The Slash now has 160mm of travel, a 170mm fork, and it received the usual longer, lower, and slacker treatment for 2021. As an added bonus it received a new in-frame storage system, which provides enough room to hold a tube, tire lever, and CO2, or whatever snacks you can squish into a rectangular opening.
Other changes include a threaded bottom bracket, and a new KnockBlock system that still keeps the handlebar or brake levers from contacting the frame during a crash, but allows for a much greater range of motion than before. It's also removable, eliminating any need to complain about what was once a polarizing feature.
GeometryIn the low geometry setting, the Slash's head angle measures 64.1°, which can be increased to 64.6° via flip chips in the seatstays. Reach numbers have increased by 20-30mm per size compared to the previous version, and a size large checks in at 486mm. Chainstay length remains the same for all sizes at 437mm in the low position. The seat tube angle has been steepened to 75.6°, although that's still a degree or two slacker than many of the other new options in this category.
BuildsThere are 7 builds available of the Slash, with prices starting at $3,500 USD for the alloy Slash 7 model up to an $8,499 for the carbon 9.9 XTR version. Want to get even fancier? With Trek's Project One program riders can choose from a massive variety of frame colors, and and customize the parts kit. A frame only option is also available for $2,200 USD for the alloy frame, and $4,000 for the carbon.
Slash 7 - $3,500 USD
The base model aluminum Slash 7 receives a RockShox Yari RC fork, a RockShox Deluxe Select+ shock, and an NX Eagle 12-speed drivetrain.
This model, along with the Slash 8 and 9.7, has Bontrager's XR5 and XR4 tires, while the upper level models get the SE5 and SE4 versions, which have a thicker, more puncture-resistant casing.
Slash 8 - $4,000 USDThe aluminum Slash 8 has a workhorse built kit, with a SRAM GX Eagle 12-speed drivetrain, a RockShox Lyrik fork, and the same SuperDeluxe Ultimate shock that's found on the most expensive carbon Slash models. SRAM's Code R brakes handle stopping duties, a significant upgrade over the Slash 7's Guide T's. The Slash 7, 8, and 9.7 all use Bontrager's aluminum-rimmed Line Comp 30 wheels.
Slash 9.7 - $4,800 USDWhen decimals start appearing in Trek's model numbers it's a sign that you've moved up into the carbon-framed segment. The $4,800 carbon 9.7 gets a Fox Rhythm 36 fork, a DPX2 shock, and a SRAM NX / GX drivetrain. The cassette is NX, which means it doesn't use an XD drive body - something to keep in mind if you decide to upgrade to a lighter cassette in the future.
Otherwise, the remainder of the components are the same as the Slash 8, including the Code R Brakes and TransX dropper post.
Slash 9.8 XT - $6,000 USDThe
new RockShox Zeb fork first appears at the 9.8 level, complemented by the Thru Shaft Super Deluxe Ultimate shock. As the model name suggests, there's a Shimano XT 12-speed drivetrain, with SLX 4-piston brakes in place to slow things down.
It's not just the frame the turns to carbon at this pricepoint - you also get Bontrager's Line Elite 30 carbon wheels, and their Line Pro carbon handlebar.
Slash 9.8 GX - $6,000 USDThe 9.8 GX version of the Slash is identical to the 9.8 XT with the exception of the drivetrain and brakes. There's a SRAM GX 12-speed drivetrain, and SRAM's Code R brakes.
Slash 9.9 X01 - $8,000 USDThere's no shorage of high-end parts on the Slash 9.9. For $8,000 you get a RockShox Zeb Ultimate fork and Super Deluxe Ultimate Thru Shaft shock, along with an X01 Eagle derailleur and shifter, GX 10-52 cassette, and carbon cranks. There are also carbon wheels, a carbon bar, and SRAM Code RSC brakes.
Slash 9.9 XTR - $8,500 USDUnless you take the Project One route, the Slash 9.9 XTR is the most expensive model, equipped with a Shimano XTR 12-speed drivetrain and brakes, and e*thirteen LG1 carbon cranks. Just like on the 9.9 X01 model, there's a RockShox Zeb Ultimate fork and a Super Deluxe Ultimate thru shaft shock.
If I had a bike with deore 12 speed, I'd happily keep riding it until something broke, then reevaluate what to replace it with at that time.
But personally, I've had better luck with gx eagle than shimano xt, so if given the choice, I'd choose gx. Its great that trek gave us so many options.
I'd even be happy with microshift advent for the rest of my life. Drivetrains are so good these days.
11 speed sram was ace, 4000 miles out of an x01 cassette, now on 12 speed x01 I'd be lucky to get to 2000. Both of which is changing chains at .5 wear, 3 times, then cycle them round. Find that after the 3rd chain, 4th chains don't play so nicely.
Swapped over the Shimano 12 speed this year, bike is damn near silent now. IMO microspline is annoying as hub choice is less, but it's a better system, no silly splines to break off.
Trek kinda sucks (signed, owner of a Trek bike).
www.specialized.com/us/en/enduro-frameset/p/184453?color=300700-184453&searchText=73620-7002
I can buy a 2021 Santa Cruz Megatower CC frame with Factory X2 or DHX2 for $800 less!! Come on Trek...
But to be fair, Trek is a massive company while Yeti is a boutique brand. I still don't think it is justified.
I just bought one to replace my Transition Scout. It's pretty awesome!
Trek: “ye...yes please mister Kona :’( maybe this’ll get the pinkbike commenters interested in us again”
Also Trek: *still has seat angle that puts you a half mile behind the bottom bracket
Great, just great
At least do it as a carbon crank model of the gx...
Yikes.
And what's with Trek's love affair with 30t NX chainrings? Even when spun out in the 52t you're going to be almost standing still (please note this is an exaggeration for comedic effect).
Yes, usually trunnion mount is shorter for a given shock, but in this case they are using that gained space to fit their proprietary Thru-Shaft shock which would have to be longer than the standard shock if it weren't for the trunnion mount.
"Brake; SRAM Code R 4-piston hydraulic disc"