trek slash 29 2018

2018 Trek Slash 9.8 (discontinued)

• Write Review

During the 2018 Vital MTB Long-Travel 29er Test Sessions , the Trek Slash went head-to-head with four other leading bikes. What follows are our thoughts specific to the Slash. Be sure to check out the main feature for an in-depth comparison video, timed testing results, and more.

• OCLV Mountain carbon main frame and seatstays, alloy chainstays
• 29-inch wheels
• 150mm (5.9-inches) of rear wheel travel // 160mm (6.3-inches) fork travel
• EVO link suspension with ABP (Active Braking Pivot)
• Trunnion style 230x57.5mm Metric shock with RE:aktiv and Thru Shaft
• Straight Shot frame design with Knock Block frame defense
• Mino Link adjustable geometry
• Control Freak internal cable routing
• Carbon Armor
• Press Fit 92mm bottom bracket with ISCG05 mounts
• 160mm rear brake post mount
• Boost 148mm rear spacing with 12mm through axle
• 1X-specific drivetrain
• Measured weight (size 17.5, no pedals): 29.7-pounds (13.5kg)
• Three year warranty with one year paint and decals
• MSRP $5,500 USD

Trek has spent a lot of time refining their bikes, and that shows with the current Slash's frame. It is beautifully made and has subtle improvements that are largely hidden from sight, like a clever way of preventing cable rattle and excellent mud clearance. They have increased frame stiffness with a unique headtube/downtube design, and their geometry strikes that oh-so-coveted balance between the ups and downs. Despite being the stiffest bike in our test, the Slash was far and away the lightest. The light weight, very efficient climbing manners, and inclusion of fast rolling tires and a high-engagement rear hub on Bontrager's Line Elite 30 wheels kept us feeling like we could ride it for miles and miles while tackling any climbing challenge.

Trek has also done an excellent job with the Slash's ride-ability in the slow speed arena. That isn't to say it is slow, far from it, but it feels more lively than its travel and geometry numbers would indicate. That's a good thing, because some riders out there are worried that going to a 'bigger' bike can simply erase the trail beneath you. That isn't the case with the Slash – it tells the rider exactly what is going on with the trail below without ever feeling harsh. During our timed testing, the Slash was one of the best bikes of the bunch in later, rougher segments of trail that were taxing on other bikes. The suspension is excellent at handling repeated medium-sized hits, and gave our bodies some assistance when we needed it most.

The Slash's communicative chassis is of course fun to ride and feels lively, but it does come at the expense of never really feeling settled. We spent time riding the Slash at Trek's suggested 28% sag point, and never really got along with it when the trail pointed downhill. We tried some different pressures before settling on 32/33% sag, making the Slash feel far more comfortable close to our limits. At the recommended setting the bike feels like a cross country rig with some longer travel bits bolted to it, as opposed to a descending machine that was made to climb. Of course, both types of bike can be equally good for different people, but make no mistake, they are very different machines. The Slash feels as though it was born from the world of efficiency rather than all-out fun.

As far as bang for your buck goes, the Slash serves up a decent, but not great value. Most of that is in the frame, with excellent paint and thoughtful touches. We do have some complaints with the build kit, however, which seems to be this bike's weak link. First, the Bontrager Drop Line seatpost is far from awesome. With only 125mm of drop on the size 17.5 frame and a seat tube that doesn't allow for that low of an insertion, Trek is lagging behind many other bikes in this arena. The last thing you want when a bike exhibits that 'on top of' feeling rather than 'in' the bike is a saddle that doesn't get out of the way enough. Second, the 2.4-inch Bontrager SE4 Team Issue front tire lacks the locked-in performance traits of today's best rubber, which was especially notable in the steeps.

While the Knock Block system – which keeps the fork's crown away from the straightened downtube – is a bit limiting, we think the tradeoff is worthwhile for a frame that's so stout and light.

The unique Thru Shaft shock with Trek's RE:aktiv technology no doubt adds to some of the bike's most notable ride qualities, but we feel the lack of a worthwhile compression adjustment is a weakness. You can switch to pedal or firm modes, but in the open position we wish we could give the shock some more damping support to counteract the bike feeling a little unsettled at times.

Suggested upgrades for a few hundred dollars: We'd immediately pick up a more appropriate front tire, like the Bontrager SE5, then we'd put the rest toward a longer travel dropper post.

Suspension Analysis

Using the bike industry's leading linkage analysis software, André Santos was able to determine a close approximation of the Slash's kinematics for the purpose of this review. Though they don't always tell the full story, these charts provide great insight into several key factors that impact how it rides.

André's Observations:

• The Slash has good progressivity at 27%, meaning that the frame offers natural resistance against bottom-outs.
• There's great pedaling efficiency with stable anti-squat values at nearly 100% on the pedaling zone for most rear cogs.
• The amount of chain growth and pedal kickback are normal for the segment.
• Anti-rise of 50%, meaning that there is a good balance between geometry and traction under rear braking.
• Overall, the Slash is a moderately progressive bike with great pedaling efficiency.

Vital's preferred suspension settings for a 175-pound rider on stock components: 32% sag // LSC - Full open

What's The Bottom Line?

Of all the bikes in the test, the Slash is the best suited to all-day adventures. It is very easy to ride and can still do just about anything. It was also surprisingly good in a timed run. While not the fastest overall and a little unsettled feeling at times, the feedback was so clear that it was easy to tell where the limits of the bike were. It is easy to think you want a bike that gobbles up everything or that is the raddest out there, but the Slash is just a really easy bike to live with. The more time we spent on it, the more trust we built up. If you are the type that wants to cover a lot of ground and tackle tough sections from time to time, the Slash can fit that bill and leave you feeling fresh when the time does come to step up and ride the big lines. With a few component swaps this one lives up to its former glory.

Visit www.trekbikes.com and the 2018 Vital MTB Long-Travel 29er Test Sessions feature for more details.

Vital MTB Rating

About The Testers

Steve Wentz - Age: 33 // Years Riding: 21 // Height: 5'8" (1.73m) // Weight: 174-pounds (78.9kg)

"Despite what it looks like, I'm really precise and calculated, which I'm trying to get away from. I'm trying to drop my heels more and just let it go." Steve is able to set up a bike close to perfectly within minutes, ride at close to 100% on new trails and replicate what he did that first time over and over. He's been racing Pro DH for 15+ years including World Cups, routinely tests out prototype products, and can squish a bike harder than anyone else we know. Today he builds some of the best trails in the world.

Brandon Turman - Age: 31 // Years Riding: 16 // Height: 5'10" (1.78m) // Weight: 175-pounds (79.4kg)

"I like to have fun, pop off the bonus lines on the sides of the trail, get aggressive when I feel in tune with a bike, and really mash on the pedals and open it up when pointed downhill." Formerly a Mechanical Engineer and Pro downhill racer, Brandon brings a unique perspective to the testing game as Vital MTB's resident product guy. He has on-trail familiarity with nearly every new innovation in our sport from the past several years and a really good feel for what's what.

Photos by Luca Cometti // Video by gordo with assistance from Suspended Productions

Post a reply to: Review - 2018 Trek Slash 9.8 from Vital MTB Test Sessions

1 member reviews.

Hey Vital MTBers, Jeff Brines here! This is not a formal review like I am accustom to doing, just some thoughts on my personal bike – a 2018 Trek Slash 9.8. Yes, this is the bike I paid for and chose as my race bike going into next season (even though I'm not sure how much I'll be racing in the first place). For a guy like me the bike seemed to check most of the boxes – stiff, good suspension kinematics, fits me well (long), bottom bracket that will minimize pedal strikes even running 175mm cranks, and numbers that may prove worthy of a reduced offset fork. Fun stuff! Please don't miss the video above, as that's where most of my thoughts were best articulated. Oh, and as always, post your questions in the comments area and I'll do my best to answer. Apologies if this seems abbreviated.

First Impressions: 2018 Trek Slash 9.8

Vanilla. Middle of the road. Generic. Like the others. Strikes a balance. Jack of all trades. Looking for a bike whereby these phrases apply? Cool. Look elsewhere.

Though this is merely a first look, the true colors of Trek's Slash 9.8 were not hard to come by. Right away it was clear the Slash is a bike that asks the rider to attack the trail (or better, race course). Staying forward, lowering the head and remaining in an "attack" position were absolutely essential to getting along with this bike. With a head tube angle a hair over 65-degrees, generous reach measurements, and a progressive suspension design, it was easy to feel as though I was riding the bike in the back seat, causing the front end to push and generally feeling like a handful. 

When ridden properly however, this is the most capable 29" wheeled bike I've thrown a leg over. Period.

Climbing can be a bit cumbersome, with a long wheelbase and a seat tube angle that may prove to be too relaxed depending on seat height. Oh, and the weight is anything but light, coming in at a hair under 33-pounds with SRAM Code brakes and Spank's Vibrocore bar. Still, it'll get you to the top, just don't plan on winning any KOMs along the way. Worth noting, with a higher-than-average bottom bracket and relatively good suspension kinematics I actually found myself clawing my way up technical sections of trail I am often less than perfect on. Your mileage may vary, but the traction a bike like this can put to the ground is one of those often overlooked attributes. 

For 2018 Trek introduced new shock technology in the way of ThruShaft . This IFP-less damper relies on a physical hole in the bottom of the damper as opposed to an internal floating piston. The idea here was to create a more stiction free shock, and one that responded to changes in direction better. Unfortunately, my time on this shock was short, blowing up within the first few hours of my first ride. Performance prior to the durability issues was good, but not materially better than the RockShox Super Deluxe shock I replaced it with, especially as I started pushing the bike more and more (asking for a more progressive rear end). More time will be needed on the rebuilt shock to suss out true performance differences, but as you can see in the video I was less than impressed.

The parts spec is good, but considering the money it does leave something to be desired. To add, the in-house Bontrager dropper post leaves something on the table when compared to the likes of the latest and greatest out there. 

The Knock Block in the headset/tube is one of the sillier ideas of late. Why oh why did Trek not just shape the downtube to allow for the fork to pass underneath? It's such a minimal difference I have to believe any loss in stiffness (as Trek claims) would be so immaterial even the most discerning rider would not notice. 

Overall if you are looking for the most capable 29" wheeled enduro race bike on the planet, designed for the rigors of EWS racing or similar, this bike should be on a short list. Especially if you have a bit of budget to get past a few of the component woes. 

I'd go as far to say on pure downhill performance, this is a 5-star chassis and one of the most capable enduro race bikes in the world. When taking into account its value and durability woes (which Trek is addressing admirably) I'm bumping things down to 4-stars. 

32 comments

Post a reply to: purpose built top level enduro bike, but beware of new shock tec, specifications, sizes and geometry.

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Trek Slash 9.7

• AUS $ NZD $ USD $ CAD $ GBP £ EUR €

Colour / Matte Trek Black/Sandstorm

Size / 15.5 in., 17.5 in., 19.5 in., 21.5 in.

Weight / 31 lb 15.5 oz (14,500 g)

At a glance

EVO link suspension, ABP (Active Braking Pivot), Straight Shot frame design, Knock Block frame defense, Mino Link adjustable geometry, Control Freak internal cable routing, 1x-specific stays

Where To Buy

Specifications

• Frame OCLV Mountain Carbon main frame, alloy stays, Carbon Armor
• Fork RockShox Yari RC, Solo Air, Motion Control damper, E2 tapered steerer, Boost110, G2 Geometry, 51mm offset, 160mm
• Shock RockShox Deluxe RT3, RE:aktiv with Thru Shaft 3-position damper, tuned by Trek Suspension Lab, 230mm x 57.5mm
• Hubs Bontrager Line Comp 30, 54T Rapid Drive, Boost110 front, Boost148 rear
• Wheels Bontrager Line Comp 30, Tubeless Ready (tubeless strips included, valves sold separately)
• Wheel Size 29"
• Tires Bontrager SE4 Team Issue, Tubeless Ready, Core Strength sidewalls, aramid bead, 29" x 2.40"
• Chain 433mm, MRP AMG V2, SRAM Descendant 6k Eagle, 32 tooth, Direct Mount, X-Sync, SRAM PC-1110
• Crank SRAM Descendant 6k Eagle
• Bottom Bracket 352mm, PF92
• Rear Derailleur SRAM NX, Roller Bearing Clutch
• Shifters SRAM NX, 11-speed
• Brakeset SRAM Guide R hydraulic disc, SRAM Guide R hydraulic
• Handlebar Bontrager Line, 35mm clamp, 27.5mm rise, 780mm width
• Saddle Bontrager Evoke 2, chromoly rails
• Seatpost Bontrager Drop Line, internal routing, 15.5": 100mm travel, 17.5": 125mm travel, 19.5" and 21.5": 150mm travel, 31.6mm, Standard single bolt, 31.6mm, Standard single bolt
• Stem Bontrager Line, Knock Block, 35mm clamp, 0° rise, 50mm length
• Grips Bontrager Rhythm, dual lock-on
• Headset Knock Block Integrated, sealed cartridge bearing

Q: How much is a 2018 Trek Slash 9.7?

A 2018 Trek Slash 9.7 is typically priced around $4,500 USD when new. Be sure to shop around for the best price, and also look to the used market for a great deal.

Q: Where to buy a 2018 Trek Slash 9.7?

The 2018 Trek Slash 9.7 may be purchased directly from Trek .

Q: How much does a 2018 Trek Slash 9.7 weigh?

A 2018 Trek Slash 9.7 weights 31 lb 15.5 oz (14,500 g).

Q: What size wheels does the 2018 Trek Slash 9.7 have?

The 2018 Trek Slash 9.7 has 29" wheels.

Q: What size 2018 Trek Slash 9.7 should I get?

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Trek Slash 9.9 29 Race Shop Limited review

Race-tuned big-wheeler proves red bikes really are fastest

Josh Patterson / Immediate Media

Josh Patterson

Superbly shaped, jaw-droppingly stiff full-carbon frameset; ultra-sensitive, maximum grip but HD communicative and immaculately poised Fox suspension; mostly excellent wheel, tyre and component pack

TALAS fork adds cost and drag; 125mm Bontrager dropper is short and slow

Trek’s Remedy 29er was one of the most dominant bikes on the Enduro World Series. It lead the way for other companies to develop similar race-ready 29er enduro rigs. So it was quite a surprise when Trek discontinued its winning model. The outstanding performance of the Slash clearly owes a lot to lessons learnt with the previous bike, though.

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Made from Trek’s ‘OCLV Mountain Carbon’, the Slash frame is fairly light but also massively stiff, letting you chop into the most aggressive lines with the force of a butcher’s cleaver. Cartridge bearings are used at the shock mounts to make the damper feel as sensitive as possible.

The Boost 148mm rear axle that Trek pioneered slots straight through the centre of the rear ‘ABP’ pivots, while deep, symmetrical, single-ring-specific chainstays complete the rear end.

Impact bumpers protect the belly and chainstay, and there’s another under the down tube throat in case the ‘Knock Block’ — Trek’s unique steering lock limiter, which is integrated into the top tube — slips and lets the fork whip round.

Trek pairs the top-end Fox Float X2 shock with a matching 36 TALAS fork, which can be dropped from 160mm to 130mm for improved climbing. On the trail, our Superbike of the Year testers rarely used the external travel adjustment but relished the fact it’s the high and low-speed tunable ‘racer’s favourite’ RC2 model, not the climb-lever-equipped FIT4 version.

The TALAS feature does add a noticeable amount of seal drag, which hampers the fork's small-bump sensitivity. It also adds cost to an already pricey bike. A standard 36 RC2 would be our choice.

SRAM’s X01 Eagle group with monster 50t sprocket makes climbing easier, and the 10t cranker cog means even this missile won’t be short of DH drive.

In-house Bontrager kit is used elsewhere and it has high and low points. The DT Swiss-based hubs of the Line Elite 30 wheels have upgraded pickup to create a fast and tight wheelset, and the SE4 tyres are all-conditions favourites, with a great tactile feel.

While it’s a slightly odd shape, the 780mm carbon bar is a good width once you’ve got the rotation right and the 35mm stem is spot on. The Drop Line seatpost does have it's downsides — we’d prefer a longer-than-125mm stroke and faster action.

Detail niggles aside, the ride of the Slash is jaw-dropping, even in such an exotic line-up. For a start, the sensitivity of the bearing-mounted shock and ABP architecture is phenomenal, so traction is exceptional whether you’re flat out with heels dropped, wrenching in a couple of pedal revs between turns or winching up a techy climb.

That sensitivity extends right through the stroke too, so no matter how you tune the Float X2 shock, it responds with impeccable accuracy. Add the 29in wheels and the Slash is genuinely DH bike fast in how it carries speed through roots, rocks, wheel-eating holes and stepdowns.

Not only is the suspension on point but the whole bike feels quiet, utterly poised and HD feedback-rich, no matter how much work the wheels and dampers are doing underneath. It’s as close as you’ll get to putting your head on a gimbal, letting you spot lines and stay on the attack when the trail would normally be an intimidating blur.

The hyper-stiff frame and fork let you make maximum use of the relatively slack 65.5-degree head angle, sorted cockpit dimensions and stability-boosting 460mm reach (large size).

While the Slash sits quite high on paper, the easy shock compression means it feels scythe-sweepingly low on the trail. It doesn’t just hit every mark, it opens up psychotically aggressive lines you’d never even look at normally and hits them flat out with stability, grip and confidence to spare.

While the shock looks overactive under pedalling, the Trek is actually a remarkably efficient and swift climber over the most staccato surfaces if you just get on with the job, and more stable suspension is only a flick of the climb switch away. Considering it descends like a freight train, the Slash is surprisingly light and fast-rolling when it comes to tapping out the miles too, making it a truly stunning all-rounder from first sight to last light.

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Carve Up the Trails with Trek’s Long Travel and Lively Slash 8

This 150/160mm aluminum 29er features trail handling and enduro travel.

The Takeaway: With less-aggressive geometry than many of its competitors, the Slash is a big-travel bike for trail riders

• Trek's proprietary shock offers superb rear-suspension performance.
• Shorter reach and wheelbase than many enduro 29ers
• Great parts featuring SRAM Eagle with 10-50 cassette

Price : $3,679

Trek built the Slash to be the mountain bike for the rider who wants a bigger bike but isn’t afraid of a long climb, or an epic day of trail riding.

An efficient climber, especially with SRAM’s GX Eagle drivetrain, allows you to lay the power down all day. It’s for big mountain days, crushing rock filled descents and popping off the lips of jumps all while climbing back to the top with a smile on your face. Even when the trail is flatter, the Slash is still efficient on the pedals. In the flowy sections of trail, the Slash begs to carve corners and play on trailside features.

—The Slash's Five Coolest Features—

Frame Saver

Trek's Knock Block system prevents the bar and fork from spinning around and damaging the frame.

Smooth Shock

Trek's regressive Reaktiv thru-shaft damper is extremely supple.

Up and Down

The reversible Mino Link lets the rider fine tune the Slash's geometry.

Razzle Dazzle

The harlequin stickers appear to change color.

Handy Guides

Sag markings on the fork and shock make setting up the suspension easier.

The Slash 8 is the base model, so it didn’t have the corner exit snap of a lighter bike, but that was more from the wheels than the frame. You can feel that it begs to be sprinted out of each corner. The RE:aktiv with Thru Shaft works faster than a normal so a little bit of setup time is required to get the balance right. One that suspension gets settled, turning the Slash loose in the rough becomes easy. It strikes a natural balance between precision and forgivness in the rough, falling naturally towards the precision side, with its efficiency, but will pull you through if you go full reckless.

The Slash Aluminum Family

The Slash 8 is the only aluminum model in the lineup, and the cheapest at $3,680. The 9.7, 9.8, and 9.9 are all made of carbon, and are priced from $4,730 to $7,500. The Slash 9.7 moves to the carbon frame, but goes to NX Eagle for the shifting. The Slash 9.8 runs the SRAM GX Eagle drivetrain, but moves to a Fox Performance 36 Float fork and Bontrager Line Carbon 30 to the wheelset. The top of the line Slash 9.9 features the same carbon hoops, Fox Factory 36 Float with GRIP2, X01 Eagle drivetrain, and Shimano Deore XT 4-piston brakes.

The Slash's Tech

Like many full suspension bikes, the Slash 8 has adjustable geometry to help riders fine-tune a bike's geometry to their preferences. The Mino Link allows for head angle adjustments of ½ degree and 10mm of bottom bracket height. I tried both settings before settling on the low: the Slash behaved and climbed well enough that I couldn’t justify keeping the bike in the high setting.

One thing the aluminum Slash has that its more expensive carbon siblings don't is an 18.5" size between the 17.5" and 19.5". This gives medium-height riders the option to size up for a bit more reach and a longer wheelbase, or size down for a more compact, quicker-handling bike.

Modern bikes are always pushing longer, lower and slacker. The Slash is a bit long in the tooth these days, and so the geometry looks conservative today, even though it wasn't when it launched. The Mino Link allows for head angle adjustment from 65.1 to 65.6 degrees. With a 51mm offset and 160mm fork, the front end is a little quicker than many of its competitors. The reach for the 17.5 and the 18.5 are 431mm and 446mm respectively, which, for a 29er enduro bike, is on the short side of current trends.

The Trek's product manager didn't cut any corners on the rear suspension, equipping the Slash 8 with a RockShox Deluxe RT3, RE:aktiv with Thru Shaft. The RockShox Yari RC on the front brings value-minded performance with just compression and rebound adjustment.

The SRAM GX Eagle is proven to be a reliable performer. Trek brings everything else in house with their Bontranger brand with including the dropper post. One piece to keep in mind, is the “Knock Block” headset, with restricts the fork from turning too far, or spinning backward and hitting the frame, similar to how a downhill fork with bump stops functions.

The Competition

Ride Impressions

Trek’s Slash 8 is built to be a mountain bike. This sounds obvious, but it’s well rounded enough to handle everything well, but leans towards the aggressive trail and enduro end of the spectrum, but is comfortable on normal trail riding.

The Slash's handling was intuitive, and I was able to jump right into riding my favorite trails with no adjustment period.

The Slash is efficient, although I did find myself reaching for the little blue cheater lever for climbing on occasion. Climbing steep sections, the front end did occasionally wander. That's not surprising for a 150/160mm 29er, and the Slash is easier to manage on slow and steep climbs than many of its competitors, partially because of its more-conservative geometry.

Still, I had no problem getting rowdy on the Slash 8. It was ready to carve and pop off lips on the flow trails and was one of the easiest bikes I’ve been on to pull out a big whip over a hip. That efficiency combined with the lively feel of the RE:aktiv shock take away from the planted feeling out of many bikes with this amount of travel, but the Slash 8 never feels unsettled. When the rider drops their heels and sinks into attack mode, it will just eat up anything you put in its way. It does a great job balancing the fine line between precision and forgiveness when pinning it though the most technical sections.

With smooth suspension, great parts, and balanced handling, the Slash is more trail bike than enduro race bike. So if you prefer a trail bike with more travel, the Slash 8 is a great bike.

equipment Slash 8

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Trek Slash 8 29 in review

When Trek unveiled the new Slash 8 29, the American brand kept quiet about the fact that the geometry of the aluminium version had been updated and tweaked slightly compared to the carbon model, making the bike even more interesting for a lot of riders.

The Trek Slash 8 29 is the bike many Trek fans have been waiting for. While the carbon model has become a true classic among 29er Enduro bikes, there wasn’t an affordable aluminium version available. All that changed with the € 2,999 Slash 8 29. The best part: Trek adjusted the reach and the seat tube angle on the aluminium Slash, addressing two issues we had with the carbon version. The reach is 8 mm longer, the seat tube angle is 0.8° steeper and another frame size has been added. The Slash’s geometry is still on the more compact side of the spectrum, but that’s not necessarily a bad thing. Trek are known for their specially designed shock, and the Slash 8 also features a RockShox Deluxe RT3 with Thru Shaft technology. The piston rod extends through the whole shock body. That means that the damping oil doesn’t get pressurised, removing the need for an internal floating piston and resulting in a shock that can respond more sensitively, according to Trek. The remaining spec consists of proven components: the drivetrain, wheels, dropper post and cockpit suit the bike well and give no reason for complaint. The same can’t be said for the Bontrager XR4 tires and the SRAM Guide brakes. Neither do the bike justice and should ideally be replaced before you leave the shop.

The one to rule them all – the Slash is at home on every terrain!

The Trek Slash 8 29 in detail

Fork RockShox Yari R 160 mm Shock RockShox Deluxe RT3 RE:aktiv Thru Shaft 150 mm Brakes SRAM Guide R 200/180 Drivetrain SRAM GX Eagle Seatpost Bontrager Line 150 mm Stem Bontrager Line Knock Block 50 mm Handlebar Bontrager XR Elite 780 mm Wheels Bontrager Line Comp Tires Bontrager XR4 Team Issue 2.4″

The Trek Slash 8 29 in review

You’ll quickly feel at home aboard the Trek Slash 8 29 and thanks to its moderate geometry, it doesn’t take long to get used to the bike. Weighing 14.18 kg, it climbs very willingly. If you push the saddle forward, your weight will be nicely centred. The rear suspension performs sensitively without any bob and generates a lot of traction on technical climbs. However, it is worth reaching for the climb switch on fire road climbs. Going downhill, the handling is impressively versatile. It’s agile, but not nervous, composed, but not cumbersome. No matter which trail you’re on, with the Trek you’re on the right bike. The rear suspension is sensitive, yet very defined. However, if you want super plush suspension, this isn’t the bike for you. We also recommend leaving the rebound setting almost completely open.

The Slash 8 29 is happy to catch air off anything that resembles a lip and will generate a lot of speed if you pump it through compressions. However, on fast, successive hits, the RockShox Yari can’t quite keep up with the performance of the rear end. Where the Trek really shines, is with quick direction changes: the handling is very precise and requires only a little input from the rider. Change your mind at the last minute and feel like taking the high line? Easy! The weight distribution is excellent and the handling is extremely balanced.

The suspension is firm but not uncomfortable and it rewards an active riding style!

The Trek Slash 8 29 is a super versatile bike. It climbs well and will make beginners, advanced racers and bike park shredders happy on the descents. Yes, the build does have a few small flaws, but your friendly Trek dealer will surely help you out. If you’re looking for the perfect do-it-all Enduro bike, this is it, our Best Value Tip!

• super versatile handling
• suitable for every skill level
• excellent rear suspension

• tires and brakes at the limit
• Knock Block is more of a bug than a feature
• chainstay protector is too short

Riding Characteristics

Value for money, technical data.

Trek Slash 8

Size: S M ML L XL Weight: 14,18 kg Travel (f/r): 160/150 mm Wheel Size: 29" Price: € 2,999

Intended Use

For more info head to: trekbikes.com

The test field

For an overview of the test fleet head to: Pedal up, Hammer down – 8 affordable Enduro bikes go head to head

All the bikes in test: Canyon Strive CF 5.0 | FOCUS SAM 8.9 | Propain Spindrift Performance | RADON Swoop 9.0 | SCOTT Ransom 920 |  Specialized Stumpjumper EVO Comp Alloy 29 | YT Capra 29 AL Comp

This article is from ENDURO issue #039

ENDURO Mountainbike Magazine is published in a digital app format in both English and German. Download the app for iOS or Android to read all articles on your tablet or smartphone. 100% free!

This scale indicates how efficiently the bike climbs. It refers to both simple and technical climbs. Along with the suspension, the riding position and the weight of the bike all play a crucial role. ↩

How does the bike ride and descend? How spritely is the bike, how agile is it through corners, how much fun is it in tight sections and how quickly can it change direction? ↩

Is the bike stable at high speeds? Is it easy to stay in control in demanding terrain? How composed is it on rough trails? Stability is a combination of balanced geometry, good suspension and the right spec. ↩

This is all about how balanced the bike is and particularly about how well it corners. Balanced bikes require little physical effort from the rider and are very predictable. If a bike is unbalanced, the rider has to work hard to weight the front wheel to generate enough grip. However, experienced riders can have a lot of fun even with unbalanced bikes. ↩

How sensitive is the suspension over small bumps? Can it absorb hard impacts and does it soak up repeated hits? Plush suspension not only provides comfort and makes a bike more capable, but it also generates traction. The rating includes the fork and the rear suspension. ↩

This aspect mainly comes down to the suspension. How much pop does it have, does it suck up the rider’s input or is it supportive, and how agile and direct is the bike? ↩

We don’t calculate value for money in an excel spreadsheet or based on how high-end a bike is specced. We are more concerned with how a bike performs on the trail and how the bike benefits the rider. What good are the best components if the bike doesn’t perform well on the trail? Expensive bikes with a lower-end spec can offer very good value for money – provided they excel where it matters. Just as supposedly cheap bikes with good components can get a bad rating if they don’t deliver on the trail. ↩

No, it’s not about racing, it’s about efficiency. Fast, fleet-footed and efficient – those who want to speed along flowy singletrack and gravel roads need a defined and spritely bike that accelerates with ease and efficiency. Nevertheless, reliable components are important too. We interpret XC more like the Americans do: big back-country rides instead of a marathon or XC World Cup with the ultimate in lightweight construction! Uphill-downhill ratio: 80:30 (not everything has to be 100%!) ↩

...also known as mountain biking. Classic singletrack with roots, rocks and ledges – sometimes flowy, sometimes rough. For this, you need a bike with good all-round qualities, whether climbing or descending. Uphill-downhill ratio: 50:50 ↩

Even more extreme and challenging compared to Trail riding, riddled with every kind of obstacle: jumps, gaps, nasty rock gardens, ruts and roots. For this, you need (race)proven equipment that forgives mistakes and wouldn’t look out of place on a stage of the Enduro World Series. Climbing is just a means to an end. Uphill-downhill ratio: 30:70 ↩

Strictly speaking, a 200 mm travel downhill bike is the best choice for merciless tracks with big jumps, drops and the roughest terrain. Those would be the black or double-black-diamond tracks in a bike park. But as some of the EWS pros (including Sam Hill) have proven, it’s the riding skills and not the bike that define what you can ride with it. Climbing? On foot or with a shuttle, please! Uphill-downhill ratio: 10:90 ↩

You can find more info about our rating system in this article: Click here! ↩

Did you enjoy this article? If so, we would be stoked if you decide to support us with a monthly contribution. By becoming a supporter of ENDURO, you will help secure a sustainable future for high-quality mountain bike journalism. Click here to learn more .

Words & Photos:

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Trek Slash 9.7 29er Mountain Bike 2018 Black

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Wrong size or you don't like the item?

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Faulty Items

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When returning the item please use Royal Mail1 st Class Recorded* so that you have a tracking reference just in case! If your item arrived faulty we will refund your postage cost. If the item was in full working order at the time of delivery to you, we can not refund your return postage cost.

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Refunds will be made for faulty or incorrect items, including any delivery charge incurred by the buyer (excluding ‘Special Delivery’) in the return of the item. If the products you ordered are delivered to you in good condition but you wish to return them for any reason we will refund the full value of the goods excluding any carriage charge upon receipt of your returned goods.

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If you have not received your order please call us on 01772 644340 and a member of staff can confirm the shipping date. Unfortunately we cannot consider an item to be lost until 15 working days has passed (according to Royal Mail procedure). Once the 15 working days have passed we will be able to issue a full refund or resend your order.

Season:2018

Code:55378-

The Trek Slash is designed from the ground up to conquer the gnarliest enduros, in a 29"-optimised package that makes this bike the undisputed king of the mountain. The Slash is built to dominate the most demanding mountain and ride with big 29" wheels on an aggressively capable yet lightweight carbon frame. Throw Slash down the most technical descent and fly back up.

Trek Slash 9.7 29er Mountain Bike 2018 Features

• OCLV Mountain Carbon main frame
• Rockshoz Yari RC 160mm Fork
• Rockshox Deluxe RT3 Rear Shock
• Sram NX 11 Speed Gears
• Sram Guide R Hydraulic Disc Brakes

Trek Men's Bike Sizing Guide

We have put together a general sizing guide for Trek road and mountain bikes. Please see the below for a general size and check out the Trek Bikes Sizing Guide for all bike model guides and how to measure yourself. 

Trek Men's Road Bike Sizing Guide

Trek men's mountain bike sizing guide, trek men's commute bike sizing guide, write a review for trek slash 9.7 29er mountain bike 2018 black, also in the range.

• £11750 £11750 Trek Slash 9.9 XX AXS T-Type Mountain Bike 2025 Carbon Red Smoke
• £11750 £11750 Trek Slash 9.9 XX AXS T-Type Mountain Bike 2025 Purple Abyss
• £11750 £11750 Trek Slash 9.9 XX AXS T-Type Mountain Bike 2025 Black Olive
• £9400 £9400 Trek Slash 9.9 X0 AXS T-Type Mountain Bike 2025 Carbon Red Smoke
• £9400 £9400 Trek Slash 9.9 X0 AXS T-Type Mountain Bike 2025 Purple Abyss
• £9400 £9400 Trek Slash 9.9 X0 AXS T-Type Mountain Bike 2025 Black Olive
• £7425 £7425 Trek Slash 9.8 XT Mountain Bike 2025 Carbon Red Smoke
• £7425 £7425 Trek Slash 9.8 XT Mountain Bike 2025 Purple Abyss
• £7425 £7425 Trek Slash 9.8 XT Mountain Bike 2025 Black Olive
• £8450 £8450 Trek Slash SE Mountain Bike 2025 Quicksand/Battleship Blue
• £4700 £4700 Trek Slash C Frame Set 2024 Daintree
• £3000 £3000 Trek Slash AL Frame Set 2024 Mercury
• £10800 £10800 Trek Slash 9.9 XTR Mountain Bike 2024 Argent Drizzle
• £10800 £10800 Trek Slash 9.9 XTR Mountain Bike 2024 Lichen Green
• £10800 £10800 Trek Slash 9.9 XTR Mountain Bike 2024 Daintree
• £7425 £7425 Trek Slash 9.8 XT Mountain Bike 2024 Argent Drizzle
• £7425 £7425 Trek Slash 9.8 XT Mountain Bike 2024 Lichen Green
• £7425 £7425 Trek Slash 9.8 XT Mountain Bike 2024 Daintree
• £10575 £11750 Trek Slash 9.9 XX AXS T-Type Mountain Bike 2024 Argent Drizzle
• £10575 £11750 Trek Slash 9.9 XX AXS T-Type Mountain Bike 2024 Lichen Green
• £10575 £11750 Trek Slash 9.9 XX AXS T-Type Mountain Bike 2024 Daintree
• £8450 £9400 Trek Slash 9.9 XO AXS T-Type Mountain Bike 2024 Argent Drizzle
• £8450 £9400 Trek Slash 9.9 XO AXS T-Type Mountain Bike 2024 Lichen Green
• £8450 £9400 Trek Slash 9.9 XO AXS T-Type Mountain Bike 2024 Daintree
• £6299 £7500 Trek Slash 9.8 GX AXS T-Type Mountain Bike 2024 Daintree
• £3875 £5175 Trek Slash 9 GX AXS T-Type Mountain Bike 2024 Crimson
• £4299 £5175 Trek Slash 9 GX AXS T-Type Mountain Bike 2025 Mercury
• £4250 £4250 Trek Slash 8 Mountain Bike 2025 Plasma Grey Pearl
• £3499 £4250 Trek Slash 8 Mountain Bike 2025 Marianas Blue
• £8799 £15050 Trek Slash 9.9 XX1 Flight Attendant Project 1 Medium/Large Mountain Bike 2022 Icon
• £2850 £2875 Trek Slash Alloy Mounain Bike Frame Set 2023 Teal/Nautical Navy Fade
• £4525 £4525 Trek Slash Carbon Mountain Bike Frame Set Carbon Blue Smoke/Trek Black
• £3875 £5550 Trek Slash 9.8 GX AXS Mountain Bike 2023 Matte Juniper
• £3875 £5550 Trek Slash 9.8 GX AXS Mountain Bike 2023 Deep Smoke
• £9725 £9725 Trek Slash 9.9 XTR Mountain Bike 2023 Satin Baja Yellow
• £9725 £9725 Trek Slash 9.9 XTR Mountain Bike 2023 Matte Juniper
• £9725 £9725 Trek Slash 9.9 XTR Mountain Bike 2023 Matte Deep Smoke
• £10650 £10650 Trek Slash 9.9 XX1 Flight Attendant Mountain Bike 2023 Satin Baja Yellow
• £10650 £10650 Trek Slash 9.9 XX1 Flight Attendant Mountain Bike 2023 Matte Juniper
• £10650 £10650 Trek Slash 9.9 XX1 Flight Attendant Mountain Bike 2023 Deep Smoke
• £3875 £6100 Trek Slash 9.8 GX AXS Mountain Bike 2023 Satin Baja Yellow
• £5999 £6400 Trek Slash 9.8 XT Mountain Bike 2023 Satin Baja Yellow
• £5999 £6400 Trek Slash 9.8 XT Mountain Bike 2023 Matte Juniper
• £5999 £6400 Trek Slash 9.8 XT Mountain Bike 2023 Matte Deep Smoke
• £2425 £3250 Trek Slash 8 GX Mountain Bike 2023 Matte Hex Blue
• £2425 £3250 Trek Slash 8 GX Mountain Bike 2023 Pennyflake
• £2200 £2775 Trek Slash 7 Mountain Bike 2023 Lava
• £2200 £2775 Trek Slash 7 Mountain Bike 2023 Mercury
• £3499 £3700 Trek Slash 9.7 SLX XT Mountain Bike 2023 Matte Dope Taupe
• £2199 £3200 Trek Slash 7 Deore/XT Mountain Bike 2022 Black/Olive
• £3799 £6000 Trek Slash 9.8 XT Mountain Bike 2022 Lithium Grey
• £3499 £3700 Trek Slash 9.7 SLX/XT Mountain Bike 2023 Blue Smoke/Trek Black
• £4499 £6000 Trek Slash 9.8 XT Mountain Bike 2022 Matte Battleship Blue
• £3850 £3850 Trek Slash C mountain bike Frameset 2021 Lithium Grey/Carbon Red Smoke
• £2650 £2650 Trek Slash AL mountain bike Frameset 2021 Teal Nautical Navy Fade

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The God Of War TV Series Beams Up A Star Trek Legend As New Showrunner

Grab your Leviathan Axe and cue up the music of Bear McCreary, because "Star Trek" and "Battlestar Galactica" veteran writer and showrunner Ronald D. Moore has just been chosen to run the writers room, executive produce, and write for the new Sony TV/Amazon MGM Studios' Prime Video series "God of War" per Deadline . For those of you who've been fans of the video game franchise that bears the same name, let's clear up a canon question right away: this new series is due to be based on the 2018 reboot version of the game , which takes its cue from Norse mythology as opposed to the original series of games published from 2005-2013, which were based on Greek mythology.

That's not to say Greek mythology is totally off the table, of course, because the 2018 game still sees the same protagonist/player character of Kratos some 150 years after 2010's "God of War III," and this TV version may have a highly similar backstory of battling the Greek gods on a mission of vengeance. All of this material seems very much up Moore's alley, as the prolific television guru has tackled various elements of Earth mythology in his previous work for "Star Trek: The Next Generation," "Star Trek: Deep Space Nine," and "Battlestar Galactica." That latter series may particularly indicate the direction Moore might take "God of War," given that "BSG" and "GoW" share similar themes of fathers and sons. In any case, the news is an exciting development coming out of Moore's recent deal with Sony Pictures Television, the production company with which he developed two other hit series: "Outlander" and "For All Mankind," both of which have their own spinoff series due to hit screens shortly.

Will God of War be more action or drama-oriented?

As of this moment, it's not certain where Moore intends to take "God of War" as a series. He's no stranger to adapting pre-existing sci-fi/fantasy material, given his history with "Trek," "Battlestar," and "Outlander," as well as the anthology "Philip K. Dick's Electric Dreams." If "God of War" were being developed as a feature, it'd undoubtedly have a large focus on the game's history of hack-n-slash gameplay. Given that the 2018 "God of War" game is a more emotional and thoughtful story of a father and son (while still being ostensibly an action game with RPG elements), it's perhaps this confusion of focus that led to the "God of War" series losing its initial creative team of showrunner Rafe Judkins and executive producers Hawk Ostby and Mark Fergus. Moore's work, by and large, tends to be more thoughtful and character-driven than too focused on big action setpieces, and it's possible that this changeover signals the series moving in such a direction.

That said, it's also possible that Sony/Amazon are looking to distinguish this series from another, similarly themed upcoming Netflix series: Michael Bay's "Barbaric," which by all accounts sounds like it's going to be very action-focused. Even if Moore and his team are looking to make their "God of War" with more depth than Bay's show, it can safely be said that their series will retain some modicum of the game's hard-hitting battles. Perhaps the switch in focus will bring the show in line with another video game adaptation that's been lauded for its depth, HBO Max's "The Last of Us." Whatever Moore and company end up with, the showrunner is a very good person to bet on when it comes to small-screen success. Like Kratos himself, Moore knows how to plan for the long haul. We'll see if he does it again when "God of War" hits Prime Video in the near future.

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What Size Bottom Bracket Do I Need (Size Really DOES Matter) [Video]

Words by: Liam Woods

For those who are looking to upgrade the cranks on your mountain bike, or just need a replacement bottom bracket , it's very important to make sure you get the correct bottom bracket for the job. With so many “standard” sizes available, it may seem overly complicated and that’s why we are here to help! The two major dimensions that differentiate bottom brackets of similar types are the shell width and spindle diameter. Hopefully, we can help clarify some of the more common bottom bracket sizes so that upgrading your cranks can be a simpler process. 

Because there are so many different bottom bracket variations, we think it is very important to always match the manufacturer of the cranks and bottom bracket to ensure the proper fit.

English Threaded

English Threaded 83mm

BB30 and PF30

Spindle size

English Threaded:

This is the oldest/longest standing BB shell type we know of. It was far more common before carbon was so popular but still very relevant. Tons of bikes use this from road to mountain and even some BMX race frames. A threaded shell housing the bearings threads directly into the frame where the bearings remain external. The major benefit to using a threaded bottom bracket is how much more secure the fitment is compared to a press fit system that is more likely to creek .

It's also easier to work on as a home mechanic as you only need a special wrench to remove/install it. No need for an expensive and complex bearing press tool that you would need with any type of press-fit BB. Funny things have happened around this design - back in the day the bearings sat inside the shell, remember square taper BB's? Those still used a 68/73 English shell. But then came outboard bearings; same shell but now everything was designed differently to allow for bigger bearings and better weight distribution making things stiffer and stronger.

Then many manufactures realized why use the threaded cups at all and in came PF92, BB30, PF and the others. But just now in the last year or so many people are demanding the old 68/73 English shell back because it's easier to work on and also seems to make less noise. By noise I mean creaking - press fit BB's are kind of notorious for creaking. This is more common in areas where you ride in mud and rain often. But when a press fit BB is creaking you need a rack of tools, knowledge and time to take them off, re-lube and re-install. But with a 68/73, it is a much less intensive operation to take it out, clean and lube it.

That whole topic is controversial depending on who you ask. Either way, some frame manufacturers are responding to this and doing away with press-fit BB's all together and others are holding their ground and keeping press-fit to save weight and cost. Our own opinion on this is that press-fit works great when two things happen:

1) Its a high end bike made very well. If the tolerances are sub-par because it's a budget $2k complete mountain bike or something like that, it'll likely have issues.

2) Everything is installed perfectly with the proper tools by someone who truly knows what they are doing.

This is a delicate process that is easy to mess up and many home mechanics are out there slamming in the BB's with a mallet and then complaining they creak and thinking it is the fault of the design. That kind of behavior warrants a great term...face palm.    

The 68mm and 73mm dimension measure the width of the bottom bracket on the frame of the bike with no BB installed, simply the width of the shell. Most road bikes that use a threaded bottom bracket measure 68mm wide and most cross country/trail mountain bikes measure 73mm. Multiple spacers are included in order to fit both sizes meaning if you see a BB for sale that says 68/73 it means it will fit both but it includes a couple spacers in the box to make it fit the 68, those spacers (or fewer of them) are not needed if the shell is 73mm wide.  Bottom Bracket and crank manufacturers continue to make their setups work with this English threaded frames. Everything from SRAM , Shimano, Raceface, E*thirteen, Praxis, Hope and many more. Although Spindle sizes may vary, the threaded english threaded system is tried and true.

English Threaded 83mm:

The 83mm English threaded bottom bracket uses the same design as the 68/73mm system but measures 83mm wide. This is most usually seen on downhill mountain bikes in order to maintain the most efficient chainline.  

BB92 is a shell type that is quite common on high end mountain bikes of many brands. Also sometimes referred to as Shimano press fit or pressfit GXP, this BB uses a bearing housed in a nylon or metal shell that when pressed into the shell measures 92mm wide . This standard was originally designed by Shimano utilizing a 24mm spindle, then Sram came along to make the same thing also intending use of a 24mm spindle which they like to call their GXP spindle, that is 24mm/ 22mm stepped. (Not to be confused with their BB30 spindle which is 30mm in diameter).

More recently, companies like Raceface and   E.13 have designed a system that uses a 30mm crank spindle and a BB92 bottom bracket . The reason some brands like RaceFace and E.13 designed a 30mm spindle crank and BB to work in a BB92 is because the 30mm spindle is stiffer, stronger and lighter but a big number of high end mountain bikes use BB92. So to get that awesome 30mm spindle in a BB92 shell type they had to design a pretty thin bearing.  Similar to the bb30/pf30, having a BB92 shell and a 30mm spindle with a small bearing tends to have a shorter life. Although still tough and many of us do run this combo, if riding in high mud or grit areas this might not be the best combo.

BB30 and PF30:

These are both BB shell types and designed for cranks with a 30mm spindle, however you can use either of these shell types with a 24mm spindle with the use of an adapter if you wanted to. With BB30, the bearings press directly into the frame with only a small removable clip behind them to keep them in place. BB30 bottom brackets are far more common on road bikes and are designed around being very light.

A PF30 bottom bracket holds the bearings inside of a nylon or metal shell that is then pressed into the frame as a unit. This is fairly common among mountain bikes (especially Specialized) but getting less common as BB92 is becoming more and more popular for various reasons.  Both of these pressfit style bottom brackets have their own issues, creaking and cost of manufacturing to name a couple. While working great, many compaies in the mountain bike world have gone away from BB30 or PF30. While having the large bearings and working great with 30mm spindles, riding in dirt, mud and harsh conditions cause failure much faster.  

Understanding everything about BB's in less than 1 minute... sort of... probably... not...

A lot of road bikes and fat bikes use specialty sizes. For example, some fat-bikes from Surly utilize a 121mm and 131mm shell width. The 386/392 Evo standard is similar to the PF30 standard but uses a wider shell with the bearings inside a set of cups. For road bikes, the 386/392 Evo use a 86.5mm wide shell. This is so you can have the large bearing of a bb30/pf30 shell but the width of english threaded with outboard bearings or bb92 system. These are all the more reason to make sure you are getting the correct brand and size when purchasing the correct bottom bracket. If you aren't confident you're buying the right size BB for your bike, please ask us. We deal with this stuff all day every day and are happy to help ensure you get the right stuff for your bike.  

Spindle size:

The majority of crank spindles come in either a 24mm or 30mm diameter. Below are some of the most popular brands and sizes.

• Raceface: 30mm (They also make some cranks with 24mm spindle, cheaper ones and older ones mostly)
• Sram BB30: 30mm
• Sram GXP: 24mm (Note this tappers to a 22mm on one side so don't try mixing brands for BB and cranks)
• Sram DUB (new and use of 28.99mm spindle, YES 28.99mm)
• Shimano: 24mm
• Ethirteen: 30mm

All in all, after reading this you've got some proof that bottom brackets are a confusing topic.  While they certainly are not getting easier, we have tried to help clear up some issues and possible give some knowledge about picking what works for you. If you've found your answer here, awesome! Go get yourself some fresh new bike parts. If you've still got questions, please don't hesitate to contact us. We can help you figure out your BB size, spindle size, what cranks fit your bike, etc. We eat, sleep and breathe bicycles so rest assured, we'll figure it out :)

This article was written / authored by Liam Woods. Liam has been in the bicycle industry for over 10 years as a racer, professional mechanic, service manager and as of late, media and content creator. Liam has ridden thousands of different bikes , ridden countless components , tested endless MTB apparel of all kinds and written reviews on it all. He's a key piece to the Worldwide Cyclery "All Things MTB" content creation puzzle. He also makes consistent appearances on the Worldwide Cyclery YouTube channel and Instagram .

April 05, 2019

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Every Generation Subaru Crosstrek, Ranked Least To Most Reliable (According To Owners)

When Subaru launched the 2013 XV Crosstrek in the U.S., few would have expected the compact crossover to become one of the company's best- and fastest-selling vehicles. But that's precisely what happened, with XV Crosstrek sales climbing year-on-year from the get-go and breaking past the 100,000-unit milestone in 2017 — despite somewhat weedy performance from its otherwise reliable 2.0-liter boxer engine .

Subaru dropped the XV in 2016, with the model known from then on just as the Crosstrek. But while the name changed, the concept remained the same: a compact SUV with four-wheel-drive and extra ground clearance at home on city streets or tougher mountain trails. Not that there was any reason to shake things up too drastically: The company nailed the formula the first time around, with successive generations — including the newest third-generation offering — more about refining its execution than anything else.

Even the oldest Crosstrek is still only about 10 years old, so it's perhaps a bit too soon to make any definitive judgments about the reliability of each Crosstrek generation. That said, as with any vehicle, it's possible to pinpoint some areas of concern for the Crosstreks based on owner complaints, cross-checking those hosted on the NHTSA website with forum and Reddit posts. So, whether you're thinking of buying a used Crosstrek or are just wondering where yours ranks in the nameplate's — relatively short — lifetime, this list is for you.

4. Second generation pre-facelift (2018 - 2020)

Subaru's second-generation Crosstrek debuted for the 2018 model year, becoming the company's second vehicle to use its Subaru Global Platform after the 2017 Impreza. The second generation Crosstrek brought with it a range of improvements to the SUV, with a more spacious interior, more standard features, and an updated version of Subaru's signature four-cylinder boxer engine with slightly more power (152 hp versus 148 hp).

The most common mechanical complaint for the late-2010s Crosstrek — on the NHTSA website, forums, and Reddit — seems to be excessive battery drain. Some owners had their batteries die regularly, and we've seen reports claiming that their Crosstreks died simply from being left overnight. Thankfully there seem to be a few ways around this, with owners sharing a range of fixes for the issue. These range from invasive methods such as modifying the charging system or disabling the Data Communication Module (DCM) to mundane solutions like installing third-party batteries like an ACDelco Gold AGM  unit. Beyond that, the other big issue is one that many newer Subarus have: a fragile windshield.

We've also spotted reports of a blown engine or two, but it seems rare and — in one case, at least — directly attributable to oil starvation, so we don't think it's a particular cause for concern. There are also sporadic complaints of unintended acceleration for the first two years of this generation, despite the Crosstrek not usually mentioned in reports of this alleged fault. Despite that, our overall impression is that owners love how reliable their second-gen Crosstreks generally are. Cracked windshields aside, that is.

3. First generation (2013 - 2017)

The Crosstrek debuted in 2013 as the XV Crosstrek, with Subaru of America highlighting its fuel efficiency and light offroad capabilities thanks to its all-wheel drive and 8.7 inches of ground clearance. It proved a hit with the buying public, too. More than 50,000 made their way to driveways across the country in its debut year.

Subaru's new SUV was also home to its then-new FB20 engine, which the company had announced earlier in 2010. The new FB engine brought with it welcome improvements such as better fuel efficiency and reduced weight, the introduction of new technology rarely goes off without a hitch, and that was the case for the FB engine. Enthusiasts point out that 2012 to 2014 FBs had oil burning issues, and complaints on the NHTSA website seem to back that up, with a handful of oil consumption-related complaints popping up in the first few years. The 2013 Crosstrek in particular is a  Subaru model to avoid , with a failure-prone valve spring which didn't help the oil burning issues. Subaru issued a recall, but some owners allege that the recall led to more engine issues in turn.

Beyond those first few years, the first-generation Crosstreks seem reliable according to those who own them. Some wheel bearings will need replacing, and other components suffer from wear and tear, but that's nothing out of the ordinary. Battery drain woes started creeping in from 2016 — coinciding with Subaru's introduction of the DCM-powered Starlink security system — so that's something to keep an eye out for.

2. Third generation (2024 onward)

Subaru debuted the all-new third-generation Crosstrek at the 2023 Chicago Auto Show, emphasizing the updated compact SUV's new design, stiffer chassis, and handling improvements — the latter courtesy of the WRX's dual-pinion electronic power steering, new on the 2024 model.

We don't think there's any way of accurately judging the newest Crosstrek's reliability until it's gotten a few more years under its belt. Some commenters point to American assembly on the 2.5-liter models being a downside, but we're unsure if there's objective data behind this. Some owners have had problems with the fit and finish on their U.S.-built 2.5-liter Crosstreks, so there seem to be some teething problems involved with the change in the Crosstrek's assembly plant. Are these quality assurance issues a portent of more serious mechanical woes to come? Only time will tell.

If you're considering buying a new Crosstrek, you may want to wait and see whether Subaru of America can iron out some of these kinks. Fit and finish aside, though, the 2024 Crosstrek seems like another solid iteration of the best-seller SUV; our own Steven Ewing reviewed the 2.5-liter Sport and praised the improved performance and better driving experience compared to previous generations.

1. Second generation facelift (2021 - 2023)

Thankfully for Subaru, the second-generation Crosstrek's reliability seemed to improve significantly after a mid-cycle refresh in 2021. Admittedly, these are also still very new, and it'll likely take a few more years for any major reliability headaches to rear their heads, but all signs so far point to these newer Crosstreks earning their place as one of  Subaru's most reliable models .

Crosstreks generally get a lot of love, but this stretch seems to be a bigger hit with owners. It's not hard to find 2021 to 2023 Crosstrek drivers praising their SUVs' general reliability and good fuel economy, with some attributing this to the fact that all 2023 model-year Crosstreks were built in Japan. The NHTSA website echoes these owner reports, with few mechanical complaints logged during these three model years.

But this doesn't mean that these Crosstreks are wholly trouble-free. Subaru's seemingly persistent woes with fragile, easily cracked windshields — also present on recent Subaru Outback generations — continue unabated here, with many complaints on the NHTSA website highlighting — sometimes spontaneous — windshield cracks. One Crosstrek owner had to replace their 2021 Crosstrek's windshield three times within 9,000 miles, which shouldn't be happening. It's not necessarily the end of the world, especially if your auto insurance covers windshield replacements, but it's still far from ideal on a new vehicle. The question of whether crack-prone windshields are a reliability issue is one we'll leave for you to decide.

Our methodology

We based our ranking of Subaru Crosstrek generations primarily on owner complaints, with the primary sources being those posted on the NHTSA website — which logs customer complaints, recalls, and manufacturer communications per model year — cross-referenced with posts on public forums. The goal was to ensure that the problems we highlight are indeed representative of each generation and not simply outliers. This isn't a perfect way to evaluate reliability, but its helpful for identifying patterns and specific failure-prone aspects of a given vehicle.

The nature of the complaints also played a role in our ranking; repeated battery drain issues are a bigger problem than delaminating head units, for example, as unsightly and frustrating as the latter can be. We also consider replacements for wear and tear components such as bushings and wheel bearings to be part and parcel of maintaining a car, so these didn't factor into our considerations — although many Crosstrek model years are probably still too new to have to replace these parts.

We opted not to emphasize recalls too heavily for this list given that these can differ greatly between model years, with no generation-spanning recalls so far in the Crosstrek's lifetime. But it's still worth mentioning that you should check the recall history for any used vehicle your considering, Crosstrek or otherwise, and make sure that the previous owner(s) sent the car in if the VIN was part of a recall campaign.

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