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
- 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.
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 .
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.
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.
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.
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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The New Trek Slash 9.9 Plows As Expected, But Pedals and Pops Too!
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I’m lucky to live in an area with delightfully steep and rough terrain. Because of that, long-travel bikes like Trek’s Slash are right up my alley. The 2024 Slash’s generation 6 frame is ready to get rowdy with a new high-pivot suspension linkage and 170mm travel. The bike simply plows through rough terrain, but remains impressively capable of getting itself back uphill for more laps.
The short story is I have nothing negative to say about Trek’s transition to the high-pivot suspension linkage. The new Slash is buttery smooth, yet offers a surprisingly poppy ride and still climbs as aggressively as their ABP bikes. The Slash is not the lightest bike, but that’s kinda fair since it’s such a beast.
2024 Trek Slash: Key Specs
For full details on the new Slash lineup, check out my launch article from September. Before we get into the ride review, here are a few key specs and features of the 2024 Slash.
Most models of the Slash, including the 9.9 X0 AXS T-Type model I tested, come with full carbon frames. There are two aluminum complete models and an alloy frameset in the lineup. Of course, the biggest update for the Slash is the high-pivot linkage. The Slash now offers 170mm rear travel and all models come with 170mm forks.
Another interesting change for the new Slash is that they all come stock with a mixed-wheel setup (except small frames, which run dual 27.5” wheels). Frame sizes medium and up can run a 29” rear wheel, but you must buy the geo-correcting shock mounts from Trek. You’ll also have to remove the rear fender, as it doesn’t leave enough clearance for the 29” rear wheel.
The Slash boasts very slack and adjustable head tube angles, which can be altered by adding Trek’s angle adjust headset cups. Trek also incorporated their leverage rate chip into the shock mounts, offering ‘less’ and ‘more’ progressive settings. The Slash does not have Trek’s mino link anymore, as the other adjustments offer plenty of opportunity for fine tuning. Trek also decided to do away with their Knock Block headset.
A nice finishing touch for the carbon-framed Slash is Trek’s new ‘Carbon Armor’ frame protection. Before they’re painted, Trek wraps the frames with an impact-resistant film.
The Slash 9.9 X0 AXS T-Type (size M/L) weighs 35.76 lbs with pedals. Considering this is a beastly 170mm travel bike, and has extra hardware for its high pivot linkage, I guess I couldn’t hope for much better. I have to say though, with a full carbon frame, carbon rims and a lightweight carbon bar/stem combo, I was a bit surprised to see this high-end model come in over 35lbs.
At 5’10” and riding a M/L frame, I’m very happy with the Slash’s geometry. For this article, I’ll discuss the geo of my test bike, which has neutral headset cups and its stock mixed-wheel setup. Unfortunately, I didn’t have a compatible 29” rear wheel on hand to test.
So you know, the geometry remains very similar if you install a 29” rear wheel. Aside from the chainstay length growing by 6mm, there are very minor differences in certain angles and measurements. Check out Trek’s website to see all the different geo charts.
My test bike’s head tube angle is 63.3°, and I loved it. The slack steering angle tackles steep and rough terrain like a champ, but as I’ve found with slacker long-travel bikes it doesn’t hamper climbing ability by much. I’m not sure if I would go any slacker for trail riding, but if I set up a Slash for bike park shredding I’d be tempted to try the slacker headset cups. At 63.3° the Slash offers a ton of stability and feels great on steep downhills, yet the bike still doesn’t feel overly long or clumsy on tight switchbacks.
Helping get you uphill is a steep effective seat mast angle of 77.3°. With a lengthy reach of 468.1mm, that steep seat tube leans you into a well-balanced position over the bike. This is one of the longer bikes I’ve ridden, but I never felt like my arms were overextended.
With Trek’s size-specific chainstays, the M/L mixed-wheel Slash’s rear end measures 434.2mm. This middle-of-the-road length, especially with the 27.5” rear wheel, keeps the Slash pleasantly agile. Overall the bike feels long and very stable at speed, but the rear end simply whips around corners. I should note this is the first MX bike I’ve ridden, and I quickly understood why people like them. I’ve never been amazing at cornering, but I felt like I suddenly got better when I hopped on this bike!
Looking at the numbers, the Slash isn’t the lowest bike out there. The standover height is not particularly low at 766mm, and neither is the BB height of 351mm. Up front the stack height is 632.1mm. I don’t remember banging pedals or the 165mm cranks very much, so the BB height allows decent clearance on the trail. It’s higher than some competitors, but the Slash’s long wheelbase and slack steering still provide a very stable ride.
On my first ride with the Slash, I did notice the slightly sluggish roll of the 27.5” rear wheel. I had been riding niners for a few weeks before the Slash arrived, and I have to admit I felt the difference right away.
That said, I quickly forgot about the smaller rear wheel and adapted to the Slash’s ride. While I’ll never say it’s the best climber I’ve ridden, it does very well for how burly a bike it is. Shedding some weight and running 29” wheels would make it climb better, but that’s not what the Slash is all about. Trek describes this bike as ‘70% downhill, 30% uphill’ but I’d say it climbs a little better than that suggests.
I’ve always found Trek’s ABP linkage to climb aggressively and powerfully, and the new high-pivot version doesn’t behave too differently. Trek tuned the new Slash’s anti-squat to be pretty close to their Top Fuel XC/trail bike, so your pedalling inputs won’t force you deep into the Slash’s lengthy travel.
Climbing singletrack with the shock in firm, I’d get about 50% travel. In open mode, the shock would dip a bit further but top out around 60-65%. I’ll take the slightly rougher ride and increased pedal support from the shock’s firm mode, because in either setting I had solid traction on any singletrack climb. In firm mode the Slash doesn’t erase small bumps; you still feel the trail below you with the shock resisting those low-speed impacts.
In open mode, the shock helps soften those small bumps and offers a more comfortable ride. Fortunately, there is little sacrifice in pedalling efficiency when the shock is left open, so riders looking for maximum traction can opt to climb this long-travel machine wide open with practically no penalty.
With the rear shock left wide open, I tried some hard pedaling and sprinting on paved roads to see what the Slash’s high-pivot linkage would do. Sitting down and mashing the pedals as best I could, I could not get the bike beyond 40% travel (from 30% sag). Even standing up and sprinting, I only made it a bit further than 40%. It’s clear that Trek’s linkage handles pedaling forces very well. The bike was in its ‘more’ progressive position for this test, but I don’t think it would behave much differently in the ‘less’ setting so early in the travel.
It’s always nice when a bike has no unusual setup requirements. With the Slash, I pumped the shock up to body weight in psi, set rebound/compression to my usual ranges, and the bike was dialed. Right away I was getting full travel from the rear shock (with the leverage chip in ‘less’ position), which is sometimes an issue for my 145lbs self.
I’ve always found Trek’s MTBs to be great at gobbling up bumps, but the high-pivot Slash is even better. I noticed it does particularly well at eating up mid-sized bumps, happily plowing through roots and rocks. The rearward axle path does a great job of numbing bigger hits and keeping the Slash feeling planted on rough trails. I found the bike cushions landings very well, especially on little jumps that send you right onto a rocky or rooty patch.
It’s hard to pinpoint a weak spot in the Slash’s suspension. At higher speeds, the bike smooths out small bump chatter very well, and as noted above it rounds off medium and big hits nicely.
Furthermore, with all that squish when you want it, the Slash actually seems to pop off jumps a bit better than the 2019 Remedy I owned for several years. It also springs out of corners surprisingly well, as I’ve traditionally found Treks to be a better example of plowy than lively and poppy. It seems the big Slash has maintained an impressive degree of mid-stroke support.
Just looking at this frame, you’d probably expect it to be stiff and you’d be correct. Just like the previous generation Slash and Fuel EX I rode, I found the 2024 Slash’s frame offers a solid, commanding feel as you charge down rough trails.
For most of my rides, I had the leverage chip in its ‘less’ setting, but I flipped it to ‘more’ for my last few test laps. Interestingly, the ‘more’ setting doesn’t seem to increase bottom-out resistance by much; I hit full travel on a typical trail loop in the first ride in this setting.
What I found is the rear wheel does feel like it’s resisting bigger, sharper hits more. Under my lightweight self, the Slash felt a bit less plowy and the back wheel would bounce a bit more facing sharp impacts. The only time I got a good ‘thunk’ out of this bike’s rear end was while riding in the ‘more’ position. For me, there’s no question I’d keep the Slash in its ‘less’ setting. The biggest joy of this bike is how capably it sucks up rough terrain, and I’ll take all the squish it has to offer.
The Slash’s 27.5” rear wheel offers good clearance. I rode the steepest trail in my local network and didn’t hit my ass on the tire once (and I have on my personal 29er)! As mentioned above, the mullet setup also has an immediately noticeable benefit in the corners. After you initiate a turn, you then feel the back end hook in and bring you around quicker than a 29er would.
Some of you may have seen reports of the new Slash dropping chains. Apparently, some of the bikes were sent out with the lower chain guides incorrectly installed, and some riders had issues with chain drop. After many rides on my test bike, I got the notice from Trek and found out it was indeed not to spec… however I never dropped a chain.
By the time I got the info on how to correct the situation, winter had set in and my testing was pretty much done. I rode the bike two or three more times without even adjusting the chain guide, and still never once lost my chain.
To fix this issue Trek is making sure all Slashes will now be shipped out with the correct setup. They’ve also notified dealers on how to fix the issue, and as an extra precaution, they’re supplying upper idler pulleys with longer teeth to dealers at no charge. As of early 2024, anyone with a new Slash can go to their local shop and have the revised idler installed.
If you’re wondering about potentially increased drag with the high-pivot chain line, I can’t say I noticed anything measurable. Of course, this is a brand new bike; over time the upper pulley might produce extra drag if the bearing wears out, but with all new components the Slash pedalled like any other MTB.
A RockShox Zeb fork was the obvious choice for the burly new Slash. The 9.9 X0 AXS T-Type bike I rode gets the Ultimate model with a DebonAir spring and Charger 3 RC2 damper. The fork is stiff, offers great initial sensitivity, and sucks up bigger hits in class-leading fashion.
Out back, RockShox’s Vivid Ultimate rear shock performed great with very little fidgeting. The stock tune feels pretty linear which works well for a smaller guy like me, allowing full squish on nearly any descent. The shock’s firm mode resists low-speed impacts nicely, but doesn’t ride like you’re at near-lockout firmness.
Overall I had great performance from the SRAM X0 Eagle AXS T-Type drivetrain and dropper post. However, the dropper post suddenly stopped working in the middle of my third ride. Once I got home I simply paired up the post and control pod, and since then everything has worked perfectly.
The 30t chainring and 10-52t cassette provide a vast gear range for trail riding, and shifting performance was basically flawless throughout my test. I unfortunately gave the T-Type X0 derailleur’s cage a good smash and a nasty bend, but didn’t notice right away because gear shifting was still fine! The derailleur will skip lightly when backpedaling but it still doesn’t derail at all, which is impressive.
Bontrager’s Line Pro 30 carbon wheels held up great through my test, showing no signs of damage or warpage. The Slash’s wheels come tubeless with a Bontrager SE6 Team Issue 29×2.5” front tire and a Team Issue SE5 27.5×2.5” rear tire. These tires offer a well-rounded tread that rolls fairly fast and provides good grip on all surfaces.
Bontrager’s RSL carbon bar/stem combo is hard not to enjoy looking at! The rise is 27.5mm, stem length is 35mm, and the bars come stock at 820mm wide . The 7° backsweep and 6° upsweep is a bit more up and less back than most bars I’ve ridden, but I found them comfortable. I would have liked to ride the full width, but my bars had been cut to 795mm. I rode these bars uncut on the previous generation Slash and was surprised how much I liked them.
SRAM’s Code Silver 4-piston brakes with 200mm rotors had no shortage of power, reeling in this big bike with great modulation and more than ample bite force.
The 170mm dropper post on the M/L frame gets low and out of the way. I didn’t have any problems riding with the Bontrager Arvada saddle, but I find it a bit hard and not the most comfortable.
The Slash’s rear fender seems to work fairly well. After a wet, snowy ride I still had mud spray all the way up the back of my jacket, but less than what I expected. I also noticed the back of the dropper post and under the saddle weren’t that dirty.
Trek’s Carbon Armor seems to help resist frame damage well. After close inspection, I could only find a few very minor knicks or scratches on the Slash. The down tube, BB shell and all the areas prone to rock strikes from the rear wheel remain basically unscathed.
Trek’s in-frame storage was revised for the Slash, offering a larger door and an updated latch. The storage compartment is easy to open and close, and the included Bontrager BITS tool roll has spots for a CO2 canister, an inflator head, a multi-tool, and a tube (although it’ll have to be a thin one). Trek added ‘chunnels’ inside the Slash’s frame to keep your tool roll/cargo from snagging on your cables. They seemed to work well, I had no issues with anything snagging inside the frame.
Bontrager’s BITS steerer tube multi-tool is also included on all Slash 9.9 models – a nice finishing touch for these top-tier builds!
The 2024 Trek Slash 9.9 X0 AXS T-Type retails for $9399. Frame color options are Daintree, Lichen Green (as tested), or Argent Drizzle.
Steve Fisher is a staff contributor for Bikerumor. Steve has been writing about trail, enduro and downhill mountain biking (plus a few commuter bikes) for seven years. Prior to that, Steve wrote for Whistler Traveller Magazine and Mountain Life Magazine. Steve is based in Pemberton, British Columbia, an area that offers plenty of challenging world-class singletrack and makes for great photos!
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TREK SLASH 9.9 XO1 REVIEW
Review and Photos by Max Rhulen
Last year Trek gave their Slash the longer, lower, slacker treatment. This was an important update to keep Trek’s long-legged enduro race machine relevant and competitive. The previous version of the Slash was blurring the line between trail and enduro, but with these new updates there is no question that the Slash falls in the enduro mountain bike category. We’ve been putting the Slash 9.9 XO1 through its paces for quite some time, and it’s clear that these changes have improved the descending capabilities considerably, but not without compromise. In this review, we will put the Trek Slash 9.9 to the test to better understand its new performance capabilities and where it excels.
Trek’s Slash is a 29” wheeled, 160mm travel enduro machine designed around a 170mm fork. It continues to use Trek’s classic linkage-driven single pivot suspension design, with a magnesium rocker link driving the shock, and their Active Braking Pivot (ABP) which adds a pivot around the rear axle to control the braking influence. The rear end is controlled by Trek’s exclusive RockShox Super Deluxe ThruShaft rear shock, which does away with the IFP typically found in a rear shock to deliver a shock that is claimed to “respond to changes in terrain faster than any other shock on the market”.
• 160mm Linkage Driven Single Pivot with ABP Suspension • HTA 64.1 (Slack setting) • STA 75.6 (effective) • REACH 486 (Large)
Price: $3,829 /£3,200 /€3,399 (Slash 7) – $12,549 /£11,600 /€13,099 (Slash 9.9 XX1 AXS Flight Attendant) Website: Trekbikes.com
The Trek Slash 9.9 XO1 is offered in a choice of alloy or carbon fiber frames depending on the spec level selected, with the lower price Slash 7 and 8 featuring the Alpha Platinum aluminum frame, and the 9.7, 9.8 and 9.9 models using their lighter weight OCLV Mountain carbon fiber frame. Regardless of the material selected, the frames feature the same full-length downtube guard; Knock Block headset; internal frame storage and threaded bottom bracket.
In previous years Trek has introduced new standards and features that would change the industry for better or worse. The previous model of Slash, with its straight shot down tube, introduced Knock Block, a system integrated into the headset that keeps the handlebars from swinging all of the way around should a rider crash. This prevents the fork crown and shifter lever from damaging the frame and the cables from becoming damaged, which could be the difference between a quick spill on a race run and an unrideable bike. The updated Slash has gotten rid of the straight downtube but has kept the knock block and increased the range of rotation by about 30 degrees. However, if this is a feature that you really can’t stand, it is removable.
Trek has moved the Slash to a 34.9 mm seat tube diameter and has updated their Line Elite Dropper to accompany the bike. As Trek describes, “The post’s larger diameter allows for an increase in structure strength, and provides better performance with less stiction, less sideplay, and better durability.” An upgrade that was nice to see across a few Trek models was downtube storage. The downtube storage is even available on the cheaper alloy-framed models – great news for riders on a budget. The Slash comes with a little bag that nicely holds a tube, tire iron, co2, and inflator head. It’s always nice to get a little weight off of your back.
Trek offers the Slash in a choice of five sizes from Small to XL to suit riders from 5’0”-6’5” (153-196cm). In the low/slack position of the Mino Link geometry adjustment, reach in the size Large (19.5) tested is 486mm, which is paired with a 635mm stack height. The effective seat tube angle is 75.6 degrees, and the head angle is 64.1 degrees, with a 29mm bottom bracket drop. The rear end length at 437mm gives a total wheelbase of 1264mm.
The Trek Slash 9.9 XO1 tested came equipped with 29-inch Bontrager Line Elite 30 carbon wheels, XO1 drivetrain and more, with a price tag of $8,549.99. The 12-speed eagle drivetrain with 10-52 tooth range covers gearing for any and all terrain. The cockpit is made up of Bontrager parts as you would expect on a Trek. A 35mm stem is clamped to an 820mm carbon Bontrager bar with 27.5mm of rise. This build kit is no longer available, but Trek continues to offer similar builds ranging in price all the way from $3,829.99 to $12,549.99 to cater for varying budgets and preferences.
Setting up the suspension on the Slash was fairly easy. All the knobs and settings are easy to reach, and Trek even provides an online guide to help you get started. This was my first time riding a bike with a 170mm RockShox Zeb fork so that was a bit of a learning curve for me on setup. In my previous RockShox 160mm Lyrik I was running 73 psi with 4 volume tokens for my 155lbs mass. I started out with 50 psi and 3 tokens in the Zeb, and it was way too stiff. The front wheel was not tracking well, and the bike was too harsh. After some experimentation, I dialed in my settings at 48 psi and only one volume token, after which things were in a good place. The RockShox Super Deluxe Trek Thru Shaft shock feels great. I found that 155psi, my body weight, was the right amount of pressure on the Slash. More pressure than that felt very harsh and stiff. At 165 psi I wouldn’t use all the travel on drops and compressions that should use all of the stroke.
My first few rides on the Slash were on chunky, square edged, technical climbing with steep, loose descending. I got to know the Slash quite well just on the first ride because the bike was not well suited for the climbing and the descending is exactly what it was made for. This bike has since seen fast alpine, rough and rocky, flowy, and even some days at the Mt Bachelor and Trestle Bike Park.
Starting off with one gripe of the build on the Slash, is that it is spec’d with a 30-tooth front chainring. This gearing ratio left me wanting more on the descents, and if you come to a climb where you want that 30 tooth ring, chances are it’s too steep for the Slash anyways, which I will expand on below. Personally, I would opt for a 32 tooth chainring, and some stronger riders might even prefer to have a 34 tooth ring with the 10-52 tooth cassette. It gives you more gear for the way down, which is where it matters on this long travel race machine.
I left the shock fully open the whole time, preferring to focus on the trail ahead than reaching down for a lockout lever, and didn’t notice too much pedal bob when seated. Certainly not enough to convince me to make the effort to reach down – the Slash pedals very efficiently for a bike of this size. When out of the saddle and cranking hard there is a bit of movement in that rear end, but when you have 170/160mm of travel that is to be expected, and it helps the bike to track and find traction when pedaling through rough terrain on the way down the hill.
The 35mm stem, long wheelbase, and slack head angle made navigating technical climbs a bit trickier than the previous generation Slash. When encountering obstacles during the climb it was necessary to stand or lower my center of gravity more than normal to get some weight over the front wheel. In addition to fighting the wheelbase, as the trail increased in grade, I found myself scooting forward on the saddle to fight the front wheel coming up. As I scooted forward on steep climbs the rear wheel would lose traction easily. This made for a tough balance of weight over the front, but traction for the rear tire. When I hit those punchy 15 degree or more climbs, I found myself walking more than I’d have liked. However, as I got used to these mannerisms and how to manage them, it made less of an impact on my riding experience. If technical climbing is your idea of a good time, you may be served better by an alternative machine. That said, the Slash has gone from more of a trail/enduro bike hybrid to being a full on enduro, long travel rig, as it should be. As we know with these long travel bikes, they are never going to take home the win on the climb. Thankfully the descending prowess makes up for it, and then some.
Unlike the climbing, the descending capabilities of this bike beg for rougher and steeper. The 64.1-degree head angle paired with the 170mm RockShox Zeb provides the stiff front end to plow through all terrain with ease. The length and stiffness of the bike inspire confidence while the somewhat playful nature of the suspension design lets you slash (no pun intended) and jump your way down the trail. While the bike can be playful and it jumps well, it is clear that the main focus is speed, which it maintains incredibly well. When on straighter sections of trail I found myself gaining on other capable riders on comparable bikes time and time again, while feeling composed and controlled. On undulating sections of trail the Slash carried copious amounts of speed up and over rises asking for less exertion, which over the course of a enduro race could add up to shaved seconds. Cornering the bike, it feels responsive with a firm platform to push into and generate speed. The weighting feels well distributed and the traction is plentiful. Only on occasion did I have the front end start to slide when going through flat, loose corners, but the way the bike wanted to break traction in these instances was very manageable. Tight switchbacks were a crux, but aren’t they always…
There is not much to complain about when it comes to the Sram XO1 drivetrain and Code RSC brakes spec’d on this bike. The performance of the bigger dropper post was noticeable on the first ride, giving a definite upgrade over the previous with no issues during the testing period. In the past the notably slack seat tube angle present on the Slash has led to premature wear and stickiness with dropper posts, so it was great to avoid these issues on the new model.
With RockShox’s new Zeb fork up front the bike feels very stable and it tracks through rough terrain very well. The 38mm stanchions are noticeably stiffer and more responsive than the 35mm stanchions on the Lyrik that was spec’d on the previous generation Slash, and it pays dividends when charging hard. The Zeb comes with a little more than a pound increase over Lyrik, but it’s weight worth taking in my eyes. This bike as a whole is about 2lbs heavier than the previous generation coming in at 31.14 lbs with no pedals, which is still a competitive weight in its class, but certainly detracts from its overall efficiency and pedal-friendliness. At 155psi in the rear end with the stock volume spacers I never felt the bottom and the shock felt very smooth. Due to the Thru shaft technology you need to order specific volume reducers, which is far from the end of the world but still something that needs to be considered. I ran 3 clicks of rebound even though it can be set much higher. All the other settings felt very, very fast. There is no full lockout on the shock but there is “lock” and open setting as well as three clicks of compression.
One new design feature that does not function as well as the engineers may have planned is the drain tube directly below the rear shock. The frame creates a little bowl just under the rear shock where water and mud would pool on wet days. In theory the drain tube was a good idea to route pooled water down around your bottom bracket and out through a hole in the bottom of the frame. However, when I first received the bike, I noticed that this rubber tube was loose and rattling around in the frame. In order to put the tube back into place I had to pull out the crankset, remove the bottom bracket (which is threaded, score!), and remove the shock. When placed correctly the tube sits nicely, but the seal does not seem to be overly snug, letting a small amount of water creep under the rubber and into the frame on those really wet days or when washing the bike. I would prefer that there was no drain, and a little bit of water would pool there since it would bounce out when riding. Otherwise, the Slash proved to be a well-considered and high-quality bike all round.
The Wolf’s Last Word
Price: $8,549 /£8,250 /€8,999 Weight: 31.14lbs (14.1kg) Website: Trekbikes.com
CHASSIS Frame: OCLV Mountain Carbon | 160mm Fork: RockShox ZEB Ultimate, Boost Charger 2.1 | 170mm Shock: RockShox Super Deluxe Ultimate Thru Shaft, 3-position damper
COCKPIT Brakes: SRAM Code RSC | 200F/180R Centreline rotors Handlebar: Bontrager Line Pro Carbon 35mm| 820mm| 27.5mm Rise Stem: Bontrager Line Pro 35mm | 35mm Length Headset: Knock Block 2.0 integrated, 72 degree turning radius Seatpost: Bontrager Line Elite dropper 34.9mm, Dropper Travel: S: 100mm; M, ML: 150mm; L: 170mm; XL: 200mm Saddle: Bontrager Arvada
WHEELS Hubs: Bontrager Rapid Drive 108T, Boost Rims: Bontrager Line Elite30, TLR Front tire: Bontrager SE5 Team Issue, TLR, Core Strength Sidewall, 29×2.60” Rear tire: Bontrager SE4 Team Issue, TLR, Core Strength Sidewall, 29×2.40”
DRIVETRAIN Bottom Bracket: SRAM DUB Threaded Cassette: SRAM XG 1275; 10-52T Cranks: SRAM XO1 Eagle, Boost, DUB, 30T, 170mm Shifter: SRAM XO1 Eagle; 12s Derailleur: SRAM XO1 Eagle; 12s
Steep terrain crusher Rough terrain performance Fun jumper
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2017 Trek Slash 9.9 29 Race Shop Limited (discontinued)
- Write Review
Review by Joel Harwood // Photos by Peter Wojnar
When Trek debuted the Slash in 2012, their Active Braking Pivot and Full Floater suspension technologies were considered by many to be ahead of the time. The Slash received a number of refinements over the years, but never created significant waves in the all-mountain category. Fast forward to today and the Slash has grown 29-inch wheels, shifted a few degrees here and there, abandoned the Full Floater, and is now being hailed by many to be the benchmark of what a modern enduro bike should be. We’ve been aboard the Slash 29 since late summer, endured a heinously wet fall, and are still smashing out miles now that the snow line is dropping to the valley. Our Slash 9.9 Race Shop Limited (RSL) has seen numerous laps in the Whistler Bike Park, all-day epics, quick jaunts, and even a day of getting schooled by members of Canada’s National BMX Team just for kicks. Read on to find out whether the new Slash is truly the "undisputed king of the mountain."
Slash 9.9 29 RSL Highlights
- OLCV Mountain Carbon main frame – MTB specific carbon designed to retain strength even after an impact
- 29-inch wheels with2.6-inch tire clearance (plus size tires not compatible)
- 150mm (5.9-inches) of rear wheel travel // 160/130mm (6.3/5.1-inches) adjustable fork travel
- EVO suspension link
- Fixed lower shock mount
- Metric 230x57.5mm shock sizing
- Active Braking Pivot (ABP) – Patented concentric pivot design to keep rear suspension active under braking forces
- E2 tapered head tube
- Control Freak internal routing – Simple, clean, and quiet cable management
- 1X drivetrain specific
- Straight Shot downtube with Knock Block – Optimizes stiffness to weight ratio and prevents crown impacts against frame
- Mino Link – A quick flip chip allowing bottom bracket and head angle adjustments
- Carbon Armor – Designed to slow and redistribute impacts over a larger area
- G2 geometry – 51mm fork offset for improved 29er handling
- PF92 bottom bracket with ISCG05 mounts
- Bottle mount
- Boost 110/148mm axle spacing – Wider dropouts to improve wheel stiffness, add tire clearance, and allow shorter chainstays
- Claimed weight (size 17.5, no pedals): 28.2-pounds (12.79kg)
- MSRP: $7,999.99 USD
The Slash 29 is available in four sizes, including a rarely seen and difficult to make size 15.5 (Small) version built on Trek's decade of 29er experience. Note that the numbers above reflect the geometry with a 160mm travel fork, though it can also be used with a 150mm fork to suit ride demands. Doing so pushes the "bike closer to the 'trail' end of its use spectrum, lowers bottom bracket heights by about 3-4mm, and steepens the head tube angle by half a degree." Trek's continued use of a Mino Link flip chip at the top of the seat stays makes further high/low geometry adjustments a breeze.
Even though long-travel 29er rigs are becoming increasingly popular, the Slash unveiling last spring had most media squids, racers, and armchair engineers keen to climb aboard. Being a combination of the three, we were thrilled when the bike arrived on our doorstep. Having already covered a number of the features unique to the Slash when the bike originally launched, we weren’t looking for a single revolutionary feature, but we were most impressed by the overall package. The carbon armor, stylish combination of matte and gloss paint, high end components, good angles, and bold Trek branding are a sight to behold. Some scientists would argue that the color of victory is red – in this case: Viper Red. Even though the updated Slash looks like a winner while standing still, on paper, and underneath Trek’s factory pilots, what we truly wanted to find out was whether the bike could live up to the hype and whether any faults would reveal themselves.
Upon closer inspection, the Slash features a number of updates and refinements compared to the previous generation. A handful are straightforward: a bump from 650B (27.5) to 29-inch wheels, more aggressive geometry, Boost axle spacing, and Metric shock sizing to name a few. Perhaps less predictable was the introduction of the Straight Shot downtube, Knock Block , and the notably absent Full Floater.
Dylan Howes, Head of Trek's MTB R&D, offered a few reasons why: "By fixing the lower shock mount, we were able to better package the bike and large diameter wheel for the travel we wanted. We were also able to design a much stiffer chainstay, but also a much stronger chainstay – however, as the chainstay was already more than strong enough with the Full Floater, this meant it could get much lighter."
Furthermore, we inquired about the suspension curve with the fixed lower shock mount and whether it was a refinement of what the Full Floater offered or if it was a new direction altogether. "We had a few reasons to move away from Full Floater on this bike," Howes told Vital, "but the main idea was to keep the kinematics and leverage rate the same. The way in which the shock and the frame work together is still the most important characteristic in how the bike will perform and what the ride quality will be."
The leverage rate is slightly more progressive than the updated Remedy for bigger hits and slightly lower than the previous Slash, a change that came about as large volume negative air chambers became the norm for shocks. The changes are modest on paper, but Howes assured us that they would be profound on the trail.
Getting the Slash setup was simple. Cable routing was a snap, the FOX suspension was positioned to the recommended settings, and off we went.
On The Trail
This fall, Squamish, British Columbia saw more rain than we can remember. How much you ask? We heard a report that it had rained for 29 of 31 days in October and can’t say that it sounds like hyperbole. It didn’t stop us from riding, but it did mean that the Slash saw a lifetime of precipitation and more than a healthy helping of foul conditions in the four months that we’ve been riding it. We also spent a few days riding the Whistler Bike Park (where the bike was wildly popular in the lineup) in addition to the surrounding communities of Pemberton, Whistler, and North Vancouver.
At a hair under six feet tall, we opted for a size 19.5 (Trek's size Large equivalent). With generous reach numbers, we probably could have gotten away with a 17.5 (Medium), however with long arms and inseam we felt right at home. The fit was comfortable from the outset and the updated geometry seemed to compliment the intentions of the Slash. With the Mino Link set to slack, the aggressive 65.1-degree head angle felt surprisingly snappy as we headed to the woods for the first time.
As mentioned, we used the Slash as our daily driver. At Vital MTB we have ridden a number of modern enduro bikes that felt like downhill bikes that climb tolerably, however in this case we found the Slash climbed admirably for a long-travel enduro bike. The suspension remained relatively active, however the two-position FOX Factory Float X2 shock offered a firmer option for road climbs. We usually opted to leave the suspension untouched while climbing, but we would have likely used it more often if our daily climbs weren’t quite as technical. With an effective seat tube angle of 73.6-degrees, seated climbing isn’t as upright or central as the new Specialized Enduro 29 , but we never once felt that it was too slack, nor did we feel that the FOX Factory Talas 36 needed to be lowered to 130mm in order for the bike to climb well. In fact, we only used the lower travel setting once. We preferred instead to adjust our seated climbing position to the nose of the saddle in order to mimic a steeper seat tube, which also eliminated any front wheel wandering. Standing to climb had much the same result. The suspension remained active, yet not so much so that we felt too much energy was being wasted and enough that the rear wheel maintained solid traction on technical bits. Overall, the updated Slash climbs quite well for any bike, let alone a Float X2 equipped wagon-wheeler intended for Enduro World Series domination.
Even though the Slash is intended as a hard-hitting race machine, we were pleasantly surprised by how well it handled intermediate trails, rolling terrain, and halfway speeds. Some race bikes tend to feel like overkill until they’re up to pace or on gnarly terrain, however we never found the Slash to be cumbersome. The bigger wheels undoubtedly help to keep things rolling along and our Float X2 was lively, responsive, and supportive through the initial and mid-stroke. The subtle geometry updates were an asset here too. Trek deliberately kept the bottom bracket drop reasonable in order to allow riders to get the odd pedal stroke, rather than constantly managing rock strikes. The wheelbase of the bike never seemed to inhibit our ability to manage tight corners or awkward sections, nor did the slack head angle. Some enduro weapons require more rider input and don’t really come to life until they’re being ridden hard, but the Slash is not one of them. We had a blast on mellower trails and could still horse around without working too hard.
Without a doubt we were most interested in the descending prowess of the Slash. Trek has been vocal in their belief that their newest version of the Slash is potentially their best bike ever, and that it provides straight-line confidence previously only available with 200mm of travel and a dual crown fork. After a couple of tuning rides, we headed for the Whistler Bike Park to figure out whether or not this was the case. Our very first lap started out mellow with a quick jaunt down the flowy Blue Velvet trail. Things went from mellow to bone-rattling as we made our way to Original Sin, Goats Gully, and eventually to Renegade, much more technical trails with plenty of square edges. Even though the Slash has less travel than a full-blown DH rig, we were impressed at how composed the bike remained on trails with so many successive hits and deep holes. The bike was supportive without feeling harsh, and there was just enough progression that heavy hits didn’t bottom the suspension too abruptly – though we suggest running an additional volume spacer if spending more time in the park. The geometry allowed us to remain centrally situated and we never felt that the front or rear centers were too short, or that there wasn’t enough bottom bracket drop at high speeds or on successive hits.
The chassis stiffness was an asset here too – the bike holds a line very well and seemed to go directly where we pointed it. Trek claims it's the stiffest 29er they've made, rivaling or besting the Session thanks to a super wide main pivot, fixed lower shock mount, taller chainstays, and the Straight Shot downtube design. Compared to previous long-travel rigs, not only was the frame better off, but so were the wheels.
Even more notable was how the Slash handled braking bumps. Where we would still give the nod to a big bike on full-blown downhill tracks, we found ourselves gaining on our buddies when we lapped Whistler’s heavily used jump trails. Lap after lap we would retain more speed and brake with more control through braking bumps – a testament to Trek’s fixed lower link suspension design, ABP, and the improved performance offered by the Float X2. Simply put, the Slash went right were we wanted and carried more speed than any other trail bike we’ve ridden.
High speed cornering is excellent. The Slash was never a burden to lean. The general balance and composure gave us the confidence to lean the bike aggressively on flat, technical, and bermed corners alike. Through each successive corner, we found ourselves giggling as we leaned the bike further. With so much high speed stability we expected that the Slash might be a little bit sluggish to transition between turns, but again we were pleased by the bike’s performance. Maneuverability was not as outstanding as some 650B counterparts, but we could still snap the bike through corners just as quickly with more forceful rider inputs. The ultimate limit was the Bontrager SE4 Team Issue tires, which couldn’t match the frame’s capabilities in the cornering department. Trek kindly provided us with a set of SE5 tires too, which were far superior in the cornering department and unlocked even more cornering traction. With the SE5 tires we could rail high speed turns almost as well as a downhill bike, but could still snap the bike around in tighter, more technical trails with an active riding style. The Slash 9.9 RSL corners like a formula one car and seems to maintain traction everywhere – just brake, rail, accelerate, and repeat.
We could keep going, but instead we’re going to keep it concise: the Slash 9.9 RSL is great everywhere and descends with almost the same confidence as a downhill rig.
Our bike was the $8,000 USD Slash 9.9 RSL , which stands for Race Shop Limited and is intended to be a no compromise, race-ready build. Trek also offers the Slash with a more modest, albeit still dialed setup in 9.8 trim with Rockshox suspension at $5,500 , as well as a frame/shock/headset/stem combo for $3,700 .
The most notable component choice was the use of the FOX Factory Float X2 shock. While FOX might have gotten off to a troublesome start with a recall issue, we have nothing but positive things to say about this shock so far. It suffered heinous weather, 25 minute downhill laps, climbed, contoured, and was completely maintenance free.
Trek's recommended shock settings were close, but we ended up adding volume spacers and running more than the recommended pressure. In combination with a simpler, fixed lower link that provides a similar feel with fewer moving parts, the FOX Float X2 helps create a rad rear end. Additionally, it's great to finally see Trek using standardized shock measurements, which means you can swap things to your heart's desire.
We weren’t quite so smitten with the front suspension. The FOX Factory 36 Talas fork is great, but it doesn’t provide the same tuneability or damping performance as the 36 Float. Trek product managers noted that travel adjust forks are wildly popular in some markets, and somewhat of a ‘must have’ for some consumers, but we found that the Slash climbed so well at full fork travel that we’d forgo travel adjust for all-out monster trucking confidence. For us, the Talas 36 could not match the performance of the rear suspension, and we'd prefer the Float until the Talas can accept volume spacers to tune progression. We experimented with different oil weight, oil volume, compression, and air pressure, but we just couldn’t get the Talas to match the Float, especially under hard braking and with high speed successive hits.
What can we say about the SRAM Eagle drivetrain that hasn’t been said already? Any time a new product can better compensate for our lack of fitness, we’ll take it. From a performance standpoint – by climbing with a higher RPM rather than grinding with high wattage, we had more energy for shredding when the hill crested. In racing scenarios, we could run a larger chainring and still climb comfortably. Eagle is undoubtedly a better 1X drivetrain than SRAM's previous versions thanks to many refinements.
Trek’s in-house components have come quite a distance since they first appeared. The Bontrager cockpit can’t be faulted – it was light, looked great, and stiff without being harsh. The Bontrager Line Elite 30 wheelset was far more solid than previous offerings, which were too flexy and dented easily. After four months of abuse they haven’t seen a truing stand and only suffered one significant dent. Also worth noting is the Rapid Drive hub, which engaged quickly, rolled well, and provided an enjoyable buzz whilst coasting.
Unfortunately, our Bontrager Drop Line seatpost did not meet expectations. The foul weather got the better of the post and caused major friction and stanchion wear. After chatting with Trek’s product managers about the issue, they informed us that they have already updated the post and there shouldn’t be any issues moving forward.Assuming that the updated seatpost solves the reliability issues, we would like to see a longer stroke dropper. 125mm of drop may be adequate for small riders, but for average and tall folks a longer option would be a better choice. At 5'11" we felt that our range of motion was restricted by the saddle being in the way and experienced a couple of inadvertent seat bounces on jumps at the Whistler Bike Park. Just like the inclusion of 800mm handlebars, we would like to see bikes equipped with longer travel dropper posts and include a travel limiting collar, giving each consumer the option to fine tune as needed. In Trek’s case, this is an easy refinement as the Drop Line post is available in a 150mm version already.
The Bontrager SE4 Team Issue tires did the job, but we never fully trusted them. As we mentioned, Squamish and the surrounding areas offer a wide variety of trails, conditions, and speeds. For us, the Bontrager SE5 Team Issue tires would have been a better choice out of the box and we would speculate that most riders would prefer the same setup. The SE4 gets the job done, whereas the SE5 is a great tire that we wouldn’t hesitate to run on any bike and in any conditions. Once we swapped them to the SE5 Team Issue tire, we instantly felt more confident in every situation.
Finally, Trek's unique Knock Block headset system performs as you'd expect - like a headset. Even though the bars can't be turned past about 75-degrees to protect the frame from damage due to the straight downtube design, the system is never a hindrance on the trail. Only when loading the bike onto the tailgate of a truck do you really notice it.
At $8,000 USD the Slash 9.9RSL should be close to perfect. Admittedly we are splitting hairs when it comes to tire and fork choices, but we felt more at home and the bike performed better (for us) with the component changes we mentioned. We think the Slash would be a great candidate for Trek’s Project One custom build program and would be first in line to build if it were. If not, additional build options or component choices to meet the needs of more specific markets.
Long Term Durability
Our Slash 9.9 RSL took a beating – not so much in terms of the trails we rode, as we generally use the same options for the majority of our Squamish, BC based reviews – but it suffered a worse fate than others due to the weather in which it was consistently ridden. Regardless of this, the only issue that came about was the seatpost. We didn’t have to touch a thing on the frame throughout the entire test period, and other than some grit the in headset we basically rode, rinsed, and repeated. After four months of hard riding, almost 70,000 feet of elevation gain and loss, and worse weather than most can imagine, we’re confident in saying that if there were any additional durability issues, we would have found them. Trek backs the main frame and swing arm with a lifetime and three-year warranty, respectively.
What's The Bottom Line?
The Trek Slash 9.9 29 RSL is quite the bike. As a daily driver it was manageable on all types of trails, pedaled all day, hauled back to the chairlift, and required little maintenance. As a race bike it held speed extremely well, conserved rider energy, and offered nearly unmatched confidence. With an option to choose a FOX Float fork, Bontrager SE5 tires, and 150mm dropper we would have had a tough time not giving the Slash 9.9 RSL full points. Without these tweaks the bike is still great – with them, nearly perfect. The Trek Slash 9.9 RSL might just be the new standard by which all others are measured.
Visit www.trekbikes.com for more details.
Vital MTB Rating
- Climbing : 4.5 (relative to other 140mm+ travel bikes)
- Descending : 5
- Fun Factor : 4
- Overall Impression : 4
- Overall Impression with Suggested Component Changes : 4.5+
Bonus Gallery: 21 photos of the Trek Slash 29 up close and in action
About the reviewer.
Joel Harwood - Age: 33 // Years Riding MTB: 20+ // Height: 5'11" (1.80m) // Weight: 185-pounds (83.9kg)
Joel has been playing in the Coast Mountains of British Columbia for the last 11 years. If he isn’t coaching gravity racers he can be found tinkering in the garage or messing about at the pump track. He dabbles in all types of racing, but is happiest simply exploring the limitless trail networks of the Pacific Northwest. Attention to detail, time in the saddle, and an aggressive riding style make Joel a rider that demands the most from his products.
Post a reply to: tested: 2017 trek slash 9.9 29 race shop limited, 1 member reviews.
The slash9.9 is nothing but wildfire, it’s smouldering looks hide what’s it’s built for and that’s speed. The Slash as a whole loves speed the faster you go the suspension starts to sing, traction is never a issue part being 29r and geo/suspension balance. Fox X2 never fails to impress through various content. The downside just sell a kidney and get carbon wheels and the ride evolves further and upgrade to a Float from Talas, it’s a bike that splits the field in half. You may find bike which may offer better performance in one area but fails in others, the slash rates high through all types of content you may encounter and ride > fast descent, DH,slow tech, tech climb, road climbs, pedal&flow.
full carbon size large sub 29lb.
In short it’s a big mountain fun bike with a pedigree racing bloodline.
Post a reply to: Not for the shy
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Trek Slash 9.9
- AUS $ NZD $ USD $ CAD $ GBP £ EUR €
Weight / M - 13.70 kg / 30.2 lbs (with tubes)
At a glance
Slash 9.9 is the fastest enduro mountain bike in the lineup, so it’s no surprise it’s the go-to ride for the pros of Trek Factory Racing Enduro. Carbon where it counts, FOX Factory fork, Trek’s exclusive RE:aktiv with Thru Shaft shock, fast-rolling carbon 29er wheels, and a SRAM X01 Eagle drivetrain make this top-of-the-line ride the undisputed king of enduro.
Where To Buy
"This bike rips"
"This bike ripped–like charged-over-everything-as-fast-as-you-want-without-picking-a-line kind of ripped. Yes, it's a lot of bike, but it's hard to find flaws in a bike that can do so much, so well. "
"The new standard"
"Slash is great everywhere and descends with almost the same confidence as a downhill rig. It's nearly perfect and might just be the new standard by which all others are measured. "
"An unflinching machine"
"Slash's blistering speed and downhill wizardry propelled it to the front of the pack. Slash epitomizes just how capable long-travel 29ers have become."
- Frame OCLV Mountain Carbon main frame & 1x-specific stays, ABP, Boost148, Knock Block, EVO link, tapered head tube, Mino Link, Control Freak internal routing, Carbon Armor, ISCG 05, G2 Geometry, 150mm travel
- Fork Fox Factory 36 Float, GRIP2 damper, tapered steerer, Boost110, G2 Geometry w/51mm offset, 160mm travel
- Shock RockShox Deluxe RT3, RE:aktiv with Thru Shaft 3-position damper, tuned by Trek Suspension Lab, 230x57.5mm
- Wheel Size 29"
- Tires Bontrager SE4 Team Issue, Tubeless Ready, Core Strength sidewalls, aramid bead, 29x2.40˝
- Chain SRAM GX Eagle
- Crank SRAM X01 Eagle DUB, 32T Direct Mount
- Shifters SRAM X01 Eagle, 12 speed
- Brakeset Shimano Deore XT M8020 4-piston hydraulic disc
- Handlebar Bontrager Line Pro, OCLV Carbon, 35mm, 27.5mm rise, 780mm width
- Saddle Bontrager Arvada, austenite rails
- Seatpost Bontrager Line, internal routing, 31.6mm, 15.5: 100mm, 17.5 & 18.5: 125mm, 19.5 & 21.5: 150mm
- Stem Bontrager Line Pro, Knock Block, 35mm clamp, 0 degree
- Grips Bontrager XR Trail Elite, alloy lock-on
- Headset Knock Block Integrated, sealed cartridge bearing, 1-1/8˝ top, 1.5˝ bottom
Q: Where to buy a 2019 Trek Slash 9.9?
The 2019 Trek Slash 9.9 may be purchased directly from Trek .
Q: How much does a 2019 Trek Slash 9.9 weigh?
A 2019 Trek Slash 9.9 weights M - 13.70 kg / 30.2 lbs (with tubes).
Q: What size wheels does the 2019 Trek Slash 9.9 have?
The 2019 Trek Slash 9.9 has 29" wheels.
Q: What size 2019 Trek Slash 9.9 should I get?
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- Rider Notes
2019 Trek Slash 9.9
A 29″ carbon frame full suspension enduro bike with ultra 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.
Add custom gearing
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
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
Sep 2020 · Alan Muldoon
First ride review of 2021 Trek Slash 9.9. Trek’s 29in enduro trail blazer returns with more travel and a progressive makeover.
Fast and easy to ride. Revised geometry and sizing bring it bang up-to-date. Suspension set-up is straightforward and the drain port in the bottom of the down tube should stop the water pooling below the shock.
All of the cables need shortening to stop them rattling. Trek’s MinoLink is a non-feature as we never clipped a pedal even in the low setting.
After making an unofficial appearance last weekend at the Enduro World Series event in Zermatt, Switzerland, the latest incarnation of the Trek Slash was officially unveiled Wednesday. On paper, the new 29er rock smasher looks to be more capable than its predecessor, boasting a bump in rear suspension travel from 150 mm rear/160 mm front to 160 mm/170 mm.
Trek is ready to unleash the new Slash, which gets more travel, a more practical frame design and a very special rear shock. We've been testing the 2021 Trek Slash 9.9 for the past month, and it turns out this ain't no one-trick pony. Read on for everything you need to know about the new Slash.
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
Jun 2019 · Steve Solt
This 150/160mm aluminum 29er features trail handling and enduro travel.
May 2019 · McCoy
The Slash 29 didn’t just turn heads, it blew minds, when it launched three years ago. And now it comes in an affordable, aluminum-frame option.
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Russia and Ukraine trade drone attacks as Kyiv claims it took out a key S-400 missile defense system
Russian defenses downed Ukrainian drones in Moscow and the region around the capital early Wednesday, the defense ministry and the mayor said. No casualties were reported. (August 23)
An investigator examines a damaged skyscraper in Moscow City business district after a reported drone attack in Moscow, Russia, Wednesday, Aug. 23, 2023. Russia’s defense ministry and Moscow’s mayor said Ukrainian drones were downed in Moscow and the region around the capital early Wednesday. No casualties were reported. (AP Photo)
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Emergency employees stand near a damaged building in Moscow City business district after a reported drone attack in Moscow, Russia, Wednesday, Aug. 23, 2023. Russia’s defense ministry and Moscow’s mayor said Ukrainian drones were downed in Moscow and the region around the capital early Wednesday. No casualties were reported. (AP Photo)
Investigators work at the site of the place where the downed Ukrainian drone fell in Krasnogorsk, just outside Moscow, Russia, Tuesday, Aug. 22, 2023. Andrei Vorobyov, the governor of the Moscow region, said that two Ukrainian drones were shot down by air defenses on western outskirts of the Russian capital early Tuesday. (Moscow News Agency via AP)
This shows a damaged skyscraper in Moscow City business district after a reported drone attack in Moscow, Russia, Wednesday, Aug. 23, 2023. Russia’s defense ministry and Moscow’s mayor said Ukrainian drones were downed in Moscow and the region around the capital early Wednesday. No casualties were reported. (AP Photo)
Police officers stand guard at the scene of the wreckage of a drone at Moscow City business district after a reported drone attack in Moscow, Russia, Wednesday, Aug. 23, 2023. Russia’s defense ministry and Moscow’s mayor said Ukrainian drones were downed in Moscow and the region around the capital early Wednesday. No casualties were reported. (AP Photo)
Workers clean a part of a damaged skyscraper in the “Moscow City” business district after a reported drone attack in Moscow, Russia, Wednesday, Aug. 23, 2023. Russia’s defense ministry and Moscow’s mayor said Ukrainian drones were downed in Moscow and the region around the capital early Wednesday. No casualties were reported. (AP Photo)
A construction worker looks out of a window of the damaged city council building in Izyum, Ukraine, Tuesday, Aug. 22, 2023. (AP Photo/Bram Janssen)
In this photo provided by the Ukrainian Presidential Press Office, Ukrainian President Volodymyr Zelenskyy, right, and Prime Minister of Finland Petteri Orpo attend a press conference in Kyiv, Ukraine, Wednesday, Aug. 23, 2023. (Ukrainian Presidential Press Office via AP)
In this photo provided by the Ukrainian Presidential Press Office, Ukrainian President Volodymyr Zelenskyy, right, welcomes Prime Minister of Finland Petteri Orpo in Kyiv, Ukraine, Wednesday, Aug. 23, 2023. (Ukrainian Presidential Press Office via AP)
KYIV, Ukraine (AP) — Russia and Ukraine traded drone attacks early Wednesday, officials said, with Kyiv apparently targeting Moscow again and the Kremlin’s forces launching another bombardment of Ukrainian grain storage depots in what have recently become signature tactics in the almost 18-month war .
Later Wednesday, the Ukrainian intelligence agency claimed it had destroyed a key Russian S-400 surface-to-air missile defense system in occupied Crimea. If confirmed, it would be another embarrassing blow for Moscow, as Ukraine increasingly targets Russia’s assets far behind the front line in southern and eastern Ukraine.
The agency, known by its acronym GUR, claimed on its official Telegram channel that Russia has a “limited number” of the sophisticated systems and that the loss “is a painful blow.” Moscow officials made no immediate comment.
The long-range S-400 missiles are capable of striking enemy aircraft and are regarded as one of the best such systems available. They have a range of 400 kilometers (250 miles) and can simultaneously engage multiple targets.
Earlier, a three-hour nighttime Russian drone attack in Ukraine’s southern Odesa region overnight Tuesday caused a blaze at grain facilities, Odesa Regional Military Administration Head Oleh Kiper said.
The attack destroyed 13,000 metric tons (14,300 U.S. tons) of grain, bringing the month’s total grain losses to around 270,000 metric tons (300,000 U.S. tons), Ukrainian Infrastructure Minister Oleksandr Kubrakov said in a Facebook post.
Russia zeroed in on Odesa last month, crippling significant parts of the port city’s grain facilities, days after President Vladimir Putin broke off Russia’s participation in the Black Sea Grain Initiative . That wartime deal enabled Ukraine’s exports to reach many countries facing the threat of hunger.
Under a year of that deal, Ukraine shipped 32.9 million metric tons (36.2 million U.S. tons) of grain, most of it from the Odesa region.
Russian officials, meanwhile, claimed to have downed Ukrainian drones in Moscow and the surrounding region early Wednesday, the defense ministry and the mayor said. No casualties were reported in the drone attack, which has become almost a daily occurrence in the Russian capital.
Moscow Mayor Sergey Sobyanin said one drone smashed into a building under construction in Moscow City, a prestigious business complex hit by drones twice before. Several windows were broken in two buildings nearby and emergency services responded to the scene.
Russia’s Ministry of Defense said the drone had been electronically jammed.
It blamed the attack on Ukraine and said two other drones were shot down by air defense systems in the Mozhaisk and Khimki areas of the Moscow region. Kyiv officials, as usual, neither confirmed nor denied Ukraine was behind the drone attacks.
Moscow airports briefly closed but have now reopened, according to Russian state media.
Neither side’s claims could be independently verified.
Ukraine has since early this year sought to take the war into the heart of Russia . It has increasingly targeted Moscow’s military assets behind the front lines in eastern and southern Ukraine and at the same time has launched drones against Moscow .
Meanwhile, a Russian drone attack on the city of Romny in northeastern Ukraine struck a local school, killing the principal, his deputy, a secretary and the school librarian, according to Ukraine’s Ministry of Internal Affairs.
Also, three people were killed in the Belgorod region of Russia on the Ukrainian border after repeated shelling of a sanatorium, according to Gov. Vyacheslav Gladkov.
Gladkov said the sanatorium in the village of Lavy, about 40km (25 miles) from the border, was shelled, killing two refugees and a staff member.
The Belgorod region has witnessed sporadic fighting and shelling during the war, including a border incursion last May that prompted the Kremlin to introduce tighter security.
A handful of foreign dignitaries, including the prime minister of Finland and the presidents of Portugal and Lithuania, visited Ukraine on Wednesday.
Their presence coincided with the Day of the National Flag of Ukraine, which precedes Ukrainian Independence Day on Thursday.
Ukrainian President Volodymyr Zelenskyy, along with Ukrainian Armed Forces Commander in Chief Valerii Zaluzhnyi and other top officials, attended the unfurling in Kyiv of a giant Ukrainian flag with numerous signatures of soldiers, volunteers, doctors and rescuers.
This story has been corrected to show that that the prime minister of Finland, not the president, visited Ukraine on Wednesday.
Follow AP’s coverage of the war in Ukraine at https://apnews.com/hub/russia-ukraine
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Apartment 76 sqm on the 34th floor in NEVA TOWER
Penthouse 284 sqm on Zvenigorodskoe highway
Apartment 108 sqm on Mytnaya street
- 2 Bathrooms
Apartment 193 sqm on the 52nd floor in Moscow City
- 3 Bathrooms
4 room apartment 203 sqm in the house with a swimming pool
- 4 Bathrooms
3-room apartment 93 sqm near Belorusskaya metro station
2-room apartment 66 sqm on the 11th floor
3-room apartment 72 sqm in the elite Filevsky district
3-room apartment on the 7th floor next to skyscrapers
3-room apartment on the 8th floor near Dinamo metro station
3-room apartment 105 sqm near VDNKh metro station
Penthouse 140 sqm on the 46th floor
- $4,700/one square meter
New residential complex Sky Garden in Moscow
- $15,000/one square meter
New residential skyscraper Capital Tower in Moscow City for investors
Penthouse 200 sqm with a terrace and a fireplace near Red Square
5 room apartment 457 sqm in the center of Moscow
Apartment overlooking the Kremlin and Red Square
Apartment on the 35th floor in the Triumph Palace
3-room apartment 177 sqm in Hyatt Regency
3-room apartment 123 sqm in Tverskoy district
Cheap apartment 42 sqm on the 28th floor
Duplex penthouse 307 sqm near the Kremlin
5 room apartment 236 sqm in the center of Moscow
3-room apartment 158 sqm near the Kremlin
Apartment 170 sqm on the 36th floor
Apartment 72 sqm near metro Park Pobedy
3-room apartment in City Park residential complex
Apartment in the Mercury Tower / on the 43rd floor
Apartment on the 63rd floor in the OKO tower
Looking for apartments for buying in russia.
Choosing the neighborhood of your future residence is a task to be treated with diligence. Poor transport accessibility, a lacking infrastructure and unsatisfactory ecological parameters may noticeably dampen the joy a new property owner is sure to feel from their purchase. To help you avoid such a scenario, we have put together a short overview of the areas in Moscow where you may be considering the purchase of a home , complete with the pros and cons of each of the different locations:
Arbat District – the cultural and business center of Moscow. One of the most prestigious locations in the capital. It boasts a very good infrastructure and high transport accessibility. Unsurprisingly, the property costs here are the highest in Moscow. Despite its small size, the district contains around 10% of all of the capital’s new elite residential buildings, and apartments for sale make up 96% of the properties on the market in this neighborhood. The price of a square meter (3.28 sqft) for an apartment in a new building with penthouses is, on average, 12 000 USD, while the cost of the same in an old building is 9 000 USD. One can even find luxury condos with open terraces for sale in the area.
Kuntsevo District – a beautiful locality surrounded by vast areas of woodland and river beaches on the banks of Moskva River. A strong point of this neighborhood is its good environmental conditions. Brand new and modern residential compounds have been erected here. One square meter (3.28 sqft) of an apartment in a new housing complex in Kuntsevo District currently costs 3 000 USD.
Yakimanka District – one of the most interesting and prestigious areas of Moscow by popular opinion. It is packed full of well-known historic monuments, museums and large parks. The Yakimanka District changed drastically during the Soviet era: most of the centuries-old low-rise houses and mansions were completely demolished or restructured. By the beginning of the 1990’s, new residential and public complexes had already taken their place. Today, one can find condos for sale in Yakimanka’s new residential complexes for the average price of 11 000 USD per square meter (3.28 sqft). The price of a square meter in a Soviet era panel building is 4 000 USD.
Here in Russia’s capital we have our own skyscrapers – grouped together in the compound famously dubbed Moscow-City (the Moscow International Business Center). Many large corporations have their headquarters here. For 1 million US dollars you can purchase a 3-room apartment with a floor area of 607 sqft (185 m²) in one of the towers. This particular listing is located on the 25 th floor.
Where Can I Find Cheap Flats?
If you happen to be a student or if your budget is capped at 300 000 USD and you are looking for cheap condos for sale in Moscow, then the Mitino, Nekrasovka, Cheryomushki, Butovo and Novogireyevo Districts will best suit your needs. These neighborhoods each contain a great number of residential complexes inhabited by Moscow’s middle class. They also have everything one might need for a comfortable life: many schools, kindergartens, big supermarkets, public pools, hospitals, etc. One of Moscow’s Metro stations is also usually just a short walk away. The minimum price of a furnished studio flat in a location within the Moscow Ring Road (a.k.a. MKAD) is currently 100 000 USD.
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