trek slash 8 2023 review

2023 Trek Slash 8 Review

Are you looking for a enduro mountain bike that can tackle any terrain with ease? The 2023 Trek Slash 8 is the perfect full-suspension enduro bike for all hardcore mountain bikers!

Mountain biking has been growing in popularity, and with so many manufacturers offering various styles of bikes, it can be difficult to decide which one to buy.

Trek’s line of mountain bikes is renowned for their high performance and reliability.

In this review, we are taking a closer look at the 2023 Trek Slash 8.

We will go over its design specs and performance capabilities to help you get an idea if this bike is right for your trail-riding needs.

The Trek Slash 8 has been a go-to for hardcore cyclists since its release.

Now, six years later, the bike still stands among the top enduro and downhill (DH) MTBs​ on the market.

Let’s review this legendary shredder and see why it deserves to stay at the front of the pack.

The Trek Slash 8 is a performance mountain bike that is perfect for riders looking to take their riding to the next level.

With an upgraded fork and geometry, this bike is ideal for aggressive enduro and all-mountain trails.

The lightweight frame, large wheels, and aggressive tires make it easy to pedal up climbs and attack downhills with confidence.

This model features a 12-speed SRAM GX Eagle drivetrain with 30t front chainring and TranzX dropper seat post.

Features include a 170mm RockShox ZEB Select air fork, Alpha Platinum Aluminum frame, Bontrager Line Comp 30 wheelset, Bontrager XR5 Team Issue tires, SRAM Code R 4-piston hydraulic disc brakes, tubeless ready technology, and oversized pivots for maximum stiffness.

Whether you are chasing enduro races or slaying technical trails on your own time—the Trek Slash 8 delivers reliability at an unbeatable value point.

– Lightweight Alpha Platinum Aluminum Frame with internal storage, tapered head tube, Knock Block 2.0, Control Freak internal routing, and a downtube guard

– RockShox ZEB Select, DebonAir spring 170mm Air fork 

– RockShox Super Deluxe Select+ RT, 230mm x 62.5mm rear shock

– Bontrager Line Comp 30 wheelset

– Bontrager XR5 Team Issue 29″x2.50″ tires

– Powerful SRAM Code R 4-piston hydraulic disc brakes

– 1×12 SRAM GX Eagle Drivetrain

– 30t Front Chainring paired to a 10-52t cassette

– TranzX dropper seat post

The Trek Slash 8 features a sturdy Alpha Platinum Aluminum frame with a magnesium rocker link to provide superior strength and rigidity while keeping weight tight.

With a total of 160 mm of travel, this bike truly means business when it comes to tackling big terrain – no matter what your style is!

Onsite suspension pieces grace this bike including a RockShox Super Deluxe Select+ RT rear shock as well as an upgradeable RockShox ZEB Select, DebonAir spring fork for maximum performance out on the trails.

With both lockout capabilities and damping adjustments, you get superior adjustability for any ride you’re out for–from XC sprints all the way to DH races!

A reliable SRAM GX Eagle 1×12 drivetrain provides quick shifts from gear ratios ranging from 10-52t or even bigger if you know what you’re doing.

What’s more impressive are the powerful SRAM Code R 4-piston hydraulic disc brakes that help keep your speed back right where it needs to be during even challenging descents on tight corners…no matter your skill level!!

Rolling duties are taken care of by Bontrager Line Elite 30 wheels paired with 2.5″ Bontrager XR5 Team Issue tires optimized for grip regardless of conditions while providing support too so they never feel like they’re slipping away out from under you!

The 2023 Trek Slash 8 packs an amazing amount of performance into its enduro package making it both fast and reliable which is just what serious mountain bikers need from their rides year after year!

We highly recommend this bike for any level rider looking for an upgrade in their ride experience every time they show up to hit some trail sections!

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

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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 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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The all new Trek Slash 8 2023 have just released on our website! - MTB Monster

Posted by Paul Hoyle on 15th Sep 2022

The Slash 8 is a fast rolling all-out full suspension ripper. The 2023 model now offers a RockShox ZEB front fork tackling big hits with ease! Whilst a Sram GX drivetrain handles the climbing duties.

Click here to view our full range of Trek Slash 8's

• #Trek Slash 8 2023
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• "Bought my new Trek from MTB Monster online. Went into the showroom previous to this and the staff were friendly and helpful. Real good quality service from point of order to picking my bike up… On collection the bike was ready and looking good and the guy ran me through all I needed to know and answered my questions." Daniel May 2023 (Google Review)
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Is Trek Slash 8 Worth Buying? [Trek Slash 8 Review]

Table of Contents

Trek Slash 8

• Price: $4299.99
• Frame : Alpha Platinum Aluminum
• Gear : 1×12
• Tire : 29×2.5”

What we like about it : Progressive geometry and 29er tires that take you on fast and efficient track rides.

What we don’t like about it : Some people think it’s a little heavy.

Rating (4.7/5)

What kind of routes would you choose a full-suspension bike for? On rugged forest climbs, on exciting bumpy descents, in enduro races, or even in general terrain. A full-suspension bike is a great companion for your cycling trips.

This Trek Slash 8 full-suspension enduro mountain bike features a sturdy alpha platinum aluminum frame, a wide SRAM GX Eagle 1×12 drivetrain, lightweight and durable Bontrager XR5 Team Issue tires, and the all-important RockShox Super Deluxe Select+ shock absorber. These made us pleasantly surprised about its descending performance in the Coronado National Forest.

During the 2-month review period, the bike led us through rolling forest trails, enjoyed beautiful mountain views of the Coronado National Forest, accompanied us as we conquered the forested climbs of the Coronado National Forest, and experienced relatively easy climbs on rugged routes.

I not only felt the excellent descending performance of this bike, which brought me an exciting experience but also experienced its powerful climbing ability.

Yes, this Trek Slash 8 left an unforgettable impression on me, whether it was the wonderful and consistent descents or the relatively easy climbs.

Below we analysis the descents, climbs, key features, components, and specs of the Trek Slash 8 as well as other versions. For more reviews on the bike, stay tuned with us.

In this one, we went to Coronado National Forest, which is far and wide and known as a mecca for cycling, and the route we chose to ride was a narrow single track. The trees on both sides of the road were tall and blocked my view. And the fallen leaves on the road may have also caused a hindrance to my riding. However, I am still very much looking forward to the performance of the Trek Slash 8.

It’s hard to believe that the Trek Slash 8 gives me great cornering traction in the corners with its lightweight and durable Bontrager XR5 Team Issue tires.

This was even though I encountered large boulders on the descent and had to make jumps. But when I hit the ground, the 170mm RockShox ZEB Select-based fork’s powerful and responsive rebound and stretch fully offset the impact from the ground, allowing me to descend more freely.

In addition, the Bontrager XR Trail Pro with its unique finned texture has a grip that not only adds support and control but allows for a more secure and comfortable grip for my hands.

Moreover, the comfortable Bontrager Arvada saddle achieves a more ergonomic design through the shell cutout. And the quality padding material is not only soft enough but also can provide the right support.

All in all, we couldn’t help but give it a thumbs up on the descent and were even more surprised by the thoughtful design of the components. I must say, Trek is a trustworthy bike brand.

We faced more turns as we made the climbs, and the road was slick with ruts and scattered gravel. But the excellent SRAM GX Eagle 1×12 drivetrain allowed me to smartly switch to the most energy-efficient gear ratio and get a more relaxed ride. In addition, the large 29×2.5” Bontrager XR5 Team Issue tires with their outstanding grip allowed me to ride more consistently upwards.

There may be a lot of concern that the lack of responsiveness in the face of an emergency may cause injury to the bike and rider. But in the actual climbing, Trek didn’t ignore this. Because the unique ABP setup has a more responsive response, giving me more confident control when I need it most.

In addition, the Knock Block 2.0 setup surprised me when I was traversing the variable climbing corners. Not only did it provide a better steering angle, but it kept the cables and hoses safe.

All in all, whether in descending or climbing, wouldn’t the Trek Slash 8’s performance still leave you with no reason to choose it?

Main Features

When I saw this Trek Slash 8, the idea of going to an enduro race popped into my head.

First off, the Trek Slash 8’s high-quality, sturdy alpha platinum aluminum frame gives me full confidence in its ability to withstand impacts. However, the two paint colors are not bright enough for me. I wish there was a better color scheme.

Secondly, if you look closely enough, you will see that it has a full protective cover for the downtube (which can be replaced). It protects the bottom of your frame from rock impacts. This allows you to do highly focused technical course challenges without the distraction of a damaged downtube.

Next, we noticed its internal cable setup. This not only gives it a cleaner look but also prevents important cable control lines from being exposed to damage. And it will be easier and more convenient for your maintenance work.

Finally, the internal storage frame is set up so that you can use Bontrager BITS Internal Frame Storage Bag The Bontrager BITS Internal Frame Storage Bag allows you to use the necessary tools or essentials to make your ride easier. A water bottle holder is also available to bring essential hydration to your ride.

Yes, the careful and thoughtful design of the frame makes your ride convenient everywhere.

The steep seat tube angle (75.6°) of this Trek Slash 8 not only gives you easier pedaling, but also allows you to bend over to get an aerodynamic position when you want to gain more speed. This reduces the drag from the air to get acceleration.

Based on the relatively slack head tube angle of this bike (64.1°) provides greater speed stability and gives you more responsive handling. So you can make a big difference on the downhill.

In addition, the Trek Slash 8’s relatively short Fork Offset (43mm) improves the stability of the bike’s steering. One more thing, the standard reach (469mm) gives you the freedom to extend your arms. The important thing to note is that you need to choose the right size.

In addition, the relatively standard BB height (345mm) allows it to be in a suitable position whether you are climbing or descending. Thus, your center of gravity is in a suitable position.

Components and Specifications

Sram gx eagle 1×12 drivetrain.

I have to say that the precise gear shifting amazes me. First of all, the wide range of speed options of 1×12 allows you to challenge more riding routes.

Secondly, the Smooth 1× shifting not only has a simpler operation, but it also uses the X-SYNC 2 technology. This allows the chain to be better controlled without worrying about dropping the chain.

In addition, SRAM’s Eagle 12-speed drivetrain has an extended gear range of 520% thanks to its dense gear range (10-52T). Even when you’re facing the steepest climbs, you can shift to the most appropriate gear ratio, allowing you to spin your tires more powerfully.

Not only that, but the open design helps you clear the mud when you’re going through muddy trails. It also provides crisp shifting performance and longer component life.

SRAM Code R 4-piston Hydraulic Disc Brake

You know, the 2-piston hydraulic brake already has a good braking ability. So when I saw the SRAM Code R 4-piston hydraulic disc brakes on the Trek Slash 8, I had high expectations for its braking performance.

It did not disappoint my expectations on the actual ride. The powerful four-piston brake not only stops the tires steadily and precisely when faced with high speeds, but the SRAM CenterLine brake discs remain aligned with the center throughout the rotational work. This minimizes vibration and enables quiet braking.

In addition, the more advanced hydraulic disc brakes the braking power powerful for all to see. And a softer operating feel is also a major selling point to attract attention.

In short, consistent brakes in all situations provide additional assurance for your safe ride.

Bontrager XR5 Team Issue Tires

Straight away, this XR5 Team Issue tire is a lightweight mountain bike tire, so it’s made with a durable yet lightweight construction. Even if you’re riding in rough conditions, it will give you enough traction for a fast ride.

In addition, the TM-Grip rubber compound material and 120tpi construction not only enhance its abrasion resistance and lighter weight but also allow you to make jumps more easily. Likewise, the unique tread pattern provides enough grip for a more stable passage when you face smooth surfaces.

It is also worth mentioning that the vacuum tires are ready to go so that your ride can be more versatile.

RockShox ZEB Select Fork

Whether in descents or on bumpy routes, the shock absorber works perfectly to always give you a better riding experience.

The bike’s RockShox ZEB Select fork has an additional 170mm of fork travel, which provides almost perfect damping on bumpy roads.

In addition, the DebonAir+ air spring not only has a relatively lighter weight, but the increased air volume at higher overall ride heights allows you to ride with more confidence on steep descents with more responsive cushioning.

In addition, the Maxima Plush Dynamic Suspension Lube reduces friction and therefore has a longer service life. And it can improve the damping effect during the ride.

RockShox Super Deluxe Select+ RT Shock

Will you be looking forward to steeper climbs and bolder technical descents? I think this RockShox Super Deluxe Select+ RT Shock will give you the answer.

First of all, the RockShox Super Deluxe Select+ RT, which is designed with better materials, has better durability. It can maintain consistent shock absorption performance over a longer period.

Secondly, the new DebonAir+ air spring not only has a butter-soft feel, but it also works to the bottom when you’re dealing with small, raised piles of dirt. This greatly reduces the pressure of the ground on your bike, giving you a softer ride.

In short, whether it’s the RockShox ZEB Select Fork or the RockShox Super Deluxe Select+ RT Shock, they both have surprisingly good shock absorption. And with the Trek Slash 8 integrating them all, the Trek Slash 8 can take you on more technical routes.

Other versions of Trek Slash

In this review, we took a look at the Trek Slash 8’s alpha platinum aluminum frame, Bontrager XR5 Team Issue tires, SRAM GX Eagle 1×12 drivetrain, SRAM Code R 4-piston hydraulic disc brakes, and other components in action. For you to have a more comprehensive understanding, we have also found its other versions.

In all honesty, in the Trek Slash series, whether it’s the most expensive Trek Slash 9.9 XX1 Flight Attendant (priced at $12,749.99) or the most price-friendly Trek Slash 7 (priced at $3,474), a total of eight versions in the series, Trek all are made with a very meticulous attitude and have left a deep impression on us in the actual ride.

Of course, the higher price tag will be worth it for the riding experience. This Trek Slash 9.9 XX1 Flight Attendant is a strong but lightweight OCLV Mountain Carbon frame with a high-end SRAM XX1 AXS fully wireless drivetrain. So not only will you get a better riding experience, but the sharper shifts will get you more cheers for your performance on the track.

Not only that, but the excellent shock absorption settings and hydraulic disc brakes also allow you to experience the same riding experience as a professional speed bike on steep hills.

If, however, you are looking to invest. This Trek Slash 9.9 XX1 Flight Attendant may be an option you can’t pass up.

But the affordable Trek Slash 7 also has its advantages. The unique alpha platinum aluminum frame is not only relatively light but also has enough resistance to impact. In addition, the 170mm fork travel gives it excellent shock absorption. What’s more, the wide 1×12 drivetrain also allows you to go for more rides.

That’s right, whether high-end or affordable, Trek offers quality service and thoughtful design. You can choose according to your needs.

What we like about it ?

• The full suspension design can take you to adjust more adventure routes.
• Alpha Platinum Aluminum frame, with relatively stronger impact resistance, can accompany you for longer rides.
• Rugged and lightweight, Bontrager XR5 Team Issue Tires take you further afield.
• SRAM Code R 4-piston hydraulic disc brakes provide stable and powerful braking in all conditions.
• The SRAM GX Eagle 1×12 drivetrain not only has a wide enough selection of speeds, but the 1× shift makes your operation more convenient and simple.

What we don’t like about it ?

• The choice of paint color is not rich enough.
• Some people think it has too few water bottle mounting brackets.

What is the frame material of the Trek Slash 8?

The frame material of Trek Slash 8 is Alpha Platinum Aluminum.

What is the tire size of the Trek Slash 8?

The tire size of Trek Slash 8 is 29×2.5”.

What sizes does the Trek Slash 8 come in?

Trek Slash 8 size chart.

Trek Slash 8 Specs

Accessories

Comparison Table

Trek slash 8 vs marin alpine trail carbon 2.

Because I am indeed a carbon lover. When I first saw the Marin Alpine Trail Carbon 2, I was attracted by its carbon frame. But after I rode it, its carbon frame didn’t make me feel much lighter. And the 160mm fork travel didn’t handle the bumpy roads as well as the Trek Slash 8 170mm RockShox ZEB Select fork.

However, in the drivetrain, the same 1×12 speed option gives them the same speed options. And the 1× design also makes them easier and quicker to shift gears.

However, if you’re more focused on trail riding on bumpy roads, the Trek Slash 8, which is about $200 cheaper, would be a good choice.

Trek Slash 8 vs Trek Slash 9.7

The price difference makes them have different advantages even if they are both produced by Trek.

We can see that the Trek Slash 9.7, priced at $4,999.99, has a lighter and stronger OCLV carbon structure. In addition, the same wide 1×12 drivetrain also has an easier and faster speed change. However, in actual riding, the Trek Slash 8 will fit my riding habits better than the Trek Slash 9.7.

And the same travel of the shock-absorbing fork makes both bikes easy to get you through when facing bumpy roads. If you’re on a budget, the Trek Slash 8 will be a cost-effective choice for you. If you want a higher-end carbon frame, the Trek Slash 9.7 would also be a good choice.

Learn More: 1500 Miles Off-Road In Real-World Testing-Trek Top Fuel 9.7 Review

Trek Slash 8 vs Norco Sight A2 27.5

The bright red paint allows the Norco Sight A2 27.5 to attract more attention. But I’m concerned about its 27.5er tire size, which makes me a bit worried about its rolling speed. And with 160mm of travel, the fork is shorter compared to the Trek Slash 8. However, it does have a 29er version set up, so if you want a larger tire size tire you can try it.

Of course, the Trek Slash 8 from the big brand Trek not only has a 29er tire diameter but also a 1×12 drivetrain to make your speed change easier. And the comfortable saddle and sturdy cranks will also make you want to stop riding. One more thing, the 170mm travel fork, which is more focused on damping rough roads, can take you on exciting descents.

If, however, you like exciting and bumpy routes, why don’t you try the reliable Trek Slash 8?

Learn more : Is Norco Sight VLT C1 Splendid? – [Norco Sight VLT C1 Review]

Trek Slash 8 VS Transition Patrol GX Code Alloy

In all honesty, the $5299 Transition Patrol GX Code Alloy is the high-end version of this Transition Patrol.

Although the high-end version of the Transition Patrol GX Code Alloy is designed with a combination of tires of different sizes. And this combination of tires will allow you to handle a wider variety of routes. But it may not be the flexible hybrid wheelset that some people are looking for. However, the Transition Patrol GX Code Alloy also has great braking performance with its SRAM Code RSC hydraulic disc brakes.

However, we can see that the two bikes have the same body weight. And the Trek Slash 8 is the same SRAM Code hydraulic disc brake as the Transition Patrol, GX Code Alloy. In actual riding, I think the four-piston braking performance is better on the Trek Slash 8.

In addition, the same wide 1×12 drivetrain and the same quick and easy 1× shifting made no difference to me while riding.

Therefore, I think about $1000 for a cheap Trek Slash 8 would be a more affordable option. Not to mention Trek is a big brand that you can trust.

In case, the above comments are helpful to you, please remember to share the subscription. Have a great day!

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

Cool Features

• Rider Notes

2022 Trek Slash 8

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

Manufacturer Price

Slash 8 Gen 5 - 2022, Medium/Large

In Stock: MD/LG

For This Bike

View more similar bikes →

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.

Similar Bikes

(descending)

Add custom gearing

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

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

Read Review

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

Apr 2021 · Robin Weaver

The Slash 8 strikes the perfect balance between a fun and lively feel, and ultimate chaos-calming composure

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

Mar 2021 · Lydia Tanner

The Trek Slash has been 29-inch-only since 2016, and the 2021 version is evidence of its head start in the big-wheel enduro category.

Superb high-speed stability

Great traction in variable terrain

Supple and generous-feeling suspension

Less maneuverable at slow speeds

A lot of bike to get back up the hill

Riding a bike like the Slash over the winter on the North Shore is a rough test scenario, but Trek's newest long travel trail bike has proven up to the task...

Feb 2021 · Guy Kesteven

We took the Trek Slash 9.9 X01 to our toughest local trails to see how its new shape and unique shock translate to the real world

Phenomenal rear suspension

Awesome aggro geometry

Precision accuracy

High control cockpit

Internal storage

Efficient pedaling

Threaded BB

Optional steering lock

More confident with switched tires

ZEB fork requires some patience

Deserves better wheels

Short dropper on small sizes

Seriously grounded rather than playful

Starting with a new Trek Slash 8 frameset, fellow Flow Frother Ben has chosen a rather eclectic build kit to complete his unique enduro bike. Read on for a closer look at the parts he's chosen, and a detailed explanation of what's worked well, and what hasn't worked so well.

Last updated April 18 Not listed for 10 days

• Slash 8 Gen 5

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Winner - Mountain Bike category

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

"Feels exactly right"

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

Enduro Bike of the Year

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

"A hell of a bike"

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

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Trek Slash 8 Gen 5

• AUS $ NZD $ USD $ CAD $ GBP £ EUR €

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

At a glance

Where to buy.

Specifications

• Frame Alpha Platinum Aluminum, internal storage, tapered head tube, Knock Block 2.0, Control Freak internal routing, downtube guard, shuttle guard, threaded BB, ISCG 05, 34.9mm seat tube, magnesium rocker link, Mino Link, ABP, Boost148, 160mm travel
• Fork RockShox ZEB Select, DebonAir spring, Charger RC damper, tapered steerer, 44mm offset, Boost110, Maxle Stealth, 170mm travel
• Shock RockShox Super Deluxe Select+ RT, 230mm x 62.5mm
• Wheels Front: Bontrager Line Comp 30, Tubeless Ready, 6-bolt, Boost110, 15mm thru axle Rear: Bontrager Line Comp 30, Tubeless Ready, Rapid Drive 108, 6-bolt, Boost148, 12mm thru axle
• Wheel Size 29"
• Tires Bontrager XR5 Team Issue, Tubeless Ready, Inner Strength casing, aramid bead, 60 tpi, 29x2.50''
• Chain SRAM GX Eagle, 12 speed
• Crank SRAM X1 Eagle, DUB MTB Wide, 30T steel ring, 55mm chainline, 170mm length
• Bottom Bracket SRAM DUB MTB Wide, 73mm, BSA threaded
• Rear Derailleur SRAM GX Eagle
• Shifters SRAM GX Eagle, 12 speed
• Brakeset SRAM Code R 4-piston hydraulic disc
• Handlebar Bontrager Line, alloy, 35mm, 27.5mm rise, 820mm width
• Saddle Bontrager Arvada, hollow chromoly rails, 138mm width
• Seatpost Size: S, TranzX JD-YSP39, 100mm travel, internal routing, 34.9mm; Size: M, ML, TranzX JD-YSP39, 150mm travel, internal routing, 34.9mm; Size: L, XL, TranzX JD-YSP39, 170mm travel, internal routing, 34.9mm
• Stem Bontrager Elite, 35mm, 0 degree, 35mm length
• Grips Bontrager XR Trail Pro, alloy lock-on
• Headset Knock Block 2.0 Integrated, 72-degree radius (includes infinite-radius chip), sealed cartridge bearing, 1-1/8'' top, 1.5'' bottom

Q: How much is a 2023 Trek Slash 8 Gen 5?

A 2023 Trek Slash 8 Gen 5 is typically priced around $4,299 USD when new. Be sure to shop around for the best price, and also look to the used market for a great deal.

Q: Where to buy a 2023 Trek Slash 8 Gen 5?

The 2023 Trek Slash 8 Gen 5 may be purchased directly from Trek .

Q: What size wheels does the 2023 Trek Slash 8 Gen 5 have?

The 2023 Trek Slash 8 Gen 5 has 29" wheels.

Q: What size 2023 Trek Slash 8 Gen 5 should I get?

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Trek Slash 9.8 XT review

• Alan Muldoon
• April 22, 2022

Yes, the Trek Slash 9.8 XT is a great choice for enduro, but its capable, lively ride makes it a great do-it-all choice for the one bike quiver

Trek Slash test winner Credit: Roo Fowler

Product Overview

Overall rating:, trek slash 9.8.

• Fast, fun and efficient. Tight, reactive ride. Progressive geometry. Versatile, composed. A do-it-all bike
• XL would benefit from a steeper seat angle

Manufacturer:

Price as reviewed:.

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

mbr bike test editor putting the Trek Slash 9.8 through its paces

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.

A full Shimano XT drivetrain including cranks

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.

This might be a cheaper bike but the RockShox Super Deluxe Ultimate shock is the exact same shock that comes on the flagship model

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 on the Slash is as easy as 1, 2, 3

Up front the 170mm travel RockShox Zeb Select+ lacks the high speed compression adjuster found on the Ultimate, but you still have the low-speed compression and rebound to fine tune the ride. The burly 38mm chassis definitely adds stiffness and a real sense of security, something that heavier or harder charging riders will really appreciate.

Trek Slash 9.8 components

Sometimes it’s the little things that make a big difference. Like Trek swapping one of the 10mm headset spacers for two 5mm spacers so you can fine tune the height of the handlebar. It also fitted 170mm crankarms to improve pedal clearance, not that the Slash needs them as we had no issues with pedal strikes with the 175mm cranks on last year’s bike.

The Mino link

So if the low geometry setting is really the default mode, what’s the high setting on the Mino Link for? It should provide just enough clearance to run a 27.5in rear wheel if needed, especially with the 170mm cranks.

Rapid Drive 108 freehub on the Bontrager Line 30 wheelset

And while we’re on the subject of wheels, the Rapid Drive 108 freehub on the Bontrager Line 30 wheelset offers a 3.33º engagement angle, which is almost 7 times faster than the rear hub on the Specialized Stumpy Evo.

The removable Switch lever on the rear axle

Trek has missed a trick with it’s removable 6mm Switch lever on the rear axle though. Yes, it also fits the fork axle but if Trek used a stepped design like Scott has, it could probably add a 5mm allen key and a T25 to the same tool. Why is this important? Well, Trek has the smallest cutaway in the downtube for storage so you can’t pack as much stuff into the frame.

Trek Slash 9.8 performance

The Trek Slash is a deceptive bike. And if it weren’t for the burly RockShox Zeb fork, you’d never guess by looking at the compact carbon frame that it’s a big travel rig designed to tackle the toughest enduro race stages. However, the numbers don’t lie. With the size L Slash sporting a 63.5º head angle and a 1,272mm wheelbase, it has a footprint that guarantees a stable grounding even on unstable terrain.

Don’t let the number fool you, this bike is incredibly capable

And while the 29in wheels can certainly truck over rough terrain with the best of them, make no mistake, the Slash is no monster truck. If anything, it’s tight, reactive ride belies its generous travel. And nowhere is that more apparent than when you stomp on the pedals. This bike simply motors.

It feels more solid than the Stumpy or Jam too, something that will definitely favour heavier riders. At a hair over 15kg with our Maxxis control tyres fitted, you don’t even pay a weight penalty for the extra travel or solidity.

The balanced geometry and low standover allows you to get into all sorts of shapes on the Slash, which makes it easy to stay on top of the bike. Basically you always feel like you’re piloting the Slash, never a passenger. Yes, the downtube storage isn’t as generous as on the Stumpy, but with an extra tool pouch you could easily crame more stuff into the undercarriage.

Downtube storage includes two small bags for organising and stowing essentials

Our only real criticism of the Slash then, is that there’s quite a bit of chain noise. So if you have the legs to push a 32t chainring this would provide some extra clearance between the upper run of the chain and the chainstay. Failing that, you could stick with the stock 30t chainring as add additional rubber protection to key areas of the stays.

• Best enduro mountain bikes ridden and rated
• Best mountain bike: The ultimate trail, XC and enduro bikes tried and tested

For an enduro bike with progressive geometry, the Trek Slash 9.8 XT is incredibly versatile. Get on the gas and it responds with a sense of urgency that’s usually reserved for shorter travel bikes. Land deep of a drop, or jump, however, and the rear suspension graces you with a featherlight landing. Cool and composed in every situation the Trek Slash is not the outright plushed bike we’ve ever tested, but the suspension response is always proportional and measured, so you never feel under or over-biked. It’s what makes the Slash the ideal choice for anyone looking for that one do-it-all ride.

• Buyers Guide

• Technical Details

Trek Slash 9.8 GX AXS T-Type Gen 6 Review

• strorage compartment
• 25 years warranty
• with 15,65 kg unfortunately a bit heavy

OVERALL BIKE CHECK

The most importanten ratings of the Slash 9.8 GX AXS T-Type Gen 6 ⬤ in comparison to the competitor bikes of following categorie: (Enduro up to 8000 €) ⬤ .

VALUE for MONEY CHECK

If you are keen on value for money, this is your chart. It shows you at a glance how many bike you get for 7999 €.

Expirience with the Trek Slash 9.8 GX AXS T-Type Gen 6

best alternatives

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

• Frame OCLV Mountain Carbon, hoher Hauptdrehpunkt, Kettenumlenkrolle, internes Staufach, verstellbarer Steuersatzwinkel, anpassbare Progression, integrierter Rahmenschutz, interne Zugführung, Magnesiumumlenkhebel, ISCG 05, Active Braking Pivot, UDH, 148 x 12 mm
• Frame Material Carbon
• Fork RockShox ZEB Select+, DebonAir-Luftfeder, Charger 3 RC2-Dämpfer, konischer Gabelschaft, 44 mm Versatz, Boost110, Maxle Stealth-Achse, 170 mm Federweg
• Spring Unit air
• Remote-Lockout no
• Damper RockShox Vivid Select+, 230 x 65 mm
• Gearrange 520%
• Drivetrain 1x12
• Gear Lever SRAM Eagle AXS POD
• Rear Derailleur SRAM GX Eagle AXS, T-Type
• Crank SRAM GX Eagle, DUB MTB Wide, T-Type, 30 Z., 55 mm Kettenlinie, 165 mm Kurbelarmlänge
• Cassette SRAM Eagle XS-1275, T-Type, 10-52 Z., 12fach
• Chain SRAM GX Eagle, T-Type, 12 speed
• Brake Set Hydraulische 4-Kolben-Scheibenbremse SRAM CODE Bronze
• Brake Rotors 200/200
• Rims Bontrager Line Elite 30, OCLV Mountain Carbon, Tubeless Ready, 6-Loch-Scheibenaufnahme, Boost110, 15 mm Steckachse
• Front Hub Bontrager Line Elite 30, OCLV Mountain Carbon, Tubeless Ready, Rapid Drive 108, 6-Loch-Scheibenaufnahme, SRAM XD Freilaufkörper, Boost148, 12 mm Steckachse
• Tires Front Bontrager SE5 Team Issue, Tubeless Ready, Core Strength Flankenschutz, Aramidwulstkern, 120 TPI, 27.5 x 2.50
• Tires Rear Bontrager SE6 Team Issue, Tubeless Ready, Core Strength-Flankenschutz, Aramidwulstkern, 120 TPI, 29 x 2.50
• Saddle Bontrager Arvada, Austenitstreben, 138 mm Breite
• Seat Post Größe: S Bontrager Line Elite Dropper, 100 mm Hub, MaxFlow, interne Zugführung, 34,9 mm, 345 mm Länge Größe: M, M/L Bontrager Line Elite Dropper, 170 mm Hub, MaxFlow, interne Zugführung, 34,9 mm, 485 mm Länge Größe: L, XL Bontrager Line Elite Dropper, 200
• Stem Bontrager Line Pro, 35 mm, Knock Block, Blendr-kompatibel, 0 Grad, 35 mm Länge
• Handle Bar Bontrager Line Pro, OCLV Carbon, 35 mm, 27,5 mm Rise, 820 mm Breite
• Handle Bar Width 820

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