trek slash 9.8 xt

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.

2021 Trek Slash 9.8 XT review – A great all-rounder and a well-deserved Best Buy

The brand new Trek Slash has big shoes to fill, its predecessor being one of the most popular 29er enduro bikes on the market. We were all the more excited to find out if the new bike can hold its own against the increasingly tough competition. Spoiler alert: yes, it can – we even awarded it the Best Buy. But it isn’t without its faults.

For an overview of the test fleet head to the group test: The best enduro bike 2021 – 13 models in review

We could go on forever about the brand new Trek Slash. The bike is full of smart details and special solutions, be it the storage compartment in the frame, which is also available on the aluminium models, or the Knock Block in the head tube, which stops the handlebars from damaging the beautiful frame. Or the proprietary RockShox thru-shaft shock which allows the damping piston rod to pass through the shock, which is claimed to make the rear end respond more sensitively and deliver more traction. The new Slash offers 170 mm travel up front in combination with 160 mm at the rear and, as you’d expect, rolls on 29″ wheels. Trek have also improved on many other details, giving the bike an extra-large downtube protector, a threaded BSA bottom bracket and integrating the Mino-Link flip chip more cleanly into the seat stay.

The components of the Trek Slash 9.8 XT – A great overall package with minor weaknesses

In times when bikes are becoming more and more expensive, it’s nice to see the € 5,848 Slash 9.8 XT bucking this trend. This reasonably priced package gives you excellent components on a frame bursting with smart features. This includes Shimano’s XT 12-speed drivetrain and reliable SLX brakes, whose performance is in no way inferior to the more expensive counterpart. There’s nothing wrong with the RockShox ZEB Select+ either and the in-house Bontrager Line dropper post provides 170 mm of travel. However, we found the 35 mm stem to be too short and the 820 mm handlebar to be far too wide. You should also budget to replace the puncture-prone Bontrager tires. However, since Trek bikes are sold through local bike shops, these components and the small rear brake rotor can be swapped out on site. Ideally, you will only be charged the difference – provided you’ve got a good dealer.

Trek Slash 9.8 XT

Specifications.

Fork RockShox ZEB Select+ 170 mm Rear Shock RockShox Super Deluxe Ultimate 160 mm Seatpost Bontrager Line Elite Dropper 170 mm Brakes Shimano SLX 4-piston 200/180 mm Drivetrain Shimano XT 30/10-51 Stem Bontrager Line Pro 35 mm Handlebar Bontrager Line Pro OCLV Carbon 820 mm Wheelset Bontrager Line Elite 30 OCLV Mountain Carbon Tires Bontrager SE5 Team Issue/Bontrager SE4 Team Issue 2.6"/2.4"

Technical Data

Size S M ML L XL Weight 14.84 kg Wheelsize 29"

The geometry of the Trek Slash – An additional size for a hallelujah

A particular highlight of the Slash is that Trek have spared no expense and effort, adding an intermediate ML size to the range. This will be music to the ears of riders for whom the M is too small and L is often too big. It turned out to be the ideal size for our 180 cm tall test riders. The reach is 469 mm while chainstay length is a short 435 mm on all sizes. The head tube angle is 64.1° in the slack setting and the seat tube angle is 75.6°. This is significantly steeper than on the predecessor, though it’s still rather slack, and the kink in the seat tube makes it effectively slacker as the saddle is extended.

Important tuning tip for the Slash – Push the saddle forward for the climbs!

As the geometry table suggests, the seat tube angle on the Slash is rather slack. In practice, this means that you should immediately slide the saddle forward so as not to sit too far over the rear wheel on steep climbs. With that done, the Slash climbs fairly efficiently. The suspension stays nice and firm, though as you pedal it still provides enough traction. You can spare yourself the effort of activating the climb switch – great!

While we found the new Slash to be unbalanced and cumbersome in our first review where we rode the size L, that impression changes with the smaller ML. Thanks to the shorter reach, your position on the bike is more central, distributing your weight evenly between the wheels and allowing for quicker, more precise direction changes.

Fun, direct and capable – The Slash is a very versatile descender.

You can choose between three compression settings on the shock, which differ significantly. Even in the neutral position, the Slash offers a lot of support and begs you to pump it. Fast corners are an absolute pleasure and you can easily pull it up into a manual. Those who like to play with the trail will love this bike. The Slash also offers a lot of pop as you launch it off trail features, catching air with minimal effort. As a result, the Slash is amazingly fun even on simple trails! When things get more demanding, the Trek remains surprisingly composed and smooths out even the roughest terrain. However, it doesn’t isolate the rider from the ground and gives lots of feedback. The only thing slowing it down are the minor shortfalls in the components. Speaking of slowing down: we recommend upgrading the rear brake rotor to a 200 mm model if you predominantly ride steep trails.

How does the Trek Slash 9.8 XT compare to the competition?

The Trek Slash and the Rocky Mountain Altitude are the champions of this test, but they couldn’t be more different. The Altitude is all about traction and speed, doing an incredible job of absorbing bumps. On the other hand, the Slash is more light-footed and playful. On the uphills, the more efficient Trek pulls away. If you want to ride hard, the Best in Test Altitude is the bike you need, but if you’re looking for the better all-rounder, you’ll be happy with the Slash, our Best Buy!

Tuning tips: if in doubt, downsize | bigger rotor at the rear | swap tires for grippier, more robust models | mount a longer stem and cut down the handlebar

Riding Characteristics

Value for money, intended use.

The brand new Trek Slash 9.8 XT succeeds in filling the shoes of its predecessor and, thanks to its enormous versatility, secures the coveted Best Buy! It’s agile, playful and direct enough to have loads of fun on flowing trails. At the same time, it doesn’t shy away from even the roughest terrain. The price for the beautiful carbon bike is reasonable, but you should budget for a few small upgrades.

• agile and balanced handling
• cleverly designed frame at a fair price
• versatile bike with a wide range of uses

• slack seat tube angle
• puncture-prone tires with moderate grip
• cockpit ergonomics

You can find out more about at trekbikes.com

The test field

All bikes in test: Canyon Strive CFR (Click for review) | COMMENCAL Meta AM 29 Öhlins (Click for review) | GIANT Reign Advanced Pro 0 (Click for review) | Ibis Ripmo V2 (Click for review) | Nukeproof Mega 290 Alloy Pro (Click for review) | Propain Spindrift CF Mix Custom (Click for review) | Rocky Mountain Altitude Carbon 90 Rally Edition (Click for review) | Santa Cruz Megatower CC X01 Coil RSV (Click for review) | Santa Cruz Nomad CC X01 RSV (Click for review) | Specialized Enduro Expert (Click for review) | Specialized S-Works Stumpjumper EVO (Click for review) | Transition Sentinel XT (Click for review) | Trek Slash 9.8 XT

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: Christoph Bayer, Valentin Rühl, Markus Frühmann

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• Rider Notes

2020 Trek Slash 9.8 XT

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

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.

Slash 9.8 XT

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Add custom gearing

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

Read Review

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

Jan 2021 · Christoph Bayer

The brand new Trek Slash has big shoes to fill, its predecessor being one of the most popular 29er enduro bikes on the market. We were all the more excited to find out if the new bike can hold its own against the increasingly tough competition. Spoiler alert: yes, it can! But there are a few things to consider.

Agile and balanced handling

Cleverly designed frame at a fair price

Versatile bike with a wide range of uses

Slack seat tube angle

Puncture-prone tires with moderate grip

Cockpit ergonomics

Dec 2020 · Mike Wirth

The new Trek Slash 9.9 X01 sees many updates making it an even more capable all-mountain, enduro mountain bike. See how it performed.

Dec 2020 · Mike Kazimer

The Slash received multiple updates for 2021, but it's still an enduro race machine at heart.

Light and stiff frame – encourages you to go fast

Great shock tune

In-frame storage

Wide range of available frame size options

Seat tube angle could still be a bit steeper

Shorter cranks and an even longer dropper post would have been nice to see

Oct 2020 · Spencer Johnson

The venerable Trek Slash is back for 2021, armed with more suspension travel than ever before. The new Trek Slash 9.9 X01 comes equipped with the ever-capable, 170-millimeter RockShox ZEB Ultimate fork and a custom, 160-millimeter RockShox Super Deluxe Ultimate shock, placing it squarely in the hard-charging enduro category. For me, one of the most welcome updates for the new Slash is the seat angle, which has been steepened to 75.6 degrees, putting the rider’s weight directly between the wheels—and making for a much more comfortable seated position while climbing. The relatively long reach of 486 millimeters, together with the mid-length chainstay of 437 millimeters, creates a bike that stays firmly planted while you sweat your way to the top of a mountain. But the most impressive feature of the new Slash is its impressively light weight—something I wouldn’t automatically expect from a bike in the longer-travel range, especially one with 29-inch wheels. The lightweight frame construction and ultra-light build of the 9.9 X01 version I tested was noticeable from the moment I started huffing up my first climb.

Last updated 7 July Not listed for 1,381 days

Trek Slash Review | The all-new Slash is the iron fist in a velvet glove

The not-so-minor details.

Trek Slash 9.9 X01

Trek Bicycles Australia

https://www.trekbikes.com

$11,499 AUD

- Wickedly supple and sensitive suspension - Super stable in steep and rough terrain - The playful, agile attitude - Generous frame protection - Stealthy quiet on the trail

- Downtube storage could be more generous - We'd like to see a slightly steeper seat tube angle

Dan & Ben review the 2021 Trek Slash

Trek’s flagship enduro pinner, the Slash, is receiving a major and welcome overhaul for 2021. As the spiritual successor to the Remedy 29, the current Slash was released over four years ago. In that time the enduro racing scene has changed considerably. No longer are 29in wheels looked upon with concern and disdain. Nowadays, you’ll be hard-pressed to find an EWS team that isn’t rolling on 29in wheels. As the sport has professionalised, we’re seeing athletes train harder, race times get tighter, and courses that wouldn’t be out of place at a World Cup downhill race. Unlike DH racing though, enduro racers have to back up those race runs over multiple stages, often over multiple days, with hundreds and thousands of metres of climbing between the start and finish. Oh, and they’re regularly racing those trails blind too.

Watch our video review of the 2021 Trek Slash 9.9 here!

Trek Slash overview

Given the evolving demands of enduro racing, enduro bikes need to evolve too. Taking on board these changes, the new Trek Slash has had a 10mm lift in travel at both ends, and now features a 170mm fork matched to 160mm of rear wheel travel. Following requests from Trek’s EWS athletes, it also gets a bit slacker and longer as expected, which is to help it cope with the gnarlification of modern day enduro racing.

All of that is built around a brand new chassis that features in-built storage, a new Knock Block system, and a serious amount of battle armour. Along with the unique rear shock and adjustable geometry, Trek is making use of every tool in its disposal to produce what it says is the fastest and most technically proficient Slash yet.

For the past month we’ve been testing the top-end Slash 9.9 to see how all of those changes play out on the trail, and whether this newly refocussed enduro race bike is now more of a one-trick-pony. Before we get to our ride impressions though, let’s take a detailed look at what sets the Slash apart from its predecessors and its contemporaries.

There’s a new custom shock

At the heart of the new Slash is a unique rear shock that Trek has co-developed alongside the gurus at RockShox. This shock is currently exclusive to Trek for 2021, and it’ll come on all of the Slash models in Australia, bar the cheapest Slash 7.

On the outside, it doesn’t look dramatically different. It’s essentially a Super Deluxe Ultimate shock, which features adjustable air pressure, air volume, rebound and compression damping. On the inside you’ll find the Trek-designed Thru-Shaft damper, along with some magic sauce the two brands have cooked up together.

Why Thru-Shaft?

Thru-Shaft itself isn’t a new technology in itself. Trek first introduced the Thru-Shaft damper design back in 2017, where it debuted on high-end Fuel EX, Remedy and Slash models.

In essence, Thru-Shaft eliminates the traditional Internal Floating Piston (IFP) that is found inside most rear shocks. The IFP is a sealed piston that sits at the base of the shock underneath the oil chamber. The job of the IFP is to separate the damper fluid on one side, from a small nitrogen-charged chamber on the other side.

Why do we need an IFP in the first place? Firstly, that gas-charged chamber is necessary to accommodate fluid expansion as the oil heats up. Secondly, it’s there to handle the change in volume of the oil chamber as the shock is compressed. When the shock is compressed, the main damper shaft is introduced into the oil chamber, and the further it goes in, the more room it takes up. To compensate for that increase in volume, the IFP is able to slide and compress the nitrogen-charged chamber behind it. As the shock rebounds, the IFP then pushes back on the oil chamber.

But in Trek’s Thru-Shaft shocks, there is no IFP. Instead, the damper shaft runs all the way through the oil chamber. And during compression, the damper piston exits the shock completely – you can see the silver rod emerging from the base of the shock as it goes through the travel. Since the damper piston no longer impacts on the volume inside the oil chamber, there is no need for a traditional IFP.

And what about fluid expansion? That’s what the piggyback reservoir is for – it’s a big ol’ thermal compensator that handles the fluid expansion as the oil heats up in the shock.

But in Trek’s Thru-Shaft shocks, there is no IFP. Instead, the damper piston runs all the way through the oil chamber. And during compression, the damper piston exits the shock completely – you can see the silver rod emerging from the base of the shock as it goes through the travel.

The main driver for the Thru-Shaft design is all about reducing stiction and making the shock movement as slippery as possible. A normal IFP uses seals, and those seals need to slide smoothly up and down the the inside of the shock’s stanchion. Because of the high-pressure environment the IFP lives in, it’s likely to experience stick-slip during changes of direction. By removing the IFP entirely, the Thru-Shaft damper reduces stiction and this stick-slip effect, improving the damper’s sensitivity and its willingness to change direction quickly. On the trail, it simply results in a more responsive and buttery-feeling to the rear suspension – something we’ve noted on the Remedys and Fuel EXs we’ve tested in recent years, including our most recent long-term test bike .

RE:aktiv begone

While the Slash’s new shock carries over the Thru-Shaft concept, one of the big differences is that it no longer uses the RE:aktiv valve on the main damper piston. Instead you’ll find a standard shim valve on the main piston (which differs from an off-the-shelf RockShox shock), which Trek has moved to in favour of more gluey descending-oriented damping performance. While the RE:aktiv damper piston does provide excellent pedalling support, and will continue to be used on the Fuel EX, the new Slash is placing a greater priority on traction and high-speed control, and it’s claimed that a standard shim valve arrangement is the best solution for this application.

The second key difference with the custom Super Deluxe Ultimate shock is found in its damper adjustments. The rebound dial is much smaller and located on the side of the shock, and it now features numbers to assist with tuning. There’s a two-position lever that allows the rider to toggle between open and firm settings.

On top of the lever is a separate adjuster that allows you to tune the low-speed compression damping of the open mode. The blue cam gives you three compression settings: -1, 0 and +1. According to Trek and RockShox, this adjuster is all about fine-tuning the shock’s response to rider inputs, depending on the terrain at hand. So you can firm up the feel of the shock to provide more support for pedalling and riding smoother bikepark type trails, or soften it up for riding steep and rooty trails where you want maximum traction. Consider it as a wet/dry adjuster. Regardless of that setting though, it’s claimed that the shock’s high-speed compression circuit remains completely independent, and it’s in here where Trek and RockShox have been cooking up a little extra special sauce.

The third big difference is in the shock’s air can itself. RockShox states that stiction has been lowered for smoother performance, while the negative spring volume has been increased to create a more progressive spring curve. In fact, it’s claimed to be more progressive than the current MegNeg design, which basically eliminates any need for a MegNeg hop-up. There’s the option to tune with volume spacers too, which we’ll get onto in a bit.

Frame features

Aside from the custom shock, there are big changes afoot in the Slash chassis too. And when we say big we mean it literally – the Slash now takes a 34.9mm diameter seat post. This allows Trek to build a fatter, stronger and shorter seat tube, which provides greater compatibility with long-stroke dropper posts.

To go with it, Bontrager is rolling out a new 34.9mm Line Elite dropper post. The bigger diameter chassis promises increased strength and stiffness, and the post gets a whopping 200mm of travel on the longest option. Internally, the MaxFlow is said to provide faster compression and rebound for slicker performance.

No Super Boost needed

Looking at all the other key mounting points on the Slash frameset, it’s clear that Trek has made a concerted effort to stay away from anything too edgy standards-wise.

While some other brands have adopted the newer Super Boost 157x12mm hub standard for their long travel 29ers, Trek is sticking with the Boost 148x12mm standard that it invented and launched back in 2014. However, by employing the wider 55mm chainline that’s now on offer from both Shimano and SRAM (which pushes the chainring out a further 3mm over a traditional Boost drivetrain), Trek’s engineers say they’ve been able to get all the necessary clearances without having to resort to Super Boost. And they’ve done it too – there’s room for a 34T chainring and a 29×2.5in tyre, even with the Slash’s impressively short 435mm chainstays.

Common sense has prevailed elsewhere too. No longer will you find a press-fit bottom bracket cups. Instead, the Slash gets a 73mm threaded BB shell, which is surrounded by ISCG 05 chainguide tabs.

The dropouts utilise a SRAM UDH derailleur hanger on one side, and 180mm post-mount brake tabs on the other. For the true gravity enthusiasts, it’s worth noting that the Slash is cleared for use with up to a huge 220mm disc rotor. And while the rear shock is a custom jobby, the size isn’t – most aftermarket metric shocks will fit in its place, including coil shocks.

Secret storage

Brought over from the latest Fuel EX, the Slash now gets integrated downtube storage. What’s impressive is that you’ll get that sane downtube trap door on the alloy frames too. For the alloy Slash, the downtube is hydroformed with a depression around the storage door, before the door is then cut out of the tube. Apparently it’s a very difficult process to achieve on an alloy frame, which is probably why we haven’t seen it on any other brand.

The trapdoor itself is identical between the alloy and carbon frames, and it’s the same as what you’ll find on the Fuel EX. A discreet lever opens and secures the latch, and inside the cavity is a soft tool roll that’s designed to hold a spare tube, levers and CO2. The bottle cage is included with the bike, and Trek says every frame size, including the Small, will fit a bottle without drama.

A bonus of the trapdoor design is that it provides you access to the internal gear, dropper and brake lines. The cables and hoses are zip-tied to the underside of the door, which helps to minimise vibration and noise.

Knock Block 2.0

Trek has also updated its headset steering limiter system, called Knock Block 2.0. Addressing our criticism of the previous design, Trek has increased the available steering radius, so you now get 144° of rotation.

What’s interesting though, is that the Knock Block system isn’t actually necessary anymore. That’s because the downtube no longer uses the StraightShot profile of the old frame – it features curves at both ends, which means the fork crown no longer contacts the downtube during a full rotation.

We’re told that the designers decided to keep the Knock Block system as it doesn’t really impact the riding experience, and it helps to protect the brake lines, shift and dropper cables in the event of a bar-spinning crash. If it still bothers you though, the Knock Block can be removed entirely.

The Slash’s geometry was no doubt due for an update, and Trek has willingly obliged. However, while the designers wanted to address the needs of Trek’s EWS racers, they also wanted to retain the comfort, balance and agility that made the previous version such a popular and accessible bike.

As such, the head angle kicks back a degree, and the reach has grown by 15-40mm depending on the frame size. The seat tube angle (both actual and effective) has increased by two degrees, which helps to shift the pilot further forward on the bike, without pushing them so far forward as to put excessive weight onto the wrists and arms.

Trek is producing five frame sizes in the Slash, from Small through to X-large. All frame sizes are now built around the same stubby 35mm stem length, which aims to keep the front-end steering consistent regardless of rider height.

Also found on every frame is the familiar Mino Link, which is located in the upper seatstay pivot. The Slash comes set from the factory in the Low position, but flipping the link into the High position will lift the BB height by 7mm and steepen the head and seat angles by 0.5°. Here are lots of numbers for those who want them;

Trek Slash price & specs

If you’re digging the new Slash vibe, you’ll be pleased to know that stock is available as of right now through Trek’s dealer network. In Australia, we’ll see four models come to our shores – two with carbon frames, and two with alloy frames. Additionally, you’ll be able to get a standalone frameset too – Trek Australia will be offering a Slash frameset in both carbon and alloy variants.

Read on for a closer look at each of the four complete bike options, followed by our ride impressions from testing the top-end Slash 9.9 X01.

2021 Trek Slash 9.9 X01

• Frame | OCLV Mountain Carbon Fibre, ABP Suspension Design, 160mm Travel
• Fork | RockShox ZEB Ultimate, Charger 2.1 RC2 Damper, 44mm Offset, 170mm Travel
• Shock | RockShox Super Deluxe Ultimate, Thru-Shaft 3-Position Damper, 230×62.5mm
• Wheels | Bontrager Line Elite 30, OCLV Carbon Rims, 30mm Inner Rim Width
• Tyres | Bontrager SE5 29×2.6in Front & SE4 2.4in Rear
• Drivetrain | SRAM X01 Eagle 1×12 w/X01 30T Carbon Crankset & 10-52T GX Eagle Cassette
• Brakes | SRAM Code RSC 4-Piston w/200mm Rotors
• Bar | Bontrager Line Pro, OCLV Carbon, 35mm Diameter, 27.5mm Rise, 820mm Wide
• Stem | Bontrager Line Pro, Knock Block, 35mm Length
• Seatpost | Bontrager Line Elite Dropper, 34.9mm Diameter, Travel: 100mm (S), 150mm (M/ML), 170mm (L), 200mm (XL)
• Available Sizes | S, M, ML, L, XL
• RRP | $11,499 AUD

2021 Trek Slash 9.8 XT

• Fork | RockShox ZEB Select+, Charger 2.1 RC Damper, 44mm Offset, 170mm Travel
• Drivetrain | Shimano Deore XT 1×12 w/XT 30T Crankset & 10-51T Cassette
• Brakes | Shimano Deore XT 4-Piston w/203mm Rotors
• RRP | $8,999 AUD

2021 Trek Slash 8

• Frame | Alpha Platinum Alloy, ABP Suspension Design, 160mm Travel
• Fork | RockShox Lyrik RC, Charger 2 Damper, 42mm Offset, 170mm Travel
• Wheels | Bontrager Line Comp 30, Alloy Rims, 30mm Inner Rim Width
• Tyres | Bontrager XR5 29×2.6in Front & XR4 2.4in Rear
• Drivetrain | SRAM GX Eagle 1×12 w/Descendent 6K Eagle 30T Crankset & 10-52T Cassette
• Brakes | SRAM Code R 4-Piston w/200mm Rotors
• Bar | Bontrager Line, Alloy, 35mm Diameter, 27.5mm Rise, 820mm Wide
• Stem | Bontrager Line, Knock Block, 35mm Length
• Seatpost | TranzX Dropper, 34.9mm Diameter, Travel: 100mm (S), 150mm (M/ML), 170mm (L), 200mm (XL)
• RRP | $6,299 AUD

2021 Trek Slash 7

• Fork | RockShox Yari RC, Motion Control RC Damper, 42mm Offset, 170mm Travel
• Shock | RockShox Deluxe Select+, 230×62.5mm
• Drivetrain | SRAM NX Eagle 1×12 w/Descendent 6K Eagle 30T Crankset & 11-50T Cassette
• Brakes | SRAM Guide T 4-Piston w/200mm Rotors
• RRP | $5,299 AUD

Testing the 2021 Trek Slash 9.9 X01

With its metallic orange paint job, the Slash 9.9 X01 bares a resemblance to the distinctive Tiger Mica colour of Holden’s VU Commodore SS ute. We’d say the finish is just a tad classier here though, and indeed the Slash impressed as soon as it was pulled out of the box. It wasn’t too much of a strain to do so either – this big travel 29er tips the scales at a respectable 14.56kg.

That’s with the tyres setup tubeless, and we’ve gotta give props to Trek for the fact that the bike arrives genuinely tubeless ready – TLR strips and valves are pre-installed, and two bottles of sealant are included. Just remove the valve cores, squirt in the sealant, inflate and away you go. Nice!

Being the poshest model that comes to Australia, the Slash 9.9 X01 comes decked out with plenty of high-end toys including the new RockShox ZEB Ultimate fork, SRAM X01 Eagle shifting, powerful Code RSC disc brakes, and a 170mm travel dropper post on our Large test bike. There’s plenty of carbon to be found too – the crank arms, handlebars and rims are all made of plastic-fantastic.

Speaking of, both the front triangle and back end are crafted from Trek’s OCLV Mountain carbon fibre, with a magnesium rocker link being the only main metal component of the frame. It leads to an impressively low weight – including the rear shock and hardware, Trek says you’re looking at just 3.12kg for a carbon Slash frame. It’s quite a bit lighter than the alloy version, which is claimed to weigh 4.32kg.

Fit & sizing

We chose a Large size Slash to suit our 181-183cm tall testers. Dan; an accomplished enduro racer who currently rides a Specialized Stumpjumper EVO Carbon in the S3 size. And Ben; a downhiller reborn as an XC/trail pinner who rides a Large-size Trek Top Fuel.

Two different perspectives from two different testers. Dan; an accomplished enduro racer who currently rides a Specialized Stumpjumper EVO Carbon in the S3 size, and Ben; a downhiller reborn as an XC/trail pinner who rides a Large-size Trek Top Fuel.

Both riders were quickly at home with the Slash and its healthy 486mm reach, despite the very short 35mm stem. However, the huge 820mm ape-hangers didn’t last long and were soon chopped down to a more tree-friendly 780mm.

The saddle was also slid as far forward on the rails as it could go. With the saddle height set at 770mm, the seat angle measures out pretty close to the claimed 75.7° (in the Low geometry position). Sliding the saddle forward for our long-legged testers helped steepen it closer to 78°.

There were few complaints in the fit department – the Bontrager Arvada saddle is excellent, and the lock-on grips are nice and tactile, without being offensively so. They do use dual locking clamps, and while the outer collar is smoothly tapered, you can still feel it underneath your gloves if you run your hands wide on the bars. That said, the metal ends have proven to be much more durable than single-locking grips that have rubber ends.

Setting up the Slash

Kudos to Trek for its brilliant suspension setup calculator, which provides a reliable baseline for getting the fork and shock setup for your weight. Combined with the anodised sag gradients on the ZEB fork and Super Deluxe shock, setting up the Slash is made that much easier. We followed the recommendations for our 80kg testers, and both the pressures and rebound settings were pretty much spot on. For reference, Trek recommends 30% sag on the shock and 15% for the fork when sitting stationary on the bike.

There is further tuneability to be had with volume spacers. The ZEB comes with a single Bottomless Token inside, and that suited us fine. The rear shock comes with zero tokens inside, and that also worked well. However, you can add one volume spacer to the shock’s negative spring to make it more linear. Conversely, you can add up to three volume spacers in the shock’s positive spring if you want more progression. That’s probably something only the heaviest of riders will investigate, since the Slash has quite a progressive spring rate to begin with – we never experienced a harsh bottom-out with the stock settings.

Does it get any smoother than this?

Easily the standout attribute of the new Slash is just how plush and controlled the suspension is. We were expecting that from the ZEB Ultimate, as we’ve already tested it separately . It’s a banging fork, with superb suppleness, huge torsional rigidity and steering accuracy that makes it an excellent match for the Slash’s capabilities. It’s the rear suspension that really blew us away though, with a level of off-the-top sensitivity that sees the shock ease into its travel the moment you push down on the saddle.

That activity plays out all the way through the travel too. Trek says the Thru-Shaft damper design eliminates the ‘nose’ of a standard IFP design, and we can believe them. So little force is required to get the shock moving, and it changes direction seamlessly, offering faster reactivity under both compression and extension. Whether it’s copping a square-edge rock at speed, cornering over off-camber washboard bumps on a fast fireroad descent, or skimming across more granular terrain on a loose traverse, the back end maintains a high level of contact with the terrain, boosting grip and confidence levels.

Previous Thru-Shaft shocks have proven to be slippery performers, but now that Trek has ditched the RE:aktiv valve in favour of a more conventional shim stack valve, it’s taken that damping performance to a new level. It’s bloody impressive stuff.

Thanks to the extremely active and supple suspension performance, the Slash is hugely stable in rough terrain. Sure the geometry is dialled, but it’s the suspension on this bike that really encourages you to push hard in technical terrain, knowing the bike will stay composed and stable. It’s a fine example of a bike that rides well beyond the numbers in a geometry chart.

It’s not just a monster truck

From first impressions, our testers initially thought the Slash would be more of a point-and-plow kind of bike. Sure, you can totally ride this way with confidence and let it steamroll down the trail. But where it surprised most was its inherently playful nature. The short chainstays definitely contribute in this regard, and while the shock is extremely sensitive, your feet don’t get lost in a gooey pile of over-damped syrup. That’s the new air spring at play, which delivers fantastically usable mid-stroke support. That responsive attitude encourages you to get creative, try different lines and gap sections of trail.

It’s also a really fun bike to slide around and let the rear hang out when things get loose, giving it a character that is often lost in long travel enduro race bikes. We found the Slash very composed in the air, with the generous travel and progressive end-stroke providing a cosseting return to earth. You can get away with a lot of mistakes while riding this bike, and have an absolute riot doing so.

But where it surprised most was its inherently playful nature. The short chainstays definitely contribute in this regard, and while the shock is extremely sensitive, your feet don’t get lost in a gooey pile of over-damped syrup. That’s the new air spring at play, which delivers fantastically usable mid-stroke support. That responsive attitude encourages you to get creative, try different lines and gap sections of trail.

Given how big and slack it is, we were also really impressed with the Slash’s climbing ability, particularly when things got rough and technical. The buttery shock performance keeps the rear tyre digging for traction, and the low-slung top tube gives you room to manoeuvre. Add in the low gearing from the 30T chainring and 52T sprocket out back, and there’s some serious grunt on offer for muscling your way up choppy ledges, roots and blown-out moto ruts.

The active suspension does mean you’re best to stay in a seated position on smoother climbs though. Stand up to mash the pedals, and Bob will join the party. There’s always the lockout lever, but our testers only ever used it on the road or the smoothest of fireroad climbs – it’s too firm for actual trail riding, and it’s low down enough that it’s a pain to regularly switch back and fourth between smooth and rough sections.

You can tighten things up by flipping the low-speed compression dial into the firmer +1 position though. And because the shock is so supple, it’s possible to run slightly higher pressures to lift the ride height, without sacrificing that much small-bump sensitivity. Flipping the Mino Link into the High position will also help with climbing performance by steepening the effective seat tube angle, while getting you a bit more pedal clearance too.

So stealthy, so quiet!

Modern bikes are getting very good at dampening out noise, but there’s always something that ruins the serenity. Rattly brake pads, a flappy cable, a creaky bearing. Not the Slash though – our test bike developed no play, and no noise all throughout the test period. Just blissful, quiet performance with the sound of tyres rumbling through the forest.

On that note, we love how well thought out the protection on this bike is. The gear cable is shielded underneath a thick chainstay guard, which is textured to dampen chain slap. There’s another strip of rubber on the inside of the drive-side seatstay to eliminate chain contact, and Trek has even put a metal plate below the disc calliper to prevent the rotor from scratching the paint. Brilliant!

This bike is seriously quiet, thanks to carefully managed cabling and a plethora of body armour designed to dampen chain slap and rock strikes.

Those who ride on trails with lots of loose rock will know the importance of downtube protection. It only takes one rock kicked up by the front wheel to lay a crack in a lovingly engineered carbon downtube – we know, it’s happened to us enough times on other bikes. On the Slash, the underside of the downtube is almost entirely covered by two thick, rubber-lined armour plates. As well as giving greater rock strike protection, the extended coverage is also useful for hoisting your bike over the back of a tailgate on shuttle day. The big plastic armour plates are screwed into the frame, so it’s possible to replace them, or remove them if you desperately want to show off more of the Commodore SS paint job.

As well as giving greater rock strike protection, the extended coverage is also useful for hoisting your bike over the back of a tailgate on shuttle day.

The MRP chainguide with its lower bash plate is another handy addition, and the scratches and dings it’s collected from many trail missions attest to its worth. As for the Knock Block? Our testers never noticed it was there, so we’d be happy to leave it in place. It does mean you could trim the cables and brake line to be quite short to neaten up the cockpit, without fear of them being ripped out in the event of a crash.

What could be improved?

Despite Trek’s talk of keeping things balanced and approachable on the Slash, we do think the designers could have gone a lick steeper on the seat tube angle. We’re also not talking about going vertical – an extra degree would do nicely. The Slash is slightly steeper than the Fuel EX (75.6° vs 75°), but because the Slash has more travel and a more active suspension design, the dynamic seat angle is more affected on the climbs as the shock sinks into its travel.

Yes, a steeper seat angle pushes more weight onto your hands. And yes, it’s generally less comfortable for rolling along on more intermediate terrain. But a bike of this travel is generally going to be ridden on bigger and steeper terrain, where horizontal bimbling is less of a consideration.

That being said, the Bontrager Arvada saddle has a usefully long clamping area on its rails, and our testers were able to get into a comfortable position with the saddle slammed all the way forward. The top tube length is quite long on this bike, so the cockpit never felt too cramped even with the saddle in that position.

The takeaway point? The seat angle ain’t a dealbreaker – there’s adjustment there, so use it if you want to get your hips further the cranks. And if you really want to prioritise climbing performance, then you can always flip the Mino Link into the High geometry position.

The Slash is the third Trek we’ve tested with downtube storage, and thankfully this one didn’t have the rattling issues of the last bike . It’s fundamentally a great idea, and the included tool roll is a nice touch – just make sure you use a lightweight inner tube, as a standard tube won’t leave you any room to fit tyre levers or CO2.

On that note, the width of the trapdoor is quite a bit narrower than a Specialized SWAT door (40mm vs 52mm). That 12mm difference makes it quite a bit trickier to fit bulkier items and XL burritos, so it takes a bit more thought and creativity for packing your haul.

While we’re throwing ideas into the wishing well, it’d be great to see the Slash 9.9 come with Bontrager’s new BITS tool system inside the fork steerer tube. That way you could more easily ditch the backpack, knowing that you’ve got all the basic tools and spares with you, hidden in the bike.

Component highs & lows

Overall the Slash 9.9 X01 has impressed us with a great overall package. The suspension, brakes, drivetrain, wheel and tyre combo all support its nature of being a hard-charging bike.

The rear shock is super impressive, being really smooth and supple with no discernible stiction. This translates to amazing small bump response. Coupled with the equally smooth new RockShox ZEB, once set up the bike feels stupendously plush and balanced. When air-sprung forks and shocks are this good, we’re not sure why you would choose heavier, and less adjustable coil suspension.

The Bontrager Line Elite 30 wheels were also a standout. These have recently been redesigned with a new carbon rim profile that’s said to be almost twice as strong as its predecessor. And we’re happy to report that they’ve withstood many jarring interactions with square edge rocks, and are still in one piece. Weighing in at 2,071g, they’re a couple hundred grams more than the Line Pro 30 wheels we have on test separately , but they do get more readily available J-bend spokes, and they still feature the super buzzy Rapid Drive 108 hubs. They also get that 2-year crash replacement deal , if you do manage to toast a rim.

The Bontrager Line Elite 30 wheels are a standout, and the SE5/SE4 tyre combo have been equally impressive, with great grip and decent rolling resistance.

The Bontrager SE5/SE4 tyre combo was equally impressive, with great grip and decent rolling resistance. The rear tyre does look a bit minimal and comes in quite light on the scales at just 919g (the front tyre is 1,059g), but it held up really well in some chunky terrain, suffering a single tiny cut in the sidewall that was easily sealed with a plug. If this were our bike, we’d be putting an insert into the rear tyre anyway.

The Line Elite dropper post seems marginally quicker in action compared to Bontrager’s previous droppers, but it’s still a ways off the light and smooth action of a Fox Transfer or BikeYoke Divine. The lever shape is good though, and overall it’s performed without hassle. We’ll be interested to see how it fares after a full season of abuse.

Flow’s Verdict

The new Trek Slash is one mighty impressive bike. It packs a load of punch, with the big chassis, newly slackened geometry and burly parts spec working up a thirst for high-speed drama. Its punch is delivered inside a velvety smooth glove though, thanks to the outrageously plush suspension that brings comfort, poise and control to the most chundery of trails. Paired to the superb ZEB up front, this bike just oozes confidence.

As descending really steep and gnarly shit has become the raison d’être for the modern enduro bike though, we were worried that Trek would turn the Slash into a pro-only machine. Our doubts proved unfounded though, and that is indeed the biggest surprise of this bike.

Yes it’s a 29er with 170/160mm of travel and a 64° head angle, and it’ll absolutely steamroll the trail if you let it. But it isn’t a tank. It’s comfortable, reasonably efficient, and it actually climbs technical stuff well. We’d have no qualms taking it on bigger all-day missions.

It’s also playful, chuckable and willing to get airborne. And it’s this all-round competence makes the Slash much more versatile than we expected. We had a blast riding this bike, even when the many of our rides might not have warranted such a big travel bike. But when there are so few downsides, we kept asking ourselves; why wouldn’t you want that extra travel?

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2022 Trek Slash 9.8 XT

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Posted 2024-04-22 06:16

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Large 2022 Carbon Trek Slash 9.8 29er XT - $3,100 (South Boulder)

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Large 2022 Carbon Trek Slash 9.8 29er XT - bicycles - by owner -...

Look through all the pics for the specs and let me know if you have any questions. Like-new condition!! Professionally cleaned on 12/20/2023

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Trek Slash 9.8 XT

• AUS $ NZD $ USD $ CAD $ GBP £ EUR €

Colour / Matte Juniper, Satin Baja Yellow

Size / SM (High, Low), MD (High, Low), ML (High, Low), LG (High, Low), XL (High, Low)

Weight / 32 lb 6.5 oz (14,700 g)

At a glance

- ABP (Active Braking Pivot) rear suspension design

- Geometry adjustable via Mino Link flip chip in rear rocker link pivot

- Knock Block 2.0 steerer stop

- Internal frame storage via quick-access latch under bottle cage mounts

- Control Freak internal cable routing

- Includes Bontrager BITS Internal Frame Storage Bag

- Includes Bontrager TLR tubeless rim strips, valve stems, and sealant

- Weight given for size MD set up tubeless

Where To Buy

Specifications

• Frame OCLV Mountain Carbon front and rear triangles; magnesium rocker link; carbon armor molded shuttle guard, down tube, seatstay, and chainstay protection
• Fork RockShox ZEB Select+, DebonAir spring, Charger 3 RC2 damper, 38mm stanchions, 44mm offset, Maxle Stealth thru-axle
• Shock RockShox Super Deluxe Select+ RT, 230mm x 62.5mm
• Hubs Bontrager Line Elite wheelset, 110x15mm Boost front, 148x12mm Boost rear with Rapid Drive 108 freehub and MICRO SPLINE driver
• Wheels Bontrager Line Elite 30, OCLV Mountain Carbon, tubeless ready
• Wheel Size 29"
• Spokes Bontrager Line Elite wheelset
• Tires Front: Bontrager SE6 Team Issue, Core Strength casing, aramid bead, 120 TPI, tubeless ready, 29"" x 2.5" Rear: Bontrager SE5 Team Issue, Core Strength casing, aramid bead, 120 TPI, tubeless ready, 29" x 2.5"
• Chain Shimano Deore XT M8100, 12-speed
• Crank Shimano Deore XT M8120, 170mm length
• Bottom Bracket Shimano MT501, 73mm English/BSA theaded
• Rear Derailleur Shimano Deore XT M8100, 12-speed, long cage
• Shifters Shimano Deore XT M8100, 12-speed
• Brakeset Shimano Deore XT M8120, 4-piston, Shimano RT76 6-bolt rotors (203mm front, 180mm rear), Shimano Deore XT M8120
• Handlebar Bontrager Line Pro, OCLV Carbon, 820mm width, 27.5mm rise, 35mm clamp diameter
• Saddle Bontrager Arvada, austenite rails, 138mm width
• Seatpost Bontrager Line Elite dropper, MaxFlow, 34.9mm, Single bolt Drop: 100mm (SM) 150mm (MD/ML) 170mm (LG) 200mm (XL)
• Stem Bontrager Line Pro, 35mm length, 0° rise, 35mm bar clamp, Knock Block and Blendr compatible
• Grips Bontrager XR Trail Pro, alloy lock-on
• Headset Trek Knock Block 2.0 Integrated, 72° radius rotation limiter (includes infinite radius chip), sealed cartridge bearings

Q: How much is a 2023 Trek Slash 9.8 XT?

A 2023 Trek Slash 9.8 XT is typically priced around $7,300 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 9.8 XT?

The 2023 Trek Slash 9.8 XT may be purchased directly from Trek .

Q: How much does a 2023 Trek Slash 9.8 XT weigh?

A 2023 Trek Slash 9.8 XT weights 32 lb 6.5 oz (14,700 g).

Q: What size wheels does the 2023 Trek Slash 9.8 XT have?

The 2023 Trek Slash 9.8 XT has 29" wheels.

Q: What size 2023 Trek Slash 9.8 XT should I get?

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• 2022 Specialized Epic EVO Comp
• 2022 Trek Marlin 6
• 2022 Specialized Enduro Comp
• 2022 Specialized S-Works Epic EVO
• 2022 Specialized Epic EVO Expert
• 2022 Giant Fathom 29 1
• 2022 Trek Marlin 7

Latest Bikes

• 2023 Commencal SUPREME DH V5 SIGNATURE 70'S
• 2023 Orange Phase 29 Factory
• 2022 Commencal META SX V4 TEAM Frame
• 2023 Commencal SUPREME DH V5 SIGNATURE LTD
• 2023 Commencal META SX V4 - Frame
• 2023 Riese & Müller Swing4 vario
• 2023 Riese & Müller Swing4 silent

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• Slash SE Gen 5

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It's our mission to provide you with world-class hospitality every time you visit us online or in-store. We're always here to help you. It's the Trek way.

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All bikes ordered online ship for free to your local Trek shop for professional assembly. Participating retailers will even deliver your new ride to your doorstep!

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If for any reason you aren't 100% happy with your trekbikes.com purchase, you can return it in like new condition within 30 days - no questions asked.

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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