vtt trek slash 8

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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Trek Slash 8 review

Trek's Slash 8 wins our coveted 2021 Enduro Bike of the Year award

Andy Lloyd / Immediate Media

Robin Weaver

Easy to ride, very natural feeling geometry; great kit for the cash; easy to throw about yet still calm and stable when it needs to be; seriously impressive suspension

Tyres aren’t the best in damp mud

The Trek Slash 8 is our Enduro Bike of the Year for 2021 . After pitting it against seven of the best out there, all at a similar price, it was the Slash 8 that impressed us most in the end.

Meeting the criteria to win this category is no easy feat and the bikes at the pointy end of this test ticked just about every box going.

For a start, while an enduro bike might be designed to go downhill fast, it still needs to get to the top of the hill as efficiently as possible. It’s then got to handle all manner of trails thrown at it with composure and control, but still remain fun and playful throughout.

It took some serious time and effort back-to-back testing all eight of these bikes, which ranged in price from £3,450 to £4,198, riding them on a wide variety of trails and pummelling them relentlessly over rock and root until we found a winner.

Once the dust had settled, it was the Trek Slash 8 that had managed to edge its way into the lead. Its ability to tackle the wildest terrain without flinching yet all the while retaining that reactive, lively feel really won us over.

The Trek Slash has seen more than its fair share of glory over the years and was one of the first long travel 29ers to be properly proven on the world stage. Much of that success was thanks to the highly decorated Tracy Moseley, who always championed the big wheels and rode them to victory year after year.

More recently, the Slash has been making headlines with the likes of Katy Winton, Pedro Burns and Florian Nicolai piloting it.

Last year, the Slash received its first update in some time, all in a bid to properly freshen things up and bring some of that winning magic back into the mix.

The changes the US brand made to the 2021 Slash are substantial and are detailed here , but just how do they translate to the trail?

Trek Slash 8 frame and suspension details

Travel has been upped to 160mm at the rear and is now paired with a longer travel 170mm travel fork up front. It continues to be delivered via Trek’s Active Braking Pivot (ABP) suspension system which places the chainstay pivot concentric to the rear axle.

This design, in Trek’s words, enables it to “tune how the suspension reacts to acceleration and braking forces independently”. And while this might look unchanged, Trek has moved the main pivot up slightly in a bid to increase anti-squat and make the Slash pedal more efficiently.

Controlling that 160mm of travel is the proprietary RockShox Super Deluxe Thru Shaft shock. This design features a shock shaft that goes through the damper body and exits out of the bottom of the shock when compressed.

This means that the shaft doesn’t displace any extra oil as it enters the damper and therefore does away with the need for a dynamic IFP (internal floating piston – which is what compensates for oil displaced by the shock shaft) – something that Trek attributes additional complexity and lag as the shock transitions between the compression and rebound phase, thanks to the reduction in friction.

The theory, at least, should make the back end of the Slash feel seamlessly smooth and incredibly active. It’s also worth noting that the Slash will work with a standard shock as well.

Where the Slash differs from almost all other aluminium frames (and the majority of carbon ones, too), is its internal frame storage. Slide the lever below the bottle cage downward, lift the cage and hatch door up and off the down tube and you’ll find a handy opening, much like the S.W.A.T storage found on some Specialized carbon frames.

You’ll be able to squirrel away a tube and tools in here, rather than carry them on your person. Trek includes a tool roll to help prevent things rattling once stashed inside, too.

While the down tube shape has changed slightly with the latest iteration of the Slash and now offers enough room for the fork crown to clear it, thanks to the subtle curve just behind the head tube junction, Trek has stuck with its steering limiting Knock Block system.

Knock Block stops the bar from turning past a certain angle, preventing the controls on the bar from potentially impacting the top tube and breaking, or, as with the old Slash, the fork crown hitting the down tube.

The latest Knock Block 2.0 used here offers a much greater steering angle before it stops the bar from turning (72 degrees rather than 58 degrees), but if that’s still not enough for you, it can be removed.

Finally, Trek has moved to a wider diameter seatpost, opting to go with the less-common 34.9mm rather than the more popular 30.9mm or 31.6mm alternatives.

While you’ll find fewer aftermarket alternatives should you wish to upgrade your dropper post, it’s worth noting the benefits that this broader diameter brings. The main one is more space internally for the dropper post mechanism, which should make the post more reliable and stiffer.

Trek Slash 8 geometry

The Slash has been, like most other enduro-style bikes in need of a makeover, stretched out, slackened and steepened in all the relevant areas. My medium frame offers a very reasonable 450mm reach, which is a massive jump of 25mm in the low setting over the 2020 model.

Trek has relaxed the head angle for improved high-speed stability and paired it with a 42mm offset fork in a bid to create the ultimate composure through rough turns. I measured the head angle at 64.1 degrees, which is now pretty much standard for bikes like this.

The seat angle has been steepened by a staggering 2 degrees in a bid to improve climbing efficiency, putting the rider’s hips more directly over the bottom bracket.

With my saddle set at just under 700mm (measured from the centre of the bottom bracket to the top of the saddle), the effective seat tube angle of the Slash 8 measured just over 76 degrees in the low setting.

The two geometry settings (low and high) are accessed via the Mino Link ovalised chips that sit inside the EVO rocker link on the seatstay pivot. Switching between the two settings alters the head and seat angles by 0.5 degrees and the bottom bracket height by a substantial 8mm.

In the low setting, I measured the bottom bracket at 344mm off the floor with a drop of 29mm, which certainly isn’t bad for a bike with this much travel.

Effective chainstay length has increased by just 2mm (now up to 437mm) compared with the 2020 model, and this remains constant across all frame sizes.

Trek Slash 8 geometry (low setting)

Trek slash 8 specifications.

The Slash 8 is a serious looker with some great kit bolted to it. Ask anyone at the trail head how much they think it’s worth and chances are they’ll give you a price far higher than its true value.

Let’s start with the suspension. The proprietary RockShox Super Deluxe Ultimate Thru Shaft rear shock – which, by the way, is impressive to see on a bike at this price – is paired with a Lyrik Select fork that pumps out 170mm of travel.

While this might not be the top-tier, all singing, all dancing Lyrik, it still gets the Charger 2.1 RC damper, which allows you to finely tune both the low-speed compression and rebound damping.

A SRAM GX Eagle drivetrain offers a decently wide spread of gears, thanks to that 10-52t cassette.

Again, it’s impressive to see a drivetrain like this on a bike at this price. That said, Trek has saved a little cash by opting to use the cheaper X1 cranks with a stamped steel chainring, rather than the sleeker finished GX equivalents.

Stopping duties are taken care of by a powerful set of SRAM Code R brakes that clamp around 200mm (front)/180mm (rear) rotors. At the lever, there’s tool-free reach adjust which is handy for dialling in lever set up.

The rest of the kit on the Slash 8 comes courtesy of Trek’s in-house components brand Bontrager: bar, stem, grips, dropper post and the rather firm Arvada saddle.

Bontrager also takes care of the wheels, Line Comp 30s, as well as the tyres, speccing XR5 Team Issues upfront and the lower profile and narrower XR4 Team issue at the rear.

All in, my medium Slash 8 weighed 15.25kg.

Trek Slash 8 ride impressions

Set up on the Slash was relatively straight forward; I set the sag at the rear to 30 per cent and didn’t add any more pressure to the shock during testing.

I did find I needed to toggle the low-speed compression dial into the ‘ ’ setting on the shock to get the support I was after through high-load turns and up take-offs.

Setting the rebound took a bit of playing around with, too, but in the end, I settled on four clicks from fully closed, which left it feeling fast and active but still controlled when returning from deep in the travel.

I stuck with the single volume spacer in the Lyrik fork and added 14 clicks of low-speed compression from fully closed with 70psi in the spring. This coupled with 12 clicks of rebound damping left the fork feeling active and supple yet still composed enough when the hits came thick and fast.

I tested the Slash 8 on a mix of steep, natural trails littered with roots and rocks, but all of them were generally quite slow due to their technical nature. So I spent a decent chunk of time getting some high-speed bikepark laps under my belt, subjecting the Slash 8 to fast, flowy trails, high-load turns, jumps and long stretches of jagged rocks, just to see how well it held up when the pace really picked up.

Big thanks to Bikepark Wales for letting us come and use the facilities to test despite being closed.

Trek Slash 8 climbing performance

The Slash felt incredibly easy-going when pointed uphill, especially considering the travel on tap and its outright intentions. This is mainly due to the easy-rolling tyres and just how stable the back end of the bike is when seated and spinning a gear.

At no point did I reach down for the shock's lever to firm things up because I never felt the need to. Instead, the Slash managed to sit relatively high in its travel and remain stable, with little in the way of suspension bob while the power was being applied.

Because the shock wasn’t sinking too deeply into its travel, the Slash managed to maintain its reasonably steep seat angle, which puts you in a nicely efficient, but most importantly, comfortable position for climbing. Even on steeper pitches where I was really mashing the pedals, I never once felt the need to firm the shock up.

While the 610mm effective top tube isn’t massive, it is longer (not by much) than a number of its contemporaries. While I wasn’t overly bothered by this on shorter climbs, I really started to appreciate the space this created when seated on much longer climbs up the hill.

I also appreciated the big 52t cog on the SRAM GX Eagle cassette which, after spending a long day riding lap after lap, I spent more than my fair share of time using to help preserve energy when I was really feeling fatigued but couldn’t face getting off and walking.

Trek Slash 8 descending performance

Thanks to the frame's well-considered proportions, the Slash offers up a well-centred, confident ride position, and it doesn’t take long to adapt to.

When pointed down steeper, more natural trails, I was instantly impressed by how well balanced the bike felt front to rear and how active the back end of the bike remained while it worked tirelessly trying to eke out every ounce of traction available.

And this was despite the lack of bite from the XR4 rear tyre, which doesn’t offer quite the same in terms of corner traction or braking grip compared to the likes of a Maxxis DHR II, for example.

The front tyre was a little better, but when properly leaned over in a soft, muddy turn, the shoulder tread doesn’t dig in quite as well as others, which can make for some dicey moments when the tyres do break traction.

Thankfully things remain quite predictable, so you know when you’ve reached their limit. Still, there’s no knocking their rapid rolling speed on smoother, harder packed terrain.

It was when riding a dedicated jump trail that I started playing around with the low-speed compression settings on the shock. In the default ‘zero’ setting, I was finding that I wasn’t getting as much support in the mid-stroke as I’d have liked when loading the bike from turn to turn or pumping up take-offs.

Switching the low-speed dial to the ‘ ’ position helped to cure this and while Trek says this setting is designed for this exact type of riding, I never found any drawbacks when riding other types of terrain while in it.

Throw the Slash 8 back into the technical stuff and its confident manner really starts to come to the fore as speeds pick up. Stove it head-on into a boulder field and the way this bike deals with the chaos is seriously impressive.

The Slash’s super-supple suspension recovers so rapidly hit after hit, it manages to track the trail with pin-point accuracy and without sinking too low into its travel or sacrificing any of that much-loved liveliness or pop.

The support through the suspension coupled with the taut feel through the frame ensures that you can really feel a difference in speed as you pump every bump or undulation.

That reactiveness also means that getting back up to speed after tackling a slower section or awkward obstacle doesn’t feel anywhere near as laboured as it can on some super-plush big travel rigs.

Slam on the impressively punchy Code R brakes, spot your line and commit, and the Slash will soak up whatever mess lies beneath the tyres and fire you out the other side faster than you thought possible.

It’s easy to hold onto that speed too, even when things get really ugly. Here, the calm exuded by the Slash is simply incredible. While the wheels frantically bash through bump after bump beneath you, it feels as if the chassis barely flinches, isolating the rider from the worst of the feedback and remaining steadfast with no awkward pitching back or forth.

It’s this illusion of tranquillity that the Slash manages to conjure up to give you what feels like extra time to make these split-second decisions.

The Slash’s ability to hoover up the chunder with relative ease makes riding faster a whole lot easier. And that’s the whole point of these bikes, right?

Trek Slash 8 bottom line

It took some back-to-back testing to really highlight just how impressive the Slash can be when tackling the rowdiest of terrain, but thanks to its impressive climbing manners, tidy frame details, good geometry and superb suspension, the new Trek Slash 8 has truly won me over.

While others like the Whyte G-180 might feel closer to a downhill bike in many ways, the Trek’s composure in the rough coupled with the fact that it still feels that bit more agile, poppy and playful is what helps to make this bike truly shine.

Yes, some better tyres would really help improve its performance when it comes to tackling steep, natural, muddy trails (and after switching tyres I can confirm this is the case) but factoring in the extra rubber cost at the point of purchase certainly isn’t a dealbreaker.

Overall, the Slash 8 impressed time and time again on a multitude of terrain and I was constantly in awe of the speed this thing carries through the nastiest of terrain.

A massive thank-you to BikePark Wales for granting us access to its trails despite the bike park being closed to the public.

Cheers also to Fox clothing for sorting the kit for the photo and video shoots and Garmin for sorting us out with bike computers to log the many miles of testing.

And not forgetting Muc-Off , for its help keeping the bikes washed and lubed throughout testing.

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Trek Slash 8 review – The return of the champion

The Trek Slash 8 took top honours in last year’s affordable enduro bike group test. Rather than retire quietly, the Slash 8 has dusted off it’s championship belt and is back in the ring again. But, one year on, can the middle-weight still go 12 rounds with the big-hitters?

The Trek Slash 8 in detail

In 1981, Bill Gates supposedly once made the statement “640K ought to be enough for anybody.” Today, the latest iPhone 11 has nearly 10,000 times that capacity in its RAM. The same goes for bikes. When Trek launched the Slash back in 2016, with an (at the time) massive 160 / 150 mm of travel (for a 29er), we were blown away. It was a monster. Times have changed and in this test the Trek Slash 8 looks a little undergunned. However, there is life in the old dog yet and the Trek isn’t quite ready for retirement. After winning our test last year, we thought we would bring the Trek back for another round to see if it can hold onto its title. The carbon Slash was arguably the bike that started the long travel 29er movement, but it was the affordable aluminium version that attracted the masses with more aggressive geometry (8 mm longer reach and 0.8° steeper seat tube angle) and attractive € 2,999 price point. The Slash 8 features a 160 mm RockShox Yari RC fork and RockShox Deluxe RT3 RE:aktiv shock with Trek’s proprietary Thru Shaft technology. A SRAM GX Eagle drivetrain does the shifting, while SRAM Guide R brakes with 200/180 mm rotors reign in the fun (in more ways than one). The rest of the cockpit comes from Trek’s own Bontrager brand, as are the 150 mm dropper post and XR4 tires.

Trek Slash 8 29

Specifications.

Fork RockShox Yari R 160 mm Rear Shock RockShox Deluxe RT3 RE:aktiv Thru Shaft 150 mm Seatpost Bontrager Line 150 mm Brakes SRAM Guide R 200/180 mm Drivetrain SRAM GX Eagle 1x12 Stem Bontrager Line Knock Block 50 mm Handlebar Bontrager XR Elite 780 mm Wheelset Bontrager Line Comp 29" Tires Bontrager XR4 Team Issue 2.4"/2.4"

Technical Data

Size S M ML L XL Weight 14.4 kg

Specific Features

The geometry of the Trek Slash 8

The Trek comes with the geometry adjusting Mino Link, allowing you to swap between a steep and slack setting. As with most flip chips, we put the bike in the slack setting and left it there. Compared to the rest of the bikes in this test field, the Trek is the most conservative, with a short 453 mm reach in size Large, 1219 mm wheelbase and short 434 mm chainstays. The 65.1° head angle and slack 74.4° seat angle will disappoint those looking for radical geometry. The geometry is finished with a 621 mm stack and 28 mm bottom bracket drop.

Nimble, direct and balanced, we loved the way the Trek can skip from line to line as if it weighs 2kg less.

Refined and playful, the Trek Slash 8 on the trail

You can feel the heritage of the Trek Slash 8 as soon as you throw a leg over it. The position is familiar and easy going and while the short front triangle appears compact, the slacker seat tube angle ensures that you have plenty of room. Running the saddle fully forwards on the rails to steepen the seat tube for the climbs does bring you quite close to the bars for a head up and tall riding position. At 14.4kg, it’s the lightest bike in the test, and with the fast rolling Bontrager XR4 tires, it feels significantly more sprightly uphill than its competitors. Here it handles more like a long legged trail bike than an enduro bike. The Trek finds lots of traction if you take on the challenge of a technical uphill section and the compact dimensions help keep the front wheel tracking accurately. Anti-squat is moderate, so we found we were reaching for the climb switch of the RockShox Deluxe RT3 RE:aktiv shock to control pedal bob on long fire-road climbs in the bigger gears. Nonetheless, overall the Trek was the most pedal friendly of all the bikes on test.

Downhill, the Trek is a masterclass in poise and balance. It feels noticeably more nimble than the other bikes in this test, hitting lines accurately and skipping into the air with the gentlest pull on the bars. The moderately progressive suspension with its unique ABP design remains very active, even under hard braking, giving you more confidence to charge into sections knowing that you can scrub speed without losing your suspension. It’s best not to get too carried away though as the weedy SRAM Guide R brakes are a trail bike brake at best. The Trek Slash is best ridden differently from the other bikes in this test, connecting gaps and pumping between the best lines, rather than ploughing straight through. When the going gets really tough, the suspension starts running out of travel and just like the Merida ONE-SIXTY the Yari RC starts to struggle, packing down into its travel. The Bontrager XR4 tires offer good grip but lack an aggressive shoulder tread for wet conditions. Overall, one year on, we are still really impressed with the Trek Slash 8. It could be the perfect ‘bridge’ bike for the rider who thinks that they would be best on a trail bike but love the occasional DH track, grassroots enduro race or week in the Alps.

How does the Trek Slash 8 Compare to the other bikes in this test?

The Trek Slash’s nearest rival is the Propain Tyee CF. Both bikes share a nimbleness not shown by any other bike in this test, skipping into the air at every opportunity. The Trek is the more agile bike, pumping for speed and popping shapes, but the Propain Tyee is a more efficient climber and the better fork and longer travel allow the Propain to pull ahead when the trails get really rowdy.

Tuning tips: you may need to change the Bontrager XR4 tires if you ride in the wet | add tokens to the Yari to improve support | upgrade brakes to SRAM CODEs or Guide REs

Riding Characteristics

Value for money, intended use.

Returning as the reigning champion, the Trek Slash 8 proved it’s not ready for retirement just yet. If you’re looking for a versatile enduro bike that can still masquerade as a nimble trail bike, the Trek Slash 8 would be our pick of the bunch. Its balanced handling and nimble nature is easy to enjoy whatever your skill level. Only on the roughest trails does it start to lose its cool.

• loves to play with the trail
• ABP suspension works flawlessly under hard braking
• versatile and nimble

• disappointing brakes
• Yari fork gets overwhelmed in rough terrain

For more info head to: trekbikes.com

The test field

For an overview of the test fleet head to the group test: What’s the best 2020 Enduro Bike under € 3,500 – 9 mountain bikes in review

All bikes in test: Canyon Torque AL 6.0 (Click for review) | GIANT Reign SX 29 (Click for review) | Ibis Ripmo AF Coil (Click for review) | MERIDA ONE-SIXTY 700 (Click for review) | Nukeproof Mega 290 Expert (Click for review) | Privateer 161 (Click for review) | Propain Tyee CF (Click for review) | Trek Slash 8 29 | YT Capra Comp 29 (Click for review)

This scale indicates how efficiently the bike climbs. It refers to both simple and technical climbs. Along with the suspension, the riding position and the weight of the bike all play a crucial role. ↩

How does the bike ride and descend? How spritely is the bike, how agile is it through corners, how much fun is it in tight sections and how quickly can it change direction? ↩

Is the bike stable at high speeds? Is it easy to stay in control in demanding terrain? How composed is it on rough trails? Stability is a combination of balanced geometry, good suspension and the right spec. ↩

This is all about how balanced the bike is and particularly about how well it corners. Balanced bikes require little physical effort from the rider and are very predictable. If a bike is unbalanced, the rider has to work hard to weight the front wheel to generate enough grip. However, experienced riders can have a lot of fun even with unbalanced bikes. ↩

How sensitive is the suspension over small bumps? Can it absorb hard impacts and does it soak up repeated hits? Plush suspension not only provides comfort and makes a bike more capable, but it also generates traction. The rating includes the fork and the rear suspension. ↩

This aspect mainly comes down to the suspension. How much pop does it have, does it suck up the rider’s input or is it supportive, and how agile and direct is the bike? ↩

We don’t calculate value for money in an excel spreadsheet or based on how high-end a bike is specced. We are more concerned with how a bike performs on the trail and how the bike benefits the rider. What good are the best components if the bike doesn’t perform well on the trail? Expensive bikes with a lower-end spec can offer very good value for money – provided they excel where it matters. Just as supposedly cheap bikes with good components can get a bad rating if they don’t deliver on the trail. ↩

No, it’s not about racing, it’s about efficiency. Fast, fleet-footed and efficient – those who want to speed along flowy singletrack and gravel roads need a defined and spritely bike that accelerates with ease and efficiency. Nevertheless, reliable components are important too. We interpret XC more like the Americans do: big back-country rides instead of a marathon or XC World Cup with the ultimate in lightweight construction! Uphill-downhill ratio: 80:30 (not everything has to be 100%!) ↩

...also known as mountain biking. Classic singletrack with roots, rocks and ledges – sometimes flowy, sometimes rough. For this, you need a bike with good all-round qualities, whether climbing or descending. Uphill-downhill ratio: 50:50 ↩

Even more extreme and challenging compared to Trail riding, riddled with every kind of obstacle: jumps, gaps, nasty rock gardens, ruts and roots. For this, you need (race)proven equipment that forgives mistakes and wouldn’t look out of place on a stage of the Enduro World Series. Climbing is just a means to an end. Uphill-downhill ratio: 30:70 ↩

Strictly speaking, a 200 mm travel downhill bike is the best choice for merciless tracks with big jumps, drops and the roughest terrain. Those would be the black or double-black-diamond tracks in a bike park. But as some of the EWS pros (including Sam Hill) have proven, it’s the riding skills and not the bike that define what you can ride with it. Climbing? On foot or with a shuttle, please! Uphill-downhill ratio: 10:90 ↩

You can find more info about our rating system in this article: Click here! ↩

Did you enjoy this article? If so, we would be stoked if you decide to support us with a monthly contribution. By becoming a supporter of ENDURO, you will help secure a sustainable future for high-quality mountain bike journalism. Click here to learn more .

Words: Photos: Trev Worsey, Finlay Anderson

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

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

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

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

Price : $3,679

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

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

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

Frame Saver

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

Smooth Shock

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

Up and Down

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

Razzle Dazzle

The harlequin stickers appear to change color.

Handy Guides

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

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

The Slash Aluminum Family

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

The Slash's Tech

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

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

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

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

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

The Competition

Ride Impressions

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

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

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

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

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

equipment Slash 8

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

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Sizes and geometry.

www.trekbikes.com

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Trek Slash 8 27.5

• AUS $ NZD $ USD $ CAD $ GBP £ EUR €

Colour / Dnister Black

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

At a glance

Where to buy.

Specifications

• Frame Alpha Platinum Aluminum, ABP, Full Floater, EVO link, E2 tapered head tube, Mino Link, internal derailleur & dropper post routing, down tube guard, PF89.5, ISCG 05, 160mm travel
• Wheels Bontrager Duster Elite Tubeless Ready, TLR strips, 15mm front, 142x12 rear
• Wheel Size 27.5"
• Tires Bontrager XR4 Expert, Tubeless Ready, aramid bead, 27.5x2.35"
• Crank SRAM GX 1000, 32T X-Sync
• Rear Derailleur SRAM GX1, Type 2
• Shifters SRAM GX1, 11 speed
• Brakeset Shimano SLX hydraulic disc
• Handlebar Bontrager Rhythm Elite, 31.8mm, 15mm rise
• Saddle Bontrager Evoke 2, chromoly rails
• Seatpost KS eThirty Integra, remote lever, 2-bolt head, 31.6mm, zero offset, internal routing
• Stem Bontrager Rhythm Comp, 31.8mm, 0 degree
• Headset FSA IS-2 carbon, E2, sealed alloy cartridge

Q: What size wheels does the 2016 Trek Slash 8 27.5 have?

The 2016 Trek Slash 8 27.5 has 27.5" wheels.

Q: What size 2016 Trek Slash 8 27.5 should I get?

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• Rider Notes

2023 Trek Slash 8 Gen 5

A 29″ aluminum frame full suspension enduro bike with high-end components. Compare the full range

Manufacturer Price

Slash 8 Gen 5

In Stock: MD/LG & XL

For This Bike

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Based on frame geometry and build specs.

A bike with lower gearing will be easier to ride up steep hills, while a higher top end means it will pedal faster down hills.

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(descending)

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Based on build material and quality level of the frame, fork, wheelset, groupset, suspension system, and more.

Compare the full Slash model range

A great excuse to make poor choices

Read Review

Jan 2024 · Steve Fisher

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

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

Incredible composure on the rowdiest terrain

Plush & well-controlled suspension

Surprisingly efficient pedalling performance

Mullet setup injects welcome agility

Loads of in-built adjustability

Extra pulleys add complexity & noise

Tyres too flimsy for the application

Downtube storage is on the small side

Chainstay armour lacks damping

GX derailleur clutch failure

Oct 2023 · Dario DiGiulio

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

Excellent geometry and balanced ride

Composed, capable, and predictable suspension

Climbs well for such a downhill-focused bike

Excels in challenging terrain

Chassis may be too stiff for some

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

Stock chainstay protector did very little to manage noise

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

A first look at Trek's high pivot idler-equipped sled for 2024.

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

Steep terrain crusher

Rough terrain performance

Not the best climber

Ineffective drain tube

Apr 2022 · Alan Muldoon

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

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

XL would benefit from a steeper seat angle

Last updated April 20

• Slash 8 5e gén.