However, there’s more to this bike than just the complexity of the drivetrain: the frame, specs, and kinematics have all changed significantly in the new model. The team at Trek has considered every detail of the bike to create the most high-performance, pedal-friendly bike possible, and so far the results have been great.
• Carbon or aluminum frame
• Full 29 inch or mixed wheel sizes
• Size S Full – 27.5 inches only
• Progression flip chip
• 170mm travel, frame and fork
• 63.5° head angle
• 77° seat angle
• 488mm reach, size L
• Chainstay length by size
• Measured weight: 36.4 lbs (including pedals)
• $4,400 to $11,500 USD
• trekbikes.com
Behold, the final boss of the geometric chart. The cells highlighted in yellow are the geometry you would get on a completely stock finished bike. I hope Trek completes their geometry calculator soon. Because that’s a better way to take advantage of all your options.
geometry
With various adjustments to the new slash, the geometry can take several different forms depending on where it is placed in the array. The stock Geo, shipped as a complete bike, is a good starting point as this is the mode most people will first experience the bike with.
In its stock setup, the slash is carefully progressive, with reach ranging from 430mm on the small to 513mm on the extra-large. My size Large has a great reach of 488mm and stack height of 641mm. His 27mm bottom bracket drop (presumably measured below the imaginary plane of the front axle) means the bike has a very upright feel. The chainstays get bigger with each size increase, and in the large he measures 434mm. It is important to remember that due to the high-pivot suspension layout, the rear center length increases when the suspension is compressed.
Wheel size adjustments change the geometry slightly, primarily in length between various points, but the primary adjustment comes in the form of a press-fit headset cup. Like the previous Fuel EX, the new Trek Slash allows the end user to change the frame’s head angle by 1°, steeper or gentler than the stock 63.5°. Doing so introduces a number of other small geometry changes, the most important and most noticeable being the steering angle.
Features of the frame
Slash has no shortage of clever features, but there are a few important things to note. The first is the headset cup mentioned above. This is a completely new addition to the Slash model range. The range of adjustments also includes a lower shock mount that can be swapped out to accommodate a 29-inch rear wheel. These shock mounts incorporate a suspension progression flip chip that allows you to adjust how linear the shock progression is with one simple bolt. .
Of course, there’s also Trek’s take on the in-frame storage system, affectionately named BITS. Their latches are one of the most secure I’ve tried, and they have fairly large openings to slip tools and spares into. This is available in both carbon and aluminum models.
Carbon frames feature an additional layer of composite protection on the underside of the downtube, specifically designed to protect that area from damage from rock strikes and other impacts. In addition to that, there are dual-density rubber protectors under the bottom bracket and downtube, as well as small areas above it, to prevent damage to the shuttle pad.
The high chainstays are wrapped in molded rubber to protect against chain slip noise and keep the chain in place on rough descents. This part should work with the lower chain roller to control the drivetrain as you drive down hills.
Finally, most completed builds come with a small multi-tool hidden inside the steer tube, which contains most of what you need to get out of trouble trailside. From 3mm to chain breakers, there’s plenty packed into this handy little gadget.
suspension design
Trek takes the tried-and-true true active brake pivot on the new Slash, but adds a high-pivot twist developed for the new Session downhill bike. The high position of the main pivot allows for wheel path for the rear wheel, providing a smooth feel through trail chatter and square edge hits, and adds a longer balance point to the rear of the bike as you get deeper into the ride. To reduce the pedal kickback that comes with high pivots, we added his 19-tooth idler wheel, which cushions chain stretch. Trek also decided to spec a lower roller. Otherwise, the chain will only be touching a few teeth of the chainring at a time, increasing wear and reducing drivetrain stability.
Slash keeps pedaling force as constant as possible and anti-squat at just over 100% throughout the ride. This even keel creates a bike that pedals equally smoothly and comfortably on uneven and smooth terrain, providing a good balance between shock absorption and efficiency.
build kit
Trek, a major player in the bicycle market, isn’t afraid to drop a lot of spec options. That’s exactly the company’s approach to Slash. With seven different build kits and prices ranging from US$4,400 to US$11,500, there should be something for most people. The Slash can also be purchased as a frame-only kit that includes a shock, idler, and other accessories on a carbon or aluminum chassis. Pricing will be revealed later, but the full build price breakdown is below.
ride impression
I’ve been riding the 9.9 X0 build Slash for a little over a month now and have been very comfortable on the bike since day one. The geometry is pretty close to what you would choose if you were planning on building a bike in this application, with a nice balanced feel in an overall aggressive package. Handling feels intuitive and easy, whether you’re climbing steep descents or pedaling and pumping through more technical terrain.
The rear suspension works well, keeping the bike moving even on right-angle edge hits and sticking to the ground when you drop anchor and lock the brakes. This combination makes for a very confident ride, and I got to enjoy it on some of the most authentic trails in the area.
Climbing on a slush is a comfortable but moderate paced activity. The bike climbs the hill, hovering nicely between support and active. Although it doesn’t have the most spirited feel, it’s fairly easy to climb up hills and feels particularly well-suited for more technical climbs.
The drivetrain is noisier than the standard chainring, cassette, and derailleur layout, but it remains smooth and quiet if you don’t neglect your lubrication duties. I haven’t noticed any appreciable amount of resistance, but according to Seb’s calculations, there’s probably a little.
On the descent, the Slash is mostly quiet except for two noises that I haven’t identified yet. One is the common chain swatter. Considering the route of the chain, it seems that bikes with this layout are more prone to this. The other one is only noticeable from time to time and requires some effort to track down. Let me tell you, this bike is mostly great and I’m looking forward to getting more out of it.
Stay tuned for a long-term review of the Trek Slash and relative comparisons of multiple bikes coming in the near future.
To see more photos of Slash, visit the album here.