trek slash main pivot

2024 Trek Slash

Wheel Size:

  • Size Small: 27.5’’
  • Sizes Medium through XL: 29’’ front / 27.5’’ rear (29’’ compatible)

Travel: 170 mm rear / 170 mm front

Geometry Highlights:

  • Sizes offered: S, M, M/L, L, XL
  • Headtube angle: 63.3° (Default setting, adjustable)
  • Seat tube angle: ~77° (Varies by size and geometry setting)
  • Reach: 488 mm (size Large)
  • Chainstay length: 434 mm (size Large)

Frame Material: Aluminum and carbon fiber versions available

Price: Complete bikes: $4,400 to $11,500

Blister’s Measured Weight: 36.6 lb / 16.6 kg (Slash 9.8 GX, Large)

Reviewer: 6′, 170 lb / 183 cm, 77.1 kg

Test Duration: 3.5 months

Test Locations: Washington, British Columbia

David Golay reviews the 2024 Trek Slash for BLISTER

The Slash has been a longstanding part of Trek’s lineup — dating back to the days of 26’’ wheels — as their long-travel Trail model and eventually their Enduro race bike once that category emerged.

The fifth-generation Slash debuted a little over three years ago now, so it isn’t a big surprise that a new version has now surfaced. However, some of the new design details suggest it’s a more substantial update than simply “half a degree slacker here, a few millimeters longer there.”

The prior-generation Slash was arguably a touch conservative in some aspects of its design and geometry even back when it launched, but you’d be hard-pressed to say the same about the new sixth-generation bike — it’s gotten a big overhaul in just about every facet, and there’s a lot of interesting stuff going on here.

The Slash is now a 170mm-travel bike with a high-pivot layout — clear indications that it’s meant to be a big, gravity-oriented bike. But Trek makes it clear that they mean for the Slash to pedal well and climb efficiently, and say it’s intended to be confidence-inspiring for all sorts of riders on rugged descents, not a super game-on bike for only the hardest chargers out there. But what has Trek done to make that happen? Let’s check out the new Slash.

[And for a bunch more on the new Slash, including its design goals and how Trek went about achieving them, check out Ep.186 of our Bikes & Big Ideas Podcast with the lead engineer on the project, Matt Yerke.]

David Golay reviews the 2024 Trek Slash for BLISTER

Like the fifth-generation Slash, the sixth-gen one is offered in your choice of an aluminum or carbon fiber frame, in sizes ranging from Small through XL with an ML snuck in the middle. It uses Trek’s longstanding ABP suspension layout — essentially a linkage-driven single pivot with a pivot between the chainstay and seatstay that’s located concentric to the dropout, to give a floating brake mount akin to a Horst link bike.

The big visual change is that the suspension layout has been reconfigured to feature a much higher main pivot, necessitating the use of an idler pulley to reign in the interaction between the rear suspension and chain forces, both in terms of anti-squat and pedal kickback. That idler pulley is on the larger side for high-pivot bikes (19 teeth) and is mounted to the chainstay substantially offset from the main pivot. This is in contrast to Trek’s Session DH bike, which mounts its idler concentric to the main pivot; that said, some of Trek’s athletes have been spotted riding what looks to be a prototype chainstay on the Session that moves the idler to a more Slash-like spot below and behind the main pivot.

David Golay reviews the 2024 Trek Slash for BLISTER

Trek co-developed a lower chain guide specifically for high-pivot bikes, in collaboration with MRP, in order to increase chain wrap around the chainring, improve chain retention, and mitigate derailleur clutch movement (and in doing so, improve small-bump sensitivity from the suspension). That guide actually came out a while ago as the “MXg” and is designed specifically for high-pivot bikes such as the Slash. It includes an integrated bash guard and features a larger-than-average 14-tooth roller to reduce how much the chain has to flex, thereby keeping drivetrain drag to a minimum. It bolts to the lower two mounts of a set of ISCG-05 tabs (the Slash includes all three, though it’s not compatible with conventional upper chain guides due to the idler pulley); an integrated upper guide over the idler is included. The Slash is designed around a 55 mm chainline crank (as featured on SRAM’s new Transmission groupsets ) and uses a threaded bottom bracket shell. Despite the extra pair of pulleys, the Slash takes a standard 126-link chain in all sizes apart from the XL (which needs 128 links, due to its longer chainstays — more on those below).

David Golay reviews the 2024 Trek Slash for BLISTER

[It’s not labeled in this graph, but Trek says that the published numbers are in a 30/21 gear ratio, with the center of gravity sitting 800 mm above the bottom bracket.]

A flip chip in the sixth-gen Slash’s lower shock mount toggles between two different leverage curve settings, producing either ~20% or ~25% of progression in generally straight lines. A 230 x 65 mm shock produces 170 mm of rear wheel travel and the funky through-shaft shock used on the prior-generation Slash is no more, replaced by a standard RockShox Vivid on most of the complete builds (more on those below). Air shocks are spec’d throughout, but Trek says coils work just fine, too.

Speaking of the lower shock mount, it’s a bolt-on part that can be swapped to toggle between a 27.5’’ and 29’’ rear wheel on the size Medium through XL frames, paired with a 29’’ front wheel. The Small frame gets 27.5’’ wheels at both ends to keep the stack height in check for shorter folks. Interestingly, all the builds and sizes (Small excepted) come in the mixed-wheel configuration, only, with the 29’’ shock mounts sold separately for folks who want to make that conversion.

To round out the frame adjustability, Trek also offers offset angle-adjusting headset cups to toggle between three different headtube angle settings, as previously seen on the Fuel EX and Fuel EXe Al. Bikes ship with the neutral cups installed; the offset ones are available separately. The upper cup is a drop-in installation, but the lower one is a press-in affair.

David Golay reviews the 2024 Trek Slash for BLISTER

Trek was one of the first companies to offer in-frame storage on mountain bikes, and the new Slash continues the trend with a hatch under the water bottle mount on all frame sizes, in both the aluminum and carbon fiber frames. Cable routing is fully internal, with ports for the rear brake on both sides of the head tube, for folks who run their rear brake on the left side. The Slash features ample rubber guards on the chainstay, seatstay, and downtube, with the downtube guards bolting on for easy replacement should they get damaged. Trek says they’ve also applied a layer of an impact-resistant film underneath the paint on the carbon frames to further protect the frame from damage. A bolt-on rear fender is included as well, though Trek says it’s only compatible with a 27.5’’ rear wheel — there’s not enough clearance with a 29’’ one.

Trek specs the Slash with a 170mm-travel fork, but says that a single-crown fork up to 190 mm travel can be used if you want to go that route. Dual-crown forks, on the other hand, aren’t currently approved, though Trek says that they simply haven’t tested them enough to say for sure either way, so it’s possible they’ll be condoned at some point in the future. Trek has also done away with the Knock Block steering-limiting headset on the new Slash, and single-crown forks easily clear the downtube.

Fit & Geometry

Trek offers the Slash in five sizes, Small, Medium, ML, Large, and XL, with the reach ranging from 430 mm to 508 mm in roughly 20 mm increments. The headtube angle is 63.3° for the Medium frames on up (the Small steepens very fractionally to 63.5°). The effective seat tube angle is around 77° (varies slightly by size), with a still-pretty-steep 74° actual angle for the whole size range. There’s no kink in the seat tube on the new Slash, so dropper post insertion has been greatly improved — Trek says you can bottom a 200 mm post to the collar on a Medium frame. The chainstay lengths now vary by size, with the Small starting at 429 mm and the XL topping out at 439 mm; the Medium comes in at 429 mm, and the ML and Large share 434 mm stays.

All of those numbers are in the stock geometry configuration (i.e., neutral headset cup, mixed wheel sizes on Medium and larger sizes, dual-27.5’’ wheels on the Small). Going to a full 29’’ configuration on the sizes that support it steepens the headtube and seat tube by 0.2°, adds almost 6 mm to the chainstay length, and increases the reach by a couple of millimeters. Installing the offset headset cups either steepens the headtube angle by 0.8° or slackens it by 0.7° with fractional changes to the other geometry numbers.

David Golay reviews the 2024 Trek Slash for BLISTER

[There’s a typo in Trek’s listed geometry charts, above — the reach on the XL frame in the mullet configuration should be 508.1 mm. And for the full range of charts, including with the offset headset options, check out Trek’s website.]

Those are really nice-looking numbers for a modern Enduro bike. If anything stands out as being a little bit unusual, it’s the fairly short chainstay lengths in the 27.5’’ rear-wheel settings. That said, it’s worth bearing in mind that the high-pivot layout and notably rearward axle path that it produces means that the Slash’s stays are substantially longer at sag, and continue to grow as it cycles deeper into the travel. That’s also why the chainstay length changes so much between the 27.5’’ and 29’’ rear-wheel configurations, and it’ll be interesting to see just how much the different rear-wheel options impact the ride of the Slash. We’ve got a set of the optional 29’’ rear wheel shock mounts for our test bike and will be finding out.

Trek offers the Slash in seven complete builds, with pricing ranging from $4,400 to $11,500. There’s a mix of SRAM and Shimano drivetrains in here, but apart from the entry-level Slash 8, all builds get some variant of a RockShox Vivid shock and ZEB fork (with the exact version varying by build tier). As per usual for Trek, builds with a whole number indicate aluminum frames, and “9.X” denotes a carbon one.

David Golay reviews the 2024 Trek Slash for BLISTER

  • Drivetrain: Shimano XT w/ Deore crank and SLX chain
  • Brakes: Shimano Deore 4-piston
  • Fork: Fox 36 Rhythm
  • Shock: Fox Float X Performance
  • Wheels: Bontrager Line Comp 30
  • Dropper Post: Bontrager Line
  • Drivetrain: SRAM GX Transmission
  • Brakes: SRAM Code Bronze Stealth
  • Fork: RockShox ZEB Select+
  • Shock: RockShox Vivid Select+
  • Drivetrain: Shimano XT
  • Brakes: Shimano XT 4-piston
  • Wheels: Bontrager Line Elite 30 Carbon
  • Dropper Post: Bontrager Line Elite
  • Drivetrain: SRAM X0 Transmission
  • Brakes: SRAM Code Silver Stealth
  • Fork: RockShox ZEB Ultimate
  • Shock: RockShox Vivid Ultimate
  • Wheels: Bontrager Line Pro 30 Carbon
  • Dropper Post: RockShox Reverb AXS
  • Drivetrain: Shimano XTR w/ e*thirteen LG1 Carbon crank
  • Brakes: Shimano XTR 4-piston
  • Drivetrain: SRAM XX Transmission
  • Brakes: SRAM Code Ultimate Stealth

David Golay reviews the 2024 Trek Slash for BLISTER

Some Questions / Things We’re Curious About

(1) The new Slash clearly looks to be a true, modern Enduro bike, with geometry and suspension numbers that should make it quite stable and composed at speed. But how versatile is the Slash, and how well does it pedal? Is it an ultra-planted sled of bike (a-la the Norco Range) or is it more well-rounded than that?

(2) How does the Slash stack up against many of the other high-pivot Enduro bikes that have been flooding the market of late, including the Norco Range , Forbidden Dreadnought , Nicolai Nucleon 16 , Cannondale Jekyll , Kavenz VHP 16 , Contra MC , and more?

Bottom Line (For Now)

Trek’s first high-pivot non-DH bike has been a long time in the making — check out Ep. 186 of Bikes & Big Ideas for a lot more on that, including how Trek considered making the Fuel EX a high-pivot. But it’s finally here, and the new Slash looks to be a compelling take on the genre. We’ve already been spending a lot of time on the Slash and will be logging a lot more miles on it in the months to come — stay tuned for our full review.

Flash Review

Blister Members can read our Flash Review of the Trek Slash for our initial on-trail impressions. Become a Blister Member now to check out this and all of our Flash Reviews , plus get exclusive deals and discounts on gear, and personalized gear recommendations from us.

FULL REVIEW

On paper, the new Trek Slash looks like one of the more emphatically descending-oriented Enduro bikes out there, with 170 mm of travel at both ends and a high-pivot layout derived from their Session DH bike .

We’ve been spending a lot of the summer and fall on the new Slash, and it is indeed very stable, composed, and confidence-inspiring when going very fast on steep, rough trails. But is it just a big bruiser of a bike, or is it more versatile than its numbers might suggest? And how does it stack up against a bunch of the other Enduro bikes out there? The answers are pretty interesting.

David Golay reviews the Trek Slash for Blister

Fit & Sizing

Trek’s recommended sizing for the Slash puts me (6’ / 183 cm) squarely in the middle of the sizing band for the Large frame and outside of the overlapping regions for the M/L and XL sizes. That feels pretty on the money — I had an easy time getting comfortable on the Large Slash and wasn’t ever tempted to deviate from that size. If I were to make any changes to the Slash’s fit I might be tempted to bump up the stack height a little bit. Fortunately, the fork’s steerer tube came cut long enough to allow a hefty stack of spacers, and I wound up swapping out the stock bar for ride-quality reasons anyway (more on that in a minute); a 30 mm rise one suited me nicely.

The Slash’s seat tube is fairly steep (about 77° effective / 74° actual) and the pedaling position feels moderately compact relative to the roomy ~490 mm reach — pretty typical for a modern Enduro bike, but not to the point of feeling awkward on flatter climbs or anything like that.

I honestly don’t have a ton to say here — the Slash fits and feels pretty normal for a modern Enduro bike, and I mean that as a compliment. I had an easy time getting comfortable on it, without anything quirky or surprising going on. And given its relatively small 20 mm steps in reach between sizes, most folks should be able to find a size that works for them.

The Slash is a long-travel high-pivot bike, and even with its carbon fiber frame, carbon wheels, and not-super-heavy tires, our size Large Slash 9.8 GX review bike weighs in at 36.6 lb / 16.6 kg without pedals. Given that, I didn’t have the highest expectations for the Slash’s climbing performance when I first threw a leg over it, but it easily cleared the low bar I’d set in my head — the Slash pedals quite well for what it is. As is the case with pretty much every other ~170mm-travel Enduro bike out there, the Slash isn’t particularly interested in climbing quickly, relative to most shorter-travel “Trail” bikes, but if you’re okay with taking things a little easier and spinning (rather than sprinting) your way to the top, the Slash is impressively efficient.

David Golay reviews the Trek Slash for Blister

Even with the shock’s climb switch open, there’s not a ton of suspension movement under power, so long as you keep your pedal stroke reasonably smooth. The quite-firm climb switch on the RockShox Vivid adds a very solid platform if you want it. I found myself mostly not bothering with the climb switch very often — the Slash genuinely pedals quite well without it, and I found the loss of traction and comfort to rarely be worth the modest increase in efficiency. That said, I like the combination of a bike that doesn’t need a climb switch and a shock with a notably firm climb setting for the times you really want to eke out every bit of efficiency. I’m a big fan of how the Slash pedals.

As per usual for high-pivot bikes, the Slash does feel like its drivetrain efficiency falls off more quickly as the chain gets dirty and poorly lubed, relative to most bikes with a more conventional drivetrain layout. But provided that the chain isn’t too horrendously gritty and/or dry, the added drag from the extra couple of pulleys on the Slash feels modest. Straight out of the box, there was a bit of noticeable extra noise from the main idler pulley under pedaling, but that quieted down after a ride or two as things wore in, and the overall amount of drag from the Slash’s drivetrain feels very manageable.

The Slash is also a pretty good technical climber, especially from the standpoint of combining solid pedaling efficiency with very good rear-wheel traction under power. As is generally the case with long, low, slack bikes, the Slash can feel like a lot of bike to maneuver through rough, tight, ledge-y sorts of climbs, but it doesn’t feel unduly tough to manage in those circumstances — it just is a long, slack bike, and the tradeoffs there are typical of bikes with geometry numbers like that of the Slash. When things get really tight and awkward, a shorter-travel, more nimble bike is going to be easier to manage, but for the sorts of climbs where the main challenge is simply maintaining rear-wheel traction and keeping momentum, the Slash does quite well.

David Golay reviews the Trek Slash for Blister

Especially in the stock mixed-wheel-size configuration, I did find myself wanting a bigger chainring than the stock 30-tooth one — the 30 x 52 low gear combination, paired with a 27.5’’ rear wheel, felt too low to be useful in most circumstances, and on some of the steeper climbs around here, I found myself wanting a gear between first and second. It would, of course, be an easy fix to swap in a larger chainring if you end up feeling similarly, though I (at least partially) solved the issue by swapping in a 29’’ rear wheel for much of my time on the Slash — a setup that I wound up personally preferring mostly for handling reasons, as I’ll describe in more detail below.

While the Slash does a commendable job of getting to the top under human power, it’s a bike that’s meant for the trip back down. So:

The Slash is, unsurprisingly, quite composed and confidence-inspiring when it comes to riding steep, technical trails at speed. It’s stable and planted without being so glued to the ground that it’s all that difficult to “get light” on and skip over holes and rougher bits. It also carries speed quite well when given enough pitch and space to let the bike run a bit. None of that should come as a surprise for a 170mm-travel high-pivot bike. However, the Slash does an especially good job of doing all that smash-y big-bike stuff while also being impressively intuitive and comparatively manageable in slower, tighter spots and/or when you’re taking things easier.

David Golay reviews the Trek Slash for Blister

Of course, that’s all relative — the Slash is a long, slack, bike, and it’s not going to trick you into thinking you’re on a much more nimble, shorter-travel one when things get tight and awkward. But the Slash is very consistent and predictable, and that goes a long way toward making it easy to manage in a wide range of situations. The Slash’s braking performance is quite neutral, and it doesn’t have the same kinds of handling quirks that some bikes with ultra-rearward axle paths can display as the rear center (and therefore the balance point on the bike) changes wildly though the travel (e.g., the Forbidden Dreadnought ). The Slash is generally just very, very intuitive in both its handling and suspension performance.

Not needing to translate and react to what the bike is doing simply makes the Slash easy to get on and go, whether you’re flat-out charging or just want to have an easier time while riding steep, difficult trails. As with pretty much every bike in this sort of travel range, I wouldn’t recommend the Slash if you’re not going to be taking it down steep, technical descents on the regular. But for what it is, the Slash is pretty versatile, both in terms of the sorts of riders who I can see getting along with it, and in that feels more manageable than a lot of other similarly composed, stable bikes when you’re not going flat out.

The Slash also does a relatively good job of still being able to maintain speed by pumping — not a strong suit of high-pivot bikes in general — and otherwise facilitating a more dynamic, active riding style for being as stable and composed as it is when you just want to let the bike plow. That “relatively” is important — we’re talking about a big, very stable bike after all, and if you’re after a truly lively, energetic ride, you’d be better off with something lighter, shorter-travel, and more compact. But the Slash is impressively well-rounded for what it is.

David Golay reviews the Trek Slash for Blister

The fact that the Slash doesn’t feel exceptionally glued to the ground and eager to iron out every little bump probably helps in that regard. When you start going faster and hitting things harder, it is quite composed and confidence-inspiring in how it deals with bigger impacts and compressions, but isn’t exceptionally plush and cushy feeling on smaller chatter. It does a good job of maintaining traction on off-camber roots and the like, but does still transmit a bit of feedback about what the wheels are doing. Some bikes (e.g., the Norco Range ) iron out every bit of trail chatter more completely than the Slash. However, those bikes also tend to feel “dead,” less rewarding and energetic when loading them up to pop off something, and/or lack support through the middle part of the travel. The Slash hits a really nice middle ground there.

On that note, I found myself preferring the more progressive of the Slash’s two linkage settings; it offered improved bottom-out control and support deeper in the travel, especially when carrying speed into a really rough section of trail, where the lower progression setting felt slightly more prone to settling deeper in the travel and feeling slightly less balanced in how the bike used its front and rear travel. It’s not a stark difference by any stretch, and the lower progression setting feels plenty useable, especially for folks who want to make the Slash a little more supportive and lively in the beginning part of its travel. It’s easy to toggle back and forth, especially if you also loosen the two bolts that fasten the lower shock mount plates a turn to make aligning the shock hardware easier, and is worth experimenting with if you’re curious.

Wheel Sizes

Toggling between the Slash’s stock mullet wheel configuration and the optional full-29er setup doesn’t make for a massive change in the Slash’s character, either, but offers a relatively subtle twist on the same overall recipe in roughly the ways you’d expect. The smaller 27.5’’ rear wheel option makes the Slash a little quicker handling and correspondingly not quite as stable at speed, but I’d say the bigger difference is that it moves the Slash’s preferred balance point forward and biases it more toward being ridden with weight over the front wheel — bear in mind that the mixed-wheel configuration also shortens the chainstays considerably. The mixed-wheel setup also makes the back end quicker and easier to come around if you keep the front end weighted. The more you want to, well, slash and drift turns, the more the mullet configuration is likely to make sense; the 29er setup makes the Slash’s sweet spot feel bigger, especially if you’re riding it more centered and loading up the bike through the pedals in corners.

David Golay reviews the Trek Slash for Blister

I found myself preferring the matched 29’’ wheels for that reason — they just give me a bigger platform to move around on the bike without upsetting its weight distribution between the wheels. As a result, they made it easier for me to push hard at speed. The mixed-wheel setup was more fun on trails where the Slash was borderline overkill and arguably makes it a little more versatile overall.

Still, the Slash is a big, descending-oriented bike that just happens to be a little more versatile than many other bikes that are similarly composed at speed in rough terrain, rather than a truly versatile all-rounder, so I found myself preferring to lean into what the Slash does best and emphasizing its stability and composure with the dual 29’’ setup. That said, I’m widely on record as not being the biggest fan of mixed-wheel bikes in general — especially those with shorter chainstays, and the Slash’s get substantially shorter in the mixed-wheel configuration. So that’s probably at least as much a confirmation of my general preferences as it is a reflection on the Slash itself.

The Slash’s frame (at least the carbon version; we haven’t been on the aluminum one) also feels very stiff overall, which has both pros and cons relative to some less stiff frames. Perhaps most interesting has been the Contra MC that I’ve been testing alongside the Slash (more on that below, and full review coming soon). The quite-stiff Slash frame feels notably precise and direct in how it responds to rider inputs, and very predictable when it comes to being able to feel how the rear wheel tracks through corners when there’s a lot of lateral load on the bike. The downside is that the Slash transmits more small chatter and feedback than a lot of less stiff frames (the MC being a particularly good example). The Slash’s suspension still provides good overall grip and does a nice job of maintaining traction on chattery, rooty sections, but it simply doesn’t feel quite as smooth or planted as I think it might if the frame was a bit less stiff.

David Golay reviews the Trek Slash for Blister

Chain Retention

And now for the elephant in the room. There’s been a lot of chatter across various corners of the internet about the Slash dropping chains left and right, and while I did drop the chain a few times over the course of my testing, it seems to be solvable, and ultimately a matter of chainguide setup. Here’s how it all went during my testing:

The Slash showed up as most review bikes do: mostly assembled, with the front wheel and handlebars removed in order to box up the whole thing. I started with the chainguide installed as it came from Trek; I dropped the chain off the underside of the chainring fairly quickly. The chainguide pulley looked like it was positioned pretty low, so I rotated it upward a bit, increasing the amount of chain wrap around the chainring, and everything was solid — no more dropped chains.

But then Trek sent a note saying they’d sent some early bikes out with the chainguide installed incorrectly, and things got a little more complicated. MRP, who make the lower guide, put together a document explaining how to set it up, with two main points: (1) there should be 7 mm of spacers between the ISCG tabs and the guide itself, to align the pulley with the chainring and (2) there should be a specified gap between the head of the chainguide mounting bolts and the end of the slot for them on the guide, setting the height for the pulley. Our bike showed up with 6 mm of spacers, and even after I’d previously clocked the guide upward, it was still quite a bit lower than MRP suggested, so I set everything up to their spec… and started dropping the chain a lot more regularly — this time off the inside of the pulley on the chainguide.

David Golay reviews the Trek Slash for Blister

I followed up with Trek, and got word back that they’d been hasty in sending out the last set of recommendations — the 7 mm spacing was correct, but the pulley should be positioned lower than the MRP document called out, with 32 mm of spacing between the underside of the chainstay protector and the top of the pulley. And once I moved the guide back down to that setting, the chain stayed put — no more trouble again.

While that might seem counterintuitive, it makes some sense. Rotating the guide higher does increase the amount of chain wrap around the chainring (and therefore improves retention there) but also decreases the amount of chain growth along the lower run of the chain as the suspension cycles on the Slash — so that portion of the chain loses tension as the suspension compresses. Lowering the pulley a little bit increases tension on the lower portion of the chain as the suspension cycles, and for me, stopped the chain from coming off the chainguide pulley.

It’d certainly be nice if the chainguide setup wasn’t as sensitive, but there does seem to be a Goldilocks setting that works well. While I didn’t measure super precisely, the middle setting that I ran the guide in for the bulk of my testing was pretty close to the 32 mm spacing that Trek later recommended. Through that period, I had no issues with dropping the chain (even with the sub-optimal 6 mm spacing from the frame), nor did I have dropped chains after going to Trek’s stated 32 mm chainstay-to-roller gap and correcting the frame-to-guide spacing to 7 mm.

The build on our Slash 9.8 GX T-Type review bike is generally quite solid, though it’s not an especially great value for the money, at $8,000. The SRAM GX Transmission works well, and I’m a fan of the RockShox ZEB / Vivid suspension package; I didn’t miss the Buttercups (ZEB) or high-speed compression adjuster (Vivid) on the Select+ versions here too badly, as compared to their top-tier Ultimate counterparts. I was also glad to get the 200mm-drop Bontrager Line Elite dropper as compared to the 170mm-max RockShox Reverb AXS that comes on the 9.9 X0 build (I’m still very, very surprised that RockShox has yet to release a longer version). I didn’t get along with the shape of the Bontrager RSL one-piece bar / stem combo that comes on the higher-end 9.9 builds when I tested it on the Fuel EX earlier this year, and I also found the Bontrager Line Pro one that came on our Slash to be very, very stiff. I swapped it out for something more compliant and comfortable (a Spank Spike Vibrocore).

David Golay reviews the Trek Slash for Blister

I also wasn’t a huge fan of the stock Bontrager SE6 front / SE5 rear tire combo — they work alright in drier conditions, but their relatively firm rubber doesn’t inspire much confidence on wet roots and rocks, and I also didn’t take long to put a couple of small holes in the casings. I swapped those out for beefier, grippier rubber (Continental Kryptotal DHs) for most of the test period, which felt better suited to the Slash’s capabilities.

While I was swapping wheels around, I also took the opportunity to put on a 220 mm front brake rotor. The SRAM Code Bronze Stealth brakes are a substantial improvement over the Code Rs that they effectively replace as the entry-level Code offering (I think mostly because they feature the Swinglink lever cam that the Code Rs lacked). But they’re still not the most powerful brakes out there, and the bigger front rotor helped on that front.

I would also love to see Trek offer the option for some full-29’’ builds on the Slash, at least in the larger sizes. Mullets are trendy and I absolutely get their appeal, especially for shorter folks on longer-travel bikes who could use some more tire-to-butt clearance. But as I described earlier, I personally clearly preferred the 29er setup on the Slash and it’d be nice to have the option without having to buy another wheel.

David Golay reviews the Trek Slash for Blister

Who’s It For?

The Slash is a big, burly bike and is best suited to folks who are going to spend most of their time seeking out steep, technical descents — and try to ride them at pace. While it’s not the most engaging at lower speeds and on mellower trails, the Slash does pedal notably efficiently for what it is. It also does a very respectable job of not feeling completely out of its element if you’re taking things easier, and is generally very predictable and intuitive in its handling. The Slash would be a great Enduro race bike for folks whose preferences trend toward wanting a bike on the more stable, planted end of the spectrum, or those who just want a very confidence-inspiring bike for tackling big descents that still pedals to the top quite effectively, too.

David Golay reviews the Trek Slash for Blister

Bottom Line

The latest Trek Slash is undeniably a lot of bike — we’re talking about a 170mm-travel high-pivot platform, after all. It’s quite stable at speed, very composed and confidence-inspiring on steep, rough trails, and is less engaging on flatter, more mellow trails than most shorter-travel options out there.

But the Slash also pedals quite efficiently and does a surprisingly good job of feeling manageable in a relatively wide range of scenarios, beyond just wanting to charge on really burly descents. It would be nice to see a stock 29er option for the Slash, but as is it’s a great option for folks who want an especially stable, composed Enduro race bike, or a bike that’s particularly confidence-inspiring on very steep, rough descents while still pedaling relatively efficiently, and being a little more lively than most similarly planted and composed options, too.

Deep Dive Comparisons

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Check out our Deep D ive comparisons of the Trek Slash  to see how it compares to the Contra MC, Cannondale Jekyll, Norco Range, Forbidden Dreadnought, Canfield One.2 Super Enduro, Yeti SB160, Pivot Firebird, Santa Cruz Megatower, and Propain Tyee.

9 comments on “2024 Trek Slash”

Trek makes some great products and I’m sure they have done a ton of testing, but having owned an idler bike (cannondale jekyll), I will never own a 2 idler bike.

Nice and thorough review. I was looking forward to your comparison to the Nomad v6, any quick thoughts?

Pretty different. The Slash actually pedals a little more efficiently but is more stable at speed and less nimble / easy to throw around. And especially with the Slash in the stock mullet configuration they prefer quite different body positioning, with the Nomad favoring a much more centered, upright stance.

At a quick glance the most strikingly similar design to the Slash seems to be the Kavenz VHP 16 which was an interesting bike reviewed earlier this year. As someone interested in the Kavenz because of your exposure I’d love to know how they compare. Otherwise, another great review!

Good call, though they don’t remind me of each other that much.

The Kavenz is more lively, nimble, and generally playful feeling; the Slash is more stable, planted, and feels more focused on going fast / outright composure at speed. The Slash feels fairly manageable in tight spots and on mellower trails for what it is, but the Kavenz is quite a bit more versatile overall.

What if you could try the Kavenz with the newer longer chainstays? Seems like a lot of straight line stability and nimbleness comes from the chainstays.

I’d want to try it before I say anything definitive, but the Kavenz with the new adjustable length chainstays (and tweaked sizing — I’d probably go up to an XL on it now, especially with longer chainstays) seems really intriguing.

Exhaustive. Can you pls compare the Slash to HD6?

We’ve been trying to get on an HD6 but haven’t been able to make it happen yet, unfortunately.

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trek slash main pivot

  • Cycling Magazine

Trek Slash Gen. 6 gets the high pivot treatment

Completely overhauling the wisconsin brand's long-travel trail bike.

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Today Trek officially released the sixth generation in the Slash line, after months of teasing the new bike on the enduro race circuit. More than an update, this is a radical design overhaul of the Slash. Most obviously, the long-travel/enduro bike is now built around a high pivot suspension design.

The new Slash isn’t just hopping on the high pivot hype train, though. Trek says the Gen.6’s high pivot is designed as a trail (and park) bike first and a race bike second. As such, it comes stock with mixed wheels, 27.5″ rear and 29″ front. Anyone who wants more speed than fun does have the option to switch to matching 29″ wheels.

We’ve been spending time on the sixth-gen Slash for the last month or so and have been impressed with what Trek’s managed to pull out of the high pivot design. Read on for the details on the latest Slash and our first impressions from the trails.

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Introducing: Trek Slash Gen. 6

What’s new with the Gen.6 Slash? Well, almost everything. The changes start from the new high-pivot suspension design on the carbon fibre frame and ripple outwards. A few new Trek standard tricks, like headset cups to adjust head angle and a shock progression chip, join the party, too.

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High pivot Slash?

While high pivot bikes are much more common these days than they were a few years ago. But they’re still a bit outside the norm. The basic idea is that the pivot location allows for a rearward axle path. This makes the suspension much smoother as the wheel moves with impacts instead of against them as it moves through the bike’s travel. To allow this to happen, an upper idler pulley is required. It mitigates chain growth as the wheel moves further from the bottom bracket. This comes with a not-so-fringe benefit of separating suspension movement from pedaling forces. Whether climbing or descending, this gives the bike better traction while you’re laying down watts.

Why high pivot? The suspension platform is generally associated with race bikes. Trek goes out of its way to say the new Slash is not primarily a race bike (though its debut at the Enduro World Cup shows it can, in its 29″ configuration, go plenty fast). Trek is primarily after the aspects of HP designs that lend the bike much more control than simpler designs. The rearward axle path gives a smoother ride and, ideally, endless-feeling traction. If that level of control lets you go faster, too? Well fast is fun even if you’re not being timed.

Big (pulley) wheel keep on turning

Trek uses an oversized 19t upper idler pulley to improve pedaling efficiency and minimize sound. The upper pulley is placed to give the Slash a higher anti-squat. The aim is making this big bike pedal with the efficiency of a much smaller rig. In an interesting detail, Trek worked with MRP to develop a new tooth profile for the lower pulley wheel so that it would work with SRAM’s new flat-top T-Type chain. It’s also worth noting that SRAM states a lower idler pulley is a requirement for its T-Type on high pivot bikes.

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Mixed Wheels and moderate geometry

High pivot designs in race bikes are often associated with a very planted, almost grounded ride feel. High pivot bikes can smooth out the roughest trails but are not always associated with the lively, fun style that makes riding so exciting when you’re not trying to beat PRs. To counteract this, Trek moves the Slash to a mixed wheel configuration, with the option to go to matching 29″ for racing. The 27.5″ wheel is intended to keep the Slash’s handling sharp and precise while the 29″ keeps the bike moving on the trail.

Trek also avoids the “longer, lower, slacker” trend with the Slash. While it is much slacker, moving from Gen 5’s 64.1-degrees to 63.5 at the headtube for Gen. 6, the bike is not longer or lower at all. The BB height actually lifts by 0.7cm to match the “high” setting on the Gen 5 bike .

Along with the high pivot and associated idlers and pulley wheels, Trek adds 10mm more travel to the Gen. 6 Slash to bring it to a matching 170mm front and rear. Trek approves the frame for up to 190mm single crown forks, if you want to push the Slash into fully into park bike territory.

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RockShox new Vivid adds to the Slash's plush rear end

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All the frame details

Trek adds a host of adjustments and new features to the Slash frame, too. There is a progression flip chip to adjust the shock’s leverage rate. Instead of a Mino-Link, the bolt-on shock mount can be switched out for riders who want to jump over to 29″ wheels. There’s also adjustable geometry via modular headset cups (sold separately) lending the Slash a degree of leeway in the head tube angle.

The Slash also moves to size-specific chainstays. The chainstay piece is the same for all sizes, with the difference being made in the BB position, so replacement stays work for any frame. The chainstays are lined with Trek’s take on noise-cancelling rubber guards. The distinctive design is intended to minimize movement vertically and laterally for a quieter bike. The chain does sit very close to the chainstays, but Trek says they found this generally makes the bike quieter since the chain has less room to really build momentum.

The downtube has replaceable, or removable, guards. Thanks to an integrated layer of carbon fiber protection in the frame, the guards are much shorter than the full-length pieces found on the Gen.6 Fuel EX .

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First Impressions: Trek Slash Gen. 6

My first ride on the Gen. 6 Slash was surprising in the best way. I’m quite used to high pivots that stick to the ground but aren’t particularly fun or lively unless you’re going breakneck speeds. But the Slash HP is something different. Perhaps due to the combination of the mullet wheels and more conservative overall length, the sixth-gen Slash is just as exciting to ride as the fifth, though it perhaps views the trail through a slightly different lens.

It is interesting that Trek moves away from explicitly marketing the Slash as primarily an enduro race bike at the same moment as they move to the high-pivot design. But it works. The Slash is exciting to ride in a variety of terrain. From the first ride in the steep, junky tech of Whistler’s Westside to a wide range of trails closer to home on Vancouver Island, the Slash makes the most challenging trails fun. That’s in part because the high pivot gives the Slash an aura of confidence: you know that the minute the wheels touch back down they will stay there and there will be immediate traction. No skittering across landings, just let the brakes go and point where you want to go.

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Rock Shox Zeb features in the majority of

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SRAM XO Transmission controlls shifting

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SRAM's new pod shifters

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The 9.9 XO AXS T-Type test bike runs Bontragers integrated RSL carbon fibre bar-stem

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Buttercubs and big rotors

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RockShox AXS wireless Reverb is limited to 170mm on the 9.9

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The cons of complexity

There are drawbacks to the more complex design, of course. The 9.9 XX AXS we’ve spent time on is about 1.6kg (3.5 lbs) heavier than the equivalent Gen.5 build. That means that, while the Gen. 6 Slash is easier to get off the ground than some more planted high pivot race bikes, it is still heavier than the old Slash on absolute terms. That weight is also felt uphill. The Slash is efficient and has endless traction for climbing technical features that make it adept uphill, but is not as spry as its predecessor.

The added pulleys and guides are also not as quiet. They are, again, more quiet than some competitors. And the Slash is impressively silent on the trail, except when it is not. Unless you keep all parts of the drivetrain immaculate, even the oversized upper pulley wheel will make some noise in the largest couple of cogs. And, in the hardest couple gears, there is some chain rattle (though not full-on chain slap) through more chundery sections of trail. It’s early days, still, and how much maintenance is required to keep the Slash silent remains to be seen. Finally, while RockShox’s new Vivid mostly does an excellent job of metering the Slash’s 170-mm of rear-wheel travel, each time you do find the end of that travel there is an audible reminder.

Any way you slice it

Usually, the added complication of high-pivot is justified by seconds taken off of the clock. Trek focuses on another rationale. Whether that’s worth it for the non-race crowd depends on how you feel. It’s definitely different than the outgoing Slash (Gen 5). Where that bike was quite light for the enduro category and liked to float over the trail, the new Slash is happy to plow right through.

But the sixth Slash is very intriguing, to be sure. The high pivot adds a calmness, especially at speed. So far, I’ve found it is encouraging me to pull up more knowing that there’d be traction the moment I touched back down, or to just take sketchy lines I wasn’t quite sure of. Mixed wheels are, in my opinion, a great way to keep big bikes lively on the trail and the Slash is adept at cutting around tight steep corners without losing momentum. While Trek says racing is plan B for the Slash, it’d certainly be adept at that, if you so chose. The faster you go, the calmer the Slash seems to get as it settles into its travel. That’s made the

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The line-topping Slash 9.9 XX AXS T-Type

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Gen 6. Slash in alloy for the 8 build

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Slash 9.9 in blue, too

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Frame only, carbon

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Slash Gen. 6 alloy frame

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Pricing and sizing: Gen. 6 Slash

Trek offers the Gen. 6 Slash in fives sizes. The small frame uses matching 27.5″ wheels and a sloping top tube for better standover. The remaining four sizes (M, M/L, L, and XL) all run mixed 27.5″ rear and 29″ front wheels.

The pricing on Trek’s newest long-travel trail bike is, for the top-end 9.9 range, admittedly staggering. It is, somehow, less expensive than the top-of-the-line Gen 5 Slash was priced at before sales ($16,400 with Flight Attendant, $14,700 with XX1 AXS). The majority of the Slash line is built around a carbon fibre frame, though two alloy frame builds will be available. There are also frameset options in both materials.

The Slash 8 starts the Gen. 6 line off at $5,600 with an alloy frame dressed in Shimano XT drivetrain, Deore 4-piston brakes and Fox’s Rhythm 36 fork and Float X Performance series shock.

At the opposite end of the spectrum, the Slash 9.9 XX AXS T-Type rolls in at $14,900 with SRAM XX Transmission wireless drivetrain, Zeb Ultimate Flight Attendant fork and new Vivid Ultimate shock from RockShox, Bontrager Line Pro 30 carbon hoops, RockShox Reverb AXS wireless 34.9mm dropper post (150mm/170mm depending on size) and SRAM Code Ultimate Stealth brakes.

The sixth-generation Slash is available now from Trek and Trek realtors.

  • Slash 9.9 XX AXS T-Type – $14,900
  • Slash 9.9 XTR – $12,500
  • Slash 9.9 XO AXS T-Type – $12,000
  • Slash 9.8 GX AXS T-Type – $10,000
  • Slash 9.8 XT – $9,600
  • Slash 9 GX AXS T-Type – $7,500
  • Slash 8 – $5,650
  • Slash Gen.6 carbon fiber frameset – $5,000
  • Slash Gen 6 alloy frameset – $3,500

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FIRST LOOK - The All-New High-Pivot Trek Slash 2

Redesigned from the ground up, trek's enduro model now features a high-pivot suspension design with an idler pulley, more travel, and loads of adjustability..

Profile picture for user Jonathon Simonetti

The sixth generation Slash focuses on enduro racers, park riders, and all-mountain rippers who want to ride aggressive terrain with the ability to pedal back to the top. The bike sees many changes from its predecessor, most notably a high-pivot suspension design that increases rear wheel travel up to 170mm. The Slash now rolls on mixed wheels in the stock configuration with full 29-inch compatibility on sizes Medium-XL. Size small frames feature 27.5-inch wheels front and rear only with a curved top tube for lower standover height. All frame sizes have size-specific chainstay lengths and seat tube angles to maintain a consistent fit across all sizes.

  • All-new frame with high-pivot suspension
  • Updated, slacker geometry with optional angle adjust headset cups
  • Increased rear travel from 160mm to 170mm
  • Leverage rate adjust chip
  • Stock mixed-wheel builds on all sizes except size small (27.5” front and rear)
  • Updated frame protection with Integrated Carbon Amor and a noise-reducing chainstay guard
  • Room for longer dropper posts
  • ISCG 05, 3-bolt tabs
  • 2.5-inch maximum tire width
  • BSA 73mm, threaded bottom bracket
  • 200mm post mount rear, 220mm max rotor size
  • MSRP: $4,399 - $11,499 USD

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Still centered around Trek's ABP (Active Braking Pivot), the high pivot suspension design includes a large upper idler pulley and a new lower idler pulley. Similar to what would typically be found on a chain guide for chain retention, this lower idler pulley helps mitigate chain growth. Trek claims this prevents the suspension from fighting the derailleur clutch and allows for smoother drivetrain performance by preventing the derailleur cage from being pulled throughout the travel of the rear wheel. 

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While aggressive descents are where the Slash is meant to shine, Trek wanted to ensure the bike still pedals well. All frame sizes utilize a 77-degree effective seat tube angle to put riders in a relaxed and upright position. By strategically placing the 19t upper idler pulley, Trek increased anti-squat values exponentially over the previous generation Slash to create the best pedaling platform possible from the new design. 

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Regarding frame protection, the chainstay protector has a unique cupped shape to prevent any side-to-side movement and, from a side profile, creates the illusion that the chain is sitting directly on top of the chainstay. Downtube protection is handled by replaceable, dual-density guards that bolt into place. Beneath that, Trek has gone a step further and utilized a layer of thermoplastic beneath the paint to help prevent permanent frame damage from rock strikes to the downtube. All frames feature an integrated rear fender that mimics those on suspension forks, downtube storage with a larger opening for easier access, and an updated latch that is now easier to reach beneath a bottle cage. 

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In terms of adjustability, the new Slash incorporates an angle-adjust headset to allow for +/- 1 degree of head tube angle adjustment independent of bottom bracket height. This also means the infamous KnockBlock headset is no longer used and allows full rotation of the steer tube. Bolt-on lower shock mounts allow for either 27.5" or 29" rear wheels to keep geometry in check and feature a flip chip to adjust the progressivity of the leverage ratio, similar to what is found on the Session. Max allowable fork travel is 190mm up front with no dual crown compatibility from Trek officially. 

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The Slash is available as an aluminum or carbon frameset and in seven different build kit options for complete bikes. Top-of-the-line kits are spec'd at the 9.9 level with either SRAM XX and X0 T-Type options or full Shimano XTR, all with RockShox Ultimate level suspension. Build kits for 9.8 models are available with a GX AXS T-Type option or Shimano XT and RockShox Select+ level suspension. Aluminum Slash options include the Slash 9 spec'd with SRAM GX AXS (non-T-Type), a RockShox Zeb, and Vivid Select+, and the Slash 8 with Shimano XT drivetrain, a Fox Performance 38 fork, and Float X shock. 

Slash AL Frameset

For more information, please visit trekbikes.com

View key specs, compare bikes, and rate the new Trek Slash in the Vital MTB Product Guide.

Stay tuned for our full review and comparison in our upcoming Enduro Bike Test Sessions!

  • How does the adjustable headset work?

You can swap out your headset cups to get a full degree of head angle adjustment. The bikes come with neutral/zero-degree cups; consult the service manual to find part numbers to order the angle-adjust headset cups. The upper cup is a drop-in part, but the lower cup needs to be pressed in with a standard shop headset press. The cups have notches and laser-engraved guides to help you install them straight. For more detailed installation instructions, watch the Slash Service Tips video on Trek U.

  • That oversized lower idler pulley is sick. Can I use it on the high pivot Session?

Yes! Consult the Slash service manual for part numbers.

  • What is the maximum fork axle-to-crown and travel?

Carbon and Alloy: 190mm max travel (all sizes), 587mm A2C (size S), 606mm A2C (size M-XL)

  • Is it compatible with dual crown forks?

They will fit, but we haven’t tested them, so we cannot recommend a dual crown fork on Slash at this time. However, you can put a 190mm single-crown fork on there, and that’s pretty close, and has a better turning radius.

  • How much dropper post-insertion does the frame have?

Carbon frame max insertion (mm): S (290), M (305), ML (325), L (340), XL (370)

Alloy frame max insertion (mm): S (295), M (305), ML (325), L (340), XL (370) 

  • Which aftermarket shocks are compatible?

We know that the following shocks will fit. Other shocks may fit but should be checked for frame clearance at full suspension compression.

  • RockShox Super Deluxe coil RockShox Super Deluxe AXS RockShox Next Gen Air (Vivid 2) Fox Live Valve NEO
  • Fox X2 (MY21+)  
  • What size hardware is needed for aftermarket shocks?

Slash takes a 230mm x 65mm shock with an industry standard 54mm x 10mm upper and 20mm x 8mm lower standard pin mount.

  • What is the maximum chainring size? Minimum chainring size?

Min: 28T, Max: 34T round, 32T oval

  • What is the chain line?
  • Does the new high-pivot layout require a longer chain?

Most sizes require a 126-link chain, which is a standard un-cut chain. XL requires 128 links.

View replies to: FIRST LOOK - The All-New High-Pivot Trek Slash

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New Trek Slash gets high pivot idler, more travel and a bigger door

Jamie Darlow

  • Jamie Darlow
  • September 7, 2023

Trek’s new Slash has a high pivot and mullet wheels making it trendy as loose leg trousers, but there’s more going on than just style

Trek Slash Gen 6

Trek Slash Gen 6 Credit: Sam Needham

Need to know

  • New high pivot design and 19t idler, giving rear-ward axle path and increased anti-squat at over 100%
  • Mixed wheel size now comes as standard, with a full 29er option and 27.5in front and rear in size Small only
  • Travel up by 10mm to 170, like many of the best enduro mountain bikes 
  • Geometry: head angle a degree slacker seat tube a shade stepper, and proportional chainstays across the sizes
  • Mino link geo adjust is out, instead you get BB height adjust via a lower shock bracket and angle adjust headset
  • Internal storage door made bigger, and internal cable routing concealed
  • Seven models in the range, from £4,250 for the Slash 8 up to £11,750 for the Slash 9.9 AXS T-Type

Trek has been on it over the last few years, turning over old bikes and releasing updated models faster than you can say ‘enduro race ready’. The previous generation Trek Slash only came out in 2021, while the space in between has been filled by a reworked Fuel EX , the brand new lightweight Fuel EXe e-bike and an updated full-power Rail. Trek is going places, and it’s not hanging around.

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Trek’s new Slash uses the high pivot design to add anti-squat at over 100% throughout the travel, ideal for keeping the bike’s shape under cornering, breaking or pedalling

High pivot design

The new Slash is a big jump from the old bike, with the most obvious change being a high pivot and idler: Something GT and Cannondale have also employed with the Force and Jekyll , and smaller brands like Forbidden and Norco have pioneered. Has Trek merely seized on the latest zeitgeist then, or are there real advantages to be gained, seconds won, and glaring holes filled from the old bike?

The benefits of running such a system are pretty well known now, Trek is better able to control the anti-squat, meaning the bike’s ability to resist compression under acceleration from pedalling or cornering. Indeed, the claims are more than 100% anti-squat throughout the travel of the bike, and very much in contrast with the old bike that lost almost all its anti-squat as it dived through the travel. There’s also a rearward axle path from the new high pivot design, without the associated chain growth and pedal kick-back problems, and the claim is suspension like this is better at eating square edged hits, like big rocks or roots.

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Upper idler is a biggun, at 19T, the idea being to more efficiently deliver power to the rear wheel

The more complicated chain line will inevitably lead to more drag and weight, but Trek has worked hard at the former to minimise the impact with a huge 19T upper idler. That could well prove more efficient in terms of power transfer and less prone than other idler designs to becoming graunchy when stuffed full of grit and mud. The lower idler, nearly as big at an estimated 15T, is there to ensure the chainring has enough teeth engaged to pull the chain when you turn the cranks over. Trek says there are other benefits too, like reduced chain growth, smoother performance when pedalling and no tugging on the derailleur cage.

Slash by numbers

  • 19 tooth upper idler
  • 170 millimetres of travel, up 10mm
  • 100 per cent anti-squat through the travel
  • 488 millimetre chainstay, in size Large
  • 200 millimetre dropper on size medium
  • 29 inch front wheel, 27.5in rear

Trek’s moved away from 29in wheels front and rear to today’s trendy mullet setup, which does have some advantages in terms of wheel weight, strength and rear clearance, while the size small is 27.5in front and rear. Long live the diddy wheels.

  • Which is the best wheel size? Mullet Vs 29er enduro bike

There’s also an option to go full 29er and gain more speed, with a bolt on lower shock bracket sold separately, although the snazzy new rear mudguard will have to come off. Trek has ditched its longstanding Mino Link angle geo adjust chip in part because of that bracket, which raises or lowers the bike’s BB height. There’s no need for the Mino Link either because there are angle-adjust headset cups as optional extras, to change the head angle by a degree.

That size small bike is actually a really cool addition, and one that can’t have been cheap for Trek with the need for additional frames and parts. The little bike will take a 170mm dropper post, still takes a water bottle, and might be ideal for radical rippers who think today’s bikes are too safe.

Geometry and sizing

The rest of us are well served with better geometry on the new bike, it’s half a degree slacker than the old Slash on the head tube, at 63.5°. Not much different, but with the Fuel EX moving to 64.5° Trek clearly felt the need to put some distance between them. Travel is up too by 10mm, to 170, bringing the bike into line with the best big travel enduro bikes.

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Frame storage is the same size, but the door’s bigger and the cables are no longer on show

Trek has gone to some effort to make riders feel at home across all its bikes too, with the Fuel EX, Slash and Top Fuel all sharing very close reach measurement – 450mm in size medium, or thereabouts, and 488mm on the size large Slash. It’s also added size-specific chainstay lengths so the bike can remain balanced fore and aft as you size up or down, and the seat tube angle is now a pedal-friendly 77°. The bike will now take a 200mm dropper even in size medium, meaning a taller rider could opt for the smaller bike now and still be in a good pedalling position. Finally, Trek’s improved the internal storage area with a bigger door, easier catch and hidden cables, while the rest of the frame gets new chainstay guard, two dual density and replaceable downtube guards, and an additional layer of carbon protection underneath the paintwork.

The Trek Slash range

Slash 8 £4,250 Alloy frame, Fox Rhythm Float 36 fork, Fox Performance Float X shock, Bontrager Line Comp wheelset, Shimano XT 12speed drivetrain, Shimano 4-pot brakes

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Slash 8 uses an alloy frame, and it looks almost as sleek as the carbon version

Slash 9 GX AXS T-Type £5,175 Alloy frame, RockShox ZEB Select+ fork, RockShox Vivid Select+ shock, Bontrager Line Comp wheelset, SRAM AXS 12speed drivetrain, SRAM Code Bronze 4-pot brakes

Slash 9.8 GX AXS T-Type £7,500 Carbon frame, RockShox ZEB Select+ fork, RockShox Vivid Select+ shock, Bontrager Line Elite 30 wheelset, SRAM GX AXS 12speed drivetrain, SRAM Code Bronze 4-pot brakes

Slash 9.8 XT £7,425 Carbon frame, RockShox ZEB Select+ fork, RockShox Vivid Select+ shock, Bontrager Line Elite 30 wheelset, Shimano XT 12speed drivetrain, Shimano 4-pot brakes

Slash 9.9 XTR £10,800 Carbon frame, RockShox ZEB Ultimate fork, RockShox Vivid Ultimate shock, Bontrager Line Pro 30 wheelset, Shimano XTR 12speed drivetrain, Shimano XTR 4-pot brakes

Slash 9.9 X0 AXS T-Type £9,400 Carbon frame, RockShox ZEB Ultimate fork, RockShox Vivid Ultimate shock, Bontrager Line Pro 30 wheelset, SRAM XO AXS 12speed drivetrain, SRAM Code Silver 4-pot brakes

Slash 9.9 XX AXS T-Type £11,750 Carbon frame, RockShox ZEB Ultimate Flight Attendant fork, RockShox Vivid Ultimate shock, Bontrager Line Pro 30 wheelset, SRAM XX AXS 12speed drivetrain, SRAM Code Ultimate 4-pot brakes

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Big as a barn door, with 170mm travel front and rear

Hype pivot?

Working a high pivot idler into the new Slash is an interesting decision from Trek, particularly as the old bike was so darned good and descended so competently – an mbr test winner, no less. Perhaps the intention was to improve pedalling efficiency, help the bike ride higher in its travel, or merely keep up with the latest trends. We won’t know until we ride it, all we can say for now is that there are good and bad high pivot bikes, but with the Slash’s pedigree we’re betting it’s the former.

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  • New Releases
  • Announcement

Released September 7

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Photo Credit: Trek

Price Range

$4,399–$11,499

27.5″ / 29″, 29″ / 27.5″

Full, 170 / 170mm

Frame Material

Aluminum, Carbon

Trek launched the all-new Slash today, proving that high-pivot enduro bikes are here to rip down gnarly descents and hammer right back to the top, lap after lap. The latest Slash rocks an all-new frame design that gives a nod to Trek's bigger, burlier Session, but with a more pedal-friendly platform that’s built to squash boulders on the downs and grip square edge slabs on the ups. It increases the travel over its predecessor, with 170mm of both front and rear suspension, and comes ready to rip with MX wheels (29˝ front/27.5˝ rear), though it can be run as a true 29er for those who favor unbridled speed over agility on the steeps.

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The highs and lows of this model family

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

🐐 Measurements listed in mm and degrees

Sep 13, 2023

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

Read Review

The big story behind the new Slash is its high pivot suspension that allows the rear axle to move backward as the suspension compresses. This means the back wheel moves with the force of impacts, rather than against them, making it easier to barrel over chunky terrain with even more speed. 

High pivot suspension has hit the trail before, but the secret behind Slash’s high-pivot versatility is its anti-squat curve that boosts climbing efficiency. Anti-squat is affected by a few variables, one of the biggest being main pivot position. The size and placement of Slash's upper idler provides another way to tune the anti-squat curve. Between the upper and lower idler layout and size, Slash delivers a super-efficient and super-consistent feeling anti-squat curve that allows it to pedal more like a short travel bike on punchy, technical climbs.

New Slash also gets the longer-slacker enduro treatment, with a super slack 63.5° headtube angle that increases downhill stability. The slack headtube is paired with a steep 77° seat tube angle to help riders put more power into the pedals on the way back to the top. Long reach provides plenty of space to maneuver. On the rear end, size-specific chainstays give riders balanced handling no matter their height or frame size.

For those who like to customize everything, Slash is packed with adjustability features, like adjustable leverage rate, an optional adjustable angle headset cup (sold separately), and MX and 29er wheel compatibility. Slash also offers room for extra-long dropper posts, so riders can increase their clearance for moving around in steeper, rowdier terrain. 

Because Slash is intended for the rowdiest trails, it comes ready to rally with updated shuttle guards that deflect impacts on the frame. A thoughtfully designed chainstay guard that not only protects, but also quiets your ride. Carbon models also receive integrated Carbon Armor that offers an extra layer of downtube protection. Like its previous iteration, all new Slash models come equipped with internal frame storage for carrying ride essentials. 

New Slash is available now in both carbon and alloy for park rats, big mountain riders, and enduro racers alike. Find it in-store at select Trek retailers and online at trekbikes.com around the globe.

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The brand new 2024 Trek Slash is undoubtedly the most radical iteration yet

The Trek Slash has been a big player amongst the long travel trail and enduro crowd since it debuted back in 2011. It’s evolved considerably over time, being one of the few bikes on the market to have worn all three wheelsizes throughout its lifespan. We were impressed when we tested the latest version back in 2021 , which we called the ‘iron fist in a velvet glove’. Indeed its ability to monster truck through the filthiest rock gardens while remaining smooth and poppy made it one of the more versatile enduro race bikes on the scene.

Since then Trek has since rolled out a number of key models, including the high pivot Session and the mega-adjustable Fuel EX . These bikes introduced some clever new tech, which has given Trek’s engineers plenty to draw from when putting together the recipe for the upcoming Slash. The result of that big melting pot is the 5th generation of the US brand’s big travel enduro bike; the 2024 Trek Slash.

2024 trek slash enduro bike

An overview of the 2024 Trek Slash

The 2024 Trek Slash is now equipped with 170mm of travel front and rear. Complete bikes come set up in a mullet configuration with a 29in wheel up front and a 27.5in wheel out back. The exception is the Small frame size, which is purpose-built around 27.5in wheels at both ends.

On the M-XL frame sizes, it is possible to set up the Slash as a full 29er. There’s clearance for a 29in rear wheel, and thanks to an interchangeable shock mount, Trek says the geometry and suspension kinematics are maintained when switching between the two setups.

The shock mount can also be adjusted to tweak the rear suspension’s leverage rate. Set it up in the linear mode for use with air shocks, or put it in the progressive mode to better suit coil shocks.

2024 trek slash enduro bike

Speaking of the rear shock, you’ll no longer find the custom Thru Shaft Super Deluxe on the back of the Slash. Trek has been making a conscious move away from proprietary tech on its full suspension bikes, and the Slash follows suit with most models equipped with an off-the-shelf RockShox Vivid Air shock.

A high pivot hero?

Like the latest Session, the new Trek Slash adopts a high pivot suspension design. The hype around high pivots may have died off a little over the past year, but there’s no denying the advantages they can bring to the trail when it comes to eating up square-edge impacts at speed.

2024 trek slash enduro bike

The main pivot on the Slash is mounted partway up the seat tube where it’s accompanied by a big 19T idler pulley. The larger diameter is said to reduce drag, and it should offer improved wear life too. You’ll spot that the idler is offset from the main pivot, which is to modify the anti-squat characteristic. According to Trek the anti-squat level hovers around 100% nearly all the way through the travel.

There’s also a lower idler manufactured by MRP, which claims to reduce chain growth underneath the chainstay to prevent the chain from tugging on the derailleur cage. It provides considerably more chain wrap around the chainring, especially compared to a bike like the Norco Range .

Trek continues to build its four-bar suspension platform with the ABP pivot that is located concentrically to the rear axle. The goal here is to neutralise braking influence on the rear suspension, which can be a problem on high pivot bikes.

2024 trek slash enduro bike

Trek Slash geometry & size chart

As with the latest Fuel EX, the 2024 Trek Slash adopts modular headset cups that allow you to tweak the head angle by up to a degree each way. The head angle sits at 63.5° out of the box, though it can be adjusted to be as slack as 62.5° or as steep as 64.5°.

We’re glad to see a steeper seat angle on the new Slash, which clocks in at around 77° depending on the frame size. The seat tube is also shorter and has less of a bend, which allows for a big improvement in insertion depth. Trek says a Medium frame will easily swallow a 200mm travel dropper post.

As with the latest Fuel EX , the Slash varies its rear centre length between sizes from 430-440mm. Trek achieves this by modifying the location of the BB shell on the mainframe, which means that the chainstays and seatstays are actually the same on all frame sizes.

2024 trek slash enduro bike

Frame features galore

To suit its big-hitting intentions, the Trek Slash incorporates masses of frame protection with bolt-on plates underneath the downtube that includes a dedicated shuttle guard.

The carbon frames also feature ‘integrated carbon armour’, which is an additional layer that’s moulded into the laminate during construction.

Trek has also developed one of the chunkiest chainstay guards we’ve ever seen, with a heavily textured design that aims to mitigate chain-slap. Lurking between the seatstays is a neat bolt-on mudguard, though this does have to be removed if you wish to run a 29in rear wheel.

The Slash incorporates fully guided internal cable routing, and mechanics will be pleased to see regular ports on either side of the head tube. Downtube storage carries over from the old model, though the design has been updated with a new latch system, and it’s worth pointing out that all of the plastic components are made from 100% recycled plastic. Nice touch Trek!

2024 trek slash enduro bike

2024 Trek Slash price & specs

There will be six models available in the 2024 Trek Slash lineup.

Prices will start at $6,999 AUD for the Trek Slash 8, which is the only alloy model coming into Australia. The rest of the range utilise the OCLV carbon frame, with prices topping out at an incredible $19,499 AUD for the Slash 9.9 XX1 AXS model. Sheesh!

2024 trek slash 9.9 xx axs

2024 Trek Slash 9.9 XX AXS

  • Frame | OCLV Mountain Carbon, ABP Suspension Design, 170mm Travel
  • Fork | RockShox Zeb Ultimate Flight Attendant, Charger 2.1 RCT3 Damper, 44mm Offset, 170mm Travel
  • Shock | RockShox Vivid Ultimate, 230x65mm
  • Wheels | Bontrager Line Pro 30, OCLV Carbon Rims, 29mm Inner Width
  • Tyres | Bontrager SE6 Team Issue 2.5in Front & SE5 Team Issue 2.5in Rear
  • Drivetrain | SRAM XX Eagle AXS Transmission 1×12 w/34T Carbon Crankset & 10-52T Cassette
  • Brakes | SRAM Code Ultimate 4-Piston
  • Bar | Bontrager RSL Integrated, OCLV Carbon, 27.5mm Rise, 820mm Width
  • Stem | Bontrager RSL Integrated, OCLV Carbon, 35mm Length
  • Seatpost | RockShox Reverb AXS, 34.9mm Diameter
  • Saddle | Bontrager Arvada, Austentite Rails
  • RRP |  $19,499 AUD

2024 trek slash 9.9 x0 axs

2024 Trek Slash 9.9 X0 AXS

  • Fork | RockShox Zeb Ultimate, Charger 3 RC2 Damper, 44mm Offset, 170mm Travel
  • Drivetrain | SRAM X0 Eagle AXS Transmission 1×12 w/34T Alloy Crankset & 10-52T Cassette
  • Brakes | SRAM Code Silver 4-Piston
  • RRP |  $17,499 AUD

2024 trek slash 9.9 xtr

2024 Trek Slash 9.9 XTR

  • Drivetrain | Shimano XTR 1×12 w/34T Alloy Crankset & 10-51T Cassette
  • Brakes | Shimano XTR 4-Piston
  • Seatpost | Bontrager Line Elite, 34.9mm Diameter
  • RRP |  $15,499 AUD

2024 trek slash 9.8 xt

2024 Trek Slash 9.8 XT

  • Fork | RockShox Zeb Select+, Charger 3 RC2 Damper, 44mm Offset, 170mm Travel
  • Shock | RockShox Vivid Select+, 230x65mm
  • Wheels | Bontrager Line Elite 30, OCLV Carbon Rims, 29mm Inner Width
  • Drivetrain | Shimano XT 1×12 w/34T Alloy Crankset & 10-51T Cassette
  • Brakes | Shimano XT 4-Piston
  • Bar | Bontrager Line Pro, OCLV Carbon, 27.5mm Rise, 820mm Width
  • Stem | Bontrager Line Pro, 35mm Length
  • RRP |  $11,599 AUD

2024 trek slash gx axs

2024 Trek Slash 9.8 GX AXS

  • Drivetrain | SRAM GX Eagle AXS Transmission 1×12 w/34T Alloy Crankset & 10-52T Cassette
  • Brakes | SRAM Code Bronze 4-Piston
  • RRP |  $10,499 AUD

2024 trek slash 8

2024 Trek Slash 8

  • Frame | Alpha Platinum Alloy, ABP Suspension Design, 170mm Travel
  • Fork | Fox 36 Rhythm, GRIP Damper, 44mm Offset, 170mm Travel
  • Shock | Fox Float X Performance Series, 230x65mm
  • Wheels | Bontrager Line Comp 30, Alloy Rims, 29mm Inner Width
  • Tyres | Bontrager XR5 Team Issue 2.5in Front & Rear
  • Drivetrain | Shimano XT 1×12 w/34T Deore Crankset & 10-51T XT Cassette
  • Brakes | Shimano M6120 4-Piston
  • Bar | Bontrager Line, Alloy, 27.5mm Rise, 820mm Width
  • Stem | Bontrager Elite, 35mm Length
  • Seatpost | Bontrager Line, 34.9mm Diameter
  • Saddle | Bontrager Verse P3, Chromoly Rails
  • RRP |  $6,999 AUD

2024 trek slash enduro bike

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Khabarovsk – the view from above

No comments · Posted by Sergei Rzhevsky in Cities , Photos

Khabarovsk is a city with a population of about 607 thousand people, the administrative center of the Far Eastern Federal District and the Khabarovsk region . It is one of the largest political, educational and cultural centers of the Russian Far East.

The city is located at the intersection of international rail and air transport routes near the border with China. Khabarovsk, named after Yerofey Khabarov (the Russian explorer of the 17th century), was founded in 1858. Photos by: Slava Stepanov .

Khabarovsk, Russia - the view from above, photo 1

Cathedral of the Assumption of the Mother of God in Komsomolskaya Square. In the foreground – the monument to the Heroes of the Civil War in the Far East.

Khabarovsk, Russia - the view from above, photo 2

On the other side of the cathedral you can see the Square of Military Glory and a public garden.

Khabarovsk, Russia - the view from above, photo 3

Savior Transfiguration Cathedral (95 meters).

Khabarovsk, Russia - the view from above, photo 4

Muraviov-Amursky Park – the historical center of Khabarovsk.

Khabarovsk, Russia - the view from above, photo 6

Shevchenko Street – the oldest street in the city.

Khabarovsk, Russia - the view from above, photo 7

Muraviov-Amursky Street.

Khabarovsk, Russia - the view from above, photo 8

The former profitable house of the merchant Vasily Plyusnin.

Khabarovsk, Russia - the view from above, photo 11

One of the most famous and beautiful buildings of Khabarovsk – the former city government house (1909). Today, it is the Palace of Children’s Creativity “Little Prince”.

Khabarovsk, Russia - the view from above, photo 12

Summer in Khabarovsk is hot and humid.

Khabarovsk, Russia - the view from above, photo 13

Lenin Square – the main square of Khabarovsk.

Khabarovsk, Russia - the view from above, photo 14

Lenin Square is the place of the majority of city events and holidays.

Khabarovsk, Russia - the view from above, photo 15

Khabarovsk Railway Station.

Khabarovsk, Russia - the view from above, photo 17

Khabarovsk Bridge – another symbol of the city depicted on the reverse side of the Russian bill of 5,000 rubles.

Khabarovsk, Russia - the view from above, photo 18

The span of the original Alekseevsky Bridge – the main exhibit of the Museum of the History of the Amur Bridge.

Khabarovsk, Russia - the view from above, photo 19

Ponds on Ussuriysky Boulevard in the city center.

Khabarovsk, Russia - the view from above, photo 20

Khabarovsk is a fairly green city – Amursky Boulevard.

Khabarovsk, Russia - the view from above, photo 23

Ussuriysky Boulevard.

Khabarovsk, Russia - the view from above, photo 24

Far Eastern State Medical University.

Khabarovsk, Russia - the view from above, photo 25

Military memorials on the Glory Square.

Khabarovsk, Russia - the view from above, photo 26

Sheronova Street in the center of Khabarovsk – a series of ascents and descents from the hills as in San Francisco.

Khabarovsk, Russia - the view from above, photo 28

Lenin Street.

Khabarovsk, Russia - the view from above, photo 30

Colorful sunset in Khabarovsk.

Khabarovsk, Russia - the view from above, photo 31

Tags:  Khabarovsk city

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Cities [ edit ]

Map

  • 48.483333 135.066667 1 Khabarovsk — the capital and major regional center (population 570,000)
  • 50.55 137 3 Komsomolsk-on-Amur — a good sized city that is the steel center of Far Eastern Russia
  • 59.383333 143.3 4 Okhotsk — First Russian settlement in the Far East (17th Century) and former headquarters of Vitus Bering, discoverer of the Bering Strait and Alaska; located in the region's far north
  • 53.15 140.733333 5 Nikolaevsk-on-Amur
  • 49.083333 140.266667 6 Vanino
  • 48.966667 140.283333 7 Sovetskaya Gavan
  • 48.748889 135.646111 8 Sikachi-Alyan — a small village of the Nanai people with a museum of local culture, opportunities for fine Nanai dining, and 13000 year old Nanai cliff drawings

Other destinations [ edit ]

  • 57.104283 138.257106 4 Dzhugdzhursky Nature Reserve
  • 48.204944 134.858911 5 Bolshekhekhtsirsky Nature Reserve
  • 48.10582 135.136973 7 Vladimirovka , located miles and miles away from Komsomolsk, a native village of Negidals.

Understand [ edit ]

trek slash main pivot

Geography [ edit ]

Khabarovsk Krai occupies a long swathe of Russia's Pacific coastline, a full 2000 kilometers of it, going as far south as Sakhalin and north to Magadan Oblast . At nearly 800.000 km², it's Russias fourth largest province. In the north, taiga and tundra prevail, deciduous forests in the south, and swampy forests in the central areas around Nikolaevsk-on-Amur . As a testament to its size there are more than 50 thousand lakes to fish in, more rivers and streams than you would care to count, and several mountain ranges intersect the region, including the northern reaches of the Sikhote-Alin mountains shared with Primorsky krai. The highest point is Mount Bery, towering nearly in fact, three quarters of the area is occupied by mountains and plateaus.

Biodiversity [ edit ]

The diversity of purely North animals like brown bear and sheer South representatives like Eastern softshell spiny turtle (Trionix) is backed by the legend that God would mix the rest of seeds and animals when somebody told him about missing spot on Earth.

One can encounter pine-tree and wild Far-Eastern grape which came definitely from the South. Its blue round berries with sour taste are cultivated in gardens to produce home wine.

Like Trionix many species are listed in the Red Book.

Culture [ edit ]

Japanese director Akira Kurosawa's 1975 film Dersu Uzala, based on a book by Russian explorer Vladimir Arsenyev, describes the friendship of a Russian explorer and his Nanai guide named Dersu Uzala. (Wikipedia)

Aboriginal culture within small enclaves across the krai are Nanai, Ulchi, Manchur, Orochi, Udege, Negidal, Nivkhi, Evenki and varies in each settlement.

Facts [ edit ]

Talk [ edit ].

See Russian phrasebook .

Get in [ edit ]

Khabarovsk is a major transportation hub for the entire Russian Far East and will likely be any visitor's first stop by either the Trans-Siberian Railway or via Khabarovsk's international airport ( KHV  IATA ).

From China there are two entrance routes: one begins on the border with the Heihe - Blagoveshchensk crossing point, the other from Fuyuan town on Amur river. Another possible way is one from Sakhalin, where international ferry operates between Russian Korsakov and Japan's Wakkanai . A one-night bus trip along the federal highway Vladivostok-Khabarovsk is an option for a traveller, if the train carriage by some odd reason is not preferable.

Do [ edit ]

Fishing and hunting in the wild are the major attractions for local villagers, town and city dwellers as well as trekking routes to taiga plains and mountains untouched by humans are favourite activities for all sorts of tourists. Khabarovsk and Komsomolsk mountain bike clubs are all at it. Taiga forest roads are always abuzz with mosquitos in summer and the best seasons for visiting are May and September when the air is not so stifling and the sun is just warm. Winter attracts regional skiers and snowboarders to the ski bases "Holdomi" and "Amut Snow Lake" near Komsomolsk and "Spartak" slopes near Khabarovsk.

Eat [ edit ]

Local food follows traditional Russian cuisine featured with salted bracken, mushrooms, Korean and Chinese and even European dishes served in theme restaurants of two big cities. Don't forget to taste pancakes with a spoonful of linden, wildflower, buckweat honey or a season caviar stuffing.

Stay safe [ edit ]

Snakes and bears are rare attackers in the wild, lest provoked. More dangerous are infectious ticks which are active most of all in spring. Use spray against ticks.

Go next [ edit ]

Khabarovsk is the hub for regional air travel with important flights to Russian destinations Anadyr , Irkutsk , Krasnoyarsk , Magadan , Moscow , Petropavlovsk-Kamchatsky , Yakutsk , and Yuzhno-Sakhalinsk , as well as international flights to Niigata , Japan and to Seoul , Korea . There are no direct flights to/from the US .

The next major stops to the east on the Trans-Siberian Railway are Ussuriysk and Vladivostok ; to the west, Birobidzhan .

There is a regular ferry from Vanino (the terminus of the Baikal-Amur Mainline ) to Kholmsk , Sakhalin .

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COMMENTS

  1. Trek 2021 Slash 29 Main Pivot Axle Bolt

    Trek 2021 Slash 29 Main Pivot Axle Bolt; We'll take care of you. Period. It's our mission to provide you with world-class hospitality every time you visit us online or in-store. We're always here to help you. It's the Trek way. 30 Day Unconditional Guarantee.

  2. Slash 8 Gen 6

    Slash 8 Gen 6. 1 Reviews / Write a Review. $4,399.99. Model 5302800. Retailer prices may vary. Slash 8 is an enduro mountain bike that's built for pressing the send button again and again. It's built on a high-pivot platform with 170mm or front and rear travel that boosts traction for punchy climb stages and keeps stability a priority when you ...

  3. 2024 Trek Slash Review

    Trek's engineers have moved the main pivot almost halfway up the seat tube, which creates a more pronounced rearward axle path. To mitigate chain growth, a large 19T idler wheel routes the chain close to the main pivot. Trek claims this produces around 100% anti-squat all the way through the travel, with the goal being to reduce pedal-bob.

  4. Field Test Review: 2024 Trek Slash

    Trek Slash Details • Carbon fiber frame • Travel: 170mm / 170mm fork • Mixed wheel or full 29" • 63.3° head angle ... Yes that is what raising the main pivot does thank you. High pivot ...

  5. 2024 Trek Slash

    The new Trek Slash gets radically overhauled geometry, a high-pivot suspension layout, mixed wheel sizes, and a lot more. ... which mounts its idler concentric to the main pivot; that said, some of Trek's athletes have been spotted riding what looks to be a prototype chainstay on the Session that moves the idler to a more Slash-like spot ...

  6. Trek Slash Gen. 6 gets the high pivot treatment

    The new Slash isn't just hopping on the high pivot hype train, though. Trek says the Gen.6's high pivot is designed as a trail (and park) bike first and a race bike second. As such, it comes ...

  7. Trek Slash: The Next Generation

    The four-link rear end still uses Trek's split-pivot design where chain and seat stays join at the rear axle in an effort to separate braking forces from suspension, but overall the main pivot is miles from the previous Slash. Seriously though, these pulleys are both enormous.

  8. FIRST LOOK

    The sixth generation Slash focuses on enduro racers, park riders, and all-mountain rippers who want to ride aggressive terrain with the ability to pedal back to the top. The bike sees many changes from its predecessor, most notably a high-pivot suspension design that increases rear wheel travel up to 170mm. The Slash now rolls on mixed wheels in the stock configuration with full 29-inch ...

  9. The All New Trek Slash: High Pivot, Frame Storage, Mullet

    Since it's been a few years since the Slash saw a revamp, and given the recent development of the Session high-pivot frame, this new take on Trek's long trav...

  10. New Trek Slash gets high pivot idler, more travel and a bigger door

    New high pivot design and 19t idler, giving rear-ward axle path and increased anti-squat at over 100%. Mixed wheel size now comes as standard, with a full 29er option and 27.5in front and rear in size Small only. Travel up by 10mm to 170, like many of the best enduro mountain bikes. Geometry: head angle a degree slacker seat tube a shade ...

  11. Trek Goes High-pivot with All-new Slash

    The all-new Trek Slash is beefed up in celebration of its sixth iteration. This fresh design features an oversized, 19-tooth idler pulley and a high-pivot rear suspension configuration for the first time in the model's lineage. ... Anti-squat is affected by a few variables, one of the biggest being main pivot position. The size and placement ...

  12. The brand new 2024 Trek Slash is the most radical version yet

    A high pivot hero? Like the latest Session, the new Trek Slash adopts a high pivot suspension design. The hype around high pivots may have died off a little over the past year, but there's no denying the advantages they can bring to the trail when it comes to eating up square-edge impacts at speed.. There's a big 19T idler pulley up top, which sits lower and rearward of the main pivot.

  13. First Ride: 2024 Trek Slash

    Like the Fuel EX before it, the new Trek Slash now allows the end user to change the head angle of the frame by 1°, be it steeper or slacker than the stock 63.5°. ... The high main pivot ...

  14. NSMB.com

    Frame, geometry, and components. As usual, we covered a lot of the changes, details, and spec choices on the new Slash in the First Look - if you need a bit of a refresher and high level overview on how it differs from the Gen 5 Slash and what's bolted on this high-pivot idler equipped Gen 6 version refer back to here.. As you'd hope and expect on a 12,000 CAD build, the component choices ...

  15. Introducing Trek Slash Gen 6

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  16. Creaking Trek Rail, Main Pivot bearings replaced. P2

    A second part to the creaking trek rail video, this video explains how to to replace the pivot and bearings in the main pivot.

  17. Khabarovsk

    Khabarovsk - the view from above. Khabarovsk is a city with a population of about 607 thousand people, the administrative center of the Far Eastern Federal District and the Khabarovsk region. It is one of the largest political, educational and cultural centers of the Russian Far East. The city is located at the intersection of international ...

  18. Trek Main Pivot Hardware Kit

    Product details. Main pivot hardware kit for 2020+ Rail 29, Powerfly FS/LT 27.5, Session 29, Session 27.5, Slash 29, Remedy 27.5, Fuel EX 29 full suspension bikes. Kit includes 1 axle bolt, 1 bearing sleeve, 2 bearings, 2 spacers, and 1 axle nut.

  19. Live Webcam Lenin Square, Khabarovsk, Russia

    Square. Christmas. Watch live the grand Lenin Square (Площадь Ленина) in the city of Khabarovsk, in southeastern Russia. This high-definition live camera shows you the second largest square in Russia (next to the Red Square in Moscow). In the foreground, you see a statue of Vladimir Lenin looking towards the square, which features ...

  20. Trek 2021 Slash 29 Main Pivot Bearing Spacer

    Trek 2021 Slash 29 Main Pivot Bearing Spacer; We'll take care of you. Period. It's our mission to provide you with world-class hospitality every time you visit us online or in-store. We're always here to help you. It's the Trek way. 30 Day Unconditional Guarantee.

  21. Khabarovsk Travel Guide: Tourist Attractions & Things to Do

    Khabarovsk - popular in the area (distance from the center) In the vicinity of Khabarovsk, it's worth seeing attractions such as: Muzej zizni Sikaci-Alana (Sikachi-Alyan), Idol (Sikachi-Alyan), Bolshekhekhtsirsky Nature Reserve. 32 miles NE. 48°44'57"N • 135°38'13"E.

  22. Trek Rocker Pivot Bolts M12

    Get all your favorite apparel from over 80 of the world's best cycling brands delivered right to your doorstep or local Trek retailer when you shop our curated online collection. If you're not 100% satisfied, you can return your purchase within 30 days for a full refund. Shop all gear. Size. M12 x 21mm. M12 x 78mm.

  23. Khabarovsk Krai

    Khabarovsk Airlines ( Хабаровские авиалинии ), ☏ +7 42135 2-01-10. (NO) Is a public regional airline based in Nikolaevsk-on-Amur with cargo and passenger flights to Okhotsk, Chumikan and Khabarovsk, and several other small villages with An-2 & 24 as well as YAK-40 aircraft. edit. Vostok Airlines ( Авиакомпания ...