trek slash ohlins

The backcountry battle axe You’ll need this where you’re going Slash is a no-holds barred enduro sled built to rip, rally, and rail through the gnarliest trails on the planet. With 170mm of front and rear travel, mixed wheel size, and new high-pivot design, Slash not only descends like a beast, but it’s also ready to billy-goat up punchy climbs with square-edge slabs that send your friends on hike-a-bike missions. Crush laps that enduro bikes of yesteryear only dreamed of. Charge through the chunder, hurtle over wheel-roasting roots, and blast through boulder fields with drops so deep you’ll question your sanity – but never your bike’s capability.

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2023 Pinkbike Bike of the Year 

“Slash put down an impressive performance during the Enduro Field Test, with a blend of speed and stability that put it on every editor's list of favorites. It also happens to be very adaptable, and while steep, chunky terrain is certainly its forte, it's no one-trick pony.” – Mike Kazimer, Pinkbike 

"One of our favorite bikes of the year." 

"slaps a huge smile on your face", "one of the most impressive enduro bikes we've tested".

High pivot, high aspirations 

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

Upper idler

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

Lower idler

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

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

Built burly

1. Super slack head tube

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

2. Steep seat tube angle 

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

3. That just-right reach 

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

4. Size-specific chainstays

Get the same trail-taming feel no matter your height thanks to size-specific chainstays that keep handling consistent. 

Adjustable leverage rate

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

Stow it, don’t show it 

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

Created for customization

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

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

Slash Gen 5 

Slash Gen 5 is a long-travel 29er built for wild terrain. It packs in 160mm of rear and 170mm of front suspension, a lighter build, and traditional suspension design. 1. 160mm/170mm travel 2. 29˝ front and rear wheels 3. Traditional suspension design 4. Lighter build

Slash Gen 6 

Slash Gen 6 goes even burlier with mixed wheel sizes for ultra-steep descents, longer 170mm front/rear suspension, extra adjustability features, and a high pivot suspension design. 1. 170mm/170mm travel 2. 29˝ front and 27.5˝ rear wheel 3. High pivot suspension design 4. Extra adjustability features

Chase dirt, catch air

Slash SE is a limited-run ride that’s ready to rip with a proven Slash Gen 5 frame and one-of-a-kind Earth and Air paint that gives a nod to the loam we grip and jumps we boost. Its decked out with SRAM’s GX AXS wireless transmission and RockShox Flight Attendant – the automatic suspension system that listens to your riding and responds in real-time.

Review: The 2021 Trek Slash eats up rough trails with big wheels, long travel and a stiff build

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It’s hardly a secret now, but long travel 29ers are the bee’s knees for thrashing rough trails! Trek’s Slash has lived in this category for a while now, but for 2021 it’s grown into a bigger beast. Now offering 160/170mm travel, a custom tuned rear shock, a revised linkage and updated geometry, the 2021 Slash is ready to tackle the rowdiest trails you can ride.

I got the chance to hop on a Slash 9.9 X01. This isn’t the top-end model but it’s close, offering a carbon frame, RockShox’s new Zeb fork, Bontrager carbon wheels, and a SRAM X01 drivetrain. This article covers my ride impressions of the bike, but check out my launch article  to see what’s changed on the 2021 Slash, and to get a peek at the whole model lineup.

One coincidence popped up that makes this review particularly fun for me: Trek told me before the pandemic hit they had planned to host the Slash’s launch event right where I live in Pemberton, B.C! It’s unfortunate the event didn’t go off, but I guess you Bikerumor readers get to hear how the bike handles the exact terrain Trek wanted to demonstrate the new Slash on! Like many areas of B.C., this is long travel territory and the Slash is certainly a suitable rig.

Geometry and Fit:

The 2021 Slash definitely has that ‘big enduro’ character when it’s on the trail, yet Trek hasn’t gone crazy with any of their geometry or measurements. The Slash’s new reach of 450mm suits me well. At 5’9” I always ride Medium frames, and after riding reaches varying from 440-475mm I think 450mm is pretty ideal. The front end is long enough to put me in a well-balanced position, but not so long that I’m leaning over the bike like an XC racer or sacrificing a comfortable bend in my elbows.

Out back, the chainstays are not too short or too long at 437mm. The Slash is no whippy, mid travel trail bike, but it’s still not hard to get the front wheel up. That said, it’s stability at speed is excellent, rivaling big bikes like the Rocky Mountain Slayer or Knolly Warden LT .

Given my local terrain and this bike’s emphasis on crushing descents, I rode the Slash in the Low setting, as I suspect most buyers would. Initially I thought the Slash’s head tube was slacker than its actual angle of 64.1°. It feels like a very slack bike, yet I still have no trouble climbing through tight switchbacks with it. Maybe I’m just getting used to long travel 29ers, but it is surprising how little a slack head tube hampers technical climbing. On the downs, the slackness gives this bike DH-like handling and really helps you tackle steep stuff.

The 75.6° seat tube angle keeps your body weight in a nicely balanced position, so I hardly ever stood up to climb on the Slash. Even on steep uphill pitches, enough of my weight stayed on the front wheel to keep it planted without me having to make intentional moves to keep it in the dirt.

The Slash does have a fairly low BB but I only tagged a few pedals on some low lying roots and rocks. When you point it downhill, that low BB translates into a ton of stability.

Suspension/Ride:

As the owner of a Remedy, I am quite familiar with Trek’s ABP suspension linkage. I find this linkage does a great job at both its opposite duties: very efficient pedaling and supple bump absorption. The Slash is only helped in both regards by its 29” wheels and beefy 2.6”/2.4” tires.

On my first ride, I left the Slash’s RockShox Super Deluxe Ultimate Thru-Shaft shock in wide open mode to see how the bike pedaled without the shock stepping in. For 2021, Trek altered the position of the main pivot to enhance the Slash’s pedaling efficiency, and it does handle its 160mm’s of travel very well. Right away I was impressed with how easily the Slash was moving along, so I left it wide open for a full lap of technical singletrack trails. Usually if a shock has a pedal switch I’m in favour of using it, but this bike makes that more of a choice than a requirement.

I then tried the shock’s pedal mode, and it is quite firm. Riding technical singletrack, the rocks and roots become very noticeable as the shock resists these smaller, low speed impacts. When you force it with a harder hit, the rear shock will still give in and dive fairly deep in pedal mode.  There is a noticeably stiffer feel at the cranks, so using the pedal mode definitely aids the bike’s efficiency. However, the Slash doesn’t lose much of that pedaling prowess when you leave it wide open…

If you live in an area rife with technical singletrack and not much road riding, you could spend 95% of your time with the Slash’s rear shock open. I’d reserve the pedal mode for fairly smooth surfaces, as you’ll appreciate the open mode’s ride comfort and rear wheel traction when you’re climbing anything rough. With a marginal loss in pedal power the Slash’s rear wheel comes alive, sticking to the trail and absorbing uphill bumps very well.

The Super Deluxe Ultimate Thru-Shaft shock also offers a three position open mode adjustment. It has a middle ‘zero’ setting, a plus (firms up the low speed compression), and a minus (reduces the low speed compression). I did two back-to-back loops to see how the plus and minus settings differed while climbing bumpy trails. In the plus setting, the bumps were noticeable and the bike rode over them more than plowed through them. Pedaling support was very good considering the shock is still within its open mode range (the actual pedal mode is far stiffer yet).

When I switched to the minus setting, I did find the bumps were absorbed much more readily and softly, and there was a slight decrease in pedaling efficiency. There is that middle setting too, so you can really fine-tune the Slash’s ride; I focused on comparing the plus and minus settings, and I did find a discernible difference between them.

My big take away from testing the open mode adjustment was this; If you’re climbing technical terrain with the Slash, the open/plus position might be ideal – It’s almost like going a third of the way to the much stiffer pedal mode.

Descending:

The thing I like most about Trek’s linkage is how well it seems to round off big, sharp impacts. I’m happy with how well my Remedy does this, but the Slash is much better! The two bikes offer similar ride characteristics, but with 10mm’s more squish and bigger wheels (my Remedy is 27.5”), the Slash easily defeats the Remedy when the going gets rough.

As a lighter weight rider, I was happy to find I had no problem getting full travel from the Slash without any shock tuning. Generally progressivity is something enduro bikes emphasize, but I found the Slash’s rear end was quite willing to dive all the way for me. It offers enough ramp-up that I wasn’t bottoming out on casual rides, but when pushed harder the Slash was happy to give me every millimeter it had. It should be noted that the bike comes stock with no volume spacers in the shock, but they can be added to the positive and negative chambers if desired.

As for the open mode settings, my back-to-back laps revealed a bit of difference between the plus and minus positions. The trail I rode is mostly rough and technical with a few jumps and berms (there’s not a lot of buff terrain here). I didn’t find much difference in how the shock handled high speed impacts, and regardless of the setting the shock will still use all of its travel. What I did notice was in the plus setting, there was a bit more rear end support when I compressed into a berm or roller. Flipping to the minus setting, I found the bike dipped lower when I pumped through the whoops and berms. Overall it is a softer ride in the minus setting, but it’s not the high speed impacts or chattery sections where you feel it, it’s the slow speed moves that get more plush.

The Slash is a very stable bike at speed. Its wheelbase is long enough to give you that ‘big enduro’ feel, the steering is slack, and the whole bike is stiff. The frame itself is quite beefy and feels solid, keeping you on-line through rock gardens or root beds. Set up with beefy components, the Slash 9.9 X01 would feel right at home on an enduro race course.

Components:

RockShox’s new 38mm stanchion Zeb fork is not only the stiffest I’ve ridden yet, it also offers very sensitive, plush action, and that’s under a 145lb rider. I pulled the one token that came inside it, and that setup was just right. Aside from my Lyrik with the Vorsprung Secus added on (review coming soon!), I’ve never felt an air sprung fork as soft and supple as the Zeb.

To no surprise SRAM’s X01 drivetrain performed without fault, providing crisp reliable shifting every time. One thing that surprised me was finding a 180mm rotor on the Slash’s back end. Everything about this bike screams ‘big bruiser enduro machine’ so I expected to find a pair of 200mm rotors. That said, the Code RSC brakes were more than powerful enough for me. Of all the SRAM brakes I’ve ridden, these definitely have the strongest bite.

I also figured Trek would outfit the Slash with aggressively knobby tires, but the Bontrager SE4 Team Issue rear tire isn’t very luggy, especially the low center knobs.  I suppose anyone who races would appreciate the speed of the semi-slick rear tread, but recreational riders might prefer something with more sheer traction. I did break the rear wheel loose around a few dusty corners… but it gets pretty dusty here!

Under those tires are Bontrager’s Line Elite 30 carbon wheels, which might not excite those who prefer aluminum rims but they definitely help justify the Slash’s price tag! The wheels ride pretty stiff, making them a good match for the Slash’s frame and fork. I did no damage to the wheels during my test.

If you want your bike to feel badass, slap a set of 820mm handlebars on it. These carbon Bontrager Line Pro bars certainly squared out my elbows, but I was surprised how easily I got used to them. They’re a stiffer bar and while many people might trim them down, they just seem right for this bike at 820mm!

Despite having nothing against hydration packs I must say it’s a treat to go out for a short ride with nothing on your back. Trek sent us media people Bontrager’s tool rolls with the bikes, and I had no problem getting it into the Slash’s down tube compartment with a multi tool, plug kit, Co2 canister and inflator head inside. It says you can cram a tube in there, but I’m a bit skeptical… it had better be packed up nicely!

The complete Slash 9.9 X01 weighed 33.31lbs (with pedals) which is well within reason for such a burly bike. The Slash 9.9 X01 retails for $7999.99, and comes in orange/silver (as reviewed), grey/black or blue/orange. Frame sizes S/M/ML/L/XL are available.

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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Using the axle as a pivot point was pretty genius. Thanks to Jose Gomes for this.

I think you mean Jose Gonzales

You are correct, a few IPA’s deep and going off memory.

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Trek 2021 Slash Shock Options?

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...

230 x 62.5 is the suggested size. Increasing stroke length could cause clearance issues so I can't suggest it, but you're welcome to test fit at your own risk!  

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.  

Karl Hungus the nihilist

Mitch@Trek said: 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. Click to expand...

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...

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 Click to expand...

SaulNegrotips

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...

Schulte1400

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...

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.  

EricPederson

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!  

EricPederson said: 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! Click to expand...

greyfox said: Mitch -- do you know if the MY22 Fox dhx2 coil will work with the 2021 Slash, and if so, where can I find the correct hardware needed to mount it to my 2021 Slash 9.8? Click to expand...

Mitch@Trek said: Since the X2 fits, the DHX2 would also fit! Click to expand...

Mitch@Trek said: Since the X2 fits, the DHX2 would also fit! Fox hardware is available through your local Trek retailer or any Fox retailer. We currently offer Rockshox hardware online, just not Fox. Click to expand...

der-josua said: @Mitch@Trek : Do you have LHC & HSC settings recommendation for FOX Float X2 for Trek Slash MY 21 (Carbon, Size M/L) ? I'm wondering if the shock needs different adjustments as the kinematic differs from brand/model to brand/model. Based on Fox recommendation (190PSI Spring settings) I'm on 11 clicks LSC & 5 clicks HSC (from closed), but when pedalling it bounces way more than the standard RS Ultimate Deluxe Shock. Click to expand...

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Trek Rail Coil Shock Options

• Thread starter Pete_
• Start date Jan 29, 2021
• Jan 29, 2021

Hi , Riding a Trek Rail 9.7 2020 and a little underwhelmed with with the performance of the standard RockShox Deluxe Rear Shock ( non piggyback reservoir) having come from Fox Float X2 on both previous analogue bikes... Likes the idea of Rockshock Super Deluxe Coil - but after speaking to a guy on Pinkbike the shock reservoir hits the downtube on his XL Frame so guessing that is not an option.... who has an XL Frame? What options are you running. Thanks ?  

Rob Rides EMTB

Administrator.

• Thread starter

Hi Rob , thanks for that.... wonder if a Float X2 will have clearance on it.... bike looks ? thanks for the feedback  

Well-known member

Rob Rides EMTB said: XL Rail with DPX2 from 2021 Trek Slash. Different stroke, 230x62.5 but fits fine. First third of travel is easy to blow through, could do with a tune but the Slash curve I guess is similar to the Rail so I’m just happy with it as it is at the moment. Works out around 163mm rear travel now. View attachment 51470 View attachment 51472 Click to expand...

bluewater87

Active member.

bluewater87 said: how do you like the dpx2 compared to the RS? And how do you like the additional travel? Any tire/frame/rocker clearance concerns with that stroke? Click to expand...

🛠️Wrecker🛠️

Jamo said: I tried a 230x65 2019 X2 on my large rail knowing it wouldn’t fit but to try and work out how close it would be so i could get the stroke reduced accordingly. conclusion was i needed about 7.5mm to come off the stroke so would take it back down to the prescribed 57.5 stroke, but in the end even at that it felt a fraction too close for comfort. now have a 2021 230x60 X2 due to arrive next week which i believe will fit with the 21’s shorter reservoir. We’ll see!! View attachment 51524 Ps Rob, is there a 4-digit fox ID on your DPX? If so stick it into the fox website and it will tell you the compression tune on the shock (CL = light, CM = medium, etc) Click to expand...

Doomanic said: DVO Jade X fits a Medium at 60mm stroke with plenty of room to spare. View attachment 51525 Click to expand...

Pete_ said: how do you find the DVO? Click to expand...

It's very good, but I'm only comparing it to the low-end stock air shock. I might give a progressive spring a go in the summer, but right now there's no need.  

• Jan 30, 2021

Coils that definitely fit: EXT Storia V3 Push 11-6 SS ‘21 DHX2 Ohlins TTx 22 M series. Fast Fenix. Ive said elsewhere on here though, the Rail isn’t really progressive enough for a coil, without a hydraulic bottom out - even more so if you ride harder. I ran both the Storia and 11-6 with quite a lot of compression damping to keep the shock up in its travel, on cruisey days it was fine, but pushing on and hitting corners harder it felt like it was way too deep in its travel - overshooting jumps was also a no no. Gone back to an air shock, which is not my preference, as it loses that supple off the top feel, but it’s considerably more supportive everywhere else. I’m using something that started life as a DPX2 & was gutted to try something different inside. I wouldn’t bother with Float X2’s as I used to blow them up for fun, but if you must, I believe the ‘21 models now fit the L or above due to shorter piggybacks.  

Hob Nob said: Coils that definitely fit: EXT Storia V3 Push 11-6 SS ‘21 DHX2 Ohlins TTx 22 M series. Fast Fenix. Ive said elsewhere on here though, the Rail isn’t really progressive enough for a coil, without a hydraulic bottom out - even more so if you ride harder. I ran both the Storia and 11-6 with quite a lot of compression damping to keep the shock up in its travel, on cruisey days it was fine, but pushing on and hitting corners harder it felt like it was way too deep in its travel - overshooting jumps was also a no no. Gone back to an air shock, which is not my preference, as it loses that supple off the top feel, but it’s considerably more supportive everywhere else. I’m using something that started life as a DPX2 & was gutted to try something different inside. I wouldn’t bother with Float X2’s as I used to blow them up for fun, but if you must, I believe the ‘21 models now fit the L or above due to shorter piggybacks. Click to expand...

Hob Nob said: Coils that definitely fit: EXT Storia V3 Push 11-6 SS ‘21 DHX2 Ohlins TTx 22 M series. Fast Fenix. Click to expand...

Yes, I run quite a heavy compression tune on my bikes in general - I race a reasonable amount and try to keep the ‘feel’ the same across all my bikes so it’s not weird swapping around & race pace Vs normal riding. The Storia needed some work to fit anyway (smaller piggyback from the ARMA) when they did that we messed around with the tunes to try and get the mid stroke support without making it feel like crap with too much LSC.  

Doug Stampfer

• Feb 1, 2021

Hob Nob said: Gone back to an air shock, which is not my preference, as it loses that supple off the top feel, but it’s considerably more supportive everywhere else. I’m using something that started life as a DPX2 & was gutted to try something different inside. I wouldn’t bother with Float X2’s as I used to blow them up for fun, but if you must, I believe the ‘21 models now fit the L or above due to shorter piggybacks. Click to expand...

My previous x2 had to be serviced/fixed 4 or so times due to it having issues. Fox was without the parts for a few months on some occasions. I had a ccdb air before that and it blew up 4 or so times as well.  

Doug Stampfer said: What do you mean blowing them up? Are they not that good or were you doing big big jumps etc? I'm hoping to swap my coil to one as they seem to be the only air shock available around here. They seem to be the stock shock on most of the higher specced off-the-shelf bikes. I thought the X2 was one of the only shocks that fitted straight in without any hassle??? I might have to go back & read the other theads... Click to expand...

• Feb 2, 2021

Railingit187

• Feb 8, 2021

as I was reading through this post I did not see anyone mention a RS Super deluxe ultimate air non thru-bolt mount. Has anyone tried mounting a super deluxe ultimate air and does it clear the frame when fully collapsed? I assume they do not since trek has to use the thru bolt design to raise the piggy back up for clearance.  

LowStandards

• Feb 11, 2021

Has anyone tried the Cane Creek DB Coil iL on a Medium Rail? It's a decent price  

Does a progressive spring really work on a Coil shock? I love my air shocks on my other bikes, but now we are talking about a 50 lb. bike that is less playful, but still fully capable of sending it. Interested to know what some of you have to say about the coil shock on the Rail. Thanks in advance  

LowStandards said: Has anyone tried the Cane Creek DB Coil iL on a Medium Rail? It's a decent price Click to expand...

Jamo said: does it come in the right size? Thought it was only made in smaller lengths/stroke sizes. Click to expand...

• Feb 19, 2021

Pete_ said: Hi , Riding a Trek Rail 9.7 2020 and a little underwhelmed with with the performance of the standard RockShox Deluxe Rear Shock ( non piggyback reservoir) having come from Fox Float X2 on both previous analogue bikes... Likes the idea of Rockshock Super Deluxe Coil - but after speaking to a guy on Pinkbike the shock reservoir hits the downtube on his XL Frame so guessing that is not an option.... who has an XL Frame? What options are you running. Thanks ? Click to expand...

• Nov 18, 2021

I used the existing aluminium bushings on the Rail 7 but you need to modify them. The DVO comes with top hat bushes in the shock eyes that are wider than the bushes in the Rockshox shock. I took 1.1mm off the length of each aluminium bush but you could trim the nylon bush that comes in the shock instead.  

• Dec 9, 2021

GlassKnee said: Hey sorry for reviving this thread, just want to know if you remember if you have to order new bushings to mount your jade x on a Rail 7. Just need to know the bushing size. Cheers! Click to expand...

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MTBM 2208 TTX22m.2 Coil Shock

Out of Stock

Fitment for MTBM 2208

Bird Aeris 145 2018

Cannondale Jekyll 2018 - 2020

Cannondale Moterra Neo 2020

Canyon Spectral 2018

Canyon Spectral:on 2018 - 2019

Canyon Strive 2019

Commencal Clash 2018

Commencal Clash 2021

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Intense Carbine 2017

Lapierre Spicy 2018

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NS Nerd HD 2019

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Orbea Rallon 2018 - 2019

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Pivot Firebird 29 2018

Pole Machine

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Santa Cruz Bronson 2022 - 2024

Santa Cruz Bullit 2021 - 2023

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Introducing the next generation of big hit suspension technology. The updated TTX22m.2 rear shock builds on the supreme levels of performance, traction and control that made the original TTX22 the go-to shock choice for professional gravity riders.

Improved bottom out performance

The new TTX22m.2 benefits from improved bottom out performance, courtesy of a newly designed bump rubber, in addition to the cup it sits in. This significantly improves mid- to end-stroke control as a result of earlier engagement and more consistent, predictable support.

The new bump rubber, in combination with the cup it sits in, acts as a second spring, loading and releasing energy to ensure the rider returns back into position after a heavy compression in a quick, controlled manner. Overall, the spring curve of the shock will improve performance for less progressive bikes that require more end-stroke support. The new design also boasts the added effect of lowering the risk for a hard bottom out that could impact handling.

Easier stroke adjustment

Changing both spring and stroke is an easy operation on the TTX22m.2. This is achieved by adding or removing 2.5mm washers under the bump rubber cup. No special tools are required, nor is shock disassembly needed to perform the operation. The spring, meanwhile, can be changed by simply loosening the preload and removing the spring seat lock ring. The spring can then slide over the end eye, making it easy to optimize shock performance and sag.

Wider adjustment range

The updated shock’s blue trail high-speed compression valve now provides a wider adjustment range. Importantly, this gives the rider more distinct alternatives to choose between when customizing setup. This new wider range also adds support in the pedal mode, making the bike a more efficient climber. The golden DH compression valve retains the same adjustment range as the original, which is already perfectly optimized for gravity riding.

Improved fitting

We have developed two new cylinder heads for the TTX22m.2, making the shock more adaptable. The cylinder heads for both regular end eyes and trunnion mounts now have a side-by-side reservoir design. This means the shocks are more compact and can be fitted on a wider range of bikes. For Trunnion, a traditional in-line piggyback version will also be available.

* image(s) may differ from actual product.

• TTX-technology
• Specifically designed for trail and downhill use
• Possible to adjust stroke simply with the three 2.5 mm spacers included in the box
• Suitable for our lightweight springs with 4 Nm/23 lbs increments
• External, 3 level high-speed compression adjustment
• External, 16 click low-speed compression adjustment rebound damping adjustment
• External, 7 click rebound adjustment
• Weight: 486g (for Trunnion shock 205x65)

Have a question?

Other parts for your Bird Aeris 145 2018

MTB Spare Parts

RXF36 m.2 Fork

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TTX1Air Shock

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230x65mm $745.00

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Öhlins TTX22 Shock

öhlins ttx22.

Size Tested: 8.5 x 2.5”

Blister’s Measured Weight:

• Shock body w/ hardware: 455 g
• 343 lb spring: 278 g
• 365 lb spring: 304 g
• 733 g with 343 lb spring
• 759 g with 365 lb spring
• Shock body, without spring: $755
• Lightweight steel spring: $95

Bolted to: Nicolai G16

Reviewer: 6”, 165 lbs (183 cm, 75 kg)

Test Location: Washington

Test Duration: ~3 months

• 7.5 x 2’’
• 7.875 x 2’’
• 7.875 x 2.25’’
• 8.5 x 2.5’’ (tested)
• 8.75 x 2.75’’
• 9.5 x 3’’
• 10.5 x 3.5’’
• 210 x 50 mm
• 210 x 55 mm
• 230 x 60 mm
• 230 x 65 mm
• 250 x 70 mm
• 250 x 75 mm
• 165 x 45 mm
• 185 x 50 mm
• 185 x 55 mm
• 205 x 60 mm
• 205 x 65 mm
• 225 x 70 mm
• 225 x 75 mm

[Note: For metric shocks, the above configurations are available stock. The shorter stroke of a given eye-to-eye (e.g. 230 x 60 mm vs 230 x 65 mm) is reduced with a spacer. 2.5 and 7.5 mm spacers are also available, to achieve in-between sizes, such as 230 x 62.5 mm and 230 x 57.5 mm.]

We recently reviewed Öhlins’ RXF36 m.2 Trail / Enduro fork and came away impressed. Next up is the brand’s TTX22 rear shock, a coil-sprung unit meant for use on Trail through Downhill bikes. There are lots of shocks to choose from them these days — and many are quite good — so how does the TTX22 perform, and how does it compare to the competition (including the excellent EXT Storia V3 )? I’ve spent the last few months with the TTX22 to find out.

The TTX22 uses a twin-tube damper design, which has been a hallmark of Öhlins’ mountain bike offerings over the years. Indeed, their first foray into mountain bike suspension was to collaborate with Cane Creek on the original Cane Creek Double Barrel, one of the first mass-market, twin-tube shocks for mountain bikes. As you’d expect from a high-end shock in this category, the TTX22 features adjustable high- and low-speed compression, and a single rebound adjuster.

Sizes of the TTX22 meant for Trail / Enduro bike duty get a climb mode in lieu of the third high-speed compression position. Settings one and two are the options for normal high-speed compression damping, and the third activates the climb mode. On longer lengths designed more for DH use, the third position is instead an additional high-speed compression setting.

This does mean that the overall tunability on the high-speed compression adjuster is somewhat more limited than it is on many other shocks. The 8.5’’ x 2.5’’ size we’ve tested has the climb mode in the third position, and while there’s a substantial difference between the two “normal” settings, there’s less ability to fine-tune the high-speed compression setting than on shocks like the EXT Storia , Fox Float X2 , and Fox DHX2.

The TTX22 damper uses a bladder for oil-volume compensation, instead of the more common internal floating piston (IFP) arrangement. Öhlins argues that a bladder design can reduce friction, due to not requiring a sliding seal, as with an IFP. Similar to what EXT claims with their Storia rear shock, Öhlins says that the TTX22 damper is designed to induce turbulent flow at very low shaft speeds, with the goal of limiting the impact of oil temperature on damping. Our EXT Storia review goes into more detail on the differences between laminar and turbulent flow, and their relevance to mountain bike damper design. If you want to go a bit deeper on the subject, check out the “ Other Design Elements ” section of that review.

Unlike some other twin-tube shocks, including the Cane Creek Double Barrel and pre-2021 Fox Float X2 and DHX2, the TTX22 uses a check valve to prevent oil from backflowing through the outer tube during rebound; in short, this makes the TTX22 behave like a twin-tube shock on compression, and a monotube design on rebound. Twin-tube dampers have very real advantages when it comes to preventing cavitation on the compression stroke, and reducing the spring force provided by the gas charge behind the IFP / bladder, but also tend to limit designers to a digressive rebound-damping curve (i.e., lots of damping at low shaft speeds, and less at higher ones) so this arrangement is a clever way for Öhlins to have their cake and eat it too, so to speak.

The oil-flow paths for the TTX22 are shown below. The image labeled “3” is the compression stroke, and “4” shows the shock under rebound. Under compression, oil flows both through the main piston (red) and around the outer tube to fill in behind the main piston. The oil displaced by the damper shaft flows into the reservoir and displaces the diaphragm (green). Under rebound, the check valve closes flow through the outer tube, and oil flow is limited to the return of the oil from the reservoir (green) and back through the main piston (red). The solid red flow lines indicate flow through the piston itself, while the dashed red line shows flow through the rebound adjustment needle.

Another interesting claim that Öhlins makes about the TTX22 damper is that they’ve used a mix of aluminum and steel parts in the rebound-adjuster assembly, to take advantage of the differing rates of thermal expansion of the two materials to compensate for variations in rebound damping due to heat in the damper. The idea here is that the disparate thermal expansion ratios of the two materials vary the size of the rebound-needle opening based on the internal temperature of the shock, and thereby compensate for damping changes that result from the oil viscosity changing with temperature.

Öhlins maintains a large database of bike kinematics and offers a wide variety of stock tunes to suit different bikes. Depending on the particulars of the setup, Öhlins will vary the damper tune and also offer multiple bottom-out bumper sizes, to suit frames with varying amounts of progression and different rider preferences. The list of bikes for which Öhlins has a standard tune developed can be found on their site . If you’re interested in running a TTX22 on a bike not currently in the database, you can discuss a setup with Öhlins directly, or one of their various service centers around the world.

The TTX22 is offered with both standard DU bushing hardware, and spherical bearing mounting options. For mounting on my Nicolai G16 , Öhlins recommended a DU bushing at the forward shock mount (which sees very little rotation) and a spherical bearing at the rear. The spherical bearing is meant to both rotate more freely than a bushing, and allow for some angular misalignment between the two ends of the shock, due to frame flex and/or manufacturing tolerances, with less friction and binding than a pair of bushings.

Öhlins also makes lightweight steel springs to go with the TTX22, in 4 Nm (23 lb/in) increments. They’re sold separately from the shock body, and retail for $95 each. At a measured weight of 278 g for a 343 lb/in, 2.5’’-stroke spring, their weight is roughly in line with other lightweight steel springs from the likes of EXT and Fox.

On the Trail

I’ve tried a lot of different shocks on my Nicolai G16 over the years, making it a good test bike for me to compare and contrast new ones. I’ve found ~350 lb/in springs to be the right range for me on the bike, and Öhlins sent both 343 and 365 lb/in options with the shock.

The initial setup for the TTX22 was straightforward. The fact that the high-speed compression adjuster effectively only has two positions (discounting the third, climb-mode setting) does limit fine-tune-ability some, but it also means that there’s a bit less to think about and dial in when it comes to setup. It also means that it’s easier to toggle between the two and achieve different setups based on a given trail or set of conditions than it might be on a shock with more granularity to the adjuster (in this respect, it’s somewhat similar to the special RockShox Super Deluxe on the latest Trek Slash , though that shocks’s 3-position adjuster is for low-speed compression). For the most part, I found myself preferring the TTX22’s lighter HSC setting for steeper, more natural trails, and would bump up to the firmer one for higher-speed, more bike-park-y ones. As with the RXF36 fork, the high-speed compression tune supplied with the TTX22 is somewhat on the firm side, but for my preferences, Öhlins nailed the tune, making both of the high-speed compression settings very usable.

Compared to the EXT Storia that I reviewed last year , the TTX22 isn’t quite as completely frictionless and smooth off the top, and offers a slightly more lively, poppy ride. Of course, the Storia is a custom-tuned, made-to-order shock, and I specifically asked for — and got — a tune that favored very planted, grippy setups. The TTX22, as configured here, feels a bit more balanced in its setup. It’s not quite as ground-hugging-ly planted as the Storia, but also feels more lively.

Mostly, though, the TTX22 is just a very high-performing shock, with a relatively straightforward setup. I’ve toggled between the two high-speed compression settings as mentioned above and experimented with a range of low-speed compression settings. While the adjusters are effective, I haven’t arrived at a combination of settings that felt far out of whack, either — the TTX22 has just felt composed and predictable across a big range of settings.

That consistency and predictability is really the throughline of my time on the TTX22 — it just works well, hasn’t ever felt like it was doing anything strange or unexpected, and has remained consistent in its performance, even under some long, high-speed shuttles that put a lot of heat into the shock. There’s not necessarily one specific area where it’s so obviously superior to the competition as to dramatically stand out, but it just works well everywhere, and feels unflappable — it simply hasn’t done anything unexpected, or felt harsh, or lacked rebound control, or anything else. It’s the kind of performance that just disappears underneath you, and lets you get on with your ride without drawing attention to the shock.

It can be hard to realize just how good that is, in its own way, until you put a lesser shock back on, and realize just how many rough edges the TTX22 was smoothing over without you realizing. In particular, going back to a 2020 Fox Float X2 — i.e., the prior-generation shock, not the most recent version — exposed how lacking the rebound control of that shock can be, particularly in repeated high-speed hits.

The TTX22’s climb mode is reasonably effective, but doesn’t firm things up quite as much as the Lok lever on the Storia. Since the TTX22 is effectively preloading the compression valve in the bridge, instead of activating an entirely separate circuit, there’s less ability to tune the behavior of the climb mode independently from the rest of the shock, but I doubt that most people will find this to be a significant limitation. I haven’t yet ridden the updated 2021 Fox DHX2, but it shares its damper design with the Float X2, and the climb mode on the TTX22 is notably firmer than that on several different versions of the Float X2 that I’ve spent time on.

The TTX22 also lacks the hydraulic bottom-out circuit featured in the Storia, but I haven’t found it to be wanting for bottom-out control. The TTX22’s bumper is larger than on many shocks and has done a good job of muting out any hard bottom-out events, though it’s worth noting that the G16 I’ve been testing the TTX22 on is itself quite progressive, and therefore doesn’t require a ton of help from the rear shock to manage the end of the stroke.

I’ve also had no issues to report with the TTX22 whatsoever. It’s been quiet and performed reliably and without complaint throughout my time on it.

Öhlins has made an impressively well-refined product in the TTX22, and one that’s a great option for riders looking to eke some more downhill performance out of their Enduro or Downhill bikes.

Bottom Line

The Öhlins TTX22 is a very high performing shock with a straightforward setup, and is a particularly good option for riders who are willing to pay for high levels of overall performance, but are less interested in wading into the world of custom tuning or a shock that requires a more precise and involved setup to get feeling great. At $755 for just the shock body, the TTX22 is on the expensive end of the spectrum, but isn’t out of line with its competitors, either — and in fact is nearly identical in price to the EXT Storia, once you factor in two lightweight springs. All in all, the TTX22 is a great shock that has performed consistently and predictably in my time on it, and if you’ve got a bike that Öhlins has developed a tune for, you can expect very good performance out of the box, with little fuss.

2 comments on “Öhlins TTX22 Shock”

This review is exactly what I’ve been looking for. Thank you. I have a G16 and am considering the TTX22M as I am certain I want to get a coil shock. I intend to buy a 222×70 shock (with offset bushes) as this is what I prefer in my air shock set up on this bike. I do have a question. Bases on your experience, do you think the absence of the climb mode be problematic on the G16? 222×70 is a DH mode and therefore doesn’t get this. Thanks! Jon.

You’ll get a little more suspension movement, especially on smooth fire road climbs, but I think you’ll be fine. The G16 pedals pretty well for what it is.

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Öhlins MTB Service Center Switzerland - for RXF and DH38 forks, and TTX22m & TTX Air shocks

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Öhlins ttx22m.2 custom trek slash.

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• TF Tuned Glossary
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Trek Shock Guide

• Performing a Lower Lube
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This is for guidance only. You are responsible for verifying clearance on your frame. Mount kit measurements should be checked (especially for older frames.)

You can find Trek bolts here .

Shock mount hardware is available here .

Lower Shock Axle – 599899           Upper Shock Axle – 599898

Additional bolts are only required for Thru-Shaft to standard shock conversion.  For DRCV conversion you will need a “DRCV retrofit kit”

SHOCK COMPATIBILITY (GEN 6)

Push* -  Push do not offer ElevenSix for this frame 

Fast* - We are yet to confirm clearance of the Evo variant 

SHOCK COMPATIBILITY

Trek Rail - Gen 3:

Lower Shock Axle – 5258210        Upper Shock Axle – 5258209       

Trek Rail - Gen 2:

Lower Shock Axle – 599900           Upper Shock Axle – 599898

Trek Rail - Gen 1:

Additional bolts are only required for Thru-Shaft to standard shock conversion.  

Fox X2* - In theory this shock fits, however, it is “too close for comfort” and any flex in the frame may cause the shock to collide with the frame.  We would recommend against fitting X2.

Push* - Once upon a time Push made an ElevenSix SS (side stack) with offset adjusters and a perpendicular reservoir which allowed the shock to clear the frame.  Any other generation of the ElevenSix will not fit.

Marzocchi* - We are yet to confirm whether the Marzocchi Bomber Air is compatible.

Fast* - Only the standard Fenix Enduro (not Evo) shock with a perpendicular reservoir will fit.  

Lower Shock Axle – 540755           Upper Shock Axle – 540755

RockShox Deluxe* - might not perform very well/ consistently on a long travel ebike due to lower overall oil volume

Trek Slash (2021+):

Lower Shock Axle – 5258210        Upper Shock Axle – 5258209

Trek Slash (pre-2021):

SHOCK COMPATIBILITY (2021 & NEWER)

RockShox* - Standard Super Deluxe Air does not fit due to lock-out lever interference in the last 1/3 of the travel 

SHOCK COMPATIBILITY (2022 & NEWER)

Coil Shocks** - this frame is not very progressive and it is much better suited for air shocks

Push* - Push do not offer ElevenSix for this frame

Ohlins Coil* - Only with transverse casting

Ohlins Air* - This shock will likely fit, however, we are yet to confirm this

Intend* - This shock will likely fit, however, we are yet to confirm this

CaneCreek* - We are not sure due to end eye design

Marzocchi Coil* - IFP reservoir will need checking for clearance!

Marzocchi Air* - Similar in design to Float X, however, it still needs checking for clearance

Fast* - Needs checking for clearance at full travel, the Evo version of the shock might not fit

Super Deluxe Thru-Shaft (C1 2021+)

The RockShox Super Deluxe Thru-Shaft shock is a proprietary shock designed explicitly for Trek Bikes and not available on any other frame manufacturer’s bikes.  The Thru-Shaft is fitted on a range of Trek frames including the Slash and the Rail.  

Most mountain bike shocks use an internal floating piston (IFP) design. The IFP sits between the oil and gas [typically nitrogen] inside the shock. When you hit a bump, the shock damper shaft displaces the oil as it moves through the shock, pushing against the IFP and compressing the gas below.  The IFP returns to its position when you are over the bump and the oil pressure is reduced. 

The idea behind the Thru-Shaft design is to remove the perceived lag created by using an IFP. Instead, the design introduces a secondary damper rod to account for the change in oil volume, and the damper shaft ‘exits’ the bottom of the shock.  

On paper, it may seem like a great idea, but the Thru-shaft design has suffered reliability issues.  A rod protruding from the shock requires an additional seal to retain the oil in the damping circuit - and in practice, another seal means another point of possible failure.  

As production of these shocks is limited to Trek Frames this product is less well supported in terms of spares and parts than another more widely available/ equivalent suspension.  This means that these shocks are generally more challenging, or sometimes even impossible to service or repair.

On balance and in our experience, the performance and maintenance issues of the Thru-Shaft outweigh the stated benefits of this suspension design.

CAN I REPLACE MY ROCKSHOX THRU-SHAFT SHOCK WITH A STANDARD EYELET SUPER DELUXE AIR/ COIL SHOCK?

The frame/ shock clearance varies between frames and frame model years - please refer to the compatibility tables on top of the page for per-frame & model year compatibility.   The reservoir on the Thru-Shaft shock is placed much higher, towards the upper eyelet (trunnion), and offset to one side in relation to the IFP reservoir on a standard Super Deluxe to improve the frame clearance.   See the image below for a comparison .

CAN I REPLACE MY ROCKSHOX THRU-SHAFT SHOCK WITH A DIFFERENT TRUNNION?

No, not without drastically affecting the bike’s geometry. Despite the Thru-Shaft shock using trunnion mounts, it is a 230mm eye-to-eye shock.   See the image below for a comparison .

Professional MTB Suspension Services in Switzerland since 2012

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PMB Suspension

Öhlins TTX22m.2 Custom Trek (Slash & Rail)

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LIMITED AVAILABILITY

Description

Öhlins TTX22M for Trek Slash and Trek Rail Custom built, direct mount Every unit is built to order

Length: 230mm Travel: 57.5mm (Trek Slash 2019-2020) or 62.5mm (Trek Slash 2021+) Clevis mount for Trek Trunnion cylinder head Specific valving Each unit is built entirely by PMB in Switzerland following Öhlins guidelines Spring is not included

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The trains and stations of the Moscow Metro

2 Comments · Posted by Alex Smirnov in Cities , Travel , Video

The Moscow Metro is the third most intensive subway system in the world after Tokyo and Seoul subways. The first line was opened on May 15, 1935. Since 1955, the metro has the name of V.I. Lenin.

The system consists of 12 lines with a total length of 305.7 km. Forty four stations are recognized cultural heritage. The largest passenger traffic is in rush hours from 8:00 to 9:00 and from 18:00 to 19:00.

Cellular communication is available on most of the stations of the Moscow Metro. In March 2012, a free Wi-Fi appeared in the Circle Line train. The Moscow Metro is open to passengers from 5:20 to 01:00. The average interval between trains is 2.5 minutes.

The fare is paid by using contactless tickets and contactless smart cards, the passes to the stations are controlled by automatic turnstiles. Ticket offices and ticket vending machines can be found in station vestibules.

Tags:  Moscow city

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The bridge over Zolotoy Rog Bay in Vladivostok

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Tomás · August 27, 2012 at 11:34 pm

The Moscow metro stations are the best That I know, cars do not.

Alberto Calvo · September 25, 2016 at 8:57 pm

Great videos! Moscow Metro is just spectacular. I actually visited Moscow myself quite recently and wrote a post about my top 7 stations, please check it out and let me know what you think! :)

http://www.arwtravels.com/blog/moscow-metro-top-7-stations-you-cant-miss

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