trek slash 2024

New 2024 Trek Slash 9.9 XO AXS first ride review – A new evolutionary stage of high pivot bikes?

The new 2024 Trek Slash is right on trend: high pivot rear suspension, mullet wheel set-up, generous amounts of travel and plenty of adjustment options. Furthermore, it combines both familiar and newly developed features that are meant to simplify your riding experience. After six weeks of testing on both sides of the pond, we were able to gather countless impressions, both good and not so good.

The Slash has been an integral part of Trek’s portfolio for over 10 years, and is now entering its 6th generation. The most significant innovation is the new rear suspension, which relies on a high pivot design and generates a very generous amount of travel, bringing the Slash in line with the latest generation of enduro bikes. Up until now, Trek have only used the high pivot system on their downhill bike, the Session, which nevertheless allowed them to gather lots of practical experience with the system and use their World Cup riders’ feedback to develop the new enduro rig. The new Slash generates 170 mm of travel both front and rear, and rolls out of the factory sporting a mullet. An interchangeable shock mount, however, allows you to convert it to a full 29er. As usual, Trek are releasing both an alloy and a carbon version of the new Slash, both of which are available in several different spec variants. We’ve already put the new Trek Slash 9.9 XO AXS 2024 through the wringer over a 6 month period, dipping its tires both into Canadian and European soil to gather some exciting insights.

The detail solutions of the new 2024 Trek Slash

The predecessor of the 2024 Trek Slash already came with a practical storage compartment integrated into the down tube, which Trek has updated for the latest Slash iteration. The opening is much bigger, making it easier to reach all the trail essentials you store inside it. Moreover, the edges of the compartment are still framed with a plastic liner, preventing you from cutting your fingers or damaging the contents when you pull them out of the compartment. The alloy frame has a storage compartment too and all models come standard with a small pouch for all your trail essentials, which can be easily pulled out of the frame using the bright red Cordura tab. The closure system relies on a simple lever that disappears under the bottle cage when engaged, and is easy to operate even while wearing gloves. The cables of the new Slash are routed internally and only reappear briefly at the transition from the main frame and swingarm. The cable ports are in a rather unusual position, sitting prominently on the front of the head tube – this look takes some getting used to! In combination with a wireless drivetrain, Trek close the cable ports with small rubber plugs.

There’s an additional tool mount underneath the top tube, which allows you to carry a spare inner tube or a tool strap, for example. In typical Trek fashion, the new Session comes standard with an integrated Bontrager BITS mini tool in the steerer tube, which includes all of the basic tools required for essential trailside repairs. That said, removing the tool from the steerer tube requires strong fingers and, as usual, the lever of the closing mechanism rattles on the trail. Trek also hide a 6 mm Allen key in the rear thru-axle.

For model year 2024, Trek provided the Slash with several protective features, all of which are meant to preserve the bike’s value. Amongst them is the generously sized integrated mudguard, which is bolted directly to the seat stay and is meant to protect the seat tube from stray rocks. Unfortunately, this has to be removed if you want to swap the 27.5” rear wheel for a bigger 29″ rear wheel. Furthermore, the down tube comes standard with a pair of dual-density TPU plates, which allow you to replace the inner section if it gets damaged. In addition, the frame comes with an additional protective layer under the final finish. Trek also redeveloped the chainstay protector from the ground up, raising both the inner and outer edges to prevent chain slap more effectively – and this really works, ensuring a quiet ride on the trail.

The high-pivot rear suspension of the new 2024 Trek Slash

While the new 2024 Trek Slash 2024 still relies on the same linkage-driven single pivot rear suspension, it combines it with a high pivot point design. This positions the main pivot point well above the chainring, allowing the rear wheel to swing up and backwards during an impact. This rearward axle path can help to make the suspension feel smoother over square-edged hits, ironing out roots and rocks more efficiently. However, the system also has its drawbacks: as the axle moves rearwards through the travel, the distance between the cassette and chainring grows, resulting in wheelbase and chainstay growth. This pulls the chain backwards, manifesting in high levels of pedal kickback and resulting in an imbalanced weight distribution of the rider on the bike throughout the travel. To counteract this, a chain idler pulley is fitted on the seat tube, which helps minimise pedal kickback and also gives high-pivot bikes their characteristic look. This also allows the engineers to fine tune the bike’s anti-squat and anti-rise levels independently simply by moving the position of the idler pulley. The unusually big 19T idler pulley is meant to mitigate the negative effect that the high pivot system has on pedalling efficiency, because the bigger pulley has a wider radius. Furthermore, Trek use a small chain guide to prevent the chain from falling off the idler.

The new 2024 Slash also features an additional pulley below the chainstay, which isn’t that common with high pivot bikes. This special pulley also includes an MRP bash guard and can be retrofitted to other high pivot bikes. Its job is to prevent the chain from stretching under the chainstay and thus to stop it from pulling on the rear derailleur. That said, even with the biggest XL frame, the chain runs at a sharp angle in the lowest gears, as the distance between the rear derailleur cage and the idler pulley is very small. While this didn’t cause us any problems on the trail, we’re not sure how good this is, both for pedalling efficiency and the chain’s service life. Speaking of the chain, with all frame sizes up to L, you’ll get away with a conventional 126-link chain. The new Slash in XL, however, requires 128 links, meaning that you need two chains.

The new 2024 Slash still relies on Trek’s proprietary Active Breaking Pivot or ABP technology, which can be found on most of their full suspension bikes and is designed to keep the rear suspension active even under heavy braking, helping to maintain traction.

The spec of our test bike – The Trek 2024 Slash 9.9 XO AXS

Our Trek Slash test bike comes equipped with Rockshox Ultimate suspension consisting of a 170 mm ZEB Charger 3.0 fork with independently adjustable low- and high-speed compression damping, and a brand- new Vivid Ultimate air shock , which offers externally adjustable compression and rebound settings as well as a climb switch. Unlike the Super Deluxe, the new Vivid relies on a high-volume air chamber and Rockshox’s new proprietary Touchdown damper. Unlike the rest of the Trek range, the Slash doesn’t use a Thru Shaft damper, which comes standard with most of their full-suspension bikes and is developed specifically for Trek.

As the name extension suggests, the 2024 Trek Slash 9.9 XO AXS employs a new electronic SRAM X0 Eagle Transmission drivetrain. The rear derailleur mounts directly to the thru-axle and worked flawlessly throughout our test. SRAM also supply the wireless, electronic Reverb AXS dropper post, but this only offers a meagre 170 mm of travel, which is far too little for a modern enduro bike. However, there isn’t a longer-travel version of the Reverb AXS dropper, so we recommend swapping the standard dropper for a cable-operated model if needed. Given the seat tube’s generous insertion depth, you could even push a 240 mm OneUp Components V2 dropper post all the way into the frame of a Slash in size L. Needless to say, the brand-new drivetrain is complemented with SRAM’s four-piston Code Stealth Silver brakes, which, just like the old RSC model, feature tool-free lever reach and bite point adjustments as well as SRAM’s proprietary SwingLink lever for optimal modulation. Compared to the Stealth Ultimate flagship model, the Silver variant only forgoes the carbon levers, tipping the scales at just 8 g more. Due to the new design, the brake lines run parallel and close to the handlebars, which ensures a cleaner look but can cause the cables to rattle – this can be easily fixed with a couple of additional clamps or zip ties ;) The brakes are paired with 200 mm rotors front and rear, which suit the Slash’s character and field of application rather well! For more oomph, you can can upgrade to 220 mm rotors both front and rear, because both the frame and fork are approved for it.

For the rest of the spec, Trek rely on their in-house component brand Bontrager, including a Bontrager Line Pro 30 carbon wheelset, which didn’t survive the testing sessions unscathed, with several spokes snapping after just 3 weeks of deployment. In addition, the rims are paired with flimsy, puncture-prone tires, which force you to run higher air pressure to avoid burping and snake bites. We recommend upgrading the standard Bontrager SE6 and SE5 tires for more robust tires before you start riding. In this test, we swapped to tires with a tougher DH casing after just a few laps. For the cockpit, Trek rely on an 820 mm Bontrager RSL one-piece handlebar/stem unit, which might look fancy but doesn’t allow for fine tuning except for the stem height, which can be changed using spacers. On top of that, the handlebars are very stiff and get even stiffer if you shorten them, like we did! With such a potent enduro bike, an adjustable cockpit makes more sense because it allows you to adapt the front end ergonomics to your anatomy. With the standard spec, our 2024 Trek Slash 9.9 XO AXS test bike in size L tips the scales at 15.7 kg.

Trek Slash 9.9 X0 AXS 2024

Specifications.

Fork RockShox ZEB Ultimate 170 mm Rear Shock RockShox Vivid Ultimate 170 mm Seatpost RockShox Reverb AXS 170 mm Brakes SRAM CODE Silver 200/200 mm Drivetrain SRAM Eagle Transmission X0 1x12 Stem Bontrager RSL 35 mm Handlebar Bontrager RSL 820 mm Wheelset Bontrager Line Pro 30 29"/27.5" Tires Bontrager SE6 Team Issue/ Bontrager SE5 Team Issue 2.5"/2.4"

Technical Data

Size S M M/L L XL

Specific Features

storage compartment Flip Chip Toolmount

More spec variants of the 2024 Trek Slash

As already mentioned, the new 2024 Trek Slash is available both with an alloy and carbon frame. That said, none of the alloy versions comes with a high-end spec, meaning that you have to order the frame kit if you want to combine an aluminium frame with top-tier suspension, for example. Prices for complete builds range between € 4,499 and € 12,499, and the bikes should be already available from all official Trek dealers. The American manufacturer also lets you test ride their bikes in one of their “Test-a-Trek Centres”. Starting today, you can test the new Slash in Lenzerheide, Saalbach and Sölden.

The alloy version of the new Slash is available in two spec variants. The entry-level Slash 8 XT model comes equipped with a FOX 36 Rhythm fork and a hybrid Shimano XT/SLX drivetrain. Shimano also supply the four-piston Deore M6100 brakes. The Slash 9 GX relies on higher quality RockShox Select+ suspension and SRAM’s new electronic GX Transmission drivetrain, with matching SRAM Code Bronze four-piston brakes. The Slash 9.8 GX combines the same identical spec with a carbon frame.

The flagship Slash 9.9 XX model comes equipped with electronic RockShox Flight Attendant suspension, electronic SRAM XX Transmission drivetrain and wireless RockShox Reverb seatpost. The rest of the spec consists exclusively of top-tier components and plenty of carbon bling. However, all the fancy components come at a price – an eye watering € 12,499! However, Trek have released a total of 5 carbon variants, offering a suitable option for all sorts of wallets.

The geometry of the new 2024 Trek Slash

The new Trek Slash 2024 will be available in 5 sizes, S to XL, and there’s also an intermediate size called M/L. All models in size S feature a curved top tube and 27.5″ wheels front and rear. From size M onwards, the new Slash rolls on a mixed wheel setup with a 29″ wheel at the front and smaller 27.5″ wheel at the rear. However, from size M upwards you can also use a 29″ rear wheel using a different shock mount, but this has to be bought separately and isn’t included in the frameset. The optional shock mount comes with a flip chip that allows you to change the progression of the rear suspension from 20% to 25%, which is intended for coil shock conversions.

Trek deliver the new Slash with three different headset cups, which allow you to change the head angle by up to 1.5°. Of course, by altering the head angle you’ll also change the reach, bottom bracket height and stack height. The new Slash comes standard in the neutral setting. When swapping the cups, however, the lower one has to be installed with a bearing press, meaning that you can’t just quickly swap cups on the trailside. In the neutral setting, the Slash has a 63.3° head angle, which can be changed to either 62.6° or 64.1°. In addition, Trek forgo their usual Knock Block with the new Slash, which means that you don’t have a steering stop limiter.

The position of the bottom bracket allows engineers to achieve different chainstay lengths by using the same rear end, whereby sizes M/L and L share the same values. Simply put, all frame sizes share the same identical swingarm but rely on a slightly different bottom bracket position to allow for the size-specific effective chainstay length. The advantage of this system is that you can easily replace the rear end in case of damage.In size L, the Slash combines 488 mm reach with a short 435 mm seat tube, which offers a generous insertion depth for long-travel dropper posts. The seat tube is short across all sizes, ensuring sufficient freedom of movement on the trail.

The geometry of the new 2024 Trek Slash in the neutral setting

The new 2024 Trek Slash 9.9 XO AXS on the trail

For this review, we were able to ride the new Trek Slash 9.9 XO AXS 2024 in both size L and XL. We tested the bike over the course of several weeks, putting it through the wringer on the legendary trails of Whistler, Squamish and Della Creek, both on bike park trails and natural trails – and also managed to squeeze in a few laps with freeride legend Andrew Shandro. We also rode the new Slash (in size L) on our home trails around Stuttgart and on some techy Alpine gnar in Switzerland. Testing the new Slash in different frame sizes and countless locations gave us the opportunity to gather plenty of impressions.

Needless to say, an aggressive enduro bike won’t earn you any uphill KOMs, and yet the new 2024 Trek Slash 2024 gets you to the trailhead without too much effort. The rear suspension only bobs slightly and generates plenty of traction on technical climbs, meaning that you can easily make your way to the top of the mountain without reaching for the Vivid’s climb switch. On steeper climbs, the front wheel remains planted on the ground, ensuring excellent steering precision. While on the first test laps the bike was totally quiet, with the idler pulley working discreetly in the background, this changed after a few days, with an increasingly loud rattling noise accompanying us on every climb.

When gravity takes over, the first thing you’ll notice is the high front end and deeply integrated riding position. This inspires huge amounts of confidence, even on the gruellingly steep Canadian trails. The Slash makes you feel at ease from the get-go, encouraging you to keep your fingers off the brakes after just a few corners. If you do brake – which is inevitable from time to time – the rear suspension generates tons of traction without stiffening up excessively if you hit a large bump while decelerating. The wheelbase of the Slash grows noticeably less than with other high pivot bikes, remaining agile and playful even when fully compressed. Overall, the rear suspension provides plenty of support, allowing you to pop off ledges and kickers while at the same time offering enough reserves to cope with botched landings.

The new Slash has direct handling and reacts to steering input quickly and precisely. During this test, we swapped the original wheels and handlebars for alloy models, which helped mitigate the very direct ride feeling, ensuring more forgiving handling in slippery conditions. Even in open corners, the Trek sticks to the chosen line with great composure and doesn’t require you to actively weight the front wheel – and that’s despite the high front end! As a result, you’re always in a central riding position, which conveys huge amounts of confidence in all situations. Overall, the Trek makes you feel as if you had more travel on tap and at the same time is just as agile and playful as bikes with less travel. Trek also seem to have successfully addressed the typical drawbacks of high pivot bikes, like the sluggish handling and unbalanced suspension performance, which can result from the growing wheelbase.

Who should take a closer look at the new 2024 Trek Slash?

The new Trek Slash is aimed at trail rippers, enduro racers, park rats and anyone who likes to get rowdy on gnarly trails. Provided you perform a few basic upgrades, like more robust tires and a tuneable cockpit, the new Slash offers a pretty sweet overall package – we’re pretty chuffed with it ourselves. Even on slower, narrower trails, it’s refreshingly nimble, while the excellent suspension allows you to generate speed by pumping through flow trails, which isn’t always a given with high pivot bikes. In our humble opinion, the Trek Slash 2024 is the next evolutionary stage of high pivot bikes, bringing all the advantages of a high pivot suspension design while at the same time eliminating most of its drawbacks.

Our conclusions about the new 2024 Trek Slash

The new Trek Slash 2024 offers agile, balanced handling and combines it with all the positive traits of a high pivot suspension design, ensuring excellent composure and a plush ride. If you like to open the taps on gnarly enduro trails, we recommend upgrading a few components. This will allow you to boost the Slash’s trail performance enormously with relatively little effort and at a reasonable price. The new Slash slaps a huge smile on your face, whether you’re going for a quick post-work ride on your home trails, racing enduro in the Alps or lapping park tracks – and also makes a great companion for the occasional flowing trail.

• Integrated, confidence inspiring riding position
• Combines excellent composure and agility
• Potent suspension provides plenty of pop and reserves
• Practical features like the integrated storage compartment and mini-tool

• Spec has some blemishes
• Idler pulley grinds lightly when pedalling uphill

For more info, visit Trek’s website.

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Words: Peter Walker Photos: Sterling Lorence, Peter Walker

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About the author.

Peter Walker

As editor-in-chief, Peter is as much a man of action as he is of words. This expert, screw-driver-flexing two wheeled-whizz has many envy-inducing characteristics, including a background in motocross, several EWS race plates to his name, and more than 150 recorded days at Whistler Bike Park. However complex the bike and however steep the trail, he’s probably already nailed it, twice. Oh, and he can do it all on skinny tyres too. When it comes to guiding consumers, Peter cut his teeth at Vancouver’s oldest bike shop and now puts pen to paper on the daily translating this know-how into our editorial plan. When not tearing up Stuttgart’s local trails while testing bikes, he loves nothing more than loading up his self-renovated VW T5 and hitting the road. The fact that he’s a trained paramedic gives his colleagues reassurance out on the trails. So far we haven’t had to call him by his alias ‘Sani Peter’, so here’s hoping he keeps it right side up for the rest of his time here!

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

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.]

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.

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).

[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.

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.

[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.

• 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

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.

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.

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.

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.

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.

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.

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.

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.

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).

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.

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.

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

BLISTER+ members and those who purchase our Digital Access Pass can check out our Deep Dive comparisons linked below. Get our Digital Access Pass to view all our Deep Dives and Flash Reviews, or become a BLISTER+ member today to get access to that and a LOT more, including the best worldwide Outdoor Injury Insurance, exclusive deals and discounts on skis, personalized gear recommendations from us, and much more.

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.

10 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.

Curious to know what your suspension settings were?

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The New Trek Slash 9.9 Plows As Expected, But Pedals and Pops Too!

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I’m lucky to live in an area with delightfully steep and rough terrain. Because of that, long-travel bikes like Trek’s Slash are right up my alley. The 2024 Slash’s generation 6 frame is ready to get rowdy with a new high-pivot suspension linkage and 170mm travel. The bike simply plows through rough terrain, but remains impressively capable of getting itself back uphill for more laps.

The short story is I have nothing negative to say about Trek’s transition to the high-pivot suspension linkage. The new Slash is buttery smooth, yet offers a surprisingly poppy ride and still climbs as aggressively as their ABP bikes. The Slash is not the lightest bike, but that’s kinda fair since it’s such a beast.

2024 Trek Slash: Key Specs

For full details on the new Slash lineup, check out my launch article from September.  Before we get into the ride review, here are a few key specs and features of the 2024 Slash.

Most models of the Slash, including the 9.9 X0 AXS T-Type model I tested, come with full carbon frames. There are two aluminum complete models and an alloy frameset in the lineup. Of course, the biggest update for the Slash is the high-pivot linkage. The Slash now offers 170mm rear travel and all models come with 170mm forks.

Another interesting change for the new Slash is that they all come stock with a mixed-wheel setup (except small frames, which run dual 27.5” wheels). Frame sizes medium and up can run a 29” rear wheel, but you must buy the geo-correcting shock mounts from Trek. You’ll also have to remove the rear fender, as it doesn’t leave enough clearance for the 29” rear wheel.

The Slash boasts very slack and adjustable head tube angles, which can be altered by adding Trek’s angle adjust headset cups. Trek also incorporated their leverage rate chip into the shock mounts, offering ‘less’ and ‘more’ progressive settings. The Slash does not have Trek’s mino link anymore, as the other adjustments offer plenty of opportunity for fine tuning. Trek also decided to do away with their Knock Block headset.

A nice finishing touch for the carbon-framed Slash is Trek’s new ‘Carbon Armor’ frame protection. Before they’re painted, Trek wraps the frames with an impact-resistant film.

The Slash 9.9 X0 AXS T-Type (size M/L) weighs 35.76 lbs with pedals. Considering this is a beastly 170mm travel bike, and has extra hardware for its high pivot linkage, I guess I couldn’t hope for much better. I have to say though, with a full carbon frame, carbon rims and a lightweight carbon bar/stem combo, I was a bit surprised to see this high-end model come in over 35lbs.

Geometry/Fit:

At 5’10” and riding a M/L frame, I’m very happy with the Slash’s geometry. For this article, I’ll discuss the geo of my test bike, which has neutral headset cups and its stock mixed-wheel setup. Unfortunately, I didn’t have a compatible 29” rear wheel on hand to test.

So you know, the geometry remains very similar if you install a 29” rear wheel. Aside from the chainstay length growing by 6mm, there are very minor differences in certain angles and measurements. Check out Trek’s website to see all the different geo charts.

My test bike’s head tube angle is 63.3°, and I loved it. The slack steering angle tackles steep and rough terrain like a champ, but as I’ve found with slacker long-travel bikes it doesn’t hamper climbing ability by much. I’m not sure if I would go any slacker for trail riding, but if I set up a Slash for bike park shredding I’d be tempted to try the slacker headset cups. At 63.3° the Slash offers a ton of stability and feels great on steep downhills, yet the bike still doesn’t feel overly long or clumsy on tight switchbacks.

Helping get you uphill is a steep effective seat mast angle of 77.3°. With a lengthy reach of 468.1mm, that steep seat tube leans you into a well-balanced position over the bike. This is one of the longer bikes I’ve ridden, but I never felt like my arms were overextended.

With Trek’s size-specific chainstays, the M/L mixed-wheel Slash’s rear end measures 434.2mm. This middle-of-the-road length, especially with the 27.5” rear wheel, keeps the Slash pleasantly agile. Overall the bike feels long and very stable at speed, but the rear end simply whips around corners. I should note this is the first MX bike I’ve ridden, and I quickly understood why people like them. I’ve never been amazing at cornering, but I felt like I suddenly got better when I hopped on this bike!

Looking at the numbers, the Slash isn’t the lowest bike out there. The standover height is not particularly low at 766mm, and neither is the BB height of 351mm. Up front the stack height is 632.1mm. I don’t remember banging pedals or the 165mm cranks very much, so the BB height allows decent clearance on the trail. It’s higher than some competitors, but the Slash’s long wheelbase and slack steering still provide a very stable ride.

On my first ride with the Slash, I did notice the slightly sluggish roll of the 27.5” rear wheel. I had been riding niners for a few weeks before the Slash arrived, and I have to admit I felt the difference right away.

That said, I quickly forgot about the smaller rear wheel and adapted to the Slash’s ride. While I’ll never say it’s the best climber I’ve ridden, it does very well for how burly a bike it is. Shedding some weight and running 29” wheels would make it climb better, but that’s not what the Slash is all about. Trek describes this bike as ‘70% downhill, 30% uphill’ but I’d say it climbs a little better than that suggests. 

I’ve always found Trek’s ABP linkage to climb aggressively and powerfully, and the new high-pivot version doesn’t behave too differently. Trek tuned the new Slash’s anti-squat to be pretty close to their Top Fuel XC/trail bike, so your pedalling inputs won’t force you deep into the Slash’s lengthy travel.

Climbing singletrack with the shock in firm, I’d get about 50% travel. In open mode, the shock would dip a bit further but top out around 60-65%. I’ll take the slightly rougher ride and increased pedal support from the shock’s firm mode, because in either setting I had solid traction on any singletrack climb. In firm mode the Slash doesn’t erase small bumps; you still feel the trail below you with the shock resisting those low-speed impacts.

In open mode, the shock helps soften those small bumps and offers a more comfortable ride. Fortunately, there is little sacrifice in pedalling efficiency when the shock is left open, so riders looking for maximum traction can opt to climb this long-travel machine wide open with practically no penalty.  

With the rear shock left wide open, I tried some hard pedaling and sprinting on paved roads to see what the Slash’s high-pivot linkage would do. Sitting down and mashing the pedals as best I could, I could not get the bike beyond 40% travel (from 30% sag). Even standing up and sprinting, I only made it a bit further than 40%. It’s clear that Trek’s linkage handles pedaling forces very well. The bike was in its ‘more’ progressive position for this test, but I don’t think it would behave much differently in the ‘less’ setting so early in the travel.

It’s always nice when a bike has no unusual setup requirements. With the Slash, I pumped the shock up to body weight in psi, set rebound/compression to my usual ranges, and the bike was dialed. Right away I was getting full travel from the rear shock (with the leverage chip in ‘less’ position), which is sometimes an issue for my 145lbs self.

Descending:

I’ve always found Trek’s MTBs to be great at gobbling up bumps, but the high-pivot Slash is even better. I noticed it does particularly well at eating up mid-sized bumps, happily plowing through roots and rocks. The rearward axle path does a great job of numbing bigger hits and keeping the Slash feeling planted on rough trails. I found the bike cushions landings very well, especially on little jumps that send you right onto a rocky or rooty patch. 

It’s hard to pinpoint a weak spot in the Slash’s suspension. At higher speeds, the bike smooths out small bump chatter very well, and as noted above it rounds off medium and big hits nicely.

Furthermore, with all that squish when you want it, the Slash actually seems to pop off jumps a bit better than the 2019 Remedy I owned for several years. It also springs out of corners surprisingly well, as I’ve traditionally found Treks to be a better example of plowy than lively and poppy. It seems the big Slash has maintained an impressive degree of mid-stroke support.

Just looking at this frame, you’d probably expect it to be stiff and you’d be correct. Just like the previous generation Slash and Fuel EX I rode, I found the 2024 Slash’s frame offers a solid, commanding feel as you charge down rough trails.

For most of my rides, I had the leverage chip in its ‘less’ setting, but I flipped it to ‘more’ for my last few test laps. Interestingly, the ‘more’ setting doesn’t seem to increase bottom-out resistance by much; I hit full travel on a typical trail loop in the first ride in this setting.

What I found is the rear wheel does feel like it’s resisting bigger, sharper hits more. Under my lightweight self, the Slash felt a bit less plowy and the back wheel would bounce a bit more facing sharp impacts. The only time I got a good ‘thunk’ out of this bike’s rear end was while riding in the ‘more’ position. For me, there’s no question I’d keep the Slash in its ‘less’ setting. The biggest joy of this bike is how capably it sucks up rough terrain, and I’ll take all the squish it has to offer.

The Slash’s 27.5” rear wheel offers good clearance. I rode the steepest trail in my local network and didn’t hit my ass on the tire once (and I have on my personal 29er)! As mentioned above, the mullet setup also has an immediately noticeable benefit in the corners. After you initiate a turn, you then feel the back end hook in and bring you around quicker than a 29er would.

Chain Drop?

Some of you may have seen reports of the new Slash dropping chains. Apparently, some of the bikes were sent out with the lower chain guides incorrectly installed, and some riders had issues with chain drop. After many rides on my test bike, I got the notice from Trek and found out it was indeed not to spec… however I never dropped a chain.

By the time I got the info on how to correct the situation, winter had set in and my testing was pretty much done. I rode the bike two or three more times without even adjusting the chain guide, and still never once lost my chain.

To fix this issue Trek is making sure all Slashes will now be shipped out with the correct setup. They’ve also notified dealers on how to fix the issue, and as an extra precaution, they’re supplying upper idler pulleys with longer teeth to dealers at no charge. As of early 2024, anyone with a new Slash can go to their local shop and have the revised idler installed.

If you’re wondering about potentially increased drag with the high-pivot chain line, I can’t say I noticed anything measurable. Of course, this is a brand new bike; over time the upper pulley might produce extra drag if the bearing wears out, but with all new components the Slash pedalled like any other MTB.

Components:

A RockShox Zeb fork was the obvious choice for the burly new Slash. The 9.9 X0 AXS T-Type bike I rode gets the Ultimate model with a DebonAir spring and Charger 3 RC2 damper. The fork is stiff, offers great initial sensitivity, and sucks up bigger hits in class-leading fashion.

Out back, RockShox’s Vivid Ultimate rear shock performed great with very little fidgeting. The stock tune feels pretty linear which works well for a smaller guy like me, allowing full squish on nearly any descent. The shock’s firm mode resists low-speed impacts nicely, but doesn’t ride like you’re at near-lockout firmness.   

Overall I had great performance from the SRAM X0 Eagle AXS T-Type drivetrain and dropper post. However, the dropper post suddenly stopped working in the middle of my third ride. Once I got home I simply paired up the post and control pod, and since then everything has worked perfectly. 

The 30t chainring and 10-52t cassette provide a vast gear range for trail riding, and shifting performance was basically flawless throughout my test. I unfortunately gave the T-Type X0 derailleur’s cage a good smash and a nasty bend, but didn’t notice right away because gear shifting was still fine! The derailleur will skip lightly when backpedaling but it still doesn’t derail at all, which is impressive.

Bontrager’s Line Pro 30 carbon wheels held up great through my test, showing no signs of damage or warpage. The Slash’s wheels come tubeless with a Bontrager SE6 Team Issue 29×2.5” front tire and a Team Issue SE5 27.5×2.5” rear tire. These tires offer a well-rounded tread that rolls fairly fast and provides good grip on all surfaces. 

Bontrager’s RSL carbon bar/stem combo is hard not to enjoy looking at! The rise is 27.5mm, stem length is 35mm, and the bars come stock at 820mm wide . The 7° backsweep and 6° upsweep is a bit more up and less back than most bars I’ve ridden, but I found them comfortable. I would have liked to ride the full width, but my bars had been cut to 795mm. I rode these bars uncut on the previous generation Slash and was surprised how much I liked them.

SRAM’s Code Silver 4-piston brakes with 200mm rotors had no shortage of power, reeling in this big bike with great modulation and more than ample bite force.

The 170mm dropper post on the M/L frame gets low and out of the way. I didn’t have any problems riding with the Bontrager Arvada saddle, but I find it a bit hard and not the most comfortable. 

The Slash’s rear fender seems to work fairly well. After a wet, snowy ride I still had mud spray all the way up the back of my jacket, but less than what I expected. I also noticed the back of the dropper post and under the saddle weren’t that dirty.

Trek’s Carbon Armor seems to help resist frame damage well. After close inspection, I could only find a few very minor knicks or scratches on the Slash. The down tube, BB shell and all the areas prone to rock strikes from the rear wheel remain basically unscathed. 

Frame Storage:

Trek’s in-frame storage was revised for the Slash, offering a larger door and an updated latch. The storage compartment is easy to open and close, and the included Bontrager BITS tool roll has spots for a CO2 canister, an inflator head, a multi-tool, and a tube (although it’ll have to be a thin one). Trek added ‘chunnels’ inside the Slash’s frame to keep your tool roll/cargo from snagging on your cables. They seemed to work well, I had no issues with anything snagging inside the frame.

Bontrager’s BITS steerer tube multi-tool is also included on all Slash 9.9 models – a nice finishing touch for these top-tier builds! 

The 2024 Trek Slash 9.9 X0 AXS T-Type retails for $9399. Frame color options are Daintree, Lichen Green (as tested), or Argent Drizzle.

trekbikes.com

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

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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.

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.

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.

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.

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.

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 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

• 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

• 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

• 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

• 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 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

• 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

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Star Trek Into Darkness' Bruce Greenwood Has An Idea To Bring Pike Back

Since 2016, "Star Trek" has seen some dramatic ups and downs. The two Kelvin-verse "Star Trek" movies made by J.J. Abrams in 2009 and 2013 were big hits, catching a mass audience's eye with their high-octane action and sexy young casts. Justin Lin's 2016 sequel "Star Trek Beyond" wasn't as big a hit as Paramount would have liked, however, and the future of the "Star Trek" film franchise was thrown into question. It didn't help that "Star Trek: Discovery" launched in 2017 (as the flagship series for the CBS All Access streaming service), bringing the Trek franchise back to the "Prime" timeline. 

"Star Trek 4," as it has been nicknamed , has ping-ponged a lot during its development. Multiple directors passed through the project, and the film was even once removed from Paramount's development slate entirely. In January 2024, however, it seemed that the project was back on. 

Captain Pike (Bruce Greenwood), previously captain of the U.S.S. Enterprise, played a notable role in Abrams' two "Star Trek" film, being a parental figure to Chris Pine's James T. Kirk. It was Pike who encouraging Kirk to apply to Starfleet Academy and become a disciplined officer. Sadly, in 2013's "Star Trek Into Darkness," Pike was lured into an unsuspected trap by Khan (Benedict Cumberbatch) and assassinated. Kirk was saddened by the death of his mentor. Those who liked the character would have to wait until he reappeared on "Discovery," now played by Anson Mount.

Greenwood, however, recently expressed interest in returning to the role, despite Pike's death. In a 2013 interview with StarTrek.com , Greenwood figured there was still a tasteful way for Pike to come back from the dead. 

Flashbacks only, please

Many Trekkies were a little miffed by a plot point in "Star Trek Into Darkness" that seems to fundamentally alter the way life would function in "Star Trek." At the end of the film, Kirk dies of radiation poisoning, having entered a dangerous area of the Enterprise's engine room to repair a vital system. Despite having been dead for an extended period, his corpse is injected with genetically altered blood extracted from Khan, and he springs back to life. Khan's blood also served as a cure for a young girl's incurable disease earlier in the film. Even if Khan's blood only cured certain ailments, the fact that it can cease disease and bring people back from the dead would revolutionize medicine. The "Star Trek" movies won't ever face those consequences. 

Greenwood knew that Pike shouldn't be physically resurrected, but he did envision scenes where he would be able to mentor Kirk again, even from beyond the grave. In Greenwood's vision, Pike would essentially appear in flashbacks or fantasy sequences. He wanted Pike to be a ghostly memory, more or less. He used the term "memory lane." Greenwood said: 

"My not-so-secret wish is that somehow there's a memory lane scene where Pike gets to come back and talk to Kirk in some way. I don't think they can give me a drop of Khan's blood because that would render my death somewhat meaningless if they could reanimate me. But of course I'm hoping they'll reach into memory lane and bring me back." 

It's unclear if Greenwood would want his new scenes to take place in the past, or if he would appear in Kirk's mind as a mere piece of the younger captain's imagination. Either way, Greenwood could come back to film for a few days. 

Dying is easy, comedy is hard

Greenwood is not stranger to playing death scenes. The actor has appeared in over 100 movies and TV shows in his career, having started acting professionally in 1979. He's been shot, thrown down stairs, exploded, and killed in various ways. Playing Pike's death was easy for him, and he was grateful he had a "final words" moment opposite Spock, played by Zachary Quinto. Greenwood said:

"I've done a handful of [death scenes]. I've done some violent ones, where you get sort of yanked across the room and tumble down stairs or you get blown up or burned ... all kinds of things. This one was different because I got to have that moment with Zach. So we got a chance to go out somewhat slowly, and I really had something to play."

The fate of "Star Trek 4" is still way, way up in the air, and only time will tell if it gets made. The future of the Kelvin series is likely further in question after the recent merger between Paramount and Skydance . In recent years, Paramount has been sextupling down on "Star Trek" TV shows, to the point where the company overspent on it; of the eight shows that have launched or been announced since 2017, only two or three have survived. Greenwood may still be game to return to Pike over a decade after "Into Darkness," but his return is going to be predicated on whether or not any "Star Trek" movies get made at all. 

Time will tell, but it's not looking promising.

Fact-checking the presidential debate between Trump and Harris

Vice President Kamala Harris and former President Donald Trump faced off in their first debate Tuesday night, trading barbs on foreign policy, abortion and guns.

Trump advanced a number of debunked conspiracy theories related to migration, crime and voting in the combative showdown, while Harris made misleading statements about manufacturing jobs and whether U.S. troops are in combat zones.

Here's what Harris and Trump got right and wrong on the debate stage in Philadelphia.

Fact check: Trump calls Harris’ dad a Marxist

“Her father’s a Marxist professor in economics, and he taught her well," Trump said.

That’s not what his students say.

In interviews, three of Professor Donald Harris’ former students, who are now economists themselves, told NBC News that they disagreed that Harris’ father is a Marxist. Donald Harris taught at Stanford University for nearly three decades until he retired in 1998, and while he was there, he studied Karl Marx’s economic philosophy among the philosophies of other different thinkers, his students recall. While Harris has spoken about her father’s influence in her early childhood, she has credited her mother for being the parent who shaped her into the person she is today.

Fact check: Did the U.S. leave $85 billion worth of military equipment in Afghanistan?

“We wouldn’t have left $85 billion worth of brand-new, beautiful military equipment behind," Trump said.

This is false.

The Taliban did gain possession of U.S.-made military equipment when they retook power in 2021, but the $85 billion figure is grossly exaggerated. It is a rounding up of the approximately $83 billion in total assistance appropriated for the Afghan military and police during the two-decade war, including training, equipment and housing.

According to a  2022 Defense Department report , the Taliban seized much of the estimated $7.12 billion in U.S.-funded equipment that was in the hands of the former Afghan government when it collapsed, the condition of which was unknown. The report said the U.S. military had removed or destroyed almost all the major equipment it was using in Afghanistan in the months leading up to the U.S. withdrawal.

Fact check: Trump claims Harris ‘wants to confiscate your guns’

“She wants to confiscate your guns,” Trump claimed.

Online posts have advanced a similar false claim. Harris has advocated for gun safety laws, proposing requirements for “anyone who sells more than five guns a year” to conduct background checks and for unlawful gun dealers to face penalties.

Harris responded moments later: “This business about taking everyone’s guns away? Tim Walz and I are both gun owners. We’re not taking anybody’s guns away.”

Fact check: Harris says Trump oversaw manufacturing job losses

“Donald Trump said he was going to create manufacturing jobs. He lost manufacturing jobs," Harris said.

This needs context.

Before the onset of the pandemic, the U.S.  added about 500,000 manufacturing jobs  during the Trump administration. But by the time Trump left office at the height of the pandemic, the U.S. had given up virtually all those gains as a result of the worldwide economic devastation from the virus.

Meanwhile, Trump actually understated the number of manufacturing jobs lost last month:  It was 24,000, not 10,000.

Fact check: Would Trump end the Russia-Ukraine war by giving up Ukrainian interests?

"I believe Donald Trump says that this war would be over within 24 hours. It’s because he would just give it up. And that’s not who we are as Americans," Harris said.

Harris’ comments came during a lengthy exchange that was kicked off when debate moderator David Muir asked Trump, “Do you want Ukraine to win this war?”

Trump responded by saying only that “I want the war to stop. I want to save lives that are being uselessly, people being killed by the millions.” He added that “I will get it settled” because “what I’ll do is I’ll speak to one, I’ll speak to the other, I’ll get them together.”

Harris responded with the above quotation and brought up that the Biden administration had helped bring dozens of countries together to support Ukraine’s defense.

“Because of our support, because of the air defense, the ammunition, the artillery … that we have provided, Ukraine stands as an independent and free country. If Donald Trump were president, Putin would be sitting in Kyiv right now,” she said.

Trump hasn’t publicly discussed what his specific plan to end the war would be.  The Washington Post reported in April that the plan  was essentially a land-for-peace deal.

Citing people who discussed the plan with Trump and his advisers, the Post reported that  Trump would plan to push Ukraine to hand over control  of Crimea and the Donbas region to Russia in any future deal, which would effectively formalize the gains Russian President Vladimir Putin made during his illegal invasion. In exchange, the Post reported, Putin would stop the war. The report attracted criticism across the political spectrum and from Kyiv, with many lawmakers and international figures saying the deal amounted to appeasement.

Regardless of whether such a plan would ever bear fruit, Harris’ latest comments build on the narrative that Trump continues to seek cozy ties with Moscow. Before Russia invaded Ukraine, Trump praised Putin as “genius” and “savvy” for declaring his intention to invade. 

In addition, it’s important to note that Trump didn’t say in his direct response to Muir that he wanted Ukraine to win in the war. He said only that he wanted the war to stop.

And even if Trump won and tried to stop the war, U.S. and European governments say Russia has shown no sign it is genuinely interested in any peace negotiations.

Fact check: Harris says no U.S. military members are on active duty in a combat zone

“And as of today, there is not one member of the United States military who is in active duty in a combat zone, in any war zone around the world, the first time this century," Harris said.

While Congress hasn’t formally declared a war in decades, American troops are certainly in combat zones around the world.

They’re serving in places like Iraq and Syria, where they work with local troops to fight terrorist networks. And they also conduct missions in both places — we saw that late last month in Iraq’s Anbar province, where an operation killed 15 Islamic State fighters and two U.S. soldiers were medevaced for injuries (and five more were injured). And a drone attack in Syria last month injured eight U.S. service members .

U.S. troops are also in Somalia and other parts of Africa, where they support local troops fighting terrorist groups, and they’ve been shooting down Houthi drones and missiles in the Red Sea.

Fact check: Trump claims he saved Obamacare

“Do I save it and make it as good as it can be, or do I let it rot, and I saved it," Trump said.

During Trump’s term in office, he made several attempts to repeal the Affordable Care Act. While those efforts were unsuccessful, Republicans in Congress did repeal its individual mandate, which required people to have health insurance or face fines.

Fact check: Did Trump’s election cases fail on standing?

“No judge looked at it. ... They said we didn’t have standing. That’s the other thing. They said we didn’t have standing. Can you imagine a system where a person in an election doesn’t have standing? The president of the United States doesn’t have standing? That’s how we lost if you look at the facts, and I’d love to have you do a special on it. I’ll show you Georgia, and I’ll show you Wisconsin, and I’ll show you Pennsylvania," Trump said.

Trump falsely claimed that judges rejected the more than 50 lawsuits brought by his supporters claiming widespread fraud because the president did not have legal “standing.”

The  majority of the lawsuits were rejected  because of a lack of evidence of voter fraud, a finding that Attorney General William Barr supported. Judges in Georgia, Wisconsin and Pennsylvania rejected the claims of widespread voter fraud. The Supreme Court rejected Trump’s appeal because of a lack of standing. There is  extensive proof  that the 2020 election wasn’t marred by fraud. 

Fact check: Is ‘migrant crime’ happening at high levels?

“They’ve destroyed the fabric of our country. Millions of people let in and all over the world, crime is down all over the world, except here. Crime here is up and through the roof, despite their fraudulent statements that they made, crime in this country’s through the roof, and we have a new form of crime. It’s called migrant crime. I like that. It’s happening at levels nobody thought possible," Trump said.

This is misleading.

The rate of violent and property crimes dropped precipitously in the first three months of 2024 compared with the same period last year, according to quarterly statistics released Monday by the FBI known as the  Uniform Crime Report . The murder rate fell by 26.4%, reported rapes decreased by 25.7%, robberies fell by 17.8%, aggravated assault fell by 12.5%, and the overall violent crime rate went down by 15.2%, the statistics indicate.

Pressed about the crime rates’ contradicting him, Trump claimed the FBI didn’t “include the cities with the worst crime; it was a fraud.” And while it’s true that some cities data isn’t included in the FBI crime data, city-level data shows similar trends. For example, New York City data compiled  by the police department  indicates that crime was down overall in the first quarter of 2024 there, too.

Under President Joe Biden, over 112,000 migrants with criminal backgrounds have been apprehended at the border, compared with over 63,000 under Trump. The number of people who are on the terrorist watchlist stopped at the border has largely stayed the same, with an estimated 1,400 encounters under Trump and 1,800 under Biden. But the government has acknowledged the difficulty of vetting migrants coming from countries that won’t share criminal history data with the U.S., and investigators have opened more than 100 investigations into the Tren de Aragua, a Venezuelan gang that has spread into the U.S.

Fact check: Are noncitizens being encouraged to vote?

“We have to have borders, and we have to have good elections. Our elections are bad. And a lot of these illegal immigrants coming in, they’re trying to get them to vote. They can’t even speak English. They don’t even know what country they’re in, practically. And these people are trying to get them to vote, and that’s why they’re allowing them to come into our country," Trump said.

It is a crime to register or vote as a noncitizen in all state and federal elections, though Washington, D.C., and a handful of municipalities in California, Maryland and Vermont allow noncitizen voting in local elections. Few people break those laws.

There’s no evidence of “people” trying to get undocumented migrants to vote, either.

Fact check: Trump says ‘fossil fuel will be dead’ under Harris

“If she won the election, the day after that election, go back to destroying our country and oil will be dead. Fossil fuel will be dead. We’ll go back to windmills, and we’ll go back to solar, where they need a whole desert to get some energy to come out. You ever see a solar plant? By the way, I’m a big fan of solar, but they take 400-500 acres of desert soil," Trump said.

Oil and gas production is at an all-time high under the Biden administration, and the U.S. is the world’s top oil producer.

Meanwhile, wind and solar power are rapidly expanding across the country. The U.S. Energy Information Association projects the amount of new solar power coming online will grow by 75% from 2023 to 2025. New wind power is also increasing by 11%.

In the context of the cost of living for Americans, solar and onshore wind are also significantly cheaper sources of energy than fossil fuel. Solar power, on average, costs nearly half the price of fossil gas energy, according to the EIA.

Fact check: Did Trump threaten there would be a ‘bloodbath’ if he doesn’t win the election?

“Donald Trump, the candidate, has said, in this election, there will be a bloodbath if this and the outcome of this election is not to his liking. Let’s turn the page on this. Let’s not go back. Let’s chart a course for the future and not go backwards to the past," Harris said.

This is true, though Trump says differently.

During the debate, Trump hit back at Harris, saying: “Let me just it was a different term, and it was a term that related to energy, because they have destroyed our energy business. ... That story has been, as you would say, debunked.”

Harris was referring  to comments Trump made at a rally in Andalia, Ohio, in March .

At the rally, Trump vowed there would be a “bloodbath” if he’s not elected in November — comments that came during a broader tirade that included his referring to the possibility of an increasing trade war with China over auto manufacturing.

At the Ohio rally, Trump said: “If you’re listening, President Xi — and you and I are friends — but he understands the way I deal. Those big monster car manufacturing plants that you’re building in Mexico right now … you’re going to not hire Americans and you’re going to sell the cars to us, no. We’re going to put a 100% tariff on every single car that comes across the line, and you’re not going to be able to sell those cars if I get elected.”

“Now, if I don’t get elected, it’s going to be a bloodbath for the whole — that’s gonna be the least of it,” he added. “It’s going to be a bloodbath for the country. That will be the least of it. But they’re not going to sell those cars. They’re building massive factories.”

Later, Trump said, “If this election isn’t won, I’m not sure that you’ll ever have another election in this country.”

Trump has continued to refuse to acknowledge that he lost the 2020 election. The doubt he cast on the results of the race helped sow the Jan. 6, 2021, Capitol insurrection.

In response to the comments in March, Trump campaign spokeswoman Karoline Leavitt told NBC News at the time that “Biden’s policies will create an economic bloodbath for the auto industry and autoworkers.”

Fact check: Who is responsible for the botched troop exit from Afghanistan?

“They didn’t fire anybody having to do with Afghanistan and the Taliban and the 13 people who were just killed, viciously and violently killed. And I got to know the parents and the family. They didn’t fire, they should have fired all those generals, all those top people, because that was one of the most incompetently handled situations anybody has ever seen," Trump said.

This is true, but additional context is needed.

It’s true that no one in the Biden administration was held accountable for the final withdrawal of troops from Afghanistan in August 2021, a chaotic event that resulted in 13 deaths.

But Trump and Biden share responsibility for the withdrawal and its consequences. Both publicly supported pulling U.S. troops out and rejected advice from military commanders to keep a small U.S. force on the ground.

Trump and his supporters have tried to solely blame Biden and Harris for the chaotic pullout. The Biden administration, in a National Security Council report last year, tried to pin most of the blame on the Trump administration, arguing that Biden was “severely constrained” by Trump’s decisions.

In February 2020, the Trump administration negotiated an agreement with the Taliban that excluded the Afghan government, reduced U.S. troops levels from 12,500 to 2,500, freed 5,000 Taliban prisoners   in a prisoner exchange and required all U.S. troops to withdraw by May 1, 2021.

In return, the U.S received an ambiguous pledge from the Taliban not to allow Afghanistan to become a base for terrorist attacks against the U.S. and its allies. 

Trump then scaled back U.S. troop levels over the course of 2020 from about 13,000 to 2,500 as part of the deal, even though the Taliban didn’t keep their commitment to reduce violence and it maintained ties with Al Qaeda. Republican lawmakers in November expressed alarm over the troop reductions, with Sen. Marco Rubio, of Florida, warning of a “Saigon-type situation.”

The February 2020 Doha agreement and the troop drawdown presented Biden with difficult choices. Some administration officials were concerned that if the U.S. chose to renege on the Doha agreement, the administration would have to deploy additional U.S. troops in Afghanistan to bolster the small contingent remaining. That, in turn, risked triggering an intensified war with the Taliban.

The head of U.S. Central Command, Gen. Frank McKenzie, recommended keeping a small force of 2,500 in place to counter the terrorist threat from the country and to support the Afghan army. The chairman of the Joint Chiefs of Staff, Gen. Mark Milley, agreed with the recommendation.

Biden eventually moved up the timeline for full troop withdrawal to Aug. 31 (from Sept. 11) as the Taliban made dramatic advances across the country.

In August, Taliban forces seized Kabul without a fight, and Afghan President Ashraf Ghani fled the country amid chaotic scenes at the Kabul airport. Desperate Afghans climbed onto the wings of a U.S. cargo plane and fell from the sky after it took off. 

On Aug. 26, a bombing at the airport’s Abbey Gate during the final days of the withdrawal killed 13 U.S. service members and 170 Afghans and wounded many more people. The attack was carried out by ISIS. 

Fact check: Trump says Harris ‘wants to do transgender operations on illegal aliens that are in prison’

“Now she wants to do transgender operations on illegal aliens that are in prison," Trump said.

CNN  recently reported  that in her response to an American Civil Liberties Union questionnaire in 2019, Harris said transgender people who rely on the state for care, including federal prisoners and detainees, should have access to gender transition treatment. The Harris campaign didn’t answer questions from CNN about whether she still supports that position.

Fact check: Trump says Democrats support ‘execution after birth’

“You can look at the governor of West Virginia, the previous governor of West Virginia — not the current governor, who is doing an excellent job, but the governor before — he said the baby will be born and we will decide what to do with the baby. In other words, we’ll execute it. And that’s why I did that, because that predominates, because they’re radical. The Democrats are radical. ... Her vice presidential pick says abortion in the ninth month is absolutely fine. He also says execution after birth is execution — no longer abortion because the baby is born OK, and that’s not OK with me," Trump said.

While some Democrats, including Walz, support broad access to abortion regardless of gestation age, infanticide is illegal, and no Democrats advocate for it. What’s more, just 1% of abortions are performed after 21 weeks’ gestation,  according to the Centers for Disease Control and Prevention , and they are typically due to serious medical causes.

This is a frequent falsehood from Trump dating to 2019, referring to something former Virginia Gov. Ralph Northam, a Democrat, said on a radio program. NBC News  debunked the claim  then, reporting that Northam’s remarks were about resuscitating infants with severe deformities or nonviable pregnancies. 

Asked what happens when a woman who is going into labor desires a third-trimester abortion, Northam noted that such procedures occur only in cases of severe deformities or nonviable pregnancies. He said that in those scenarios, “the infant would be resuscitated if that’s what the mother and the family desired, and then a discussion would ensue between the physicians and the mother.”

Fact check: Are pets being harmed by migrants?

Baseless rumors have  spread on social media for days  claiming that Haitian immigrants in Ohio are abducting and eating pets. Most of the rumors involve Springfield, which has a large number of Haitian immigrants, but police there knocked down the stories Monday in a statement saying they hadn’t seen any documented examples.

“There have been no credible reports or specific claims of pets being harmed, injured or abused by individuals within the immigrant community,” the statement said.

Republicans, including Vance, have pointed to the claims as evidence that immigrants are causing chaos. Vance, though, hedged somewhat  in a statement  on X on Tuesday, saying, “It’s possible, of course, that all of these rumors will turn out to be false.”

Immigration is  a potent subject  in the presidential face. In an NBC News poll in April,  22% of voters  put immigration and the border as the most important issue facing the country, second only to inflation and the cost of living, at 23%.

John Kirby, the White House’s national security spokesperson,  denounced the claims  about Haitians in Ohio as a dangerous conspiracy theory that could inspire anti-immigrant violence.

“There will be people that believe it no matter how ludicrous and stupid it is, and they might act on that kind of information and act on it in a way where somebody could get hurt,” he told reporters Tuesday.

Fact check: Have the jobs created under the Biden administration been ‘bounce-back’ jobs?

“[T]he only jobs they got were bounce-back jobs. These were jobs bounce back, and it bounced back, and it went to their benefit, but I was the one that created them," Trump said.

The U.S. regained all the jobs lost during the Covid-19 pandemic  in June 2022 . Since then, more than 6 million jobs have been created.

Fact check: Trump says inflation is ‘probably the worst in our nation’s history’

“Look, we’ve had a terrible economy because inflation has — which is really known as a country buster. It breaks up countries. We have inflation like very few people have ever seen before, probably the worst in our nation’s history," Trump said.

Inflation is at 2.9%, the lowest it has been since March 2021, although the rate did reach a peak of 9.1% during June 2022 amid the Covid-19 pandemic. Inflation was at that level at multiple points of the Trump presidency, as well, in June and July 2018.

Fact check: Trump says he has ‘nothing to do with Project 2025’

“I have nothing to do with Project 2025. That’s out there. I haven’t read it. I don’t want to read it purposely. I’m not going to read it. This was a group of people that got together. They came up with some ideas, I guess, some good, some bad, but it makes no difference," Trump said.

Trump has spent weeks trying to push back against associations with Project 2025, a 900-page policy wish list put out by the Heritage Foundation.

It’s true that Trump has disavowed some of the policies in the document and that he didn’t write it, but many of his allies and former aides  are behind it  and have advanced the positions proposed in it.

The Heritage Foundation also had significant influence in the Trump administration. In 2018, it boasted  that Trump and his administration “embraced nearly two-thirds of the policy recommendations” it advanced in a similar document. 

Fact check: Are 21 million migrants coming into the U.S. monthly?

“But when you look at what she’s done to our country, and when you look at these millions and millions of people that are pouring into our country monthly, where it’s I believe 21 million people, not the 15 that people say," Trump said.

According to statistics from U.S. Customs and Border Protection, there have been an estimated 10 million encounters across U.S. land borders during the Biden administration. In July, CBP recorded 170,273 national encounters between and at U.S. ports of entry. The most national encounters recorded since the start of fiscal year 2024 has been 370,887.

Fact check: Would Trump tax cuts create a $5 trillion deficit?

“My opponent, on the other hand, his plan is to do what he has done before, which is to provide a tax cut for billionaires and big corporations, which will result in $5 trillion to America’s deficit. My opponent has a plan that I call the Trump sales tax, which would be a 20% tax on everyday goods that you rely on to get through the month. Economists have said that that Trump sales tax would actually result for middle-class families in about $4,000 more a year," Harris said.

This is true.

A report in May  from the nonpartisan Congressional Budget Office found that extending the Trump tax cuts for 10 years would add $4.6 trillion to the federal deficit.

Harris’ reference to Trump’s “sales tax” actually refers to his proposal to raise tariffs on all nearly all imported basic goods by 10% and by up to 60% on basic goods imported from China. Economists,  including from the left-leaning Center for American Progress , have said those levels of tariffs would pass costs on to consumers, amounting to about $3,900 in additional costs for an average middle-class family.

Jane C. Timm is a senior reporter for NBC News.

Adam Edelman is a politics reporter for NBC News.

David Rohde is the senior executive editor for national security at NBC News. A Pulitzer Prize winner who previously worked at the New York Times and the New Yorker, his latest book is Where Tyranny Begins: The Justice Department, the FBI and the War on Democracy .

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• Entertainment & Interests
• Science Fiction & Fantasy

Avon lives. Scorpio hovers over Moscow.

• Thread starter voggmo
• Start date May 17, 2009
• May 17, 2009

http://www.youtube.com/watch?v=1i-aJ7QfJTw&feature=related  

Scorpio?! 'Tis an Imperial Star Destroyer!  

Samurai8472

Samurai8472: Finally those capitalist pigs will pay for their crimes, eh? Eh comrades? Eh? Basil Exposition: Samurai... we won. Samurai8472: Oh, smashing, groovy, yay capitalism!  

• May 18, 2009

Oh I get it, Darth is monitoring Trek XI numbers. Or possibly it's George Takei playing his ace against Tim Curry.  

Vice Admiral

Be nice if it had some sound to it, would it not?  

Speaking of Avon, why is his last name used, & his 1st name rarely? Same for Blake, Roj Blake. Avon's first name is usually given as Kerr , with a double r . However, it is occasionally spelled Ker , and in Darrow's noncanonical novel Avon: A Terrible Aspect , this is explained as a short form of his full name Kerguelen , roughly meaning desolation . http://www.sdc.org/~ragan/Blakes7.html P.S. There is an island called Kerguelen island in the Indian ocean.  

The Blooness

Avon lives? Oh, if only................ God, I loved that character.  

voggmo said: Speaking of Avon, why is his last name used, & his 1st name rarely? Same for Blake, Roj Blake. Avon's first name is usually given as Kerr , with a double r . However, it is occasionally spelled Ker , and in Darrow's noncanonical novel Avon: A Terrible Aspect , this is explained as a short form of his full name Kerguelen , roughly meaning desolation . http://www.sdc.org/~ragan/Blakes7.html P.S. There is an island called Kerguelen island in the Indian ocean. Click to expand...

Fleet Admiral

Starkers said: voggmo said: Speaking of Avon, why is his last name used, & his 1st name rarely? Same for Blake, Roj Blake. Avon's first name is usually given as Kerr , with a double r . However, it is occasionally spelled Ker , and in Darrow's noncanonical novel Avon: A Terrible Aspect , this is explained as a short form of his full name Kerguelen , roughly meaning desolation . http://www.sdc.org/~ragan/Blakes7.html P.S. There is an island called Kerguelen island in the Indian ocean. Click to expand...

Avon is the man I agree. It is somewhat more customary to call a person by their 1st name than vice/versa. If a persons last name sounds better, it makes some sense. Maverick for example instead of Bret. Avon certainly sounds better than Kerr, or Kerguelen, which is a very odd choice. Kerguelen was a French explorer who discovered the island in south Indian ocean, which was apparently named most useless island in the world in 95. King Louis XV of France commissioned the French navigator, Chevalier Yves-Joseph de Kerguelen-Trémarec, to discover such a continent for France. Commanding two vessels of the Royal French Fleet, the Fortune and the Gros-Ventre , Kerguelen left Mauritius on January 16th, sailing through mist, fog and storms to discover the islands on February 12th, 1772. http://www.discoverfrance.net/Colonies/Kerguelen.shtml A German commerce raiding ship hid out at this island & rebuilt it's motors perhaps the only interesting tidbit regarding the island.  

• May 19, 2009

Moderator with a Soul

Lonemagpie said: Scorpio?! 'Tis an Imperial Star Destroyer! Click to expand...

Steve Mollmann said: One review I read pointed out that all the women in Blake's 7 are referred to by their first names and all the men by their last names... except for Vila. Click to expand...

Lindley said: Lonemagpie said: Scorpio?! 'Tis an Imperial Star Destroyer! Click to expand...

Yep, looks similiar enough. Figured Avon rigged a radar thing on top or something. Cally only has one name right? Sounds like a 1st name.  

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