The Competition

Ride Impressions

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

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

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

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

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

equipment Slash 8

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2021 Trek Slash 9.9 on test – Is this the new enduro bike benchmark?

The Trek Slash caused quite a stir when it was launched in 2016 and played a key role in shaping the 29er enduro bike category. Now, Trek have finally presented its successor, the 2021 Trek Slash 9.9 – with more travel, updated geometry and a practical storage compartment. Will this be the new benchmark?

The most important updates of the 2021 Trek Slash in a nutshell

The new Trek Slash has big shoes to fill! Hardly any bike was as popular in the scene as the 29er preceding it, but it was getting on in years. Trek have increased the travel of the new Slash by 10 mm to 170 mm up front and 160 mm at the rear. The geometry has also been fundamentally revised: the reach is longer, the seat tube angle is almost 2° steeper and the head angle is slacker (now 64.1°). The bottom bracket was lowered by a further 6 mm, despite having more travel, bringing the BB drop to 29 mm. As with the Fuel EX , the American brand have equipped the Slash with a storage compartment in the down tube of both the carbon and aluminium frames.

Looks like a … Trek! There’s no denying the new Slash’s heritage.

Trek have also improved many details of the Slash, giving the bike a new Thru Shaft Super Deluxe shock specially made by RockShox, a revised Knock Block that doesn’t limit the steering quite as much, a threaded bottom bracket and bigger frame protectors. On top of that, the new Trek Slash comes with a 34.9 mm dropper post offering up to 200 mm of travel.

The changes made to the 2021 Trek Slash at a glance:

• longer and slacker geometry with a steeper seat tube angle
• more travel – 170 mm at the front, 160 mm at the rear
• convenient storage compartment in the down tube (aluminium and carbon frames)
• revised Knock Block offering a wider steering angle (72° instead of 58°)
• Specially developed Super Deluxe shock with Thru Shaft technology
• bigger frame protectors
• 34.9 mm dropper post with up to 200 mm travel

The frame of the 2021 Trek Slash in detail

Like its predecessor, the new Trek Slash is available as an aluminium or carbon version. The kinematics and geometry of both versions are identical. Trek are also the first company to integrate the practical storage compartment in the down tube on an aluminium frame – awesome! Like its predecessor, the rear linkage of the new Slash also pivots on the rear axle. As such, the rear suspension should remain active while braking. Trek also continue to rely on their so-called Mino-Link on the new model, allowing you to adjust the geometry by around 0.5° and the bottom bracket height by 6 mm – but we don’t know of anyone who actually uses it. We only ever rode the old and the new Slash in the slack setting.

The Thru Shaft technology on the shock already proved itself on the predecessor, which creates less internal friction thanks to the continuous shaft and the lack of IFP and its seals. For the new model, Trek worked with RockShox to improve on this technology. Instead of using a specially manufactured body, it is now based on the Super Deluxe which allows you to adjust low-speed compression in three stages and thus tune the bike to suit different trails. Flow trails = more compression; steep natural trails = less compression. Another update is that the rebound clicks are now numbered, making it much easier to play with the setup. If you’d prefer using a different shock on the Slash, you can do so without any problems. Most 230 x 62.5 mm Trunnion mount shocks should fit into the rear triangle (e.g. FOX DHX2, FOX X2, RockShox Super Deluxe Coil, FOX DPX2 and MRP Hazard). According to Trek, the Slash is also compatible with coil shocks. The only shock that won’t fit is the classic Super Deluxe air shock because of the position of the lockout lever. Despite having longer travel, Trek have managed to retain the kinematics of the previous Slash, only increasing the overall progression by 2%.

Trek have reworked the details too, equipping the Slash with a threaded BSA bottom bracket, which is much easier to replace than a press-fit version. The down tube protector has been lengthened, but it can also be split in two to save weight, though we wouldn’t know who would want to do that. The cables are routed internally and are secured in place at two positions in the storage compartment, negating the need for foam sleeves or dedicated cable channels inside the frame. Trek have also designed the new Slash to accommodate longer dropper posts, speccing a 200 mm travel Bontrager model on the XL bike. Size L comes with a 170 mm version, while sizes ML and M are fitted with 150 mm travel posts. The smallest size S gets a 125 mm model. The travel of the dropper post can be reduced with spacers if need be.

For the rear end, Trek continue to rely on the established 148 mm Boost standard that they introduced. To increase the clearance around the chainring, they choose to fit the latest SRAM or Shimano cranks with a 55 mm chain line. We wrote a separate article explaining why we think the new Super Boost Plus standard makes little sense, so we’re glad that Trek didn’t go down that route.

An analysis of the Slash’s geometry

You can tell the age of the previous Slash by its short reach and the very slack seat tube angle. Trek have updated both of these aspects on the new model. In size L, the new bike has a reach of 486 mm, 33 mm longer than previously. The chainstays have only increased by 2 mm to 437 mm. The seat tube angle has been made 1.9° steeper, but at 75.6° it’s still pretty slack by today’s standards, especially as the effective angle slackens the further the dropper post is extended. The bottom bracket is lower than its predecessor too, but the 29 mm drop isn’t extreme. The intermediate ML size, on the other hand, is an excellent addition as it will make things much easier for all those riders who find themselves between two frame sizes. In general, we like that Trek is offering the Slash in five sizes, thus making an optimal fit available to as many riders as possible.

The geometry at a glance:

An overview of the various slash models.

Trek are offering the new Slash in two aluminium models and three carbon versions. The 9.8 and 9.9 carbon models are further split between versions with a SRAM or a Shimano drivetrain and different colours, including a completely customised paint job thanks to Trek’s Project One concept. Pricing for the new range starts at € 2,999 for the Slash 7. However, the most attractive model for most riders will be the € 3,499 aluminium Slash 8, which leaves little to be desired in terms of its components. The most affordable carbon Slash is the 9.7, retailing for € 4,499. Topping the range is the 9.9 XTR Project One bike for € 9,099. Both the carbon and aluminium frames are available separately for € 3,999 and € 2,499, respectively. Compared to the complete bikes, this doesn’t seem like a very sensible option for most buyers.

A brief introduction of the different models

Trek Slash 7 – your entry into the range – € 2,999

At € 2,999, the Trek Slash 7 is the most affordable model. It comes with a RockShox Yari fork, a Deluxe Select+ shock without a reservoir, an NX Eagle drivetrain, and weak Guide T brakes. Both the suspension and the brakes are compromised and we would recommend paying € 500 more for the Slash 8.

Trek Slash 8 – great value for money – € 3,499

It sounds almost too good to be true – for just € 500 more, the Slash 8 comes with a RockShox Lyrik RC fork, a Super Deluxe Ultimate shock, a GX-Eagle drivetrain and the powerful SRAM CODE R brakes! Functionally, there is nothing to complain about on this bike. Anyone looking for an attractively priced enduro bike to hit the trails at full speed should take a closer look at this model.

Trek Slash 9.7 – your entry into the world of carbon – € 4,499

The Slash 9.7 is the only model in the lineup equipped with FOX suspension. It comes with a 36 Rhythm fork and a DPX2 shock. Shifting is taken care of by SRAM NX and GX components and a pair of SRAM CODE R brakes provide the stopping power. There is nothing to complain about on the bike, but we would personally save ourselves the additional € 1,000 for the carbon frame and spend the money on slight upgrades for the Slash 8 instead.

Trek Slash 9.8 XT or GX – available in Project One on request – from € 5,999

The Slash 9.8 is the most affordable model available in Trek’s Project One range. For a surcharge of € 500 or more, you can get a completely custom paint job. It comes either with a SRAM GX or Shimano XT drivetrain. The SRAM variant is paired with G2 brakes while the Shimano model is specced with a pair of SLX four-piston brakes. We would choose the Shimano option for the brakes. Both models feature Bontrager Line Elite carbon wheels. The suspension is taken care of by a RockShox ZEB Select+ fork and the specially developed Super Deluxe Ultimate shock. In our opinion, if you must have a carbon frame, this is the model to go for.

Trek Slash 9.9 X01 or XTR – also available in Project One on request – from € 8,499

You only want the best? Then you should choose the Trek Slash 9.9. The bike is optionally available with a SRAM X01 or Shimano XTR drivetrain and can be completely customised as part of the Project One concept. The bike’s handlebars, as well as the Bontrager Line Elite wheels, are made of carbon. The suspension consists of a ZEB Ultimate fork and a Super Deluxe Ultimate shock. From a rational point of view, the extra charge compared to the Slash 9.8 simply isn’t worth it – but who of us is rational when buying a bike?

Our review of the new 2021 Trek Slash 9.9 X01 enduro bike

More than six weeks before the official launch of the new 2021 Trek Slash, we were lucky enough to do an in-depth review of the flagship 9.9 X01 model in size L. Besides riding the bike on our home trails, as usual, we also took it to the bike park in Innsbruck. As if that wasn’t enough, we included it in our enduro bike group test, which will be published in the next issue, comparing it to the hottest enduro bikes of the year. In total, the new Slash 9.9 XO1 was ridden by five experienced ENDURO test pilots.

At first glance, the new Slash looks a lot like its predecessor. However, the frame is generally beefier. As soon as you climb aboard, you’ll immediately notice a few differences. The bike is longer, the seat tube angle is steeper and the suspension feels plusher. The riding position is comfortable, neither too stretched nor too upright. However, the seat tube angle remains on the slacker side of the spectrum. Long-legged riders or anyone who regularly attempts very steep climbs will have to push the saddle as far forward as possible. By doing so, we were able to find a suitable climbing position. Riding uphill, the rear suspension is as pleasantly efficient as before, as long as you stay seated and pedal in even strokes. If that’s the case, you can leave the shock open without any problems. However, if you have to get up out of the saddle to pedal, we recommend locking out the shock first. Overall, the Slash is a capable climber and will easily get you to the top of every trailhead.

Let’s be honest – who would buy a Trek Slash for its climbing prowess? If climbing is your thing, you should perhaps take a closer look at the Fuel EX instead. Where the Slash has to deliver is on the descents and once you drop the saddle, you’ll immediately feel that you’re dealing with a completely different beast. While the previous Slash was more reminiscent of a modern, long-travel trail bike with its rather firm suspension and compact geometry, there’s no denying what the new bike was designed for. The suspension responds a lot more sensitively and literally sticks to the ground. The added reach gives you lots of freedom of movement and you’ll feel much more integrated into the 2021 Slash than on the predecessor. When the descents get steep and technical, the bike’s length keeps it very composed, holding its line and generating a lot of traction. Provided that you replace the SE4 rear tire, because it doesn’t do justice to the new Slash in any situation except for its low rolling resistance. On demanding terrain, there is room for improvement with the small 180 mm rear rotor as the SRAM CODE RSC brakes tend to fade quickly. This bike requires at least a 200 mm rotor and is even approved for up to 220 mm versions – excellent!

Just pull up – the Slash easily copes with botched landings!

The rear end of the Slash performs sensitively with just the right amount of progression towards the end-stroke, but we got the impression that it gives up its travel to readily in the medium compression setting, making it wallow slightly in the mid-stroke. The shock offers enough support through compressions, but it’s a little wallowy in general. Installing three volume spacers didn’t do anything to help. We tried different sag settings between 25 and 30%, finding the sweet spot at around 28%. In combination with the long 485 mm reach and the compact 437 mm rear end, the Slash demands a very committed riding style through corners and for quick direction changes. If you don’t get actively involved, you’ll find yourself hanging off the back of the bike and lacking grip on the front wheel. If you set the compression lever on the shock to the plus, the bike offers more support. However, we would only recommend this setting for flow trails as it comes at the expense of small bump sensitivity as soon as you take on more natural trails. We would have liked to be able to fine-tune the shock more. If you’re not sure about the frame size, we recommend sizing down. Looking back, the ML Slash would have been a better option than the L for a rider height of around 180 cm.

What else did we notice while testing?

The handling of a bike is key, but there are a few other factors that are important to consider before buying a new bike. One feature that makes the Slash so attractive for many enduro riders is the additional storage compartment in the down tube. You can use it to store a tube, an energy bar, a pump or simply a packet of gummy bears. Specialized were the first brand to offer this feature on their carbon bikes. Compared to the opening on the current Specialized Enduro, that of the Slash is smaller, but the latch is easier and quicker to open.

Tuning-Tipps: choose a smaller frame if necessary | larger brake rotor at the rear | Swap tires for a grippier, more robust model

There are a few other things we noticed during our test. Unfortunately, the rubber stopper that allows the thru shaft shock to fully compress came loose. It to be fumbled out of the frame. The shaft had also slightly damaged the housing of the shifter cable – no drama, but annoying. Last but not least, the Bontrager Line Elite carbon rims didn’t survive the test unscathed. While riding, we couldn’t remember encountering any hard impacts and the tires were always inflated to the correct pressure, but the rim wall delaminated from the bed. As a result, the tubeless tire would no longer stay inflated.

Our conclusion on the new 2021 Trek Slash

With a series of updates, Trek aim to put the Slash back on the podium. Thanks to its plush suspension and capable geometry, it’s ready to take on the most demanding trails. The integration of the storage compartment, the comeback of the threaded BSA BB and the longer dropper post are great. However, there’s little innovation and the unsuitable tires, the small brake rotor, the still slack seat tube angle and the lack of adjustability on the rear shock cloud the otherwise positive impression of the 2021 Trek Slash 9.9 X01.

• plush suspension
• practical storage compartment in the down tube (also on the aluminium frame)
• composed handling in rough terrain
• beautiful paint job
• additional ML frame size for the perfect fit

• unbalanced in flat and open corners
• minimal adjustment options on the rear shock
• tires and small rear brake rotor don't do the bike justice

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Field Test: 2021 Trek Slash - Ready to Race

Cool Features

2023 Trek Slash 7 Review

Are you looking for a mountain bike that can take the toughest trails with ease? Look no further than the 2023 Trek Slash 7.

This full-suspension bike is built to tackle rocky terrain and technical climbs. Its 29” wheels and efficient pedaling make it an ideal choice for trail riding and downhill racing.

The Trek Slash has been making headlines since its launch in 2017. Each year, Trek continues to improve the original design by making tweaks to the frame and components.

For 2023, Trek introduced an all-new model called the Slash 7, their lightest and most powerful model yet.

The 2023 Trek Slash 7 provides riders with an incredible balance of weight and stiffness, giving them a competitive edge on alpine descents and tight turns.

In this review, we’ll focus on this latest iteration’s features, performance, build quality and overall value.

The 2023 Trek Slash 7 is the latest model in their aggressive, full-suspension mountain bike lineup.

The bike features an upgraded aluminum frame and the latest suspension technology from RockShox, making it perfect for tackling technical trails.

Whether you’re an experienced rider or a beginner, this review will walk you through all the features of this ruggedly capable mountain machine.

The 2023 Trek Slash 7 is a must-have for any mountain bike enthusiast. Made with durable aluminum, it has a full-suspension design that’s lightweight and offers excellent performance on all types of terrain.

This all-mountain ride offers superb handling and powerful stopping, while its adjustable travel suspension gives you the confidence to tackle some of the most challenging trails with ease.

It features an aggressive geometry, custom air fork and shock system, hydraulic disc brakes, and an advanced drivetrain to ensure your ride remains smooth and responsive as you explore the great outdoors.

– Lightweight Alpha Platinum Aluminum frame with full suspension design.

– Adjustable Suspension to customize your ride.

– Responsive Shimano Deore XT/SLX 1×12 drivetrain for superior shifting performance.

– Bontrager XR5 Team Issue 29″x2.5″ tires for sure grip in a variety of terrain.

– 29” Bontrager Line Comp 30 wheels provide stability & responsiveness through corners & turns

– RockShox Yari RC, DebonAir spring fork & RockShox Deluxe Select+ Shock for improved response & power transfer.

– Shimano 4 piston hydraulic disc brakes for superior stopping power in any condition

– Internal cable routing keeps cables out of sight

Frame Design & Construction

The Trek Slash 7’s frame is constructed with thier proprietary Alpha Platinum Aluminum for optimal lightweight agility, stiffness, and fun on the trail.

This high-performance design is highlighted by a hydroformed downtube in which rock debris and mud can be cleared quickly when traversing particularly challenging terrain.

The frame also benefits from Trek’s Knock Block stem which prevents lockout malfunctions while still providing good handling during big hits and other turbulent conditions.

Suspension & Drivetrain

The 2023 Trek Slash 7 retains its brilliant Deluxe Select+ rear shock made by RockShox, which provides 230×62.5mm of travel and excellent pedal efficiency even when tackling extended descents.

In addition, it receives an upgraded RockShox Yari RC shock up front with 170mm of travel that absorbs minor bumps as well as bigger drops with ease.

Its suspension pairing provides snappy acceleration regardless of terrain type so you can keep on pumping down the trail confidently.

As for its drivetrain, it runs a mix of Shimano XT, SLX, and a Deore 1×12 speed system for reliable shifting over burly obstacles as well as efficient climbing to higher peaks with minimal effort involved.

Componentry

The 2023 Trek Slash 7 comes spec’d with some great components too like Shimano 4 piston hydraulic brakes that offer sure stopping power from any speed on steep trails or flat ridges, Bontrager XR5 Team Issue 2.5″ wide tires perfectly suited to any situation you may encounter out on the trail.

Plus Bontrager Line 820mm wide handlebars make navigation easier on longer rides where fatigue may set in earlier than expected–and far more safety than would normally be available if not for these sturdily designed bars.

Also included is a TranzX Dropper Seatpost adjustable for quick seat height changes mid ride.

In conclusion ,the 2023 is without doubt among one of the best full suspension mountain bikes at its price point.

It has beautifully crafted frame construction coupled together with top-notch componentry and superior suspension technology guaranteeing riders playful performance no matter what kind of terrain they tackle.

With its combination of raw power, agile strength plus sheer amount comfort due to its ergonomically friendly design, the 2023 Trek Slash 7 should provide unforgettable experiences out on the trail this coming summer!

Order online and have it shipped to your local dealer for final assembly!!

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Trek Slash 7 Gen 5

• AUS $ NZD $ USD $ CAD $ GBP £ EUR €

Size / 15.5"" High, 15.5" Low, 17.5" High, 17.5" Low, 18.5" High, 18.5" Low, 19.5" High, 19.5" Low, 21.5" High, 21.5" Low

At a glance

Where to buy.

Specifications

• Frame Alpha Platinum Aluminum, internal storage, tapered head tube, Knock Block 2.0, Control Freak internal routing, downtube guard, shuttle guard, threaded BB, ISCG 05, 34.9mm seat tube, magnesium rocker link, Mino Link, ABP, Boost148, 160mm travel
• Fork RockShox Yari RC, DebonAir spring, Motion Control RC damper, tapered steerer, 42mm offset, Boost110, 15mm Maxle Stealth, 170mm travel
• Shock RockShox Deluxe Select+, DebonAir spring, Select+ RL damper, 230x62.5mm
• Wheels Front: Bontrager Line Comp 30, Tubeless Ready, 6-bolt, Boost110, 15mm thru axle Rear: Bontrager Line Comp 30, Tubeless Ready, Rapid Drive 108, 6-bolt, Boost148, 12mm thru axle
• Wheel Size 29"
• Tires Bontrager XR5 Team Issue, Tubeless Ready, Inner Strength casing, aramid bead, 60 tpi, 29x2.50''
• Chain Shimano Deore M6100, 12 speed
• Crank Shimano Deore M6120, 30T ring, 55mm chainline, 170mm length
• Bottom Bracket Shimano SM-BB52, 73mm, threaded external bearing
• Rear Derailleur Shimano XT M8100, long cage
• Shifters Shimano SLX M7100, 12 speed
• Brakeset Shimano 4-piston hydraulic disc, MT4100 lever, MT420 caliper
• Handlebar Bontrager Line, alloy, 35mm, 27.5mm rise, 820mm width
• Saddle Bontrager Arvada, hollow chromoly rails, 138mm width
• Seatpost Size: S, TranzX JD-YSI-22PLQ, 100mm travel, internal routing, 34.9mm, 346mm length; Size: M, ML, TranzX JD-YSI-22PLQ, 150mm travel, internal routing, 34.9mm, 454mm length; Size: L, XL, TranzX JD-YSI-22PLQ, 170mm travel, internal routing, 34.9mm, 497mm length
• Stem Bontrager Elite, 35mm, 0 degree, 35mm length
• Grips Bontrager XR Trail Elite, nylon lock-on
• Headset Knock Block 2.0 Integrated, 72-degree radius (includes infinite-radius chip), sealed cartridge bearing, 1-1/8'' top, 1.5'' bottom

Q: How much is a 2022 Trek Slash 7 Gen 5?

A 2022 Trek Slash 7 Gen 5 is typically priced around $3,829 USD when new. Be sure to shop around for the best price, and also look to the used market for a great deal.

Q: Where to buy a 2022 Trek Slash 7 Gen 5?

The 2022 Trek Slash 7 Gen 5 may be purchased directly from Trek .

Q: What size wheels does the 2022 Trek Slash 7 Gen 5 have?

The 2022 Trek Slash 7 Gen 5 has 29" wheels.

Q: What size 2022 Trek Slash 7 Gen 5 should I get?

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