trek slash vs yeti sb150

Best enduro mountain bikes: Big travel rigs for big mountain terrain

• Alan Muldoon
• April 19, 2024

We cut through they hype and recommend the very best enduro mountain bikes on the market; bikes that blend the downhill capability of a DH bike with the uphill prowess of a trail bike.

The best competitive enduro mountain bikes need to strike the perfect balance between speed and efficiency on flatter trails, yet still be able to blast descents that wouldn’t look out of place on the World Cup DH circuit.

Even if you’re not competing, because mechanical support at races is minimised, the best mountain bike rigs destined for enduro racing need to be ultra-reliable too. Look for travel between 160mm and 180mm combined with either 29in wheels front and rear, or mullet set-ups (29in front, 27.5in rear). Big rotors are a must (200mm) and reinforced tyres with a soft compound up front. Chain guides get fitted for extra security and you may even find a few coil shocks on some models.

YT Industries’ Capra Core 2 GX just had the edge on the Canyon Torque when we tested them back-to-back.

1. YT Capra

Best direct-sales enduro race bike.

Wheel size: 29/27.5in | Frame sizes: S, M, L, XL, XXL | Weight: 16.6kg | Suspension travel: 170mm f/170mm r | Rating: 9/10

Reasons to buy:

• Calm and quiet
• Rocketship fast
• Five frame sizes

Reasons to avoid:

• Needs sturdier casing tyres

The Capra is the bike that really made YT a household name in mountain bike circles over a decade ago, and the latest bike just builds on that success. Given how inflation has eroded spending power, it’s remarkable how much you get for your money now compared to a decade ago. Travel has gone up, geometry has improved, suspension is better, the bikes are stronger and yet the value is still impressive. Particularly as you can choose from carbon or alloy frame options depending on your budget.

We reckon the Capra has a slight bias towards going fast. Yes, it still loves to show its wild side, but it’s happier getting down to business punching the clock with PBs and PRs down your favourite descents. As such, it’s a great privateer enduro race bike.

Read our full review of the YT Capra Core 2 GX

The Canyon Torque Mullet AL 6 loves to party.

2. Canyon Torque

So wild it needs an asbo.

Wheel size: 29/27.5in | Frame sizes: S, M, L, XL | Weight: 16.6kg | Suspension travel: 170mm f/175mm r | Rating: 9/10

• Playful and bombproof ride
• Excellent tyre spec
• Fork needs more support or overinflating
• No proportional chainstay lengths

For anyone who lives within manualling distance of a bike park, the Canyon Torque comes highly recommended. The bike made famous by Fabio Wibmer just loves stunting, whether its motocross-size jump lines or surfing steep, loamy chutes. To take the hits, Canyon has built it solid, and then implanted the mind of a hooligan. Yes, it loves to get wild and out-of-shape in every turn, somehow remaining pliable on the edge of control.

At least that’s case with the mullet version – you can also get the Torque with 29in wheels, a carbon frame, and even a coil shock. The choices are endless. What ties all the options together is terrific value and generous sizing, where short seat tubes and low standover let you choose a longer bike without getting penalised by clearance.

Read our full review of the Canyon Torque Mullet AL 6

The Merida One-Sixty FR 600 offers plenty of bang for not too many bucks.

3. Merida One-Sixty FR 600

Best long-travel enduro bike.

Wheel size: Mullet | Frame sizes: XShort, Short, Mid, Long, XLong | Weight: 17.2kg |  Suspension travel: 180mm f/171mm r | Rating:  N/A

• Robust build kit
• Well matched DVO suspension
• Modern sizing system
• Keenly priced
• Bike park-ready straight from the box
• Internal headset cable routing
• Noisy in rough terrain

Merida might not be the first brand that comes to mind when considering a bike for shredding jump trails or tearing up enduro tracks, but the competitively-priced One-Sixty FR 600 deserves to be on your radar. With a 180mm fork, and 171mm of coil-sprung travel out back, the One-Sixty packs enough heat to take on pretty much anything, and the flex-stay rear suspension design is innovative while reducing complexity so you have fewer bearings to worry about in the long run.

Modern geometry ensures plenty of standover height on all frames, so you can choose your size according to length, and handling characteristics. Built to category 5 strength, and with a burly aluminium frame, it’s no lightweight, but it actually pedals and climbs surprisingly well. And on the descents, we found the Merida One-Sixty was easy to ride, confidence-inspiring, and impressively capable.

Read our first ride review of the Merida One-Sixty FR 600

The Scott Ransom 900 RC is one fast bike, both up and down

4. Scott Ransom

Fastest enduro race bike.

Wheel size: 29in | Frame sizes: S, M, L, XL | Weight: 15.75kg | Suspension travel: 170mm f/170mm r | Rating: N/A

• Accomplished enduro bike, both up and down
• TracLoc lets you optimise the suspension and geometry for ascents on-the-fly
• Adjustable geometry
• Remarkably clean frame
• Longer shock service intervals
• No proportional chainstays
• Headset-routed cables and one-piece bar and stem

Scott’s latest Ransom cuts quite a dash with its seamless frame design, where the shock is hidden inside the down tube. Aside from looking distinctive, tucking the shock out of sight keeps it protected from dirt and grit, so it should last longer between services. The shock is also hooked up to Scott’s clever on-the-fly travel and geometry adjust system. Called TracLoc, it lets you firm up the suspension for efficient, energy-saving climbing, then unleash the full 170mm of travel on the descents. And the less calories you burn on the climbs means the more you can push it on the downhills.

There’s also loads of geometry adjustment built-in to the frame, and a remarkably composed suspension that hoovers up the harshest of bumps, but provides loads of support to push against when hitting jumps. An awesome package then, even if the traditional bricks and mortar sales model means that you’ll pay a premium versus a direct-sales brand like YT or Canyon.

Read our full review of the Scott Ransom 900 RC

The Nukeproof Giga is a surprisingly versatile enduro bike that’s fun and engaging to ride

5. Nukeproof Giga

Best value shop-bought enduro/bike park stormer.

Wheel size:  27.5, 29in or mullet |  Frame sizes:  S, M, L, XL, XXL |  Weight:  15.4kg |  Suspension travel:  180mm f/170mm r |  Rating:  10/10

• All of the travel, none of the drawbacks
• Adjustable suspension feel
• Low standover
• Remarkably agile considering the amount of travel
• Michelin tyres are temperature sensitive
• Cable guides pop out

The Giga is testament to the adage that you can have your pudding and eat it. You can enjoy all of the all-ness, all of the time. Loads of travel. Slack AF head angle. The biggest of wheel sizes. And the most remarkable thing? It rides just like a normal mountain bike when the gradient tips up. The Giga really is a race-worthy enduro bike that doesn’t feel like a chore to pedal around on your Sunday Social rides. Poppy and playful, the Giga is no passive plough.

Read our full review of the Nukeproof Giga 290 Carbon Factory

The Forbidden Dreadnought is a high-pivot idler bike with 170mm/154mm travel and 29in wheels.

6. Forbidden Dreadnought

Best high-pivot enduro bike.

Wheel size: 29in | Frame sizes: S, M, L, XL | Weight: 15.99kg | Suspension travel: 170mm f/154mm r | Rating: 9/10

• Unique ride quality
• Great sizing with balanced weight distribution across all sizes
• Buttery-smooth suspension
• Steep seat angle
• Needs a high-rise bar
• End-stroke progression makes it harder to get full travel
• Idler is noisy when it’s muddy
• Longer chainstay and rearward axle path means you have to put more effort into lifting the front end

With so many bikes using a similar cookie-cutter design, Forbidden’s trailblazing high-pivot design stands out. And the brand has plenty of pedigree, too, since founder and designer Owen Pemberton spent many years designing high-pivot bikes at Norco before going solo.

He also pioneered size-specific chainstays to maintain better weight distribution across sizes, a feature that also makes it onto the Dreadnought. 154mm might seem outgunned by today’s enduro bikes, but the Dreadnought rides bigger and more capable than the numbers suggest. As we concluded in our review, “if you like going fast in rough terrain, there’s probably no better 150mm travel bike”. Hey, if Connor Fearon can qualify at a World Cup DH on one, what’s stopping you ?

Read our full review of the Forbidden Dreadnought

The Hope HB916 is thoroughly modern and brilliantly engineered

7. Hope HB916

British engineering brilliance.

Wheel size: 29in or mullet | Frame sizes: H1, H2, H3, H4 | Weight: 15.28kg | Suspension travel: 170mm f/160mm r | Rating: 9/10

• Fast, smooth ride
• Made in the UK
• Beautiful detailing
• Playful for a high-pivot bike
• Limited seat stay clearance at bottom out

Hope started building its own bikes back in 2017 with the HB160. Billed as an enduro bike, it looked stunning, but felt more like a long-legged trail bike than an alpine hauler. With the latest HB916 Hope has kept the artisan carbon aesthetics but refined the geometry and moved to a high-pivot idler suspension design. The result is an enduro bike that now rides as good as it looks.

For an idler design it’s quiet and smooth, with less drag nibbling away at your pedalling efforts. And that rearward axle path gives a silky smooth ride, that lets you go faster with less energy than its rivals. With the HB916 you get beauty and the beast.

Read our full review of the Hope HB916

The Atherton AM. 170 is a truly unique enduro bike using a left-field construction method.

8. Atherton AM. 170

Best for custom sizing and unique frame construction.

Wheel size: 29/27.5in | Frame sizes: 22 options! | Weight: 16.4kg | Suspension travel: F 180mm/R 170mm | Rating: N/A

• Extensive sizing options
• High-end build with unique ride quality
• Competitively priced given what’s involved in the manufacturing process
• The rubberized protection started to peel away under the down tube

We rode several different iterations of Atherton prototype before slinging a leg over this latest AM. 170, and while the early predecessors showed glimmers of promise, we weren’t expecting to be so completely smitten by the ride of the production model. It’s fair to say Atherton Bikes has learned a lot and evolved considerably since its inception, and the new bikes are as stunning to ride as they are unique in the market.

With 22 frame size options to choose from, and a sorted size calculator, anyone can get the perfect fit. While the frame construction gives a totally distinct aesthetic that is about as far from mainstream rivals as you can get. But it’s the ride that really shines – when we rode it at Dyfi Bike Park we said it ‘seemed to glide almost effortlessly across rough ground’, and that it ‘never bites back, does anything weird or unsettling and holds its shape so well you can hammer without feeling like you’re the one getting hammered’.

Read our full test review of the Atherton AM. 170

The Santa Cruz Nomad is an obvious choice, but it hits all the right notes.

9. Santa Cruz Nomad

Best enduro bike for mixing business and pleasure.

Wheel size: 29/27.5in | Frame sizes: S, M, L, XL, XXL | Weight: 16.01kg | Suspension travel: F 170mm/R 170mm | Rating: N/A

• Supple, poppy suspension and playful handling
• Wide size range
• Well balanced
• Useful frame storage
• No surprise – it’s expensive
• Shock tunnel makes setting sag difficult
• On the heavy side
• Needs bigger rotors for sustained steeps

No list of the best enduro bikes would be complete without the classic Santa Cruz Nomad. Now on version 6, the latest Nomad is a significant improvement on the disappointing V5, thanks to a move to MX wheels (29in front/27.5in rear), improved geometry, and better suspension.

There are loads of frame sizes to choose from, internal frame storage adds a practical note, and the ride quality is all-out gravity focussed, with every run turning into the rowdiest party of our lives thanks to the supple, poppy suspension and agile rear wheel. It’s a bit of a fish out of water on the climbs, but we prefer the fact that the new Nomad isn’t trying to be something it’s not. An expensive option, and not the most imaginary choice, but there’s a reason why the Nomad is so popular.

Read our full test review of the Santa Cruz Nomad

The Commencal Meta V5 Race ploughs its own furrow.

10. Commencal Meta V5

Unique frame feel makes for a comfortable but fast ride.

Wheel size: 29/29in or MX (Meta SX) | Frame sizes: S, M, L, XL | Weight: 16.25kg | Suspension travel: F 160mm/R 150mm | Rating: 8/10

• Suspension has excellent grip and support
• No frame harshness
• Agile and playful
• Character all of its own
• Good climbing performance
• Can be a handful on really long, rough tracks
• Some riders might find it too flexy
• Lack of suspension set-up advice
• Imbalance of tyre grip
• Standard bottle and cage doesn’t fit

Commencal’s Meta stands out from the enduro crowd by having less travel and an alloy frame, but not following the herd has created a bike that also stands out for its ride qualities. Allied to a RockShox Lyrik fork, with smaller diameter upper tubes, the alloy frame has a soft, compliant ride that never spikes or deflects when hitting jumbled rock gardens at Mach 2. So while it doesn’t have the depths of travel that some enduro bikes boast, it can still keep pace against the clock.

If you do want more travel, Commencal also offers the Meta SX, which has a mullet wheel configuration and adds 10mm travel front and rear. Whichever you choose, the Meta has a unique ride that is as refreshing as an alpine spring.

Read our full test review of the Commencal Meta V5

Sam Hill turned his hand to enduro, and his immense skill brought him numerous victories

What should I look for in the best enduro mountain bikes?

An enduro bike is basically a mountain bike with at least 150mm of suspension travel, but more commonly 160-180mm. They’re built for the rigours of racing full-bore downhill whilst being sufficiently efficient on climbs and contouring trails too. As racing is hard, days are long, trails are punishing and outside mechanical assistance is minimal, the bikes must be extremely durable and reliable too. First an enduro bike needs to be lightning fast downhill. That’s because downhill sections make up the bulk of the timed runs in an enduro race. With some stages lasting upwards of ten minutes, and with limited practice time to learn the courses, the bike needs to be easy to ride and forgiving of bad line choices and cock-ups that are inevitable in the heat of the moment when fatigue sets in.

Is 150mm enough travel for enduro?

Yes, absolutely. However, don’t expect to be able to carry as much speed, in as much comfort or control, as you would on a bike with longer travel. For a long while, 150mm was standard travel for a downhill bike, but now it’s more common on a trail bike. But with the right build and geometry, you can absolutely smash an enduro trail with only 150mm of travel. So if you’re wondering whether you can race an enduro on your trail bike, the answer is absolutely yes.

The Bold Unplugged Pro has a remote switch that reduces the travel and increases the compression damping to improve climbing performance

How important is climbing performance on an enduro bike?

Enduro isn’t simply about high-alpine marathon DH runs. The bikes also need to climb and pedal efficiently. With long liaison stages linking up the timed sections, the weight of the bike is also a factor as you don’t want to be carrying excess baggage on the climbs. Lighter bikes also needs less manhandling to guide them when you get tired, which becomes a massive bonus for those long days in the saddle. In a nutshell, a good enduro bike needs to be every bit as capable as a downhill bike, but as agile and efficient as a typical trail bike. That’s a pretty tall order, but the best modern enduro bikes fulfil that brief.

Canyon’s latest Strive enduro bike has multiple geometry adjustments

What sort of geometry does an enduro bike have?

The bottom bracket heights of a lot of our bikes hover at around the 350mm mark. But this measurement can’t be taken at full value, as all of the bikes have different amounts of suspension travel. If the bikes are all set with the same amount of suspension sag, then the bike with the shorter travel will have a higher bottom bracket. Another point to note about the BB height is that the axles of the 29 in wheels are higher than for the 27.5in wheels, so there is a greater BB drop, giving added stability. Head angles can be as slack as 62º, but most are in the 63-64º range. Manufacturers often add some kind of geometry adjustment, too, so riders can choose to prioritise certain handling characteristics. For more on this topic, read our deep dive into mountain bike geometry .

Bikes like the Santa Cruz Megatower are as fun to ride as they are fast to race

Does an enduro race bike make a good enduro bike for non-racers?

It’s amazing how enduro bikes have evolved in such a short space of time; the best new designs are now essentially lightweight mini-downhill bikes and, it seems, every man and his dog is now an enduro racer (mbr staff included). Cut through the marketing spiel, however, and one thing is crystal clear: longer-travel bikes are better than ever before, and we have enduro to thank for it.

The reason is simple; racing breeds development. The latest enduro bike may not look dissimilar to the all-mountain bikes of yesteryear, but in fact they are very different animals. Due to the nature of the racing, this new breed is more DH-focused, with slacker angles and better high-speed handling. In fact, the geometry isn’t too far off what you’d see if you strolled the pits at a World Cup DH race. But improvements to climbing performance and adjustable geometry means they make great bikes for riders who are not interested in racing – just hitting their local descents or riding a bike park. These are versatile rigs, begged to be ridden hard.

TREK SLASH 9.9 XO1 LONG-TERM REVIEW

Forward thinking slash with new shock technology.

Words by Mike Wirth/Gooseworks Photos by Jon Coulthard

Our season of bike tests with the new Trek Slash was supposed to include a summer of burning laps at the bike park, utilizing the comforts of a chairlift to feed our gravity habit. With bike park operations varying greatly due to COVID-19, and shuttle rides feeling risky with or without masks, we had the chance to test Trek’s new long-travel enduro race machine as it was designed to be ridden, as an enduro race bike with gravity chops that can still be used to climb. We pedaled this bike to the top of every mountain surrounding the Los Angeles area, and then pointed it down the gnarliest lines we could find at least twice a week for the last few months.

THE LAB We won’t delve too deep into the lab in this review, as we covered alot of the major changes and updates to the Slash in our First Ride Report a couple months ago. The new Trek Slash gets a 10-millimeter bump in travel from last year’s version, now sporting 160mm in the rear, and 170mm in the front. Geometry changes follow the “longer, lower, slacker” line of thinking, but still not so far as to call it “extreme.” The frame still has Trek’s Knock Block headset system to protect the top tube and cables in a crash, but the fork crown does clear the downtube, so Knock Block is removable on this year’s Slash. When asked why they went this way, Trek simply said that the feature is polarizing on whether the protection worth limiting steering range. So they leave it up to the rider. Other nice features include internal frame storage for every model, including the alloy ones. A new and larger 34.9mm diameter seat tube accommodates more robust dropper posts. The BSA 73mm threaded bottom bracket is easier to service and less creaky than press fit versions. Something mechanics and tinkerers like myself are very happy about. A full-length downtube guard provides added protection, especially for shuttling, which is another awesome feature.

GEOMETRY CHANGES INCLUDE • Head tube gets 0.6 degrees slacker (high: 64.6, low: 64.1) • Seat tube angle gets almost 2 degrees steeper (high: 76.1, low: 75.6) • Reach gets longer by 20-30mm depending on size

THE DIRT The size XL (21.5”) test bike feels on the big side compared to extra larges from some other brands, which should make all you “Longer is better” folks happy. The 2021 version of the Trek Slash gets a slightly longer top tube, and is paired with a slightly steeper seat tube angle that hides some of this length. Overall, the position is quite well balanced with a position that’s upright yet aggressive.

CLIMBING: RockShox and Trek Bicycles have designed the RockShox Super Deluxe with several options for effective ride settings. For long grinds and fire roads, the switch can be flipped on, which leaves the rear suspension very firm. This puts the rider in the most efficient position with the shock high in its travel and the rider weight forward. Suspension movement is minimal and helps deliver the most power. For more technical climbs, the switch can be flipped open to activate one of three additional compression modes. The “Open” setting is simply too soft for most climbing applications. However, Trek has done a nice job making the other two modes effective for keeping the suspension moving and improving traction on loose terrain. The “+” setting is the firmest of these “Open” shock modes, and keeps the rider higher in the travel while still allowing it to flutter over trail chatter and keep the tires hooked up. Whether you like to set and forget, or reach for a switch every time the trail points up, the Slash has a setting for that.

DESCENDING: The same shock modes that leave options for the climbing modes make for three distinct personalities descending with the Slash. However, no matter where the shock is set, the rest of the bike is built for speed on the descents. The capable geometry beg the rider to push the envelope on hairy descents. We found confidence to hit chutes and steeps our first ride out that have given us pause on lesser bikes. The stable nature of the Slash has a calmness when the terrain feels unforgiving. It’s like riding the back of a Grizzly bear as it powers through the forest. Riding the Trek Slash makes the hardest features feel easier. It almost seems to nudge your eyes to look farther down the trail than you think you need, because you don’t realize how fast the suspension is gobbling the obstacles beneath you and how much sooner you’ll be at that rock or root way down the trail.

I had most recently been spending time on a Yeti SB150 and found that the Slash descends with much more confidence, granted it couuld be the extra bit of travel and shock tune, but when it came time  to point the Slash downhill it was steps ahead in terms of speed and confidence. Although the Trek Slash feels like a massive bike in almost every way, it is in no way sluggish. It’s quite amazing that even the XL we tested rides as snappily and lively as a much smaller, shorter travel bike. With the shock set to the firmer “+” or “O” modes, the rear suspension firms slightly and becomes more flickable. These are the settings we used on jump and berm trails. Testers noted the added support gave the bike a responsive feel that gave plenty of pop off jumps and came off the ground easily to hit the little jib features along the way. With these two modes, the bike feels remarkably playful and accelerates quicker when pumping transitions. With the rear shock set to the softest “-“ setting, the Slash’s suspension becomes much more plush and easy to activate. This setting keeps rider weight low and back, and works best on gnarly, steep terrain. With the shock set to this mode, the Slash is remarkably supple over small and medium hits with solid mid stroke support. The bike digs deep into the travel on big hits and matches the RockShox Zeb fork up front.

MINOR GRIPES: The included multi tool comes with a fairly standard array of tools. It fits neatly inside the steerer tube, out of sight but not out of reach for a quick trailside repair. The stubby bits can be difficult to use, and proved too short to easily use them on bolts that are even slightly recessed, like the bolts on a SRAM Code brake that’s rubbing.

Our first ride out had us second guessing Bontrager SE5 Team Issue tire spec. They sport a a relatively lightweight sidewall that accelerates quickly with impressively low rolling resistance. However, we quickly pinch flatted the tire and ripped a sidewall on a rock that didn’t look overly menacing. Call it first ride bad luck, but we increased our pressure from 24psi to 28 for more insurance. The rounded profile is predictable and provides a nice bite when cornering, although it’s not as responsive as a more squarely-profiled tire. Straight braking traction is ample, though, and the Slash makes the most of the knobs to eek out every bit of handling prowess. Running the tires with lower pressures and a foam liner to provide support the sidewalls might be the secret here.

What may be a gripe here is actually Trek’s reaction to forums so we can’t fault them too much there. The 820-millimeter Bontrager bar is massive, and will need to be cut down for most riders. Even on our size XL test bike, we cut our bars down to 790, but it’s nice riders have the option.

We had shock mount bolts come loose twice during a season of testing. The rest of the hardware performed impeccably. The bottom bracket started creaking on us a couple times during the season, likely from too many stream crossings and bike washings post rides. The threaded bottom bracket makes servicing that area much quicker and easier than a press-fit BB. We applaud Trek for this spec. The bearings in the BB and the frame are still smooth after a full season of hard riding through creeks and SoCal’s grease-eating dust.

The Wolf’s Last Word

Back in the day I always imagined a “unicorn bike” as being an anorexic DH bike built with parts so light it floated uphill easily and then smashed downhills like a gorilla. Lucky for us, bikes have evolved beyond our childhood dreams and now we can have our cake and eat it too. The Trek Slash has a supreme capability to make climbing absolutely bearable and fairly efficient, which is impressive for it’s travel and capability on the downs. Trek’s new Slash has descending chops that rival any long travel bike we can think of. During this unusual year when no chairlifts were available to test, this Slash became the most effective tool to access gnarly trails, with its sort of “portable chairlift” feel.

Price: $7,999 Website: Trekbikes.com

SPECIFICATIONS

CHASSIS Frame: OCLV Mountain Carbon (160mm travel) Fork: RockShox ZEB Select+, 44mm offset, (170mm travel) Shock: RockShox Super Deluxe Ultimate Thru Shaft

COCKPIT Brakes: SRAM Code Shifter: SRAM X01 Handlebar: Bontrager Line Pro Carbon (820mm) Headset: Knock Block 2.0 Integrated Stem: Bontrager XR Trail (35mm) Saddle: Bontrager Arvada Seatpost: Bontrager Line Elite Dropper

WHEELS Wheelset: Bontrager Line Carbon 30 (29”, 54t driver) Tires: Bontrager SE4 Team Issue

DRIVETRAIN Bottom Bracket: SRAM DUB Cassette: SRAM X01 (10-52t) Cranks: SRAM X01 Derailleur: SRAM X01

Excellent geo that’s progressive without being extreme Effective and easy to use shock tune RockShox Zeb fork and build kit are up for a challenge Finish quality on paint, hardware and house brand components top-notch

We don’t, slashed sidewall on bontrager se5 tire sram code brakes impossible to adjust with included multi tool, and they require adjustments, leave a comment | win free stuff.

Want to win some free schwag? Leave a comment and vote up the most thoughtful comments and each month we’ll pick a winner. The person with the smartest and most helpful replies will earn some sweet new gear. Join the Pack and get the latest news and read the latest reviews on the top  mountain  and  electric mountain bikes .

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Mountain Bike Action Bike Test: Yeti SB150

Suspension front/rear: 170mm / 150mm Tire Size: 29″

T he SB150 is the purest distillation of Yeti’s race heritage. It’s a bike designed with years of experience on the racetrack learning how to build bikes for unbridled speed. While the racetrack is where the SB150 was designed to live, let’s not forget that Yeti is also arguably the purest example of a bike company run by riders for riders. Yeti’s approach to bike design is the antithesis of corporate. These guys actually ride.

Stop by the Yeti factory between the hours of 11 a.m. and 1 p.m. and you will find it empty. Yeti closes up shop every single day to test its creations on dirt during the daily lunch ride. It’s been said that while the lunch ride is not mandatory for employees if you skip it often, you won’t last long at Yeti. They want the best bikes for riders who spend much of their time racing the clock between the tape, but the bikes have to work for mortal riders, too. We set out to take one of these capable race sleds to our local trails to see if it could make us feel like we were hunting for EWS gold right in our backyard.

WHO IS IT MADE FOR?

The SB150 is designed as an enduro race bike first, but that race-ready attitude makes for a seriously mean trail machine in the hands of a capable rider. While the aggressive geometry might feel too sluggish and sled-like at slow speeds for some, those with the power and skills to harness this beast will reap the benefits on a wide range of terrain. Yeti makes a complete line of superbikes, several of which are lighter and more nimble than the SB150. If you’re interested in this one, you should know that it makes no apologies about its aggressive nature and begs those who want something smaller to look at the shorter-travel SB130 or the smaller 27.5-inch-wheeled SB140.

WHAT IS IT MADE FROM?

Yeti builds its carbon in two different versions to hit two distinct price points. The Turq model featured here uses the most advanced low-void carbon fiber to keep weight low and performance high. For those who want a less expensive version of this bike, Yeti also builds it in a C-version that uses the exact same geometry and suspension design, but without the fancy raw carbon material. The Turq version saves about 225 grams, or about a 1/2 pound over the C. It is also a couple of hundred dollars less expensive, but comes with the exact same geometry, suspension design and aesthetics.

Both the Turq and C frames are carbon fiber front to back, with 150mm (5.9 inches) of travel in the rear and 170mm (6.5 inches) upfront. The bike uses oversized Enduro Max bearings at all pivot points, a bolt-on ISCG mount, a tapered head tube, a 12×148-mm non-boost axle, enough tire clearance to run a 2.5-inch tire, and custom chain-slap protectors on the chain- and seatstays.

The cable routing is internal, the head tube is tapered and the bottom bracket is pressed in. The geometry is very modern with a long reach, steep seat angle and short offset fork in mind.

WHICH COMPONENTS STAND OUT?

Yeti’s build kits have to stand up to the daily lunch ride, so they don’t come with any disposable parts or components that must be swapped out before your first ride. Our SB150 came equipped with a SRAM X01 drivetrain and SRAM Code RSC brakes, which provided reliable and sharp shifting and good braking control. The suspension duties are handled by Fox’s top-shelf Factory 36 Float fork and Factory Float X2 shock, a combo that offers plenty of adjustability and plush travel. DT Swiss’ workhorse M1700 aluminum wheels round out the components with relatively lightweight hoops mated to the bulletproof star-ratchet hub system. Of course, you could upgrade some parts, but you certainly don’t have to.

HOW DOES IT PERFORM?

Switch Infinity explained:

The extra chambers located near the bottom bracket function as a precise “translating pivot” developed by Yeti in conjunction with Fox to create a simpler and more reliable version of the wildly successful Superbike suspension used on the other SB models of the past decade. The system essentially replaces a pivot and allows the designers to closely control the wheel path as the bike moves through its travel. While the Kashima coatings and Fox branding might lead you to believe it’s a secondary shock, it’s not. There is no pressure in either of the chambers, and the link works much like a regular suspension pivot does, only floating. As the bike moves through the first bit of its travel, the Switch eccentric system moves upward, allowing for a rearward axle path that’s great for small-bump compliance and pedaling efficiency. As the suspension moves deeper into its travel, the link switches direction, moving downward to reduce chain tension and allowing for big-hit control.

Moving out:

The SB150 is a big bike—no question about it. Most riders will find the “T-shirt” sizing to fit larger than most brands, so if you’re between sizes with other brands, you should likely size down on the SB150. Our size-XL test bike came equipped with a very-long 25.7-inch top tube, which fit our tallest test riders so well they were left questioning all their previous bike-size choices. The long and low feeling of the Yeti, coupled with the steep seat angle, puts the rider in a very powerful feeling position with a very balanced weight distribution. Nice.

The SB150 is no featherweight. The 32.6 pounds is noticeable, especially considering much of that heft is distributed with big and wide tires on alloy wheels; however, the SB150 carries its weight exceptionally well and will climb anything if the rider has enough gumption. Like any proper enduro race bike, it’s designed to handle any transfer stage to get you to the top of the best trails, but it won’t be the most efficient vehicle along the way. It’s a tradeoff, like a powerful truck with a big V8 motor. A big truck is less fuel-efficient than a lighter-weight one, but it is also tougher. Just sit in the comfort of the big frame, enjoy the powerful climbing position, and know the SB150 can and will find the top of the hill eventually.

The SB150’s handling comes alive when it is pushed into fast corners. It can also become a handful for riders who want to pick and choose their way through the turns. The bike loves to corner fast, and the aggressive geometry pays big dividends at speed, where the SB150 tracks through fast and rough turns with aplomb. The SB150 can be more difficult to maneuver at slow speeds, thanks to the long wheelbase and slack geometry. Thankfully, the excellent weight distribution keeps things manageable and had us snaking through tight switchbacks soon after we got used to the bike’s “keep on truckin’” personality.

Descending:

The SB150 descends fast and with authority. The long but stout carbon tubes that make up the front triangle bring plenty of stiffness to the table, which translates to steering precision and confidence on even the roughest terrain. The SB150 begs you to push harder into rough lines and let the ample suspension travel and aggressive geometry clean up the rough edges as you plow straight up and over obstacles. It’s clear that descending was the first priority of the SB150 design. And while it’s not as poppy or playful as a park bike, nor quite as plush and forgiving as a full-on downhill bike, we’re still confident this is the fastest weapon for descending nearly any trail out there. And the fact that enduro race bikes don’t need a chairlift to access descents makes them that much more appealing.

TRICKS, UPGRADES OR TIPS?

The fork and shock come stock with no volume spacers, which makes the travel feel springy but uncontrolled. We installed two spacers in both the fork and shock, which improved both small-bump compliance and control on big hits and drops.

The cable routing is exceptional, with individual and internally sleeved slots for the brake hose, dropper post and shifter cable. Our only tweak to the sleek-looking routing was a bit of 3M 2228 Mastic tape on the housing where it enters the frame to keep the bit from rattling.

The Switch Infinity suspension design looks like a maintenance nightmare to the novice mechanic. Take it apart, though, and you’ll be dumbfounded by how simple it actually is. Don’t let the extra Kashima bits scare you. The Switch Infinity design is not more maintenance-intensive and has held up to our testing on several different platforms without fail.

BUYING ADVICE

If the SB150 were a gas-powered vehicle, it would be a little like a brand-new Ford Raptor pickup. It’s purpose-built to handle blasting down a rough road with the accelerator floored and the r conditioner maxed out without batting an eye. It takes every bit of modern geometry and suspension technology to make a bike of that’s as forgiving as it is fun to ride when the trail gets rough. It eats big rocks like they’re featured on an all-you-can-eat buffet, and then metabolizes them into speed, control and ground-leveling performance. You can ride more mundane trails with the SB150, but don’t expect it to shine when you’re maneuvering at slow speeds or trying to fit it into the compact spot at Trader Joe’s. This is not a beginner bike, and it doesn’t make any apologies for that. If you’re looking for the best in efficiency, look elsewhere. But, if you’re looking for a big vehicle to take your riding to the next level, the SB150 might be the race-inspired super vehicle to tame the gnarliest trails you thought no trail bike could handle.

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Yeti SB150 T2 on test – a premium enduro bike with a unique character

Where is the Yeti SB150? We got this question all the time after publishing our big enduro bike group test in February last year. Yeti wasn’t able to supply us with a test bike at the time but now we’ve got one and we were just as excited as our readers to find out how it would fare against such a strong field.

For an overview of the test fleet head to the group test: The best enduro bike 2020

When Yeti introduced the SB150, it sent shockwaves through the brand’s loyal fanbase. Some cheered, happy they would finally be able to mount a water bottle in the front triangle, others were sad to see the organic, curved shapes of the previous models like the SB5.5 go. What has remained is the Switch Infinity link. The main pivot of the linkage slides up and down on a set of rails as it goes through its travel, thereby creating a virtual pivot point. As with all of Yeti’s bikes, the SB150 is available in their trademark turquoise, but you can also get it in a more subtle grey. Yeti offer the frame in two different grades of carbon fibre – besides the difference in price and weight, the frames are identical. The componentry of the € 8,490 bike is well thought-out and functional. You get a 150 mm dropper post on the size M and a 175 mm on the size L – very nice! There is nothing to fault regarding the FOX factory suspension, SRAM CODE RSC brakes and X01 Eagle drivetrain either, though we would have preferred a bigger 200 mm rotor on the back.

Yeti SB150 T2

Specifications.

Fork FOX 36 Factory GRIP2 170 mm Rear Shock FOX FLOAT X2 Factory 150 mm Seatpost FOX Transfer Factory 175 mm Brakes SRAM Code RSC 200/180 mm Drivetrain SRAM X01 Eagle 30 - 10/50 Stem Race Face Turbine R 35 50 mm Handlebar Yeti Carbon 800 mm Wheelset DT Swiss EX 1700 29

Technical Data

Size S, M, L, XL Weight 14.56 kg

Geometry and size of the Yeti

Long reach, slack head angle, steep seat tube angle – on paper, the geometry of the Yeti SB150 ticks all the right boxes. However, you’ll also notice the short chainstays and the bottom bracket isn’t particularly low either, but it’s available in four sizes and covers almost every size rider – thumbs up!

The Yeti SB150 T2 on the trail

Ascending on the Yeti SB150 is a very comfortable affair. Thanks to the steep seat tube angle (76.9°), the pedalling position is well balanced and the long 480 mm reach is nice and roomy – perfect for long days in the saddle. The suspension is sensitive yet efficient for pedalling, offering lots of traction and comfort on the climbs. Going downhill, the Yeti SB150 feels just as plush and absorbs all irregularities on the trail, like you’re on a magic carpet, gliding over the trail… up to a certain point. The suspension hardens on very fast, hard hits because it can’t recover quickly enough. This is where you’ll notice that it only has 150 mm travel. However, the Yeti hasn’t got any trouble dealing with single big hits, offering enough progression to never bottom out. Getting the bike airborne is easy and despite a 20 mm difference in travel between the front and rear, the suspension harmonises well.

Eyes open! The Yeti demands an active riding style in corners

Due to the long front triangle and the short seat tube, you have a lot of room to move around on the bike. On steep terrain and straight sections, it feels stable and confidence-inspiring. However, you have to ride it very actively in the corners to prevent the front wheel from understeering. Here, the combination of a long front triangle and short chainstays feels unbalanced and isn’t very forgiving if you make a mistake. Tight trails and quick direction changes take a lot of work from the rider to balance their centre of gravity between the front and rear wheel.

The rear suspension of the Yeti is very plush and comfortable, but it can’t cope with repeated hits

How does the Yeti 150 compare to the competition?

When you get on the Yeti SB150 you’ll be impressed with the plush feeling of the suspension. You’ll only find something similar on the Specialized Enduro or the RAAW Madonna. However, the rear suspension doesn’t perform as well in rough terrain. The short rear end demands an active riding style like on the Ibis Mojo, but you’ll be rewarded with very direct and lively handling.

Tuning tip: shorten the handlebars | bigger brake rotor on the rear | size down – even Richie Rude (1.82 m) rides a size M

Riding Characteristics

Value for money, intended use.

The Yeti SB150 T2 is a bike for racers who know exactly what they’re doing. It offers a lot of traction and very precise handling, though it requires an active and courageous riding style. If you find yourself choosing between two sizes, go for the smaller option. There is nothing to complain about in terms of climbing abilities, but the cable routing could be improved.

• very comfortable rear end offering lots of traction
• efficient climber
• great to look at

• requires an active riding style
• rear suspension could do with more reserves
• rattling cables

You can find out more about the Yeti SB150 T2 at yeticycles.com

The test field

All bikes in test: Canyon Strive CFR 9.0 LTD | CUBE Stereo 170 SL 29 | Giant Reign Advanced 29 0 | Ibis Mojo HD5 | Norco Sight C1 29 | Nukeproof Mega 275C RS | Nukeproof Mega 290C Pro | Orbea Rallon M-LTD | Pole Stamina 180 LE | RAAW Madonna V2 FOX Factory Built | Rocky Mountain Slayer Carbon 90 29 | Santa Cruz Megatower CC X01 Reserve | SCOTT Ransom 900 Tuned | Specialized S-Works Enduro 2020 | Specialized Turbo Kenevo Expert | Trek Slash 9.9 X01 AXS | Yeti SB150 T2 | YT CAPRA 29 CF Pro Race

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: Christoph Bayer / Finlay Anderson / Markus Frühmann

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Yeti SB150 Review

by Kyle Scott | Nov 12, 2021 | Bike , Long Travel Mountain Bikes , Mountain Bikes

Table Of Contents

Build options.

• The Bottom Line
• Price Comparison

Best Climbing Long Travel Bike of 2021

• Climbing Ability 80% 80%
• Downhill Ability 90% 90%
• Overall Fun 90% 90%

Travel: 150mm rear/ 170mm fork

Head Tube Angle: 64.5

Seat Tube Angle: 76.9

Reach: 480mm (large frame)

Weight: Starting at 31 lbs

Price: $5,900

What We Like: Really Playful Bike

What We Don’t: Expensive Build Options

The Yeti SB150 always impresses with its climbing ability and an easy selection as the Best Climbing Long Travel Bike of 2021 . Without going overboard on the modern geometry side of things, Yeti has produced a competent climber that is still really aggressive on the downhills. The Infinity Switch system even got an upgrade making the bike more robust. The added suspension makes the bike really playful in the rough and rowdy sections of trails and it has just become a really good all-arounder.

Compare to Similar Products

See Our  Best Long Travel Mountain Bike Review 2021 Article HERE!

Santa Cruz Hightower Review

Buy Now at  Backcountry.com

Compare Best Prices

• Climbing Ability 90% 90%

All-around Ability in a Variety of Terrain

Weight of some of the build options.

Travel: 145mm rear/ 150mm fork

Head Tube Angle: 65.2

Seat Tube Angle: 76.3

Reach: 470mm (large frame)

Weight: Starting at 29 lbs

Giant Reign Review

Buy Now at Giant-bicycles.com

• Climbing Ability 70% 70%
• Downhill Ability 80% 80%
• Overall Fun 80% 80%

Maestro Suspension Platform, Price

Could use some better brakes.

Travel: 146mm rear/ 170mm fork

Head Tube Angle: 64.6

Seat Tube Angle: 76.4

Reach: 488mm (large frame)

Weight: Varies With Frame Material

Buy Now at Aventuron.com

Really Playful Bike

Expensive build options.

Specialized Enduro Review

Buy Now at Specialized.com

• Downhill Ability 100% 100%

DH Bike That Can Climb

Needs steeper seat tube, price.

Travel: 170mm rear and fork

Head Tube Angle: 63.9/ 64.3

Seat Tube Angle: 76

Reach: 487mm (S4 frame)

Weight: Starting at 32.5 lbs

Ibis Ripmo Review

Buy Now at  JensonUSA.com

Climbing Ability, Ripmo AF Option

Stock shock not being fox float.

Travel: 147mm rear/ 160mm fork

Head Tube Angle: 64.9

Reach: 475mm (large frame)

Weight: Starting at 28.9 lbs

Pivot Switchblade Review

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• Overall Fun 100% 100%

All-around Performance

Travel: 142mm rear/ 160mm fork

Head Tube Angle: 66

Seat Tube Angle: 75.5

Weight: 30.2 lbs

Canyon Strive Review

Buy Now at Canyon.com

The Shapeshifter

Also the shapeshifter.

Travel: 150mm rear/ 160mm fork

Head Tube Angle: 66 - 67.5

Seat Tube Angle: 73.5 - 75

Reach: 470mm (large frame))

Weight: Starting at 31.2 lbs

Orbea Rallon Review

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Amazing Climber, Custom Paint Job Option

Short reach and cost.

Travel: 160mm rear/ 170mm fork

Head Tube Angle: 65

Seat Tube Angle: 75.5/ 76

Reach: 455mm (large frame)

Weight: Starting at 30.95 lbs

Kona Process X Review

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• Climbing Ability 60% 60%
• Overall Fun 70% 70%

Chainstay Chip Makes A Difference

Sluggish at slow speeds, super long.

Travel: 161mm rear/ 170mm fork

Head Tube Angle: 63.5

Seat Tube Angle: 78

Reach: 490mm (large frame)

Weight: 32.8lbs (large frame)

Norco Sight Review

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Strong Climber, Stable Descents

Not as playful as older versions.

Seat Tube Angle: 77.7

Weight: Starting at 32.23 lbs

Scott Ransom Review

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Made For The Downhills

Twinloc system needs some work.

Travel: 170mm

Seat Tube Angle: 75

Reach: 466.5mm (large frame)

Weight: Starting Around 30.20 lbs

Nukeproof Mega Review

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Now Comes With A Water Bottle Mount, Sportier Geometry

Climbing could be more efficient.

Head Tube Angle: 64

Weight: Heaviest Build 34.2 lbs

When a company calls its product “race-bred,” it’s easy to figure out what the main purpose of the product is. For Yeti, it was getting the SB150 to go fast both up and down the hill. The SB150 has won a lot of races around the world in a variety of racing styles, which helps to show that it is quite a bike. With Yeti’s Switch Infinity system, the uphill pedaling is snappy and powerful while still being a downhill monster. There’s a lot to like about the SB150 and the climbing prowess has made it our Best Climbing Long Travel Bike of 2021 .

Built around Yeti’s trademark Infinity Switch platform the SB150 seems to know bumps and drops are coming before they arrive. This not only helps while pedaling but also keeps the wheels planted when you want them and in the air when the time is right. The numbers are modern with a 77-degree seat tube angle, 64.5-degree head tube angle and short 433mm chainstays. You can also store a water bottle in the front triangle so that’s a win.

There is a small fender for the Infinity Switch and a large downtube guard to keep the bike looking mint. The chainstay also has a small guard but it could be a little burlier to keep the noise down. As for cable routing there is a small compartment on the downtube for easy access and cable management, the cables are free to rattle around however and that could have been prevented with some rubber entry points.

Yeti is known as a brand that makes good pedallers. The SB 150 is no different. The anti-squat created by the Switch Infinity keeps the bike moving and rolling without getting stuck up on roots or rock edges. The chainstay is 433mm across sizes, with a fairly long reach of 480mm on a large frame. The reach isn’t as bad with the 77-degree seat tube angle to keep the rider centered and able to keep the front wheel down.

The bike itself has been tested to suit DH standards for the frame. They even created a thicker head tube for more durability. The bike also has taken the “longer, lower, slacker” mantra of newer bikes fairly seriously. With a head tube angle of 64.5-degrees, it’s slack—really slack. The fork has some extra travel as well that will keep everything buttery while smashing rock gardens and zipping around berms.

This bike is great for building confidence on fast and choppy downhill trails. It keeps the rider in a low but controlled position, and the wheelbase is long enough for solid stability at speed. As mentioned earlier, it has been used in a lot of enduro-style races and has won a lot of those races on the Enduro World Series circuit, which is nothing to shake a stick at. For a weekend warrior rider, it still is an excellent bike that will handle pretty much anything thrown at it on the descents.

The three TURQ series carbon cost between $7,400 and $9,400. The most expensive option comes with the SRAM XX1 Eagle drivetrain but not much else differs across the builds, which is cool to see. Usually, there is often quite a difference in components across price brackets, but not so much with the SB150 . One area of improvement we have seen from various reviewers is that the wheels could be burlier for the style of riding that the bike will provide.

The Bottom L ine

Yeti has again improved a bike to become more versatile without compromising the original bike’s climbing prowess. They did the same with the Yeti SB115 , and as a result, Yeti remains one of the best climbing bikes on the market. All of this helped it become our Best Climbing Long Travel Bike of 2021 .

The slacker geo has also allowed the bike to become more stable and sporting on the downs, especially in the rough stuff. While this bike has been developed to tear up the enduro world, it would still make for a solid one quiver bike if your local trails are a bit rowdy and rocky. It is always great to see Yeti producing such excellent bikes with excellent pedaling, proving that you can have your cake and eat it too, even if the cake has a 170mm fork.

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Based on frame geometry and build specs.

A bike with lower gearing will be easier to ride up steep hills, while a higher top end means it will pedal faster down hills.

2021 SB150 C2

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2022 Slash 9.8 XT

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

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Bike Finder

Results have arrived, yeti mountain bikes: which yeti mtb is right for you - trail, xc, enduro.

Yeti makes some of the best mountain bikes around. With different models in stock, how do you choose which MTB is right for you? Do you need and enduro or trail bike? 27.5" or 29" wheels? This Yeti guide breaks down the differences between popular models like the SB100, SB115, SB130, SB150, the ARC hardtail and more.

Written by: Bruce Lin

Published on: Jan 21, 2021

Posted in: Guides

Yeti bikes have won races at the highest level under some of the world’s best riders. Racing has always been in Yeti’s blood, and it’s still a small company of dedicated riders who simply love riding and designing bikes that maximize performance and fun. For many riders, once they ride a Yeti, they get it.

Yeti’s range of high-end, high-performance machines will satisfy everyone from casual trail riders to Enduro World Series champions. This overview covers all current Yeti models, and a few discontinued, but still popular models too.

Like any bike, your next Yeti should reflect your needs as a rider. What sort of terrain will you ride? Are you more interested in speed or style? Do you want to go on long backcountry adventures or race an enduro? Hopefully, this guide helps you make an informed decision when buying your next bike.

Carbon Series vs. TURQ Series frames

Switch infinity suspension, yeti mountain bikes, discontinued models.

From the beginning, Parker had a passion for mountain bike racing and built one of the best teams of the era. Yeti became a household name thanks to the success of legendary racers like John Tomac, Juli Furtado, Missy Giove, and Myles Rockwell.

In 1995, Yeti was purchased by Schwinn. Schwinn sought to tap into Yeti’s design prowess, and in return, provided capital for Yeti’s new facility in Durango, Colorado. The mountain bike industry was flourishing in the late '90s and manufacturers and sponsors wanted to field big rosters of racers to promote their latest products.

As Schwinn began to decline at the end of the decade, Yeti employees decided it was time to return the company to its roots as an independent manufacturer. In 2001, two Yeti employees, Chris Conroy and Steve Hoogendoorn bought the company with Conroy becoming the president and Hoogendoorn the vice president. The company moved its headquarters to its current location in Golden, Colorado.

Yeti has continued to push mountain bike design and develop some of the world’s top racing talent through the years. From 2008 to 2011, the Yeti downhill team introduced the world to Aaron Gwin, America’s most successful downhill racer, and Yeti’s enduro race team won three successive Enduro World Series championships from 2014 to 2016 with Jared Graves and Richie Rude.

One final note should be given to the history of Yeti turquoise. Some colors just belong on certain vehicles. Ferraris are red. Subaru WRXs are World Rally Blue. And Yetis are turquoise. Of course, Yeti bikes come in plenty of other colors, but turquoise is the color most people think of when they think of Yeti. This is unique in the mountain bike world as no other bike brand has a color so intertwined with its identity.

Yeti president, Chris Conroy, tells the story behind the color’s origin: “There was a late-‘60s Dodge truck, I don’t remember the model, but it came in this color called 'Desert Turquoise.' John Parker’s wife, Linda, wanted a bike in that color so he painted one just for her. But people were stoked on it and started asking for it. Turquoise ended up becoming Yeti’s trademark color.”

To learn more about the story behind the Yeti brand, check out our interview with Chris Conroy, “ Nine things you should know about Yeti Cycles .”

Yeti frames come in two levels, the standard Carbon Series, and the top-of-the-line TURQ Series. TURQ models are more expensive, $1,500-2,000 more than a comparable Carbon Series model because they use higher-modulus carbon fiber to optimize weight and stiffness. TURQ Series frames generally weigh 200-400g less than Carbon Series frames, depending on the model, and are around 25% stiffer.

Is a TURQ Series Yeti worth the money? Racers and competitive riders will choose TURQ Series frames for the performance gains. If cost is a minor concern, and you want the best-of-the-best, then go TURQ. However, most riders probably won’t notice the difference in weight and stiffness, and the suspension design will be the same. Carbon Series frames are still high-performance and will satisfy the vast majority of riders.

Another factor to consider is that TURQ Series frames will have better resale value than their Carbon Series counterparts. TURQ models are also generally built with higher-end components, which adds to the price, while Carbon Series frames are generally built with more entry-level components.

All of Yeti’s current full-suspension mountain bikes use its proprietary Switch Infinity suspension system. This system allows the main suspension pivot to change position relative to the frame, rather than remain in a fixed position like most other bikes. The main pivot moves up at the beginning of the stroke, and then it switches (get it?) direction as the bike moves through its travel.

Switch Infinity provides anti-squat early in the travel for an efficient, bob-free pedaling platform. But when descending hard, the anti-squat will drop off quickly to provide more mid-stroke support and a plush, bottomless feel.

Switch Technology first appeared in 2012 as a dual-link design that utilized an eccentric mechanism. This eccentric Switch design is found on Yeti’s 2012-2014 era mountain bikes the SB-66, SB-75, and SB-95. It has since been discontinued.

In 2014, Switch Technology was refined into the current Switch Infinity system. This patented design was developed with Fox Racing Shox and involves a “translating pivot” that moves on two Kashima coated stanchions. This new design improves the bike's rearward axle path to help absorb bumps when riding quickly through chattery terrain. It also improves serviceability. The Switch Infinity link uses grease ports for quick and easy service that can be performed with little to no expertise required.

Yeti currently offers six MTB models that give riders plenty of options to suit their particular style or terrain. Yeti doesn’t produce road or gravel bikes (though they did make a cyclocross bike in the past) because it’s a small company that chooses to focus only on its passion — mountain bikes.

Yeti’s current full-suspension bikes are designated “SB” for “superbike,” followed by a number indicating the rear travel in millimeters. As is the case with most bikes, riders who are interested in pedaling and climbing efficiency, or who ride flatter and less-technical trails will prefer short-travel models, while riders more interested in downhill speed and sending big features will want more travel.

The SB115 is the successor to the groundbreaking SB100. Its predecessor was Yeti’s attempt to show how capable a 100mm travel bike could be made. With its progressive (for XC) geometry, it ended up being part of the vanguard of “downcountry,” a category invented by bike media to fill the gap between pure cross-country race bikes and trail bikes. The SB115 pushes the SB100 platform further into the “down” side of the spectrum with a different suspension linkage, fork, and shock to increase the travel.

Who it’s for: Downcountry riders or marathon XC racers. Riders who enjoy the fast, efficient feel of cross-country bikes but want more downhill capability for trails that might overwhelm normal XC bikes.

The SB130 is Yeti’s do-it-all, mid-travel trail bike, designed to fit neatly between the XC-leaning SB115 and the enduro-focused SB150. The 130mm of rear travel paired with a 150mm fork provides the ideal compromise between pedaling efficiency and downhill capability. For most riders who like to explore a wide range of terrain and only want one bike, this is the best option. It will be responsive and efficient enough to feel playful on smooth flow trails, and capable enough to allow riders to push their limits on technical downhill trails.

Who it’s for: Do-it-all riders. Riders who want a “quiver-killer” bike that pedals and climbs well but still handles all types of terrain from smooth XC trails to tough enduro trails.

The SB140 is a bike built purely for shredding. Sure the SB140 can be raced, but racing isn’t everything. The overall goal of the SB140 is to maximize fun rather than speed. With smaller, more playful 27.5” wheels, and a moderate amount of travel, the SB140 is designed to be easier to maneuver both on the ground and in the air. Instead of mowing down terrain in a straight line like its 29”-wheeled brothers, the SB140 is better suited to boosting off hidden transitions in the trail, getting whipped sideways off big jumps, and just generally being ridden a hooligan.

Who it’s for: Playful riders. Riders less focused on speed and more interested in a nimble and capable bike that allows them to jib and boost off trail features and attack downhills with style.

The SB150 is Yeti’s enduro race machine, ridden by its factory enduro race team in the Enduro World Series. Since its release, it has achieved multiple EWS wins under former world champion Richie Rude. Rude and other Yeti team riders have also used it to dominate the domestic race scene. With a 170mm fork and slack 64.5-degree head tube, the bike encourages riders to release the brakes and go downhill at ludicrous speeds.

Who it’s for: Enduro racers. Riders who want to descend rough downhill terrain as fast as possible on a bike that’s extremely stable and confidence-inspiring.

The SB165 is Yeti’s heavy-duty freeride machine. Outside the confines of racing, there are riders who live to send it down the steepest trails and gnarliest features. This is the bike for jumping canyon gaps, flying off massive 50-foot drops, and riding down vertical rock faces that would be impossible to navigate on foot. With a coil shock, a huge 180mm fork, and an ultra-slack 63.5-degree head tube, it covers for any mistakes when riding high-consequence terrain and lets riders push the limits of their riding as far as they dare.

Who it’s for: Freeriders. Riders who live at the bike park, blast down the steepest terrain, or who need more travel for sending big jumps, drops, and features.

The ARC was once Yeti’s cross-country hardtail, designed around a 100mm fork to be lightweight and fast for racing. But for 2021, the ARC has been redesigned, and now returns as a more capable trail hardtail. It still has a lightweight carbon frame, but it’s now designed around a 130mm fork. The slacked-out 67-degree head tube improves stability so riders can descend harder than they would on a traditional XC hardtail. The seat tube is short and straight, so riders can fit the longest dropper possible for maximum clearance on downhills.

Who it’s for: Hardtail lovers. Riders into Yeti’s style who want the simplicity, feel, and affordability of a trail hardtail.

Yeti has an all-star roster, but its retired players can still shred hard. Here are some discontinued models that you’ll find both in our inventory and out on the trails. They share a lot of the same technology as Yeti’s newer offerings, but they are a bit more affordable thanks to their age. If you’re looking for Yeti style and performance, but don’t need the latest and greatest, then these bikes might be a perfect choice.

Wheel size: 29” Rear Travel: 100mm Fork Travel: 120mm

As mentioned earlier, the SB100 helped create the new “downcountry” category. Riders could use the SB100 for XC and marathon racing but still tackle technical trails where most riders might choose trail or enduro bikes. It was discontinued for 2021 with the updated SB115 replacing it.

Wheel size: 29” Rear Travel: 114mm Fork Travel: 140mm

The SB4.5 demonstrated the capability of short travel trail bikes with a 114mm travel (4.5 inches) rear-end that felt more plush and capable than the numbers let on. Paired with a 140mm fork, the SB4.5 was an interesting cross between a cross-country bike and an all-rounder trail bike.

The SB5 was Yeti’s former do-it-all trail bike and one of its most popular models of all time. It could handle everything from smooth flow trails to bike parks to enduro racing. It had an efficient 127mm (5 inches) of travel, but with a 150mm fork and slack head tube, it was still extremely capable on downhills.

The SB5.5 emerged just as 29” wheels were gaining traction for downhill oriented riding. It combined big wheels with big travel, and it instantly became a favorite among trail riders and enduro racers, including several of Yeti’s top pros.

The SB6 was Yeti’s former enduro race bike with the most travel at the time (152mm or 6 inches) and the most progressive, downhill focused geometry. It was the main bike used by Jared Graves and Richie Rude to win three consecutive Enduro World Series championships from 2014-2016.

Wheel size: 29” Rear Travel: 100mm Fork Travel: 100mm

The ASR is Yeti’s former full-suspension cross country race bike. Unlike Yeti’s other full-suspension bikes, the ASR didn’t use Switch technology. Instead, it used a lightweight, linkage-drive single pivot design. Since being discontinued in 2018, Yeti has not produced another pure cross country bike.

To see Yeti mountain bikes in stock, check out our Yeti collection .  

So which Yeti bike do you ride? Or which one do you wish you rode? Let us know in the comments!

Photos courtesy of Yeti Cycles.

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BIKE REVIEW: YETI SB150 2021

March 22, 2021

YETI SB150 2021

First, let's go over what I'm riding on. My bike is the Yeti SB150 C2 build with the Fox Factory Suspension upgrade in Raw Carbon. What that means essentially is that I went with a GX build and just decided to upgrade the suspension to Fox Factory because you know... Kashima. As of right now, the bike is completely stock and that's a big benefit of going with Yeti. I wouldn't change anything about this bike straight off the showroom floor. The SB150 is efficient as hell. Pedaling this thicc enduro monster up-hill was not bad at all. And these aren't "light" enduro bikes. Mine weights in at 31 lbs, which is fairly standard for a bike in this category. Nonetheless, I've pedaled much lighter bikes that felt significantly more "spongy" and "sluggish" when climbing. That said, I should mention that the length of this bike doesn't make it particularly easy to navigate up techier climbs. Riding this bike in Southern Utah, I struggled to summit some of the more intense climbs. With the effective seat tube angle being 77°, this gives you a comfortable climbing position that you can be in all day. Now let's get into the reason you would buy this bike, the descent. The SB150 is an absolute smash wagon. There is nothing this bike couldn't traverse over. The bike's heavy back end paired with the over-forked front end keeps this bike rolling no matter what the trail decides to throw at it. This bike rewards routey behavior and pushes you to ride more aggressively. It can handle anything that you throw at it and with Yeti's lifetime warranty why wouldn't you take some risks? The Switch Infinity System is another unique feature that is exclusive to Yeti. The way it works, in a nutshell, is that there are these two rails placed just above the bike's bottom bracket. As the bike goes through its travel, the pivot changes direction and places the bike in a position that helps with anti-squat making each pedal stroke that much more efficient. This gives the bike a bottomless feel when descending chunky trails at high speeds. It's also completely tunable, so you can dial this thing in to feel exactly how you want it. This, combined with the 150mm of rear travel makes this bike feel unstoppable. The feel of this bike, to sum it up, is "Fast AF". It's scary fast. So fast but it still feels so comfortable. Need proof? The SB150 has won more races stages at EWS than any other bike. It's hard to knock this thing off-line. This is not a "playful" or "jibby" mountain bike. This thing just wants to go and go fast. Yeti's perfectly distributed weight balance allows you to do just that. You roll over just about anything and come out of it like a bat-out-of Wuhan. Did I mention this bike is fast?

This bike rips. The switch infinity system helps keep you in a comfortable climbing position and gets you to the summits efficiently. It equally rips the downhill so that you can make it back to your dental practice. Push the SB150 to its limits and you will be rewarded with top-tier performance. Call you LBS and see if they have an SB150 you can demo and try one out!

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Is Trek Slash 9.8 GX Worth Buying? [Trek Slash 9.8 GX review]

Table of Contents

Trek Slash 9.8 GX

• Price: $7,899
• Travel: 160mm (rear), 170mm (front)
• Wheels: 29″ carbon
• Drivetrain: 1×12

What we love about it: A mid- to long-distance cross-country bike that’s all carbon brazed, powerful and quick to ride.

What we don’t like about it : The prominence of descending ability overshadows the superior performance of climbing.

Rating: (4.8/5)

The Trek slash 9.8 is a mid- to long-distance trail bike designed for all-mountain terrain. When you see this bike in action, you’ll be amazed by its tall wheels, which make it look a little sturdy. But the fact is that in the process of riding, you will find that it is like a galloping horse that shuttles between the mountains and forests.

And amazingly, it can also help riders race against the clock in enduro races on rough roads, and achieve the best performance even in the face of high-challenging professional routes. An upgraded carbon fiber frame leads the Trek slash 9.8 to absorb more shock and vibration, while making the leaps easier.

In Bike Radar / MBUK’s competitive Enduro Bike category, the Slash Series has been named the Best Enduro Bike! The editor’s evaluation is: “Balance between entertainment and dynamic, can easily cope with any situation!”

Next, let’s analyze Trek slash 9.8’s performance, key features, components, and specs, as well as a detailed review of other versions in the other series.

Learn more: Trek Procaliber 9.7 Review: How Does It Perform On The Field?

For the Trek slash 9.8, I would have preferred it to have a very big advantage in descending. In the terrain of trail cross-country, the professional ability of the rider is most tested, and the more thrilling is the rapid dive and descent.

Because of the wetness of the forest, the tangled roots are exposed on the surface all year round and become very slippery, not to mention the large amount of rocks exposed on the surface.

If you are riding a very compact cross-country bike, you will understand the test of this kind of terrain, the extreme vibration can make you unable to hold the bike at all, and the rigid body can make you unable to withstand the continuous blow.

Advantages of Trek slash 9.8

With this in mind, the Trek slash 9.8 geometry is longer, lower and more slack. The detachable Knock Block has a larger steering angle for maximum safety in all sharp and steep cornering situations, while also keeping those delicate cables and hoses safe.

It can effectively absorb the shock from the outside, and it is stable enough when going up and down steep slopes. And the tall wheels with very strong grip also exert their own strength at this time. I think all the components of this bike work hard to get the rider through tougher terrain.

The travel design of the suspension is very thoughtful. The combination of 160mm in the rear and 170mm in the front can also provide better shock absorption when you are driving on rough terrain. And with ultra-sturdy RockShox ZEB Select+ fork struts, this will give you confidence in challenging tougher, higher-height terrain.

Of course, here I will also introduce one of my favorite components: the thru shaft shock absorber of the same brand, this shock absorber can feel agile for even smaller vibrations.

During normal off-road bike riding, there will be a delayed response to ground feedback. This delayed response can take a big hit on the shock of the ride, but the Trek slash 9.8 uses this technology to keep you moderately close to the ground on rough mountain roads, effectively avoiding stalls and bouncing, and staying on track , and finally reach the finish line without falling behind.

If you pay attention to the fashion trends in recent years, you will be surprised by the unique frame texture of the Trek slash 9.8, because it uses taller 29” tires. You know, many models are now more biased in the choice of tire size 27.5″. So by comparison, the Trek slash 9.8 is like a real tough guy.

You’ll find what I call this sturdy personality when you’re riding a challenging stretch of trail. Fitted Bontrager Line Elite 30 29″ tubeless tires allow you to reach the finish line more easily because of the superiority of the rolling height.

On some wet, lush, forested tracks, you should be very impressed with the steep and smooth rocky uphills. In terms of grip and friction, the 29×2.40″ aramid-covered tires have been my biggest boost.

When I was racing upwards, especially when I encountered a platform with a sudden height, a good powertrain was an essential power. The SRAM GX Eagle 1×12 drivetrain did a good job of helping me with sudden acceleration, just had to choose to tune to the highest standard. In terms of sensitivity, I think it can also meet the standard very well.

After doing a very high and fancy air roll, a violent landing will mean that the impact on the body will reach a very big test. The Trek slash 9.8’s longer 170mm can absorb the larger squeeze from the ground first, so you can always control the bike.

Main Feature

In terms of the material selection of the body, Trek slash 9.8 uses the OCLV mountain carbon fiber main frame. The advantage of this material is that it is lighter and stronger than ordinary carbon fiber frames. For a long time, people have been arguing about alloy frames and carbon fiber frames, nothing more than that alloy frames will be more suitable for rough environments.

However, with the upgrade of technology, the use of OCLV mountain carbon fiber material can also actively face the unknown environment in the wild, and has a good performance in resisting ultraviolet rays and splashing stones on some gravel roads. However, there is also an unavoidable disadvantage, that is, the price will be relatively expensive.

Like I mentioned earlier the Trek slash 9.8 geometry is longer, lower and more slack, so for me, I can stay in this cockpit comfortably and enjoy the ride.

Carrying water and tools as well as some energy supplements is essential for long drives. The design of the Trek slash 9.8 is very thoughtful. It is hard to imagine that a full-sized water bottle can be installed in a small space, which can allow you to ride at least 30 minutes more.

At the same time, I also tried the internal storage compartment, and the capacity was equally astonishing. In the handling of some details, such as the knock black, this design prevents the pipes and hoses from being dragged around in the bumps during high-speed riding.

At the same time, a full-length downtube guard effectively protects the frame from rock damage. In the process of my rapid descent, or on the way to accelerate the sprint, there are always some bumps in the rock. However, with this setup, I was able to ride with more focus.

The moderate 64.1-degree head tube angle minimizes the impact on the difficulty of climbing or descending. At the same time, it also provides a relatively faster assist in the speed of descent.

Trek Slash is an endurance mountain bike. When you are going through a long climbing ride that tests your endurance and physical strength, I think the loose and near-vertical 75.6-degree seat tube angle can help you to be more stable and comfortable. Avoiding muscle discomfort is an essential advantage for endurance-testing riders. At the same time, the Trek Slash has been balanced in terms of efficiency, and I think it can be called a car with amazing speed and power.

Components and Specifications

Thru shaft air shock.

I’m totally invulnerable to new technology, and I can’t wait to hear about Thru Shaft air shocks. Therefore, during the test, I deliberately chose a section of descending mountainous terrain with very rocky bumps, just to see if it could respond quickly to constant vibrations.

During the ride I felt like Thru Shaft understood my riding needs and the trail conditions. As it works, this low-speed adjuster can counteract the rider’s pedaling input without compromising the high-speed thrills of rough terrain.

An enduro shock built for the perfect enduro mountain bike, I think. I completely surrendered to the charm it gave me, and at least made me tackle the raised terrain intimidated.

RockShox Super Deluxe Ultimate Rear Suspension

The rear shock of the Trek slash 9.8, the RockShox Super Deluxe Ultimate, can be said to be a complete change in the design of the rear shock. From the consideration of riding, the first consideration is performance, abandoning all previous constraints. The friction of riding bumps can be improved to the greatest extent, so that the bicycle can understand the road more clearly and face the pressure of impact more calmly.

The RockShox Super Deluxe Ultimate delivered unrivaled grip when I was climbing some climbs and tuned the bike to high geometry mode and had the freedom to tackle new challenges on the trails. It even enhances the Trek slash 9.8’s slack and tall frame to some extent.

The Trek slash 9.8 has more usable travel with quicker recovery from consecutive bumps when riding into certain rocky terrain. Not only that, but the excellent rear suspension allows the wheels to grip the ground more precisely. At the same time, this more aggressive suspension system does not strike while riding, always giving the bike a smoother, more controlled ride.

SRAM GX Eagle 1×12-speed Drivetrain

When I drive the Trek slash 9.8 beast, I don’t want it to be limited in speed. For a high-speed fan like me, the SRAM GX Eagle 1×12-speed drivetrain delivers super-smooth shifts, while the easy-to-follow 1x drive is designed to be thumb-friendly. You’ll just focus on the direction of the vehicle as you ride, and not be distracted by design flaws.

At the same time, the SRAM GX Eagle1x12 has a stricter manufacturing and assembly method, which can reduce the consumption of it when you are driving at a high speed, thereby increasing its lifespan and becoming more durable. Don’t worry about a lot of maintenance later on.

SRAM Code R 4 Piston Hydraulic Disc

In the face of some unexpected and sudden drops, why do I have great confidence. In addition to being very familiar with the conditions of the track, another point is that the braking must be very agile, otherwise I have no great confidence that I will not be injured.

I really like the SRAM Code R 4-piston hydraulic disc on the Trek slash 9.8. Many of the Trek models I’ve tested have this type of hydraulic brake on it, so I know it well, and more importantly, it doesn’t weigh too much on the car.

In some conditions full of muddy roads, I will not be afraid of the pressure of the weather, providing me with efficient all-weather braking power, ensuring that I am calm in different conditions.

Other Versions of Trek slash

Trek slash 9.9 xtr.

Compared to the more expensive upgraded Trek Slash 9.9 XTR, the Trek slash 9.8 has narrower tires. The narrower wheels feel less drag and are quicker on the climbs in the riding conditions I like at high speeds.

At the same time, realize that the Trek Slash itself is a large-frame model, and the handling of its weight must be very strict. The Trek Slash 9.9 XTR has some weight gain at 13.9 kg. By design, it’s understandable that a full-suspension model can’t be as light as a hardtail.

However, the Trek Slash 9.9 XTR also shares the same oclv carbon fiber frame as the Trek slash 9.8, and there is no increase in suspension travel.

Some model upgrades have been made on the brake hydraulic discs and drivetrain. Because these models are from the same brand and have the same key performance, the overall impact on the body and riding experience has not improved to a higher level, and it did not surprise me. For economic advice, I would think the Trek slash 9.8 is what you’d expect from a full-suspension model.

At the same time, in the treatment of car paint color, Trek Slash 9.9 XTR has designed several bright themes. This is also an improvement over the Trek slash 9.8, which is a relatively single color.

Learn More: Trek Slash 9.9 XTR-The All-Rounder On The Mountain

Trek Slash 7

Compared to the cheaper Trek Slash 7, the Trek slash 9.8 performs better. On the main body frame, the Trek Slash 7 uses a more affordable aluminum frame. The material of aluminum alloy will be relatively friendly to some novices, such as some professional maintenance.

But it is undeniable that in the face of long-term endurance riding or climbing, oclv mountain carbon fiber is more resistant to friction and firmness, and even in terms of weight, it will not burden the rider. This is also reflected in the difference in weight between the two.

The Trek slash 9.8 is even lighter. With the upgrade of materials, aluminum alloy materials are rarely seen on professional models, but it is undeniable that some consumers will prefer this material, after all, it has an advantage in cost performance.

Learn More: Trek Slash 7 –Full Suspension Endurance Race Bike

What do we like about it?

• Professional oclv carbon fiber material, allowing you to achieve the best balance between firmness and lightness.
• 1×12-speed drivetrain for super smooth shifting and more freedom of speed selection.
• Thru Shaft Air Shock makes the perfect all-around shock for enduro mountain bikes.
• 29” tall tires have excellent rolling ability and greater traction.
• SRAM Code R 4-piston hydraulic disc brakes are more sensitive and more confident in the face of challenges.
• Fully equipped built-in storage device and water bottle holder make riding more fun.

What do we not like about it?

• High-end component specifications make the price relatively high.
• Maintenance needs to be more careful.
• Tall and powerful character will make people of small size prohibitive.
• What is the body weight of the Trek slash 9.8 GX?

The M model of the Trek slash 9.8 GX is 14.42 kg / 31.8 lbs.

• What is the travel of the suspension on the Trek slash 9.8?

Trek slash 9.8 front suspension travel is 160mm rear and 170mm front.

• What is the Trek slash 9.8 drivetrain?

The Trek slash 9.8 drivetrain is a SRAM GX Eagle 1×12-speed drivetrain.

Trek slash 9.8 GX Specs

Accessories.

Comparison Chart

Santa cruz nomad x01 axs vs trek slash 9.8 gx.

When we compare the differences between the Santa Cruz NOMAD X01 AXS and the Trek slash 9.8, it becomes clear that the Santa Cruz NOMAD X01 AXS does not have a relatively friendly price. Although they have hydraulic disc brakes with the same stopping power, they also have a 1×12 drivetrain with the same range of options.

In terms of suspension travel, I have to say that the Trek slash 9.8 has a more inclusive design concept, and the consideration will be more complete and thoughtful. The travel of the rear is 160mm and the front is 170mm has a higher adaptability for climbing or descending.

The Santa Cruz NOMAD X01 AXS has a very long 170mm of travel consistently across the board, which I think is more beneficial for some gentler terrain. There is also an interesting difference, the Santa Cruz NOMAD X01 AXS uses electronic shifting on the drivetrain, which means it will reduce manual fun while increasing sensitivity. So I guess that has a good explanation for why it’s more expensive.

I would personally prefer a more traditional ride, and if I had to give you a choice suggestion, I would prefer the Trek slash 9.8. It is more tolerant of riders, whether you are a seasoned veteran or a rookie with little experience.

Learn More: Santa Cruz NOMAD X01 Review – The Limits Of Man And Bike

Pivot Switchblade Ride GX/X01 vs Trek slash 9.8

If you are interested in the Trek slash 9.8, then you will definitely pay attention to the Pivot Switchblade Ride GX/X01, and the price of the two is basically the same. Compared with the key data, I think Trek slash 9.8 will do better in terms of design concept.

In contrast, the Pivot Switchblade Ride GX/X01 is quite satisfactory. I’m not sure about some of the constant bumps in the ultra-enduro, and how well it handles the big shocks. The solutions I wanted to know didn’t make me see clearly, and they lacked the surprise that caught my eye.

So, from the fun and experience of my riding, I would choose the Trek slash 9.8.

Learn more : Is Pivot Mach 5.5 Carbon Race X01 Splendid? – [Pivot Mach 5.5 Carbon Race X01 Review]

Yeti SB150 C1 vs Trek slash 9.8

Compared to the Trek slash 9.8 with longer rear travel, the Yeti SB150 C1 has the same front travel. This means that the Yeti SB150 C1’s shorter rear travel may not perform as well as the Trek slash in certain terrains. For example, there are some big bumps in the middle of a fast climb.

Compared with the material of Yeti SB150 C1, the oclv carbon fiber material of Trek slash 9.8 is also more targeted, which will give consumers more confidence in their choice. In terms of the geometric design of the body, I think the rear shock absorber of the Trek slash 9.8 can exert more telescopic performance. In comparison, the Yeti SB150 C1 will look relatively cramped.

Although the price is very similar, in terms of the superior performance of some components, I think the Yeti SB150 C1 is too monotonous, which is also lacking for riders in terms of riding fun. All in all, Trek slash 9.8 surprised me even more.

Specialized Turbo Levo Comp Alloy vs Trek slash 9.8

With the development of the times, electric vehicles are also a trend. The Specialized Turbo Levo Comp Alloy isn’t really expensive, after all, there are a lot of electrical components that make up a large portion of the price.

Secondly, the weight of the aluminum frame used is not comparable to the oclv carbon fiber material of the Trek slash 9.8. Compare the key components. For example, the travel of the suspension, compared to the Trek slash 9.8, is much shorter (150mm rear, 160mm front).

Considering the electric energy, there is also a more concerned issue, that is, the maintenance and charging of the battery. If you’re a rider who doesn’t like to pay attention to this issue, the battery will cause you a little trouble.

Of course, the Specialized Turbo Levo Comp Alloy is also more novice friendly due to the use of electricity.

In summary, it must be said that if you are a traditional rider like me, then this car may not bring you the satisfaction of sports. A considerable part of its performance and components are consistent with ordinary off-road bikes.

In case, the above comments are helpful to you, please remember to share the subscription. Have a great day!

Learn more: Best Mountain Bikes Under $2000

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Blister Brand Guide: Yeti Mountain Bike Lineup, 2021

When considering a new mountain bike, there are so many similar-looking bikes on the market being made by so many different companies, it is virtually impossible to (1) know where to begin; (2) quickly figure out which one or two products from a given brand might work well for you; and (3) determine what products from other brands might be the most similar and also worth considering.

In our “Blister Brand Guide” series, we provide an overview of the entire product lineup of a brand and highlight how each product stands out from the rest to help you find the best women’s mountain bike or men’s best mountain bike for you .

In our individual product reviews , we go very  deep into the details of particular products. With these Brand Guides, the goal is not Depth, but Breadth. Our Brand Guides and full reviews are designed to complement each other — provide a broad overview of entire company lineups, and then also very detailed reviews of individual products.

Our mountain bike Brand Guides are presented by CBGTrails. Learn more and start planning your trip today at cbgtrails.com, then download the CBG Trails app for info on the 750+ miles of singletrack and 150+ trails in Crested Butte and the Gunnison Valley, Colorado.

• See our other MTB Brand Guides
• Looking at the used-bike market? See our 2020 Yeti Brand Guide

Yeti was started in 1985 and has been involved in various disciplines of racing since the brand’s creation. They have primarily made off-road bikes, and many of them were developed for a specific type of racing. Throughout the years, many Yeti bikes have come and gone, until we were left with what we have today from Yeti’s lineup: carbon-frame mountain bikes. They offer many of their bikes in their “standard” carbon frame and their higher-end “Turq” carbon frame, which cuts a couple hundred grams (depending on model & size).

Starting at $3,600 for a complete bike, their low-budget selections are basically nonexistent, but if you want all the bells and whistles, you can find that with Yeti. They have a bike for everything from cross-country and Trail bikes to full-on Freeride options, though they haven’t made a dedicated Downhill bike for a few years.

On their website, they put their bikes into two categories to further express the bikes’ intended use: “Race” and “Rip.” The SB115 and SB150 fall under the “Race” category, and the ARC, SB130, SB140, and SB165 are listed under the “Rip” category, intended to be slightly less racing-oriented and more playful, though many people still race on some of those bikes. One of the most distinctive features of Yeti bikes is their “Switch Infinity” suspension design, which you can read more about  here .

Yeti is currently located in Golden, Colorado, USA.

Current Warranty (for the original retail purchaser)

• Lifetime warranty on all frames 2019 and newer.
• One-year warranty on all paint and finish.
• Crash-replacement pricing for non-warranty situations.
• For more information, visit Yeti .

Yeti’s Suspension Design : Switch Infinity link

Build Options: Where to Spend & Where to Save Your Money?

Before we get into their specific models and build options, here are some things to keep in mind when deciding on which build level to go with, and why.

First, when looking at complete bikes, suspension and wheels are going to make the biggest difference in how a bike really rides. Spend money on those before other things like higher-end drivetrain parts, cockpit parts (e.g., stem, handlebars, etc.), cranks, etc.

Tires make an enormous difference in performance, but are cheaper and easier to upgrade, especially since they tend to wear down quicker than other components. Upgrading a lower-end front tire to something better — and saving the original for rear-tire use — can be a good way to improve a bike while still making use of the originals, since front tires are generally a lot more important than rear tires when it comes to traction.

Drivetrain parts can be upgraded piecemeal as they wear out, or if you just want to upgrade down the line. Higher-end cassettes are mostly just lighter, while higher-end shifters and derailleurs get lighter, smoother, and sometimes last a bit longer as you go up in price.

How to Use our Blister Brand Guide

We’ll outline here the different models in Yeti’s MTB lineup, organized from most cross-country-oriented (XC) to downhill-oriented (DH). In other words, the bikes at the top of the list are optimized to pedal and climb uphill very well, while the bikes at the bottom are optimized to handle very rough, steep, and challenging descents very well.

We’ve included some notable information for each model:

Available build kits & their MSRP

• Best Budget Build : These are the build kits that we think make the most sense for people trying to spend the least amount without ending up with a build that’s going to immediately break or need to be upgraded.
• Most Performance for the Price : These are the build kits that we think make the most sense for people seeking the best balance of performance and cost. I.e., if you don’t need to get the cheapest bike, but you also don’t need the absolute lightest bike or all the newest bling, this is the build we think makes sense for you.
• Suspension travel (e.g., 100 mm of travel, 130 mm of travel, etc.)
• Wheel size (e.g., 27.5”, 27.5+, 29”)
• Frame material options (e.g., alloy vs. carbon)
• A brief description of what the bike was designed for and any notable design details.
• Some of the bike’s most direct competitors from other brands
• Reasons why you should buy it
• Reasons why you should not buy it

Yeti Mountain Bikes

(Most Cross-Country-Oriented to Most Downhill-Oriented)

• Front: 130 mm
• Rear: None / Hardtail
• Carbon or TURQ carbon

The ARC hardtail made its debut in Yeti’s lineup in 1991, and after disappearing for a few years, the ARC is back for 2021 with modern geometry and components. This bike is designed to be an efficient yet fun hardtail. Features generous dropper post insertion and dual-sided downtube mounts for an extra water bottle or other cargo mount options.

Consider If:

• You want a downhill-capable hardtail
• You like a bike that is lightweight and efficient

Don’t Bother If:

• The trails you ride are very steep, rocky, fast, and/or technical
• You want a race-oriented XC hardtail
• You want a bike that is more forgiving on descents than it is a good climber
• C1: $3,500 – Best Budget Build
• T1: $5,100 – Most Performance for the Price
• 35th Anniversary Edition: $9,900

Most Similar Bikes from Other Brands

• Specialized Fuse 29”
• Santa Cruz Chameleon 29”
• Rocky Mountain Growler
• Nukeproof Scout 290

Yeti SB100 (2020 model)

• Front: 120 mm
• Rear: 100 mm

Yeti discontinued the SB100 for the 2021 lineup, replacing it with the new SB115 (see below). The SB100 was Yeti’s shortest-travel bike, designed with climbing efficiency as a main priority but with more modern geometry than most other XC bikes at the time. The new SB115 shares the same front and rear triangle as the SB100, but the SB115 uses a different linkage for more rear travel and comes with longer-travel forks.

• You race or ride XC style on slightly bumpy, steep, and technical trails
• You ride or race for very long distances or multi-day stage races
• You like a bike that is more forgiving on descents than it is a good climber
• You want the lightest, most efficient XC race bike.
• C1: $5,099 – Best Budget Build
• T1 / Turq: $6,499 – Most Performance for the Price
• T2 / Turq: $6,999
• T3 / Turq: $7,899
• Turq Frame Only: $3,399
• Trek Top Fuel
• Santa Cruz Blur (TR Builds) & Tallboy
• Scott Spark
• Pivot Mach 4 SL
• Kona Hei Hei
• Rocky Mountain Element
• Cannondale Scalpel SE
• Specialized Epic & Epic EVO

• Rear: 115 mm

Now Yeti’s most pedal-friendly full-suspension bike, the SB115 essentially replaces the SB100 that shared the same front and rear triangles. New for the 2021 lineup, the SB115 is designed to be an efficient XC racer on today’s rough and long courses while also being capable and forgiving for its class. More modern geometry and a bit more travel than most race-specific XC bikes.

• You are looking for a bit more capability out of a full-suspension XC bike
• C1: $4,800 – Best Budget Build
• T1 / Turq: $6,400 – Most Performance for the Price
• T2 / Turq: $7,000
• T3  / Turq: $8,100
• Turq Frame Only: $3,500
• Santa Cruz Tallboy / Juliana Joplin
• Transition Spur
• Giant Trance 29
• Revel Ranger
• Ibis Ripley

• Front: 150-160 mm
• Rear: 130-136 mm

Yeti’s best Quiver Killer, this is their versatile 29” Trail bike offering. Featuring “shock extenders” that let Yeti tweak the leverage ratio and also create more shock clearance to allow for ease of access and shock replacement. It also features pretty progressive geometry (low, long, & slack). Available in the “Lunch Ride” edition (CLR and TLR builds) with a longer-stroke rear shock and increased fork travel, bumping front and rear suspension up to 160 mm and 136 mm, respectively. The  “Lunch Ride” editions also feature a few components that are more downhill-oriented than the standard SB130. ( Check out our full review of the SB130 )

• You’re looking for a do-it-all Trail bike
• You appreciate a good, fast, technical, and / or steep descent, and are willing to climb for it
• You want a bike that is a quick, lightweight climber
• The trails you ride are mostly smooth and flat
• You want a very capable and forgiving bike that absolutely crushes descents and are willing to sacrifice some climbing ability
• C1: $5,200 – Best Budget Build
• CLR: $5,600
• T1 / Turq: $6,900 – Most Performance for the Price
• TLR T1 / Turq: $7,100
• T2 / Turq: $7,400
• TLR T2 / Turq: $7,600
• T3 / Turq: $8,600
• Turq Frame Only: $3,600
• Specialized Stumpjumper 29”
• Santa Cruz Hightower / Juliana Maverick
• Kona Process 134 29
• Commencal Meta TR 29
• Trek Fuel EX
• Rocky Mountain Instinct
• Intense Primer 29
• YT Jeffsy 29
• Norco Optic
• Devinci Troy 29
• Evil The Offering
• Cannondale Habit
• Canyon Neuron
• Revel Rascal

• Front: 160 mm
• Rear: 140 mm
• 27.5″

Yeti’s most agile 27.5” Trail bike, designed to be jibby and playful. Less speed oriented than the SB130 and SB150, though still features pretty modern geometry.

• You prioritize fun over speed
• You want a bike that is capable and forgiving on the descents
• You appreciate a playful, nimble bike
• You like to occasionally shuttle to the top of descents and / or ride lift-served terrain
• You ride mostly smooth and flat trails
• You are looking for a cross-country-style bike that climbs very well
• T1: $7,000 – Most Performance for the Price
• Santa Cruz Bronson / Juliana Roubion
• Pivot Mach 5.5
• Trek Remedy
• Rocky Mountain Altitude
• Intense Primer 27.5
• YT Jeffsy 27
• Norco Sight 27.5”
• Transition Scout

• Front: 170 mm
• Rear: 150 mm

Yeti’s 29” Enduro race bike, designed to be ridden fast on the descents but still fairly efficient on the up. Featuring “shock extenders” that let Yeti tweak the leverage ratio and also create more shock clearance to allow for ease of access and shock replacement. Also features progressive geometry (low, slack, & long).

• You race Enduro and / or like to shuttle to the top of descents and / or ride lift-served terrain
• You want the benefits of fast-rolling 29” wheels
• You enjoy pushing your limits on fast, steep, chunky, and technical terrain
• You want a more freeride-style long-travel bike
• C1: $5,600 – Best Budget Build
• T1 / Turq: $7,400 – Most Performance for the Price
• T2 / Turq: $8,000
• T3 / Turq: $9,100
• Turq Frame Only: $3,900
• Specialized Enduro
• Santa Cruz Megatower
• Pivot Firebird 29
• Giant Reign SX 29
• Commencal Meta AM 29
• Rocky Mountain Instinct BC Edition
• Scott Ransom
• Intense Carbine
• Transition Sentinel
• Nukeproof Mega 290
• YT Capra 29
• Norco Range 29
• Devinci Spartan 29
• Evil The Wreckoning LB
• Canyon Strive
• Mondraker SuperFoxy Carbon

• Front: 180 mm
• Rear: 165 mm

Yeti’s longest-travel bike that’s more oriented toward freeriding than racing. Features progressive geometry (low, long, & slack). Designed to run a coil or high-volume air shock and all kits come with a coil except for the T2 Float X2.

• You want a bike that is very capable and forgiving on the descents
• You are looking for a freeride-style long-travel bike
• You prefer the nimble feel of 27.5” wheels over faster-rolling 29” wheels
• C1: $5,500 – Best Budget Build
• T2 Float X2 / Turq: $8,100
• T3 / Turq: $9,300
• Frame Only: $4,000
• Santa Cruz Nomad
• Kona Process 165
• Commencal Clash
• Transition Patrol
• Rocky Mountain Slayer 27.5”
• Nukeproof Mega 275
• YT Capra 27
• Norco Range 27.5”
• Devinci Spartan 27
• Cannondale Jekyll
• Canyon Torque

5 comments on “Blister Brand Guide: Yeti Mountain Bike Lineup, 2021”

Was there was a reason the SB100 was left off this list? Maybe just an oversite.

It is no longer on the Yeti website. I guess they will no longer make it? Probably still available from your dealer.

Yeti is not keeping the SB100 in their line for 2021, with it being replaced by the SB115. But we just added the 2020 SB100 to this guide for reference.

Huh. That’s weird I would have assumed they still made the SB100 as their “xc race” Full suspension bike. Anyway thanks for adding it.

Nice roundup. Pretty killer offering for 2021

Side note, Yeti did a road bike, the Road Project, in 90’s and a cross bike, the ARC-X in 00’s

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