2012 trek slash 9 blue book

2012 Trek Slash 9 (discontinued)

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by Brandon Turman

This bike saved my life. Several times. It saved my life while getting rowdy in Whistler's backcountry, again on the steeps of Santa Cruz, again in the rocky gnar of Moab, again over a big transfer in Bellingham, and most recently in the rooty goodness of Squamish. You see, this bike instills an incredible amount of confidence, and sometimes when I'm really letting loose and the trail catches up with me, the Slash takes over, handles the situation and sends me merrily on my way, adrenaline pumping, uninjured and praising the heavens for my good fortune. You know the moments I'm talking about… Thanks Slash. I appreciate it.

Meet The "Green Machine"

I was first introduced to the 2012 Trek Slash last September at a media launch in Whistler. The Vital-like green and black colors, slack head angle, burly fork, and impressive build kit begged to be ridden hard, so we took it to the very tip top of the mountain, rode it off the backside, and proceeded to hoot and holler the whole way down. I knew then that this was a bike I wanted to ride more, so I asked Trek to do a long-term test. Several months, countless rides, and a handful of self-initiated near-death moments later I'm here to report on what the Slash is all about and how she's held up to my abuse.

Take a few minutes to review our Whistler Trek launch feature and re-familiarize yourselves with the technology and specs that make up the Slash:

Since that time I've ridden the Slash on dozens of trails in various places, and as a result my opinion of the bike's ride characteristics have changed slightly.

It's Purpose Built - Push This Bike!

We're not all supermen like Ross Schnell, Andrew Shandro, and Rene Wildhaber, so realize that this bike is best suited to specific types of trails. If the terms "really rough," "way steep," "rowdy," "gnarly," "it'll make you pucker," "you might want a downhill bike," or "holy sh*t!" apply to the trail, you likely have the right bike for the job. All others need not apply. The plain and simple fact is that this is a lot of bike, and in my experience I've found it to be overkill for anything but the craziest of trail rides. On top of that, if you're not pushing this bike, I mean actively leaning it over into turns, letting off the brakes, pumping transitions, and popping off lips, you'll likely find it to be a bit "sluggish." If you do push it, you'll unlock its true potential and be rewarded with a great ride that's ready to be pointed at just about any line you can think of. Rest assured that the Slash will handle it.

Suspension Performance

One of the cornerstones of this bike is the DRCV equipped Fox Float RP-3 rear shock. DRCV stands for "Dual Rate Control Valve," and is essentially Trek's way of combining the best attributes of a low and high volume air cans into one shock. It stays upright in its travel when pedaling, provides good support in the mid stroke (it's firm when you need it to be, like when pumping or popping off jumps), and at 25-30% sag the bike will plow through large bumps in a very similar fashion to a coil shock. The shock has that "bottomless" feel to it, and is very stable across repeat hits. I've also found it to be surprisingly supple off the top (it's certainly not a sticky feeling air shock) - likely aided by Trek's Full Floater linkage system and Fox's Kashima coating, the shock provides great small bump performance. For hard-pack or jump trails, it's best to switch the three position adjuster to the "ride" setting as the added low-speed compression will help keep the bike a little more lively.

The shock is not without fault, though. Granted, the Slash is nearly 31 pounds so it'll require a decent amount of effort to get up the hill, but the rear shock could benefit from a better pedaling platform. In "climb" mode, the shock doesn't provide an exceptional amount of support and efficiency, something we think the improved 2013 Fox CTD system will take care of. This bike is clearly biased towards the downhill sections of the trail.

Up front, the Fox 36 Talas FIT RLC complements the DRCV rear end pretty well. The stiffness of the tapered steerer, 36mm stanchions, and 20mm axle are key to the performance of the Slash on rugged downhills. My only real complaint about the Talas is its performance over small stutter bumps in rapid succession. The rear end does well, but the Talas seems to struggle in this situation.

Climbing wise, the relatively steep seat-tube angle on the Slash puts you in a good position, but you'll definitely want to drop the travel on the front end to 120mm while climbing. It can be awkward on low-speed grinds otherwise, especially in uphill turns.

Solid Build Kit

I've been mostly satisfied with the components. It'd be difficult to come up with a significantly better build kit for this bike's specialty.

SRAM's X0 line highlights the build. Shifts have been solid from the get-go and continue to be good to this day. The carbon cranks have taken a beating due to the height of the extra material below the pedal insert, but they're still going strong. Finally, the X0 brakes have provided sufficient power for everything but super long runs at the bike park.

The RockShox Reverb Stealth seatpost has been very reliable thus far. Only recently has it started to indicate the need for service. Sometimes when I'm seated and the lever is pressed, it won't drop down.

When the Slash was first released, it was one of the only bikes with internal seatpost and cable routing. This gives it a clean and composed look even with five cables coming off the bars. SRAM's Matchmaker system helps in this regard as well. My only issue with the internal routing is when the seatpost needs to be removed - whether for service or to re-grease it after multiple bike washings.

Bontrager's Rhythm Elite TLR wheels are downright strong. Despite some hard hits all the spokes are still snug and the rims are true. The nipples could use a little lubrication to stop the popping noise when the wheel is flexed side-to-side, but that's it. The hubs are still tight, bearings are in good shape, and rear hub engagement is still solid and reliable. For this 170 pound rider, wheel flex is only noticeable when really pushing into bermed corners. The bike has a sufficiently stiff back end thanks to the wheels,142x12mm Maxle, and Trek's one-piece EVO suspension link.

Suggested Changes or Upgrades

Despite the bike's impressive build, I did find the need to make a few changes…

Bontrager's 2.35-inch XR4 Team tires provided plenty of traction in nearly every condition, were lightweight, and rolled fast, but flats were an all-too-common occurrence so I swapped the tires out for a trusty Maxxis combo.

Bontrager's Rhythm Pro bars and stem were a tad on the skinny and long side for my tastes. To replace them, I chose to bolt on Easton's new Havoc 35 bar and 50mm stem . This change gave the bike an even more downhill-friendly feel and really allowed me to see the bike's true potential on the terrain it was designed for.

If your legs can handle it, I'd suggest ridding the bike of the dual ring front gearing and converting it to 1x10. While the SRAM X0 2x10 gearing provided ample range for nearly any climb, the system comes with a good deal of chain slap and the Truvativ X-Guide had a less-than-perfect chain retention rate. Dropped chains suck, literally.

Also, install a bit of mastic tape or velcro on the inside of the drive-side seatstay to quiet the bike down a bit. While Trek's custom chainstay guard does a good job of protecting the chainstay, the seatstay will still get whapped by the chain. Quiet bikes are the best bikes.

Long-Term Frame Durability

Aside from some paint chips, the frame has shown no signs of potential long-term issues. There is no bearing or bushing play, no creaking, and no significant cable rub. This thing is solid.

What's The Bottom Line?

Componentry nuances and climbing performance aside, the Trek Slash 9 has proven to be a very reliable bike that can take everything I can dish out. Know that it can be pushed to the extremes, and that to really appreciate this bike you've got to ride it with that mentality. Also know that no matter how rowdy or wild you get, no matter the trail conditions, and no matter how many rocks, roots, and steep pitches are in front of you, the Slash has your back. It'll "save your life" too.

Looking Ahead

With the advent of clutched derailleurs, Fox's CTD damping system, Avid's four piston X0 Trail disc brakes, improved Bontrager tires, and Trek's relentless desire to improve things, the soon to be announced 2013 Trek Slash will surely be a phenomenal ride void of nearly every issue I had with the 2012 model, and that's something to be excited about...

About The Reviewer

Brandon Turman likes to pop off the little bonus lines on the sides of the trail, get aggressive when he's in tune with a bike, and to really mash on the pedals and open it up when pointed downhill. His perfect trail has a good mix of flow, tech, and balls-to-the-wall speed. He loves little transfers, rollers, and the occasional gap that gives him that momentary stomach in your throat kind of feeling. Toss in some rocky bits with the option to double over them or risk pinch flatting and you've got a winner in his book. In 13 years of riding he worked his way through the Collegiate downhill ranks to the Pro level. After finishing up his mechanical engineering degree, his riding focus turned to dirt sculpting and jumping with the occasional slopestyle contest thrown in for fun. Nowadays he's Vital MTB's resident product guy.

Post a reply to: Tested: 2012 Trek Slash 9 - Begs To Be Pushed

Specifications, sizes and geometry.

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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."

Specifications

• 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

2012 Trek Slash 9 Frame

A 29″ aluminum frame full suspension enduro frameset.

For This Bike

View more similar bikes →

5'0" – 5'7"

5'5" – 5'11"

5'9" – 6'3"

6'1" – 6'6"

🐐 Estimated

Do you have this bike? Help other riders make a decision about which size will work for them by sharing your own size and fit notes. Report your fit

The next wave of Trek mountain bikes is here with announcement of the Remedy Aluminum, Remedy Carbon and Slash Aluminum models using the 27.5 wheel size. - Mtbr.com

Read Review

Introducing the 26″ Trek Slash 8, 160mm of good travel that is able to ride up the biggest hills. Why would you want to ride up a big hill on a long travel bike? So you can get back down them with a very large smile and not fear every rock, drop, and railing turn …

Excellent suspension. Great brakes. Rails corners and pops jumps. Great adjustability. Great bike.

Grips sucked. Chain device and 2 x set-up could do with a change (per your preferences). Some creaking developed.

Mar 2012 · MBA Action

Get Ready to Slash Some Singletrack The Trek Slash 9 Trek has improved their suspension technology by leaps and bounds over the years. Their commitment to

Trek Slash 9 - Don’t Just Enjoy the Descents, Slay Them, Price: $5,780 Weight: 30.5 lbs. www.TrekBikes.com, Purpose-built as a descent-hungry, speed-dialed workhorse with 160 mm of travel, Trek’s new Slash 9 shows how the company has made some impressive refinements over its previous enduro-oriented bikes.

Nov 2011 · Guy Kesteven

It’s expensive, but Trek’s Slash delivers astonishing control and composure for enduro downhill or all-mountain blasts

Last updated June 29 Not listed for 2,477 days

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.

Geometry/Fit:

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.

Descending:

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.

Chain Drop?

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.

Components:

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. 

Frame Storage:

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.

trekbikes.com

Steve Fisher is a staff contributor for Bikerumor. Steve has been writing about trail, enduro and downhill mountain biking (plus a few commuter bikes) for seven years. Prior to that, Steve wrote for Whistler Traveller Magazine and Mountain Life Magazine. Steve is based in Pemberton, British Columbia, an area that offers plenty of challenging world-class singletrack and makes for great photos!

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