trek madone 67 project one

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RBA Test: Trek Project One Madone

The 2012 season was a big one for Trek when they unveiled a completely redesigned Madone mere months after debuting the race-winning Domane with its impressively effective IsoSpeed decoupler rear-suspension design. Earlier this year Trek called and spoke of an updated Madone in the works and asked if we’d be interested in ordering a new Madone 7 test bike through their unique Project One custom- build program. ‘A new Madone already?’ we asked ourselves. Well, not exactly.

THE FRAME When Trek went away from the standard seatstay-mounted rear brake on the Madone in favor of the direct-mount design on the chainstays, it helped them achieve their goal of increasing the bike’s aerodynamics, but they never could provide the braking power in the rear that we’ve become accustomed to. A new rear-end layup meant to improve rear braking power is the bike’s most notable change. And although visually it’s nearly identical to the previous design, the keenest of eyes will notice a size increase to the driveside chainstay. All other tube shapings stay the same, including the Kamm Tail Virtual Foil downtube, seat tube and fork blades, which allow Trek to achieve superior aerodynamics over a round or square tube without an added weight penalty. In terms of frame weight, the new Madone drops 25 grams, putting it with the industry super-lights at a claimed 725 grams (56cm with U5 Vapor Coat paint).

While the Madone joins an elite group in terms of weight, it stands alone among major brands in the fact that its OCLV carbon frame is made in the U.S. at Trek’s Waterloo, Wisconsin, facility. Something as distinguishing as this should get some attention, but for whatever reason, it gets very little. A small ‘Made in the USA’ sticker on the seat mast is all that acknowledges its origin, while ‘Designed in Waterloo, Wisconsin’ stickers on the seatstays occupy much more premium real estate. In addition to the various Project One paint options, two head tube lengths are available on the Madone: the H1 and a longer H2 version. We opted for the shorter H1 (3cm shorter on a 56cm frame), which allowed us to get into our ideal position with 1.5cm of spacers under the stem.

THE PARTS ‘Go wild’ was what we remember hearing Trek say when it came time to building our Madone test bike through Project One. Without a doubt, the P1 build program is the most complete custom-build program available in the industry today. And to maximize the opportunity, we invited RBA readers to play a role in our ‘Build Your Dream Bike’ contest. We had nearly 500 entries, with no two bikes exactly the same, thanks to Project One’s thousands of color combinations available for the frame, as well as a selection of SRAM, Campagnolo and Shimano groups, and all the Bontrager wheels, handlebars, stems and saddles to choose from. There were also options of SRM and Quarq power meters, ceramic bottom bracket bearings, in addition to color choices for handlebar tape, hood covers and cable housing.

For the build, we went with the latest Shimano Dura-Ace Di2 9070 drivetrain, along with their little-seen dual-post brakes, Bontrager Aeolus 3 carbon clinchers, XXX Lite handlebar and stem, along with a Paradigm XXX saddle. The whole package weighed in at just 14.2 pounds (56cm). Pricing for a stock Madone 7 Series starts at $7199, or $4399 as a frameset, but our Project One build was a ‘wild’ $12,463.

THE RIDE Let’s face it, the most notable feature of the new Madone is the fix to the chainstays to bring back needed stiffness and braking power. And that’s a good thing, because the 2012 version we rode suffered in both departments-although the poor braking could also be blamed on the janky in-house Bontrager brakes. Happily, our bike’s Dura-Ace post-mount brakes helped deliver a noticeable improvement in rear braking power compared to last year’s Madone. Although overall power is still slightly less than a standard seatstay- mounted Dura-Ace 9000 caliper setup, what the Madone and its brake design give up in sheer maximum power, they make up for with superior modulation, allowing us to better use what it does have.

On the road, the Madone is a pleasure to ride in any situation. It’s clear that although designed as a race bike, Trek believes that compliance is of equal importance in the bike’s DNA as the stiffness-to-weight ratio. Even with the 1 1/8-inch to 1 1/2- inch tapered head tube, the Madone has the smoothest ride of any non-endurance style road bike on the market. This isn’t necessarily something new to the Madone and is in fact aided by the Ride Tuned seat mast that gives it an extra level of compliance compared to a standard seatpost. Unlike other integrated seatpost designs that give minimal saddle-height adjustment, the Madone offers 6cm of adjustment. Combining the smooth ride with a longish 99.3cm wheelbase and impressive torsional rigidity from the head tube all the way to the rear dropouts, it handles high-speed corners with a graceful ease. This was a much-appreciated trait when barreling down serpentine descents through the Alps during the L’Etape du Tour.

THE VERDICT When you drop this kind of money on a bike with this kind of price, making any sort of concessions on performance is a deal-breaker. Fortunately, the Madone’s updates are spot-on. The improved rear braking and overall torsional stiffness let you take advantage of the rest of the bike’s skill set-a superb ride quality with exceptional handling. Although the Madone’s brakeless seatstays give it a unique look as is, Trek’s Project One paint and component options are something few others in the industry can come close to providing. The U.S.- made 6 Series Madone also receives the same frame updates and starts at $4599 for the complete or $3599 as a frameset.

PUNCH LINES ? Real individuality courtesy of Project One ? American-made-why not celebrate it? ? Top-of-the-line Madone could bankrupt a small country STATS Price: $12,463 (as tested) Weight: 14.2 pounds Sizes: 50, 52, 54, 56 (tested), 58, 60, 62cm For more info: Trek Bikes Road Bike Action

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It's hard to explain the system without using the overused phrase 'vertical compliance', but that's what's on offer here: extra vertical compliance.

Here's a video that explains it from when Trek launched the Domane, the bike that first featured the IsoSpeed decoupler.

So, does the IsoSpeed decoupler work?

In short, yes. The longer version is: yeeeees.

Many aero bikes are, let's face it, fairly uncomfortable. It's hard to persuade their deep-profiled tubes to flex at all in pursuit of comfort. Trek's IsoSpeed system is a clever solution.

If you're familiar with riding a full suspension mountain bike, it's nothing at all like that. Not in the same county. But the IsoSpeed system does smooth over the lumps and bumps to a n appreciable degree. The effect is subtle, but it is noticeable. If you get the chance, take a Madone 9 Series on a test ride and you'll feel it for yourself.

As with most other bikes, you can fit headset spacers to fine-tune the height of the stem, although they're a clam shell design specific to the Madone 9 Series. You can fit larger tyres to add more comfort, too; the bike will take a 28mm width.

Aerodynamics

The Madone 9 Series' other major features are aimed at aerodynamic efficiency. Trek says that this is the fastest aero bike out there. We're upfront about the fact that we can't test aerodynamics, but we can explain what Trek has brought to the party here.

Frame tubes, fork legs and the seatmast are made to Kammtail profiles (Trek calls its profiles Kammtail Virtual Foil, or KVF). In other words, Trek has designed them to slip through the air with as little drag as possible, then chopped the back of those profiles off square to retain most of the aero performance while saving weight, avoiding handling issues in crosswinds, and remaining within the UCI's bike design rules.

One of the most eye-catching features is the front end where the direct-mount centre-pull brake is integrated into the fork. The cable is fully internal, routed down the front of the proprietary steerer tube and through the head tube.

The brakes are from Trek's in-house Bontrager brand and they're designed specifically for this bike. The top of the front calliper is hidden within the head tube. There's not enough space in there for the calliper to move when the fork is turned so Trek has developed what it calls 'Vector Wings' – small flaps that flip up to allow the movement.

Those Vector Wings look quite fragile but I didn't manage to catch them on anything during testing, still less damage them. They are replaceable if you do destroy them in a stack.

The idea of all this front end integration is to ensure continuous airflow towards the down tube.

The top section of the Madone XXX integrated bar/stem is KVF-shaped too, and it's surprisingly comfortable. It fills your palm so there's very little pressure when you rest your hands up there, and the rearward edge is blunt enough that it doesn't dig into the space between your thumb and index finger.

Trek reckons that the new bar saves 34g of drag (the average over 0-20 degrees of yaw) compared with the current Bontrager XXX Aero bar (normalised to 30mph).

The water bottles have been sited to minimise drag, with the one on the seat tube positioned as low as possible, and Trek says that even the 3S chain keeper (the little device that stops the chain coming off the inner chainring) has been designed with aerodynamics in mind.

The new Madone also features a neat little design on the down tube that Trek calls the 'Control Center'. This allows you to make gear adjustments. It houses the front derailleur adjustment dial on bikes with mechanical setups, and it's where the Di2 battery and junction box live on bikes, like our test model, with electronic gears (it is not compatible with Campagnolo EPS). You get access to the trim button through a window in the top. A one-tab release exposes the charging port.

It's about time more brands started hiding that Di2 junction box, and Trek has come up with a great solution while keeping it highly accessible. Full marks!

The rear brake is in a traditional position on the seatstays (higher end models of the last Madone design had a chainstay-mounted brake, but Trek has re-sited it for convenience), and like the front brake it's a centre-pull design, the cable passing through the top tube with a stop at the seat tube.

So, that's a whole lot of aero tech! And this is a very condensed version, believe it or not. As I mentioned, Trek says that all this adds up to make the Madone 9 Series the most efficient aero road bike out there. Other brands make similar claims for their own bikes, of course. I'd suggest you read Trek's white paper for the full in-depth explanation before you spend your cash. 

I spoke a lot about the Madone 9 Series' comfort up top, but that's by no means its only skill. This bike is freaky in that it manages to combine soft seating with a super-fast feel.

You do pay a slight weight penalty for the IsoSpeed system. Putting one tube within another tube and adding a pivot has to add a little weight – there's no such thing as a free lunch – but Trek still claims that a 56cm Madone in an H1 geometry comes in at 950g. Our complete 58cm bike weighs 7.0kg (15.4lb) on the button. Okay, that's not as superlight as some other high-end race bikes out there – Trek's own Emonda is lighter, for example – but it's still pretty light, and aerodynamic efficiency beats a light weight in most situations.

The Madone feels quick and responsive as soon as you climb aboard and fire your legs into action. Our bike – not a standard model but a similar build to the 9.9 (see below) – shoots up to speed quickly and maintains that speed beautifully.

Climbing feels great on this bike. It's punchy on the short, sharp climbs, zippy when you get out of the saddle, and it feels good when you sit down for a long slog with your hands resting on the top of the Madone XXX integrated bar/stem (see above).

Descending is a real buzz. That's partly because the IsoSpeed system helps skim over any bumps and holes in the road, and partly because the bike as a whole is great for pinning it through the tight stuff and high-speed changes of line.

I wouldn't say that the centre-pull Bontrager brakes are right up there with Shimano Dura-Ace in terms of all-out power, but modulation is good so you're not making much of a compromise here.

When it comes to sprinting, the frame feels taut and efficient but that handlebar isn't the stiffest ever. I've found this before with bars that have ultra-squashed top sections. When you're out of the saddle and your hands are on the drops, you can get a bouncing sensation up front as that slim carbon-fibre profile flexes slightly. It's purely down to the bar rather than anything to do with the frame or fork, and I only had this happen when I was giving it my best Greipel moves. Don't get me wrong, it's not the most flexy bar I've ever encountered, but it's not the stiffest either.

Overall, though, the Madone behaves superbly, the best feature being that its high level of comfort keeps you feeling fresher and up for the fight that much longer.

How easy is it to change a brake cable on a Madone 9 Series bike? It's a more complicated job than on a standard bike because both run almost completely internally from the lever to the calliper.

There are no barrel adjusters for the brakes either – you have to use a diddy Allen key to wind each brake pad closer to the rim, so that's something best done at home rather than out on the road.

Taking the bike apart for travel is a bit more complicated than usual too, although Trek gives you full instructions on how to do it painlessly. 

For those reasons, living with a Madone 9 Series bike might be a touch more difficult than usual, but it's nothing you can't handle.

One other potential downside, depending on your point of view, is that many replacement parts you buy will have to come from Bontrager. The brakes are proprietary, for example, and so is the fork, the handlebar and the seatmast. You won't be able to shop around and look for deals from other brands.

Our Madone is built to Trek's low and stretched H1 geometry, although most of the range (see below) come in Trek's H2 fit – slightly less low and stretched but still race-focused.

To put some figures on that, a 56cm Madone 9 Series in an H1 fit has an effective top tube of 56cm and a head tube of 14cm. The same bike in an H2 fit has the same length top tube but a 17cm head tube. The main difference between them is in the stack height (the vertical distance between the bottom bracket and the top of the head tube): 54.9cm versus 57.7cm.

The Bontrager 9 Series bikes are hi-tech and they come with hi-tech price tags.

The most accessible Trek Madone 9 Series bike is the 9.2, equipped with a Shimano Ultegra mechanical groupset and Bontrager's new Paradigm Elite wheels. It's £4,500.

The 9.5 with a Shimano Dura-Ace mechanical groupset and Bontrager Aura wheels is £6,000 and the Madone 9.9 (available in standard and women's versions) with a Shimano Dura-Ace Di2 groupset and Bontrager Aeolus 5 D3 wheels is £9,000.

All of these bikes come with H2 fit frames.

The Madone Race Shop Limited model, with a frame made from a higher grade of carbon fibre and built to an H1 geometry, Shimano Dura-Ace Di2 and Bontrager Aeolus 5 D3 wheels, is £9,750.

An H2 frameset is £3,350 while a Race Shop Limited H1 frameset (with that higher grade of carbon fibre) is £4,100.

The bike we have here is essentially the Madone Race Shop Limited model, but Trek painted it in road.cc colours for our review. If you happened to want this colour (or any other colour/finish), you'd need to go through Trek's Project One programme that allows you to customise both the spec and the finish. 

As cyclists we get used to having hyperbole thrown our way by bike brands releasing what are actually pretty ordinary bikes, but the Madone 9 Series backs up Trek's claims with a fabulous performance out on the road. This is a bike that's genuinely very different from the norm – and not just different for the sake of being different. The technology on display here contributes to a bike that's very fast and very comfortable.

If I had a bottomless pot of cash available to buy a high-end race bike (if only!), this is where I'd be spending my money right now. If you do have the money and can live with the fact that maintenance in some areas is more complicated than usual, the Madone 9 Series deserves a place somewhere near the top of your wish list.

Stunningly good bike that offers a fabulous mix of speed and comfort, although, as usual, the top-end tech comes at a price

road.cc test report

Make and model: Trek Madone 9 Series Project One

Size tested: 58cm, custom finish

About the bike

State the frame and fork material and method of construction. List the components used to build up the bike.

Frame 700 Series OCLV Carbon, KVF (Kammtail Virtual Foil) tube shape, Madone IsoSpeed, Micro-adjust seat mast, E2, BB90, invisible cable routing, Control Centre, precision water bottle placement, Aero 3S chain keeper, DuoTrap S compatible

Fork Madone KVF full carbon, carbon E2 asymmetric steerer, carbon dropouts, integrated brake and stem

Sizes 50, 52, 54, 56, 58, 60, 62cm

Frame fit H1

Wheels Bontrager Aeolus 5 TLR

Tyres Bontrager R4 Hard-Case Lite, 220tpi, aramid bead, 700x25

Shifters Shimano Dura-Ace Di2, 11-speed

Front derailleur Shimano Dura-Ace Di2, braze-on

Rear derailleur Shimano Dura-Ace Di2

Crank Shimano Dura-Ace, 53/39 (double)

Cassette Shimano Dura-Ace, 11-28, 11-speed

Chain Shimano Dura-Ace

Saddle Bontrager Paradigm XXX, carbon rails

Seatpost Madone micro-adjust carbon seatmast cap, 25mm offset

Handlebar Madone XXX Integrated Bar/Stem, KVF profile, Invisible cable routing, OCLV carbon, VR-CF

Stem Madone XXX Integrated bar/stem, OCLV Carbon, 7-degree, aero top cap pocket, w/Blendr computer & light mounts

Headset Madone integrated, stainless cartridge bearings, sealed, 1-3/8in top, 1.5in bottom

Brakeset Madone aero, integrated, direct mount

Bar tape Bontrager Supertack tape

Tell us what the bike is for, and who it's aimed at. What do the manufacturers say about it? How does that compare to your own feelings about the bike?

It's a full-on race bike. Trek divides its road line into three: Emonda for those wanting light weight, Domane for those wanting comfort, Madone for those wanting aerodynamics.

Trek says: "Madone is the ultimate fusion of power, aerodynamics, ride quality and integration. There are no two ways about it: the first true super-bike is a marvel of road bike engineering.

"Every detail of Madone is engineered for unprecedented futuristic performance, ride quality and efficiency, putting every single watt you earn toward demolishing your competition."

Frame and fork

Tell us about the build quality and finish of the frame and fork?

Excellent quality.

Tell us about the materials used in the frame and fork?

Our frame and fork are made from 700 Series OCLV carbon fibre. In truth, the 600 used for most of the other 9 Series bikes is very similar in terms of properties and weight.

Tell us about the geometry of the frame and fork?

Ours came in Trek's low and stretched H1 fit. 9 Series Madones are also available in a slightly more relaxed H2 fit (see review for details).

How was the bike in terms of height and reach? How did it compare to other bikes of the same stated size?

The H1 fit is fairly low. If your back doesn't like an aggressive position, go for the H2.

Riding the bike

Was the bike comfortable to ride? Tell us how you felt about the ride quality.

Very comfortable. That's one of the bike's key characteristics.

Did the bike feel stiff in the right places? Did any part of the bike feel too stiff or too flexible?

It felt stiff around the bottom bracket and the head tube. The only place I noticed a lack of stiffness was in the handlebar when I was sprinting; there was a small amount of bouncing there when riding hard out of the saddle with my hands on the drops.

How did the bike transfer power? Did it feel efficient?

Yes, it felt efficient around the bottom bracket and through the centre of the bike.

Was there any toe-clip overlap with the front wheel? If so, was it a problem?

A small amount. Not a problem.

How would you describe the steering? Was it lively, neutral or unresponsive? Neutral to lively.

Tell us some more about the handling. How did the bike feel overall? Did it do particular things well or badly?

I enjoyed descending on this bike thanks to the IsoSpeed decoupler and good manoeuvrability.

Which components had the most effect (good or bad) on the bike's comfort? would you recommend any changes?

The main feature that leads to the bike's comfort is the frame's IsoSpeed decoupler.

Which components had the most effect (good or bad) on the bike's stiffness? would you recommend any changes?

I thought the handlebar could have been stiffer, but it's proprietary. I'd only want to change it if I was a sprinter.

Which components had the most effect (good or bad) on the bike's efficiency? would you recommend any changes?

The wheel stiffness is good and the same goes for the chainset.

I thought the handlebar could have done with being stiffer for sprinting.

The drivetrain

Wheels and tyres, your summary.

Did you enjoy riding the bike? Yes

Would you consider buying the bike? If I had the money, no doubt about it.

Would you recommend the bike to a friend? Yes

Use this box to explain your score

This exceptional bike boasts some novel tech that really moves the ride forward. So many bikes are simply variations on a theme, but Trek has brought genuinely new tech first to the Domane and now to the Madone. This bike is a clear 9 for performance.

Unfortunately, all that tech adds to the price and it'll take a while to trickle down to more affordable levels.

Overall rating: 9 /10

About the tester

Age: 43   Height: 190cm   Weight: 75kg

I usually ride:    My best bike is:

I've been riding for: Over 20 years   I ride: Most days   I would class myself as: Expert

I regularly do the following types of riding: commuting, club rides, sportives, general fitness riding

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Mat has been in cycling media since 1996, on titles including BikeRadar, Total Bike, Total Mountain Bike, What Mountain Bike and Mountain Biking UK, and he has been editor of 220 Triathlon and Cycling Plus. Mat has been road.cc technical editor for over a decade, testing bikes, fettling the latest kit, and trying out the most up-to-the-minute clothing. He has won his category in Ironman UK 70.3 and finished on the podium in both marathons he has run. Mat is a Cambridge graduate who did a post-grad in magazine journalism, and he is a winner of the Cycling Media Award for Specialist Online Writer. Now over 50, he's riding road and gravel bikes most days for fun and fitness rather than training for competitions.

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23 comments.

Hi all , I am flying to Italy and need a box for my 9 SRS anyone help , I  can't remove aero bars or front brake brgds Ade 

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Hey, can I ask you the saddle height on this 58 cm frame ? Can't figure out how a 58cm would look like with my 78,8cm saddle height (i hesitate between 56 and 58 on a H1 frame)

This is best porn I've seen in a while.

I just wish it came at a smidgeon of the price.

Any mechanics out there tell me whether they could get Campag EPS to "work" on this frame?

Not keen on the colour.

I think it's a lovely looking bike, and hats off to Trek for trying to do something genuinely interesting. In the flesh it's a striking looking ride. Possibly a tad overengineered, but I look forward to the one they'll release in a couple of years that's going to be simpler and cheaper.

So, is the Domane going to go then? Or will I just be sold to sportivistes??

People keep refering to new tech, but those brakes are essentially a rework of Campag Delta. Not really trying to dis Trek, but there's a whole lot of marketing going on here...

stealth wrote: So, is the Domane going to go then? Or will I just be sold to sportivistes?? People keep refering to new tech, but those brakes are essentially a rework of Campag Delta. Not really trying to dis Trek, but there's a whole lot of marketing going on here...

Don't worry! Domane is definitely not going anywhere. The Madone is a very different platform to suit a different rider type. Although it has the IsoSpeed, it's not as compliant as the Domane.

We now have three different bikes to match the needs of different riders. Some want to maximise comfort without sacrificing performance. That's Domane. Some want to be as aero as possible (and still comfortable), that's Madone. And for those who prioritise weight, that's Emonda.

TrekBikesUK wrote: stealth wrote: So, is the Domane going to go then? Or will I just be sold to sportivistes?? People keep refering to new tech, but those brakes are essentially a rework of Campag Delta. Not really trying to dis Trek, but there's a whole lot of marketing going on here...

Don't worry! Domane is definitely not going anywhere.

slightly off topic, but are there (imminent) plans to add the Domaine Series 6 disc to the Project One custom builder or release it as a frameset?

I have a domane and can confirm that the Isospeed decoupler really works.

I have only the original 2.0 version with steel frame, but it's the most comfortable bike I've ever ridden - better than my specialized Roubaix Expert which cost well over twice as much.

Not been of fan of trek road bikes for a while - but this is nice!

Lovely colour, horrendous looks.

The iso speed seat post on this is hideously over engineered...3 posts going on there.. Ergo post by LOOK does it better for over a decade....

And no matter what instructions they give you for travel it will be a prick to take apart and reassemble... high end TT bike users have found that and the manufacturers are starting to address it..

and whilst running a new inner cable will be straight forward, replacing the outers will be a shocker... for the home wrench just time consuming, for those using shops bloody expensive...

I'm fine with all of this, top end tech takes more effort and money to run.. but lets not pretend its not the case...

shadwell wrote: The iso speed seat post on this is hideously over engineered...3 posts going on there.. Ergo post by LOOK does it better for over a decade.... And no matter what instructions they give you for travel it will be a prick to take apart and reassemble... high end TT bike users have found that and the manufacturers are starting to address it.. and whilst running a new inner cable will be straight forward, replacing the outers will be a shocker... for the home wrench just time consuming, for those using shops bloody expensive... I'm fine with all of this, top end tech takes more effort and money to run.. but lets not pretend its not the case...

Only two posts. The seat mast is connected to the the same tube that runs down the inside of the aero tube. This inner post is the IsoSpeed.

Travel is not nearly as difficult as with a bike like the Speed Concept. Providing that the bike is assembled properly, there will be enough inner cable and housing to allow the bars to be removed from the stack, and turned sideways.

Experience mechanics can build a complete Madone in around an hour to an hour and a half, once they've followed the manual on the first ones they build, so changing cables isn't as difficult as it might seem.

Ultimately, this bike isn't more or less difficult to build that most others. It's just different, and thus requires mechanics to read the manual and follow it to the letter a few times, and once they've done that it will be pretty seamless to build.

Also, even with the IsoSpeed tube, the complete bike weight of those being used by Trek Factory Racing is 6.9kg.

I really like it, though I think it looks better in the darker shades.

And I don't you can compare any of the major brands top end offerings price-wise with Canyon (or any other direct sales brand).

I think this is a really interesting bike, and particularly like all the integration. They've produced a number of original, distinctive features that do differentiate it. I'm sure some of these features filter down eventually, but I think £3,350 for a frameset is about what we'd all expect. Isn't it?

I've got a 5 series madone and just love the way it rides, particularly going downhill.

I admire the degree of innovation and I am slowly falling in love with the Madone although being a Specialized Venge rider. What could have been the motivation behind going through all the pain and designing such a new brake combo, especially when considering that disc brakes are about to make it to the peloton? Can anybody tell?

It's not even got a back light!

So I just have to comment here to win one, right?

Just sold a Domane (brilliant bike) and started racing this year so looking for a top spec race frame for 2016. I'm Treks target market-sold on the isospeed. Am I buying a Madone.....NOPE!

That price is RIDICULOUS. £4300 for the frame the pro's race.

Canyon Ultimate SLX for me (a frame the pro's race) £1600.

The Aeroad may be a better comparison (more aero) but is only £500 more and that includes the aero bar/stem.

Ginsterdrz wrote: That price is RIDICULOUS. £4300 for the frame the pro's race.

You can get a 9 Series Madone in Project One, with full Ultegra and aero wheels for around £5300. That can go lower still if you use RXL wheels instead of Aura wheels. Project One will go live for the Madone on Thursday, so you can play around with configurations yourself.

Just out of curiousity, what do you think would be a reasonable price for something that has so much new tech on it?

TrekBikesUK wrote: Just out of curiousity, what do you think would be a reasonable price for something that has so much new tech on it?

new tech is surely part and parcel of improving /updating bike models; some years see a bigger change than others, sometimes incremental, sometimes more substantial. While Trek has reduced prices on many 2016 bikes, I'm surprised to see such a price hike on the new top Madone compared to the previous top end 7.9 frameset which is currently listed at £3000 on your website.

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Funny that, I watched all of those magnificent perfomances and all of those riders were using their radios throughout. Silly person.

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• Madone SLR Project One

Trek Madone SLR Project One

These are custom built bikes on top of the amazing Trek Madone SLR platform. Madone SLR Disc frameset is the ultimate platform for a custom aerodynamic road bike. It's built with our all-new, ultralight 800 Series OCLV Carbon layup and road-smoothing Adjustable Top Tube IsoSpeed. It's right for you if... You want the lightest, smoothest, and most aerodynamic road disc frameset in the Madone family for a custom build that will deliver your fastest rides ever. The tech you get Our lightest-ever 800 Series OCLV Carbon frame with Kammtail Virtual Foil aerodynamic tube shaping and road-smoothing Adjustable Top Tube IsoSpeed, KVF full carbon fork with invisible cable routing, T47 bottom bracket, and Madone integrated headset. Built for flat-mount disc brakes. The final word Your ultimate race bike starts with the ultimate race bike frame. Madone SLR Disc Frameset is simply the lightest and fastest road disc frame we've ever developed, and that's something you sense from the very first ride. Why you'll love it - 800 Series OCLV Carbon is the lightest laminate we’ve ever made, and it makes Madone faster on any terrain, in any conditions - Adjustable Top Tube IsoSpeed lets you adjust compliance to your preference, and it's damped with an elastomer so it rebounds in a smooth, controlled, stable motion. - Madone Project One ICON paint schemes make the ultimate race bike a true piece of artwork - Built for flat-mount disc brakes for extra tire clearance and all-weather stopping power

Aero and climbing bike in one – Testing the 2024 Trek Madone SLR 9 AXS

Trek merge the aero Madone with the lightweight Émonda, following the all-round racing bike trend. Thus, the Émonda is history and the Madone is now a whole lot lighter. We put the all-purpose racer to the test on the steep climbs, fast descents, and flat plateaus of Ávila, Spain. Can it deliver? Read on to find out.

The bike and the concept are new, but the name Madone remains. On the one hand, Trek want to stick to the established name of their flagship race bike and, on the other hand, coming up with a new name in the Trek drop bar line-up isn’t easy due to the anagrammatic naming convention. So, Madone continues to stand for the fastest race bike in the Trek cosmos, the 8th generation of which has become significantly lighter.

It’s not just end users that struggled choosing the right Trek for the job: Do you want a very light or a very fast bike? Even the pros were confronted with this dilemma before and after every race, wondering which bike will be or would have been the right one. The feedback received from the Lidl-Trek UCI WorldTour Team was unanimous: a Madone weighing 6.8 kg would definitely be the bike of choice. To achieve this ambitious goal, Trek’s development team had to break new ground in terms of both the aero concept and material choice.

Merging the Émonda and Madone

The Trek Madone and Émonda had the same geometry, so pros didn’t have to get used to changing bikes. But the two bikes looked very different. While the Émonda stood out with its delicate carbon stays and accessories, the Madone was characterised by elongated tube shapes, a deep aero seat post, and the striking IsoFlow cut-out in the seat tube.

The latter also dominates the look of the new Madone, as Trek have kept the IsoFlow concept for compliance at the rear. Overall, however, the frame and, above all, the fork have become significantly skinnier, which is undeniable when looking at the area around the IsoFlow cut-out. It almost looks a little fragile due to the skinny carbon stays. But don’t worry, like all Trek bikes, the frame is approved for a gross weight of up to 125 kg.

You can see that Trek have saved weight when looking at the shape of the Gen 8 frame:

The tubes are much skinnier than those on the previous Madone, and Trek were able to save a particularly large amount of weight on the fork. In fact, Trek’s development team achieved their goal of making the frame lighter than the Émonda. A painted M/L frameset is claimed to weigh just 1,146 g. That’s a whole 320 g lighter than the frame of the previous Madone SLR Gen 7.

However, the slightly more aerodynamically optimised components like the cockpit and wheels are a bit heavier than those of the climbing specialist Émonda, the complete bike of which tipped the scales at an impressive 6.8 kg, thereby maxing out the UCI weight limit. The flagship version of the new Madone on test weighs just around 240 g more.

Saving so much weight without sacrificing aero gains was no easy task. The material used plays an important role here, setting new quality standards with OCLV 900 carbon. This is around 20% stronger than the previous OCLV 800 variant, which in turn allows Trek to use less material while achieving the same level of stiffness.

The new carbon is further optimised through a revised moulding process. A preformed bladder inside the mould ensures a more precise material distribution and less wrinkles on the inside of the frame, thus further reducing weight. However, the new carbon fibre and optimised moulding process are exclusive to the SLR line. The SL models are still made from OCLV 500 carbon, which results in heavier frames, but also lower prices 😉 .

To avoid compromising the aerodynamics compared to the previous Madone, Trek rely on a new aero concept. In general, the extremely elongated tube shapes are a thing of the past. At first glance, the flat down tube looks anything but aero, though it ensures that the air stream flows over the frame and aero water bottles, only rejoining behind the bike. With the aero water bottles attached, the new Madone is even said to be faster than the 7th generation, despite the tire width having grown from 25 to 28 mm. Incidentally, the water bottles are included with all SLR models, and available separately for the SL versions. If you get handed a round bottle in a race, you can rest assured that the bottle cages are cross compatible with traditional, non-aero optimised bottles.

The 2024 Trek Madone SLR 9 AXS Gen 8 in detail

The bright colours of the team livery and matching bottles make for an eye-catching bike, likely reminding art fans of Piet Mondrian and Europeans of a certain chain of discount stores. For those wanting something a little more subtle, Trek also offer monochrome versions. Alternatively, you can go wild with your own designs using the Project One configurator.

Trek Madone SLR 9 AXS 2025

Specifications.

Seatpost Madone aero carbon seatpost, 0mm offset, short length Drivetrain SRAM Red eTAP AXS 2 x 12 Handlebar Trek Aero RSL Road integrated bar/stem 410 mm Wheelset Bontrager Aeolus RSL 51, 12 x 100/12 x 142 mm Through Axle Tires Pirelli P Zero Race 700 x 28c 28 Cranks SRAM RED AXS E1, power meter, 48/35, DUB, 175mm length Cassette SRAM XG 1290 10-33T

Technical Data

Size XS S M ML L XL

Specific Features

For the flagship version on test, Trek rely on the new SRAM RED groupset. The bike rolls on 51 mm deep Bontrager Aeolus RSL 51 wheels and 28 mm Pirelli P ZERO Race tires. The saddle and cockpit are sourced from Trek’s in-house brand Bontrager. Together with the bike, Trek have also launched the new Aero RSL Road handlebar and stem combination, boasting fully integrated cable routing, flare, and optimised ergonomics, available in many different length and width combinations.

The geometry of the 2024 Trek Madone SLR 9 AXS Gen 8

The geometry has hardly changed compared to the predecessor. The reach-to-stack ratio remains at around 1.5, which corresponds to Trek’s H 1.5 geometry. This should be relatively aggressive, but not extreme, favouring a centred riding position. The seat and head tube angles also remain the same. Trek emphasise that they were already very satisfied with the geometry of the Madone Gen 7 and Émonda. Because the two predecessors already shared the same geometry, there was no need for Trek to find a compromise.

The frame itself is a bit more compact, though this may be partly due to the new frame sizes. Instead of eight sizes from 47 to 62 cm, the 8th generation of the Madone is available in six sizes, now classified as: XS, S, M, M/L, L, XL. The seat mast cap allows you to adjust the saddle height by ten centimetres. From size XS to XL, the range of possible saddle heights has increased to anything between 54.9 and 85.9 cm. As such, it accommodates riders at the outer ends of the size spectrum. The new sizing convention should also be more clearly distinguished from each other to make it easier for riders to choose the right frame size.

First ride aboard the 2024 Trek Madone SLR 9 AXS Gen 8

A bike as fast as the previous Madone and as light as the Émonda? Let’s go! Trek’s claims set our expectations quite high long before we got to set off on the first test ride. Once in the saddle, however, the combination of minimal weight and aero optimisation delivered! There are two aspects on the new Trek Madone SLR 9 AXS that stand out: acceleration and comfort. The new Madone SLR 9 AXS Gen 8 accelerates with ease on the climbs, out of corners, and on the straights. Input equals output. The reduced weight is clearly noticeable. While the previous Madone took a little more effort to get up to speed, it now has the lively character of the Émonda .

Comfort was already the mainstay of the Madone SLR Gen 7, debuting the IsoFlow technology, yet Trek have made significant improvements here too. The overall compliance feels a lot more balanced. The skinnier fork, new cockpit, and wider tires offer significantly more vibration damping at the front than the predecessor. The revised IsoFlow system performs as unobtrusively as ever at the rear – apart from the look 😉. It flexes noticeably, effectively mitigating vibrations and bumps. The Madone SLR 9 AXS Gen 8 is surprisingly comfortable for a thoroughbred race bike, which is partly due to the centred riding position and ergonomics of the cockpit. Speaking of which, the handlebar is 3 cm wider in the drops, resulting in a flared shape that offers aero benefits on the hoods, and ample control in the drops for the descents and sprints. The pro peloton trend of using ever narrower cockpits with flared drops suits the bike’s the character to a tee, putting the rider into a more aerodynamic position, because the rider is responsible for most of the drag.

The handling of the new Madone SLR 9 AXS Gen 8 is more reminiscent of the Madone Gen 7. It’s got none of the razor-sharp handling of the Émonda. The new all-round racer feels stable and composed, yet precise and responsive. Perfect for high speeds, which the Madone is more than capable of. In terms of efficiency and speed, the new Madone is in no way inferior to its predecessor. In fact, it’s even better. Thanks to the narrower tube shapes, the new Madone is less susceptible to crosswinds and is therefore easier to control. The aero water bottles take some getting used to. Because the bottles only fit in a specific position, you have to fiddle a bit to get them back in place.

Who is the Trek Madone SLR 9 AXS Gen 8 for?

Trek’s new all-rounder racer is a very versatile bike with a wide range of applications, even off the racetrack. It serves for everything from fast group rides, epic tours on legendary climbs, or simply as a comfortable and fast means to get from A to B. The IsoFlow system, increased tire width, and centred seating position make the new Trek Madone one of the most comfortable and compliant race bikes currently on the market. It also ranks very highly in terms of acceleration, efficiency and handling. The new Madone SLR 9 AXS is the right bike for everyone who prioritises speed and comfort, assuming it’s within your budget.

Our conclusion on the Trek Madone SLR 9 AXS Gen 8

The all-round race concept works. A bike as fast as the Madone and as light as the Émonda is as good as it sounds, and it makes easy work of choosing the right bike. In addition to performance, however, it’s the compliance and ergonomics that make the Trek Madone SLR 9 AXS Gen 8 stand out from the crowd. Added to that are the latest generation aero bottles and perfectly matched components. All in all, this is a race bike that isn’t just fun in a local criterium.

• quick acceleration
• superb comfort

• fiddly handling of the aero water bottles

For more information, visit trekbikes.com

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 GRAN FONDO, you will help secure a sustainable future for high-quality cycling journalism. Click here to learn more .

Words: Jan Richter Photos: Jan Richter, Trek

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2006 Project One

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The new 2006 P1 should be on-line early Sept..... lot's of new stuff..Trek ROCKS  

Bob1010 said: The new 2006 P1 should be on-line early Sept..... lot's of new stuff..Trek ROCKS Click to expand...

Just received this via email. The custom Polka Dots 2006 P1. Water bottle cages and bar tape color included. Pick any 3 colors. Sweet!  

You guys rock! Another one..... Sweet!  

whoa wow!~  

2WheelFreak said: You guys rock! Another one..... Sweet! Click to expand...

Yeah I saw a picture of that one....its called "Aces High" on Monday at my LBS but the one I saw was not as nice as this picture.  

2WheelFreak said: Just received this via email. The custom Polka Dots 2006 P1. Water bottle cages and bar tape color included. Pick any 3 colors. Sweet! Click to expand...

2006 Project One Colors This is a list of offered 2006 Trek Project One colors. I got this list from a Trek dealer email that was sent to me. A couple of new colors available this year: Red Royal Blue Sky Blue Yellow Lime Green Purple Metallic Orange Metallic White Black Silver Pearl Pink Pearl Carbon Blue Carbon Red Carbon Mint Pearl Crystal Lymon (What the heck is this?) Obsidian Blue Serious Pink Pimento Pearl Aegean Blue Pearl White Baja Blue This is the list of Trek Solid Colors: Yellow Rainforest Lime Green Red Argent Silver Royal Blue Cumulus Blue Sky Blue Purple Metallic White Black Starry Night Black Pearl Carbon Blue Carbon Red Carbon Baja Blue Crystal Blue Mint Pearl Crystal Lymon Obsidian Blue Serious Pink Pimento Pearl Aegean Blue Pearl White Pearl Pink Orange Metallic Candy Red Metal Plake Yellow Also, the painted bottle cage on the Custom Dot paint scheme above is available as a $150 option on all P1s. They are Bontrager XXX Carbon Lite painted in a solid color painted to match your frame depending on color choice.  

2006 Trek Project One Paint Schemes This is a list of offered 2006 Trek Project One paint schemes. I got this list from a Trek dealer email that was sent to me. Andromeda Spotted Cow SuperNova Halo Blue Lace Pink Lace Madone Team Madone SL Team Time Trial Team Pave Flambe Plata Negra Lance Flames Savodelli Flames Cloud 9 Planets Fiji Floral Light Blue Border Grass Sabreline Mountain Storm Window Maker Icarus Lightning Flying Ace Lance 7 Custom Dart Custom Dots Custom Flames Trek Solids  

poop i hate to be the party pooper, but i might as well be consistent in my actions....ARE YOU KIDDING? THOSE ARE HIDEOUS! if i was on a lonely desert highway with no civilization for 100 miles in either direction and one of those bikes was with me, i'd walk the hundred miles in my damn cleats before riding that thing!!! ack!!! ....ok, i'm done over-reacting.  

2WheelFreak said: I am not too crazy about the colors on the Polka Dot paint job in the photo. Howerver, I think the right three colors will look AWESOME like that. I really dig that Flying Ace paint job too. I just don't think I could ride it. Nice too look at. Different. Just not for me personally. Too each there own. I just wish Trek would get all of there their 2006 stuff up so we could see it. Klein and Lemond sites are updated. Maybe this week? Click to expand...

Antonelli said: Here ya go... http://www.google.com/search?q=+sit...&lr=&client=safari&rls=en&as_qdr=all&filter=0 Click to expand...

Dots Yeah, tiny picture. But I will post what I find. I dig this paint job.  

Heard the new P1 site will be up on or near mid Oct. Right. Anyway, here is two pics from Trek to the local dealers highlighting some new availbale P1 paint jobs. They claim you can pick your own collection of stickers on the Lance style bike.  

Is the Lance Flames paint job the same as the one he road on his sslx in the tour.  

Finally. New Project One site is up: http://projectone.trekbikes.com/  

greenday- yes that same flame scheme is available in indentical colours. also, you can pick any colours for the flame scheme.  

Project One is up and running..WOW did they do a great job on the site..  

FYI, Project One bikes have priority over other bikes. So, they hit the paint shop first before the other production bikes. The P1 schemes look hot this year, and as you can see from the website, you can totally customize the color options.  

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Review: Trek’s New 2025 Checkmate Gravel Race Bike is Incredibly Fast

Trek modernizes its gravel lineup with a new model that prioritizes speed..

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• Trek’s lightest gravel bike ever.
• Incredibly fast.
• IsoSpeed decoupler built in for a smooth ride.
• Optimization for speed means it’s not the best tool for every ride.
• No lower-tier model options.

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Up until now Trek ’s gravel lineup has been, well, a little lonely, comprised of just the Checkpoint. That bike is a generalist, something that an experienced rider can put big miles on and that a novice can still find approachable and easy to ride. But a one-size-fits-all approach inevitably means some people get left out.

While gravel was once mainly an adventure minded pursuit, the discipline has matured rapidly, and speed is now atop the minds of many, especially as gravel continues to overtake road racing in availability and popularity. Gravel is now where the fast riders are getting their fix, and they want a bike to match. Trek has finally followed many other brands in releasing a second gravel model, one that is all about speed and racing. It’s called the Checkmate, and it lives up to the race-focused billing.

Quick hits: Seven things to know about the new Trek Checkmate

• The Checkmate is a new performance gravel bike optimized for racing.
• A Checkmate SLR 9 is Trek’s lightest gravel bike yet, a massive 1-pound lighter than an equivalent Checkpoint SLR 9.
• Includes mounts for bolt-on frame bags on the inside edge of the frame.
• Trek claims the Checkmate is 5 minutes and 54 seconds faster than the Checkpoint SLR at Unbound Gravel 200 at 200 watts, or 38 seconds per hour faster.
• Max tire clearance: 700c x 45 mm.
• Handling is optimized for the type of gravel racing found at Unbound Gravel, with straight lines and fast dirt.
• For more: trekbikes.com

Checkmate Details

It was only a matter of time before Trek released a new gravel bike, especially because it has a gravel team, Trek-Driftless, that needs to be able to compete in the increasingly competitive gravel circuit. Trek now falls in line with the numerous other brands pursuing the go-fast gravel crowd — BMC, Canyon, Cervelo, and 3T to name a few. As you’d expect, that means there’s a whole lot of optimization for speed in this new bike.

The major nod to speed comes from the tube shapes, which are adapted from the newest generation Trek Madone released earlier this summer . The thing that might throw you off, however, is that the tube shapes don’t at all look aero — not in the way we’ve been trained to expect at least. The head tube area is narrowed like other aero bikes, but the square downtube is decidedly not aero-looking. Luckily the wind doesn’t care what you or I think about aerodynamic shapes, and Trek’s testing shows faster times with these tube shapes. As we’ll get to later, Trek has definitely done something right here in the speed department.

Trek’s response to the fact that the Checkmate has less than standard looking aero tube shapes is that the frame is designed as part of a system alongside the Bontrager Aeolus 37V wheels and optimized around a 38 to 40 mm wide tire. The square downtube promotes the smooth transition of air from the front of the bike to the rear, channeling air around the entire bike in the most seamless way rather than considering each tube shape in isolation.

As those familiar with Trek might have been able to guess, the Checkmate gets an updated version of Trek’s IsoSpeed rear decoupler shock absorption system, which works to isolate the seatpost from the rest of the frame. The result is a bike that feels much smoother when riding seated than without it. It’s worked well on other Trek models for over a decade at this point, and it continues to work well for gravel in the Checkmate.

Also pulled over from the new 8th generation Trek Madone is the one-piece carbon handlebar-stem. Like that squared-off downtube, the handlebar has a blunt shape, and it has a 3 cm flare from the hoods to the drops. There’s also a very slight outsweep. All in, it’s a very aggressive bar for gravel, one that suits the go-fast sensibilities of the new bike.

As a package, Trek claims the new bike is 5 minutes and 54 seconds faster than the outgoing Checkpoint SLR when ridden at 200 watts over Unbound 200. That translates to about 38 seconds per hour faster if you’re not trying to mix it up with the pros.

But beyond aerodynamics, the other big story of this bike is weight, or lack thereof. Trek says the new Checkmate SLR 9 weighs 1 pound less than an equivalent Checkpoint SLR 9, thanks in part to the use of Trek’s top-level 800-Series OCLV Carbon. My size medium test bike weighed in at 7.53kg (16.60lbs) without pedals or bottle cages, making it easily one of the lightest gravel bikes I’ve ever tested.

Checkmate geometry

Trek offers the Checkmate in six sizes, XS to XL, a change from the purely numeric sizing of the previous Checkpoint.

Long and low might dominate the gravel space, but Trek is actually turning things back on the Checkpoint’s geometry. Compared to the previous Checkpoint SLR, the new Checkmate is slightly shorter in the reach department, but with similar stack heights size over size. In short, if you’re coming from the previous-generation Checkpoint, you’ll likely need to use a slightly longer stem than before to match your reach measurements.

Handling geometry has been optimized for straight-line speed as well. The big news here is that the bike is shorter front to back, all in the name of making it more nimble feeling. So how is it optimized for straight-line speed? Mostly with a low, low, low 80 mm bottom bracket drop across all sizes.

On that note, Trek has opted to use just one fork rake offset across all sizes. The result is trail figures that range from a slack-feeling 70 mm on small sizes and a relatively quick 62 mm on the largest sizes.

Checkmate builds, specs, and pricing

The Trek Checkmate isn’t designed to be a generalist gravel bike, and its build range reflects that. There’s just one top-end SLR-grade carbon frame and two builds in total, one with SRAM Force and the other with SRAM Red, all with Trek’s new carbon bar/stem cockpit. Trek also offers a frameset option.

The Checkmate SLR 7 AXS with Force costs $8,299.99 USD / £8,500.00 / €8,999.00 / $10,999.99 AUD, while the SLR 9 AXS with Red costs $11,999.99 USD / £10,000.00 / €10,999.00 / $17,999.99 AUD. The Frameset is $3,999.99 USD.

While there are just the two builds and four colorways, Trek also offers its ProjectOne customization program, allowing for component adjustments as well as custom paint. I was able to arrive at the exact fit I wanted by choosing 170mm crank arms as well as the cockpit option that worked for me, 39mm wide at the hoods, widening out to 42mm in the drops, with an 80mm stem. If you’re going to spend this much on a bike, you may as well have it built up with the exact spec you want rather than just taking whatever version happens to be in stock.

There are also custom paint options for the Checkmate including the new ICON Raw Lithos paint program available specifically on the Checkmate.

Specification as tested

Trek Checkmate SLR 9 AXS in size medium; SRAM RED eTap AXS 1x Groupset (42T chainring, 10-46T cassette); Bontrager Aeolus 37V wheels; Bontrager Girona RSL 38 mm tires; Bontrage Aeolus RSL saddle; Trek integrated cockpit.

Gravel bikes have come a long way in a short time, and the Checkmate may demonstrate that better than any bike. It’s ridiculously light and fast, and, honestly, I’m tempted to leave the review at that. But, there’s more to say.

I was able to recreate my road bike position on this bike, and when I got on, it just felt right to my roadie sensibilities. Pretty soon I was eating up miles at a fast clip. For fast, non-technical gravel routes, the Checkmate is the perfect tool.

As I hit the more technical gravel portions of my usual test route, the Checkmate’s optimization for fast, straight roads was most evident, resulting in some overrunning turns and fishtailing rather than smooth cornering. I was still having fun though, mind you. It feels wonderful on road descents, plus its aero prowess comes to the forefront on descents as it picks up speed rapidly.

Trek does a wonderful job with the small details on this bike, one of my favorite being the fastening system for the seatpost. While the bolt to tighten a seatpost can often be finicky, or made in a way that the bolt and clamp system can fall into the frame itself, this one stays securely in place, and is accessed through a little door held securely shut by a magnet. The seatpost also makes saddle adjustments quite easy, which is far from the norm with seatposts unfortunately.

One small gripe I found with this bike is similar to one I have with the Domane in that my thighs are prone to rubbing against the top tube because the top tube–seat tube junction where the IsoSpeed decoupler is located is a little chunky. That said, it’s not a huge annoyance, and I’m glad to have IsoSpeed on this bike.

I like the number of mounting positions for bottle cages and bags inside the main triangle. Some will lament the lack of internal downtube storage, a feature increasingly found on gravel bikes, but it’s really not something I’ve missed that much, and the omission of downtube storage makes sense because this bike’s mission is pretty squarely on going fast and trimming out any features that add unneeded weight and complexity. Trek has created an elegant frame bag option for the bike as well to access mid-ride necessities like food.

As I said before, it’s an incredibly light bike, helping it feel more like a performance road bike. The integrated aero cockpit borrowed from the Madone aero road bike adds to the performance road feel. I’m not completely sold on the super-narrow handlebar concept being pushed for fast gravel bikes nowadays, meant to put riders in the most aero position possible. However, through Trek’s ProjectOne bike customization program I was able to opt for the 39mm bar width rather than 37mm. I like the fit of these bars quite a bit. They’re comfortable enough in the tops, though I didn’t find myself spending much time there since I was so preoccupied with riding fast. And I love the shape of the drops with a slight flare, just enough for extra control on descents, but not more than you need for a bike that is meant for faster, less technical terrain.

I could easily see this bike being my one-bike option. If you’re not big on adventure riding and instead prioritize fast rides, this bike allows you to add more speed to the off-road portions of your rides, while still feeling plenty fast on-road. A second wheelset could easily transform it into a reasonably capable road bike.

Trek’s entry to the fast-gravel segment is a win in my book. It doesn’t quite put the aero gravel competition in checkmate, but they’ve definitely been put on notice.

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Trek Doubles Down on Gravel Racing w/ New Checkmate SLR, Updated Checkpoint SL 

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The all-new Trek Checkmate SLR and Checkpoint SL further solidify the Wisconsin brand’s commitment to the gravel arts. 

If you’ve followed any of the LifeTime Grand Prix, chances are you’ve seen the Trek Checkmate frame. Companies like Trek and the like no longer try to hide their new gear right before a big launch. Or we consumers are getting better at spotting them. Either way, it looks fast and a lot like the Madone Gen 8 .

Who could blame them ? If you’re an athlete like Russell Finsterwald (Trek-Driftless) and your bike sponsor just came out with a flyin’ new gravel race frame, would you want to wait until the late season to race it? My guess is no, and Trek feels the same way. 

The one that did catch us by surprise is the all-new (design) Trek Checkpoint SL. The Checkpoint was the go-to gravel frame in the Trek lineup, but it now leans more toward adventure, and it can still lay down the power if need be. 

So, let’s meet the new Trek gravel race and adventure lineup.

Trek Checkmate SLR

For the new Checkmate, Trek threw the gauntlet down in the gravel. It’s the company’s first-ever dedicated gravel race bike (if you discount the Checkpoint SLR). The new Checkmate models are much lighter than the Checkpoint SLR and get some help from top-tier specs. How much lighter, you ask? How about a whole pound?

5 minutes and 54 seconds faster than Checkpoint SLR

The frame takes inspiration (lots) from the new Madone Gen 8 and uses Trek’s new series 800 carbon. Like the Madone Gen 8, Trek employs Full System Foil aero tube shapes and an aero one-piece bar/stem. Plus, the Checkmate’s new Gravel Race geo puts riders in a more aggressive and efficient riding position. Reducing frontal area, getting more aero, and saving watts (sounds like the Madone Gen 8 right?). Trek claims these features help make Checkmate 5 minutes and 54 seconds faster than Checkpoint SLR on the 200-mile course at Unbound (at 200W). 

What’s the Max Tire Size? 

Some will be stoked, some will be bummed. The new Checkmate maxes out at 45mm tires and comes stock with 38mm tires. 45mm seems to be the top of what most (super serious) racers will use until they switch to a full-on mountain bike (with drop bars or not). Stay tuned if you’re looking for a bike that clears a larger tire. 

Let Talk Compatibility

The new Checkmate uses an SRAM UDH derailleur hanger and is compatible (and comes with) with the new SRAM Red XPLR groupset (reviewed here). 

Is there any internal storage? No, if you’re looking for storage, read on. Trek designers decided the extra weight of the in-frame storage was too much and went all in for maximum lightweight gains.

Dropper compatible? That’s a negative, too; the CheckMate uses a D-shaped seatpost—a first for Trek, but as we mentioned above, stay tuned. 

Bags? Yes, the new Checkmate is designed to work seamlessly with the Trek Adventure bags and top tube feeding bags. But that’s where the bags stop; since the Checkmate is a race frame, Trek omits the three-pack mounts and the bike-packing mounts.

Aero One-piece Bar/Stem 

Checkmate features the same ultra-light and aero one-piece carbon bar/stem as the Madone Gen 8. The same piece has hoods that are 3cm narrower than the drops, so riders can choose between a more aero or more controlled position and enjoy more ergonomic comfort on the tops. We love this bar; it’s one of the most comfortable aero bars around, and it’s nice to see it on a gravel bike aimed at racing. 

Trek Checkmate SLR Geo 

Trek Checkmate SLR  Models and Pricing 

Checkmate SLR7 

The Checkmate SLR7 is the new gravel race machine’s base model. It arrives with a SRAM Force AXS XPLR 1X groupset and Bontrager Aeolus Pro V3 wheels. 

• Price: $8,300 
• Weight: 17.86 lbs 

Checkmate SLR9

Checkmate SLR9 is the top-tier version of the Checkmate. It arrives with the new SRAM Red AXS XPLR 1X groupset and Bontrager Aeolus RSL wheels . 

• Price: $12,00
• Weight: 16.65 lbs 

Checkmate SLR Frameset 

• Price: $4,000
• Weight: 1223g (ML frame only) 415g (fork only) 
• *All weights are size ML bikes with Bontrager TLR sealant, no tubes. 

Customizable in Project One 

The best way to get Checkmate is through Project One for the perfect fit, parts, and color. Plus, the new Project One ICON Raw Lithos scheme brings earthen hues exclusively to Checkmate customers. 

Updated Trek Checkpoint SL Gen 3

If you’re looking for speed, exploration, and a little racing –  the new Checkpoint SL Gen 3 will be the ticket. The new design improves the previous model with increased comfort, storage capacity, and fit. Looking to deliver a multifaceted bike that can race and ride on any given weekend.

The Checkpoint SL Gen 3 uses the ISO speed system and a traditional round seat post. So droppers are fair game for all sizes. 

Packable and More Storage 

The Checkpoint is more bike-packable than before. Like the Checkmate, it works with Trek’s all-new Adventure Bags , including the top tube, frame, and the more aero-efficient triangle bag tucked out of the wind. Plus, it has mounts for front and rear racks.

Checkpoint SL Gen 3’s new frame design has more room to fit taller bottles ( like our favorite Voda 34 oz) with bags and offers more internal storage in the downtube than before. 

Updated Frame Shaping 

Checkpoint SL Gen 3 features reimagined tube shapes and 500 Series OCLV Carbon that keeps things lightweight, snappy, and economical. Like the Checkmate, the Checkpoint gets the Madone Gen 8 makeover with some sculpted tubes. 

Confidence Inspiring Details 

Checkpoint SL Gen 3 uses Trek’s “Gravel Endurance geometry” and has a higher and shorter reach that’s more comfortable and capable for all-day gravel rides. Riders get a GR Elite handlebar (SL 5 and 6) or a carbon GR Pro handlebar (SL 7). Both share a more comfortable drop shape and an increased flare of 6cm between hoods and drops for better control and confidence, especially on gravel.

Tire clearance? 50mm. The Checkpoint SL Gen 3 arrives with 42mm tires but can fit bigger. 

How about suspension? Yep! The new Checkpoint SL Gen3 is a suspension fork compatible with forks up to 40mm of travel. (Available in all sizes except XS)

Trek Checkpoint SL Gen 3 Geometry 

Trek Checkpoint SL Gen 3 Models and Pricing 

Treks Checkpoint SL 5 AXS has an SRAM Apex AXS 12-speed, Bontrager Paradigm wheels, and a Bontrager GR Elite handlebar. 

• Price: $3,200
• Weight: 20.95lbs 

The Checkpoint SL 6 AXS comes equipped with SRAM Rival AXS 12 speed, Bontrager Paradigm wheels, and a Bontrager GR Elite handlebar.

• Weight: 20.73lbs.

The Checkpoint SL 7 AXS comes with SRAM Force AXS XPLR 12-speed, Bontrager Elite V35 carbon wheels, and a Bontrager GR Pro carbon handlebar.

• Price: $5,700
• Weight: 19.85lbs.

Checkpoint SL Frameset

• Price: $2,400
• Weight: 1385g (ML frame only) 536g (fork-only)

Checkpoint SL Gen 3 and Checkmate SLR are available globally at select Trek retailers and online at trekbikes.com .

Jordan Villella is the Racing Tech Editor for BikeRumor.com, specializing in cross-country mountain, gravel, road, and cyclocross. He has written about bicycles and bike culture for over fifteen years with no signs of stopping.

Before BikeRumor, Jordan raced professionally and wrote for MTBR and the now-defunct Dirt Rag Magazine. He’s covered the World Championships, World Cups, and everything in between — where he loves to report what people are riding.

Based in Pittsburgh, PA,  Jordan coaches cyclists of all abilities with  Cycle-Smart ; you can find him racing bikes around North America and adventuring with his family.

For an inside look at his review rides follow him on Strava .

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These frames seem really heavy?

Came here to say the same. Over 1200g for the Checkmate SLR frame alone? They’ve got at least another pound to loose to be in the domain of light race gravel frames.

While specialized markets the Crux as a gravel bike, it’s really just a very light CX bike, one you’d better not crash (it’s fragile).

Who else makes a 770g gravel frame that you’d really want to ride off road?

I think unravelled below is right, 1223g is frame and fork weight. Anyway….

The Canyon Grail CFR is 855g and the Grizl CF SLX is 950g. Enve Mog is 950g Factor Ostro is 900g Scott Addict Gravel RC is 930g Crux Pro is 825g Ok, not a pound but still much lighter than the Checkmate and the Grizl isn’t even a ‘race’ bike. The new Crux has longer, lower, slacker geo, not CX. Spec chose to prioritize weight over durability for their ‘race’ bike. Want more durable, buy the still very light Crux Pro .

THC Crux isn’t “old school” CX but it’s closer to a Boone than it is to most gravel bikes. Don’t get me wrong, it’s probably what I’d prefer to ride all around.

Point taken on the weight. If the 1143g is accurate that’s still .5lb heavier than many of those other race gravel bikes.

Bullshit it’s fragile. I ride my last-gen Crux on all sorts of terrain, from gravel to singletrack. Any carbon bike can get damaged in a crash.

It has got to be frame and fork weight and then fork only weight. The article starting with the headline is typo city.

Where do I apply to be a proof reader?

Trek’s website says 1143g for the frame, 415g for the fork.

what is the name of the frame bag on the Checkmate SLR7, is it out yet?

so much for fewer SKUs for Trek.

I think if you count the number of Gen 2 models offered to the number of Gen 3’s, you’ll see a reduction.

Yeah, but those are cancelled out mini Bluetooth speakers and light charging cases. Trek is the king of skus and they will not be stopped.

Yup, which means more choice for us!

I get the focus on racing, but no internal storage on the SLR? Saddle bags aren’t aero. 45c max in a world of pro’s using bigger and bigger tires for top tier gravel races? And it’s heavy to boot. Seems like a miss

Having used the internal storage, I would leave it empty in racing scenarios. It’s slow and awkward removing/replacing things in it. As for the tire clearance, Trek is notoriously conservative with their recommendations here. There is a fixed limit to the width of a road crankset so if multiple brands claim significantly different clearances with the same chain stay length, something isn’t passing the sniff-test.

Or… they’re using gravel cranksets with a wider chainline

That’s 2.5mm in Shimano’s case. Are you aware of any gravel bikes that are compatible with GRX and SRAM wide but not road standard chainline? I am not. I could see a frame going 1x only (I wouldn’t buy it) in the name of tire clearance but if it has or accepts an F/D hangar, much bigger tire clearance can only really be achieved with longer chain stays, which generally aren’t as fun to ride (feels slow..).

Crap tire clearance, heavy, steep head angle, slack seat angle … garbage. Checkpoint fixes the clearance a bit, but gets even heavier.

WRONG GEO CHART !!!!

Are the aero gains really worth it to run cables through the headset on Checkpoint without completely hiding them in the bar/stem? Hardly seems worth it?

Looks like it works better with bags & stuff. Now that in-headset routing has been around a while we know it’s a service non-issue. The top half of the headset needs to be removed basically never.

Anyone else notice that MSRPs are coming down this year?

Trek should have made a Rival build for Checkmate. Not everyone is buying Project One. Also, who is buying SLR 7 when they can get SLR 8 with the old Red 1×12 for the same price as the Force 1×12? Is Trek trying to sell out of its inventory of old Red groupsets and then discontinuing SLR 8? Sram says its committed to continuing to build Red in a 1×12.

In the war of the big brands, Crux still seems superior as a race bike. Checkpoint got heavier for the same spec. Compare SL6 Gen 2 with SL6 Gen 3. Specialized seems to continue to have the advantage over Trek in the gravel realm. Diverge’s Future Shock is a solid adventure feature.

For my money, I’d be looking hard at Lauf for an adventure gravel bike. Extreme tire clearances. Interesting forks. A bit less pain in the wallet. In the direct-to-consumer space Canyon Grail needs to increase its tire clearances and lower its prices to compete.

Aren’t the pros now using dropped bar mtbs?

They used them for the Leadville 100, which is a untechnical 100 mile race. I haven’t seen where pro’s have used drop bars mountain bikes anywhere else in any gravel race.

Checkmate SLR9 priced at $12,00?? Think a zero is missing…

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Trek’s New Checkpoint and Checkmate Illustrate the Evolution of Gravel Bikes

One gravel bike for all gravel riders will no longer do, so Trek now makes two. Plus a review of the new Checkmate race bike.

The Takeaway: Trek’s new Checkmate is a gravel race bike through and through. It’s fast, smooth, and perfectly tuned for its intended purpose. The Checkmate is, very intentionally, not everyone’s gravel bike. However, if you want to go as fast on the dirt as you do on the pavement, the Checkmate offers class-leading race-oriented performance.

The Third Generation Checkpoint—Drop Bar Versatility

The all new checkmate—made to race, geometry—pulling back, models, prices, and claimed weights, ride impressions, notes from the field.

As gravel riding continues evolving, Trek’s Checkpoint could no longer serve every gravel rider’s demands. Trek needed to grow its product line from a single all-around gravel bike to one all-arounder—Checkpoint—and one racer—Checkmate.

Both models offer features and refinements that better suit their intended audiences than the previous generation Checkpoint. Details about both bikes are below, as well as a review of Checkmate (Checkpoint review coming soon).

One Family Becomes Two

The SLR was the raciest (owing to higher-grade carbon and parts differences), the SL was an all-arounder, and the ALR was essentially the aluminum version of the SL. But Trek further tweaked the ALR to make it even more versatile and serve as an all-purpose commuting/touring/utility drop-bar bike.

But while the SLR was a somewhat racier Checkpoint, it wasn’t racy enough for today’s gravel racing . So, the Checkpoint SLR is gone. Trek replaced it with an all-new model designed from the tires up for modern gravel racing named Checkmate.

The Checkpoint, meanwhile, received several updates that make it more utilitarian and more suitable for long-distance gravel and adventure riding.

One family becomes two: The Checkmate is built specifically for race; the Checkpoint is made for anything.

Starting with price, the Checkmate is more expensive because it’s built with higher-grade carbon and higher-end (lighter) parts. At launch, there are two Checkmate models priced $8,300 and $12,000. The Checkmate is also one of Trek’s Project One models, which means buyers can customize paint, components, and component dimensions.

Other ways the Checkmate differs from the Checkpoint are a more aggressive fit (lower stack), aerodynamic tube shapes, quicker handling geometry, less tire clearance (max 45mm), and a D-shaped seatpost. Plus, it only fits electronic shifting drivetrains.

The Checkpoint is more affordably priced. Trek is debuting three models priced from $3,200 to $5,700. These are not included in Project One, so the builds are locked, and buyers need to negotiate any changes with the dealer.

Checkpoint’s frame is built with lower grade carbon, has 50mm tire clearance, a more upright fit, longer wheelbase (more stable), more cargo mounts (front and rear racks, manything mounts on the fork), internal frame storage, a round seatpost (dropper compatible), and is geometry corrected and approved for use with a suspension fork.

And what of an updated aluminum Checkpoint? Time will tell. When asked if an aluminum version of the new Checkpoint was on the horizon, Trek would only say, “With the launch [today] we are only launching the two new carbon gravel bikes.”

With the Checkmate going all in on racing, the Checkpoint is now free to become a gravel bike built for adventure. And multiple updates throughout the bike express that.

Comfort is a big theme. A great deal of that comfort is due to the revised geometry that Trek says “puts you in a more relaxed upright riding position” and allows more riders to get a good fit on the bike (more below in the geometry section).

Also, on the comfort front, Trek wisely carries forward with the IsoSpeed decoupler in the seat tube. This system allows the seat tube to flex further and more easily in response to bumps. Based on my experience riding Treks with IsoSpeed for a decade or more, it works.

The IsoSpeed hardware was more prominent on this bike and the Checkmate. Using my powers of marketing speak translation; I believe this change was primarily made to call attention to the feature and help the bikes stand out on the sales floor.

Further comfort may be gained by fitting bigger tires (tire clearance is up to 50mm from 45mm), a suspension fork (the geometry is suspension corrected), and the seat tube fits a standard 27.2mm post, making it dropper compatible.

Trek also added mounts to the Checkpoint to aid with utility. So the bike can be equipped in multiple ways. It has front and rear rack mounts, manything mounts on the fork legs, a top tube bag mount, front triangle bag mounts (Trek’s dropping a new top tube, frame, and triangle bag with the Checkpoint/Checkmate), a bottle/cargo mount under the downtube, and multiple bottle mounts inside the front triangle. Trek also touts an “optimized” front triangle that can fit the massive one liter/34 ounce Voda bottles inside the triangle with bags.

The Checkpoint’s internal frame storage gets a handful of updates as well. The opening is larger to make bag removal and installation easier, and there’s more storage space inside the downtube. The storage door is shared with Trek’s Slash and new Top Fuel mountain bike models, which makes sourcing a replacement easier.

On that topic: the Checkpoint gets the UDH. Additionally, the headset uses “common mountain bike bearing sizes” said to be easier to source.

The Checkpoint has internal routing like most mid to high-end drop bar bikes today, but Trek’s system is, I feel, one of the better ones. That’s because the RCS system—via different headset covers—allows riders an integrated one-piece cockpit , a semi-integrated two-piece system with Trek’s RCS Pro Blendr Stem, or a standard handlebar and stem. Options—They’re good.

I’m also happy Trek uses the same RCS parts and routing design for the Checkpoint, Checkmate, and Madone models. (Trek also hints that future drop bar bikes *cough-new Domane-cough* will share these parts and routing, too.)

Diving into the smaller details: The Checkpoint is compatible with 2x drivetrains (the front derailleur mount is removable), SRAM’s full mount derailleurs ( Red XPLR and Transmission ), mechanical shifting drivetrains, and runs the T47 threaded bottom bracket like Trek’s other drop bar bikes.

While the new Checkpoint is made for anything, the Checkmate is made for one thing: Racing.

Gravel racing is only getting faster. So, unsurprisingly, a big part of Checkmate’s story is aerodynamics.

Trek’s new Madone offered some inspiration, with the Checkmate borrowing from the Full System Foil tube shape library developed for its latest road racing bike. But there’s a significant difference between the Checkmate and Madone’s tube shapes due to…water bottles.

The new Madone’s tube shapes were optimized with Trek’s RSL Aero cage and the matching skinny 20-ounce bottle in mind. But gravel racers don’t have team cars filled with fresh bottles trailing them: They need to carry more and larger bottles. Trek’s gravel racers especially love the brand’s massive 34-ounce Voda bottle. So, Trek designed the Checkmate’s tubes to be as aero as possible with a standard 77-millimeter diameter round bottle.

The result of the Checkmate’s improved aerodynamics save riders 26.6 seconds per hour (at a steady 200 watts) compared to the second-generation Checkpoint SLR.

But we all know the rider is the most significant contributor to aerodynamic drag, so Trek has tuned the Checkmate’s geometry for a more efficient rider position. Like most race bikes, that means a low stack. In my frame size (medium), the Checkmate’s stack is two centimeters lower than a medium Gen 3 Checkpoint’s.

Weight is another unsurprising area of focus for a race bike, so yes, the Checkmate’s frameset is lighter than the Checkpoint’s. The Checkmate, Trek claims, is 360 grams lighter than the Gen 3 Checkpoint and 156 grams lighter than the Gen 2 Checkpoint SLR.

Trek pulled a few levers to decrease the weight. The Checkmate is made of higher-grade carbon than the Gen 2 and Gen 3 Checkpoint to shave grams, the Checkmate’s updated tube shapes trim mass, and it is stripped down, most notably forgoing in-frame storage that is a feature of the Gen 2 and Gen 3 Checkpoint.

An interesting aside about the in-frame storage: Trek’s road product manager, Matt Riley, stated they polled Trek’s gravel athletes about in-frame storage while developing the Checkmate. Almost universally, the racers said that anything that would fit into internal frame storage—tubeless plugs, Co2 cartridges, etc.— they’d instead have externally mounted (or in a bag’s side pocket) so it could be quickly accessed during a race. The racers claim that opening the storage hatch (which sometimes means pulling the bottle out of the cage first), pulling the storage bag out, and rifling through the bag to find the tool needed takes too much time.

Trek also saved weight on the Checkmate by running its 310-gram (or so) one-piece Aero RSL integrated cockpit—developed initially for the new Madone—and other build choices. Trek claims the complete Checkmate is “over one pound lighter” than the second-generation Checkpoint SLR.

Over the Unbound 200 course , and at an average power of 200 watts, Trek says that the Checkmate’s aero and weight advantage leads to a five-minute and 54-second time savings compared to riding the second-generation Checkpoint SLR on the same course at the same power. Which… wow, right?

Diving into the details beyond aero, weight, and geometry, you’ll find 45mm tire clearance, mounts for a top tube and frame bags (Trek’s marketing manager for road, Whitney Beadle, stated its racers like to use the top tube and triangle bag), a UDH, and threaded T47 bottom bracket. The Checkmate is compatible with 2x drivetrain but cannot be fitted with mechanical shifting. The Checkmate is also tuned for faster handling than the Checkpoint, thanks to the former’s shorter chainstays and wheelbase.

Like the Checkpoint, the Checkmate uses Trek’s compliance-enhancing IsoSpeed seat tube. However, in this case, it is designed around an aero-tuned D-shaped post (offered in 5mm and 20mm offsets). Thus, it is not possible to fit a dropper into the Checkmate.

One accommodation I am surprised to see on an otherwise stripped and purposeful race bike is mudguard compatibility. Doug Urbaniak, Trek’s senior mechanical engineer for road products, explained that the weight of adding fender accommodations is “insignificant” and adds versatility for riders who want to use the Checkmate as a training bike in the offseason. Other brand representatives also admitted the mounts were included to keep riders in certain markets like the UK from screaming bloody murder. The Brits love them mudguards.

There is one other thing I want to highlight—Thanks to Trek’s RCS internal routing system, it is possible to run a suspension stem on the Checkmate. That’s not an option with many internally routed gravel bikes. True, you will lose the weight, aero benefits, and clean look of the one-piece cockpit, but the option to add compliance to the front end is a huge benefit for some race courses.

Now that there is a Checkpoint and Checkmate, Trek has two gravel geometries: racing (Checkmate) and all-around (Checkpoint). I’ll start with changes to the latter.

Trek made a large geometry change from the Gen 1 to Gen 2 Checkpoint, adding about two centimeters of reach to the frames. A longer front center offered more stability and less toe overlap, offset by shorter stems to provide the benefits of the longer frame without affecting reach and rider position.

Or so the theory went. Once the bikes got out into the real world, Urbaniak stated that dealers encountered issues getting riders to fit onto them. In some cases, dealers had to resort to ultra-short (35 to 40mm) and high-rise (plus 17 degrees) stems to fit customers onto the second-generation Checkpoint.

For this third-generation Checkpoint, Trek is splitting the difference between Gen 1 and Gen 2. Compared to Gen 2, Gen 3’s reaches are about a centimeter shorter, and most sizes get a stack increase. This model also has suspension-corrected geometry (a fork with a longer axle to crown), so riders can swap in a RockShox Rudy or Fox 32TC without changing the bike’s fit or handling. The Checkpoint is also tested and approved for use with a suspension fork.

As you might expect, the race-oriented Checkmate has a different geometry from the Checkpoint. While reach lengths are similar between the bikes, Trek gave the Checkmate a lower stack to allow a rider to assume a more aerodynamic position, and it has more aggressive handling. In addition, the Checkmate is not suspension-corrected or approved for use with a suspension fork.

Bikes are now in shops and available to buy on Trek’s website.

As the Checkmate falls under Trek’s Project One program, it is sold in two ways.

One is the usual method: Trek ships complete bikes in a handful of stock finishes with all component and cockpit dimensions preselected. Trek now offers the option to have bikes shipped directly to your house, or you can pick one up at your local dealer.

But if you are willing to wait a bit (30 days or less in many cases, Trek claims), you can order the Checkmate through Trek’s Project One customization program . This allows you to customize the paint, component sizes, cockpit dimensions, and some part choices. However, buyers must work through a dealer for a P1 custom build.

Within Checkmate Project One, you can also opt for Trek’s premium Raw Lithos finish, which features pigments from EnvironOxide and Living Ink that utilize organic and reclaimed materials.

In “stock” form, the Checkmate is offered in two builds, each offered in your choice of four finishes.

Checkmate SLR 7 AXS - $8,300, 17.9 pounds

SRAM Force XPLR 1x12 with a power meter, Trek Aero RSL Road integrated bar/stem, Bontrager Aeolus Pro 37V wheels, Bontrager Girona tires, Aeolus Pro saddle with carbon rails.

Checkmate SLR 9 AXS - $12,000, 16.6 pounds SRAM Red XPLR 1x13 with a power meter, Trek Aero RSL Road integrated bar/stem, Bontrager Aeolus RSL 37V wheels, Bontrager Girona RSL tires, Aeolus RSL saddle with carbon rails.

Checkmate SLR Frameset - $4,000, 1,146 grams (fork - 415 grams)

SL 5 AXS - $3,200, 21 pounds SRAM Apex AXS 1x12, Bontrager Elite Gravel bar, Bontrager Elite Stem, Bontrager Paradigm rims with sealed bearing hubs, Bontrager Girona tires, Trek Verse Short Comp saddle with steel rails.

SL 6 AXS - $4,000, 20.7 pounds SRAM Rival AXS 1x12, Bontrager Elite Gravel bar, Bontrager Pro Stem, Bontrager Paradigm Comp wheels, Bontrager Girona tires, Trek Verse Short Comp saddle with steel rails.

SL 7 AXS - $5,700, 19.9 pounds SRAM Force AXS 1x12, Bontrager Pro Gravel bar, Bontrager Pro Stem, Bontrager Aeolus Elite 35V wheels with carbon rims, Bontrager Girona tires, Trek Verse Short Comp saddle with hollow magnesium rails.

Checkpoint SL frame - $2,400, 1,385 grams (fork - 536 grams)

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Price as tested:  $12,000 (SLR 9) Weight as tested: 16.9 lb. (size M) Sizes offered:  XS, S, M, ML, L, XL Weight limit: 275 lb. / 125 kg. Model price range:  $8,200 to $12,000 Frame only:  Yes; $4,000 Max tire clearance:  45mm Drivetrain:  1x or 2x, electronic only Routing:  Internal. Compatible with integrated cockpits and two-piece bar/stem with appropriate headset cover. Bottom Bracket:  T47  Seatpost:  Frame-specific D-shaped, 5mm, and 20 mm offsets offered Derailleur Hanger:  SRAM UDH Warranty:  The original purchaser receives a lifetime warranty on the frame, fork, and Bontrager carbon rims.  Paint and decals have a two-year warranty.

A few weeks ago, I arrived home to find a Checkmate SLR 9 and a Checkpoint SL 7 on my doorstep. There was not enough time to fully and properly test both bikes before the launch, so I focused my testing on the Checkmate. I will follow up with a separate review of the updated Checkpoint later.

After putting the Checkmate through its paces (no races yet, but I plan to ride The Rad on this Checkmate), I believe Trek made a superb gravel race bike.

The Checkmate is very fast. Even with the stock tires, it zips right along on the pavement. I used it to test out a flat, zone 2 road ride, and my average speed was not markedly slower than when I ride my road bike.

It’s fast and lively enough that if I wanted to simplify and pick only one bike for all my drop bar needs—gravel, road, ‘cross—the Checkmate would be top of the list. The Checkmate’s easy speed leads me to believe that the claimed aerodynamic benefits are real, and it is atop my (informal) rankings of the fastest gravel bike I’ve ridden.

Off the pavement, the Checkmate provides enough compliance—particularly from the rear—that I could stay seated and smoothly apply power on rougher dirt sections.

Without using a matching IsoSpeed system in the front, the Checkmate has (more than most gravel bikes) a notable imbalance in fore/aft compliance—when sitting in the saddle anyway. Even so, the Checkmate offers a relatively smooth ride for a lightweight and stiff gravel race bike. And that’s based on the stock 38mm tires: Bump up the tire size, and the Checkmate will get smoother. And highlighting this again, you can run a suspension stem on this bike if you want more compliance at the handlebars.

I have no complaints about the Checkmate’s handling. It is well-balanced: lively, sharp, and adequately (but not highly) stable. However, I don’t think it is as planted or capable as the old Checkpoint SLR when used for the more extreme gravel riding and singletrack. But then, the Checkmate is made purely for gravel racing, and the handling—which is somewhat road-like—reflects that purpose.

The Checkmate’s overall stiffness/compliance balance felt well-tuned. It’s snappy and efficient when the pedals are pressed, and its handling is quite reactive. However, it doesn’t feel jittery on rough surfaces or ping off larger bumps, and it corners smoothly even when the surface is bumpy or loose.

Although Trek claimed that the complete Checkmate is “over one pound lighter” than the Checkpoint SLR it replaces, on my scale, the medium Checkmate weighed 16.9 pounds, a bit less than a pound lighter than the 17.8-pound medium Checkpoint SLR I tested in September 2021. However, the Checkpoint I tested did not have a power meter, and my Checkmate did.

For a gravel bike, 16.9 pounds is quite light, especially for one with aerodynamic benefits ( Specialized’s Crux is lighter but has no aero tuning). Paired with the efficient feel offered by the frame, the Checkmate whisks its way up hills and responds immediately to changes in pace.

The Checkmate is a race bike. It feels like one through and through. And that’s for better or for worse. In the early days of the category, gravel bikes were practical and comfortable: speed was not their purpose. That made them approachable and usable to a wide range of cyclists.

But as gravel racing has become more popular and much faster, the demand for quicker and more specialized gravel race bikes has squeezed the utility and approachability out of some gravel bikes. If you’re after a utilitarian gravel bike, that is not the Checkmate—the Checkpoint is your jam.

If you want a gravel race bike and are willing to accept all the compromises that come with it, Trek’s Checkmate is a shining example and a brilliant machine.

Random observations and reports from my time testing the bike.

• Although designed initially for the new Madone road race bike, Trek’s Aero RSL cockpit is also pretty sweet for gravel. Unlike many aero cockpits, the tops are smoothly rounded and not extraordinarily wide. This makes the tops usable but a comfortable place to rest for long distances. The tops also sweep rearward, towards the rider, which is far more comfortable than the wrist-torturing abominations that are forward sweeping bars (looking at you FSA/Vision). The bar also has a decent flare, so the drops offer a secure platform for more technical descents, and I found this cockpit offers good bump dissipation—that’s not something I can say about all one-piece systems.

• The Aeolus RSL short-nose saddle looks sleek, and I liked the support and padding. But the nose (45mm wide by my ruler) was too wide for my tastes. And, perhaps, the size of my thighs and preferred cleat position. I’m swapping it for Trek’s new RSL saddle .

• The Checkpoint offered my first opportunity to ride the brand’s revised gavel tires, and I was impressed. The Girona RSL (38mm) is smooth and quick on harder surfaces, with a predictable cornering grip on dirt. The casing seems good, too, with no flats so far *knocks wood*. Generally, I prefer a wider tire—they’re more comfortable and offer better traction and flat resistance in terrain—so I will change to the 42mm Girona shortly.

• Spending more time on the new SRAM Red XPLR group has reinforced the impressions I shared in my review. The comfort, braking performance, shifting performance, and durability (in theory) of the full-mount derailleur are all tops. There are no other parts I’d wish to have on my gravel bike.

A gear editor for his entire career, Matt’s journey to becoming a leading cycling tech journalist started in 1995, and he’s been at it ever since; likely riding more cycling equipment than anyone on the planet along the way. Previous to his time with Bicycling , Matt worked in bike shops as a service manager, mechanic, and sales person. Based in Durango, Colorado, he enjoys riding and testing any and all kinds of bikes, so you’re just as likely to see him on a road bike dressed in Lycra at a Tuesday night worlds ride as you are to find him dressed in a full face helmet and pads riding a bike park on an enduro bike. He doesn’t race often, but he’s game for anything; having entered road races, criteriums, trials competitions, dual slalom, downhill races, enduros, stage races, short track, time trials, and gran fondos. Next up on his to-do list: a multi day bikepacking trip, and an e-bike race. 

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Bike of the Week | £13,050 Trek Madone SLR Project One

Incredible paint job commands £1,050 premium

Simon Bromley / Immediate Media

The Madone SLR is Trek’s top-end all-out aero bike and, back in July , it received a quiet update, moving from the much-disliked BB90 bottom bracket standard in favour of T47, adopting the brand’s highest grade OCLV 800 carbon layup and moving to disc only.

The launch was also notable for the large price-tag of the highest spec bikes, with the Madone SLR 9 Disc eTap coming in at £11,950.

We’re delighted to bring you that very model for this week’s Bike of the Week with an added twist – Trek has taken things a step further, with this particular bike sporting a Project One (Trek’s in-house customisation programme) paint job, bringing the bike to a whopping £13,050.

What is Bike of the Week?

Every week, we bring you a detailed first look at one of the latest bikes (or framesets) to arrive at BikeRadar HQ – from road to commuting, gravel to enduro, and anything in between.

This is our chance to introduce the bike and everything that makes it unique before hitting the road or trails.

Head to our Bike of the Week hub for previous editions.

That is, objectively, a great deal of money.

For that amount of cash you could actually buy three Trek Madone SL 6s – the cheapest version of the Madone and our 2020 aero road bike of the year – with £1,300 change left to upgrade the already good wheels on one of your clutch of aero wagons.

However, value is clearly not the point when you’re spending quite this much on a bike.

You are spending £13k on a bike simply because you can and nothing tastes better than those sweet, sweet gains – no matter how marginal they may be.

With that in mind, the build of the bike leaves absolutely nothing to be desired for the aspiring go-fast rider.

Built around a SRAM Red eTap AXS groupset – including the matching Quarq power meter that is integrated into chainrings – the bike looks outrageously clean, with not a single cable or hose on show.

The 60mm-deep Bontrager Aeolus XXX 6 wheelset is fitted with a set of Bontrager R4 320 clinchers in a 25mm width. These are, of course, tan wall to maximise Instagram points.

Up front, the Madone uses a neat two-piece cockpit design.

The chunky stem clamps the bar vertically in a clamshell-like arrangement. This setup means there is no faceplate facing the wind, smoothing airflow.

The bar itself features an ‘extension’ that sits proud of the front of the stem – again, this is done to smooth airflow over the cockpit.

Going for this two-piece design as opposed to a one-piece cockpit means the bar or stem can be swapped or the bar rotated without giving up much in terms of aero performance.

Other than the aforementioned move to a T47 threaded bottom bracket and the adoption of OCLV 800 – which is claimed to shed 80g compared to the previous generation – the overall shape and features of the frameset remain the same.

In any case, features be damned, we know it’s that incredible paint job you're really interested in.

The deep purple-y kinda-peacock-like glittery-tastic iridescent-ish finish looks astonishingly good, shifting drastically as you view the bike from different angles. It really is quite unlike anything we’ve had at BikeRadar HQ and almost makes the £1,050 premium over the stock bike feel worth it… maybe.

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Trek reveals all-new Checkmate gravel race bike, updates the Checkpoint too

New bike sheds one pound in weight over the previous Checkpoint SLR

• Updated Checkpoint SL
• Models & pricing
• New Checkmate SLR

Trek has announced the arrival of an all-new gravel race bike called the Checkmate SLR alongside an update to the existing Checkpoint SL. 

The Checkmate SLR sports a lot of design cues from the brand's aero road bike the Madone with the same Full System Foil approach as well as borrowing the Madone’s aero cockpit . 

Meanwhile, its release as a gravel race bike has allowed the Checkpoint SL to head towards the more adventurous end of the gravel spectrum. It features a new more relaxed geometry along with a host of mounting points and room for 50mm tyres, all of which point to the gravel endurance intentions of the updated model. 

Both the Checkmate SLR and Checkpoint SL enlist Trek’s IsoSpeed technology to help reduce the impact of high-frequency vibrations on a ride. Along with the new bikes, Trek has also released a collection of bikepacking bags that are compatible with both the Checkmate SLR and the Checkpoint SL. The range consists of a top tube bag, frame bag and an aero triangle bag that sits just behind the headtube. 

Updates to the Checkpoint SL

The Checkpoint, now in its third generation, has always been Trek’s do-it-all solution when it comes to gravel riding, but with the Checkmate taking up racing duties, the Checkpoint SL receives a new geometry that Trek says is, “more comfortable and capable for all-day gravel rides.” 

• Read our review of the outgoing Trek Checkpoint SL 6

This has been achieved by reducing the reach and increasing the stack of the front end, putting riders in a more upright position.

The Checkpoint SL series uses the brand's OCLV 500 series carbon fibre, the decision to stick with 500 series carbon rather than using the brand's more premium 600 or 800 series was made to reduce costs and keep the overall pricing of the bike competitive in the gravel market. 

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Trek has also given it new tube profiles to allow taller bottles to be housed inside the front triangle. This again shows the move to an endurance-focused mile-munching bike aimed at adventure rather than flat-out racing. 

It is not just the frameset that is new, Trek has also released a set of bikepacking bags designed specifically for the Checkpoint and Checkmate bikes. This paired with the Checkpoint’s new internal frame storage inside the downtube, similar to that found on the Domane SLR 9 we reviewed last year, allows you to move all of your spares, repairs and snacks onto the bike keeping you free and light to move around on the bike less restricted. 

The Checkpoint sees its maximum tyre width increase from 45mm on the 2nd gen model up to 50mm on this new 3rd generation. This opens up the almost entire spectrum of gravel tyres on the market, allowing riders to run lower pressure, higher volume tyres for rides where comfort is a priority of where the terrain is going to be on the more challenging side. 

In the hunt for increased comfort, Trek has created two new cockpits for the Checkpoint SL. The SL5 and SL6 come fitted with the GR Elite bar while the range-topping SL7 receives a carbon GR pro bar. Both the Elite and Pro bars feature the same profile that has a new shape with an increased flare between the hoods and drops, now sitting at 6cm. This aims to give the rider a more stable riding position when on the drops increasing control as well as comfort. For sizes small and upwards the new Checkpoint SL is compatible with both a dropper post and suspension forks with up to 40mm of travel. 

Checkpoint SL models and pricing

There are three models within the Checkpoint SL range, starting with the SL5 and topping out with the SL7. All the bikes feature the same 500 series OCLV carbon fibre frame with the SL5 and SL6 using an aluminium bar to reduce cost whilst the SL7 receives a carbon bar. 

Checkpoint SL5

• SRAM Apex1 XPLR AXS 1x12 groupset 
• Bontrager Girona RSL 42mm tyres
• Bontrager Elite Gravel bar 40cm width
• £3,700 / €4,059 / $3,199.99
• SRAM road and gravel groupsets explained

Checkpoint SL6

• SRAM Rival XPLR AXS 1x12 groupset
• £4,500 / €4,659 / $3,999.99

Checkpoint SL7

• SRAM Force XPLR AXS 1x12 
• Bontrager Pro Gravel carbon bar 46cm width
• £6,350 / €6,559 / $5,699

The all-new Checkmate SLR

Earning the brand’s accolade as its lightest gravel bike ever, the gravel race bike intentions of the Checkmate are clear from the off with the Checkmate SLR shedding one pound (445 grams) of weight from the outgoing Checkpoint SLR. This has been in part achieved through the use of the brand's premium OCLV 800 Series carbon fibre. 

It is not just weight that has been a focal point of the Checkmate. Aerodynamics have also been the centre of attention. Upon inspection, it becomes clear just how much the Checkmate has borrowed from its road-going cousin, the Madone SLR . The Checkmate uses Trek’s Full System Foil Technology which we first saw debuted on the Gen 8 Madone that came out ahead of this year's Tour de France . This concept looks at creating an aerodynamic package including the rider and equipment such as bottles rather than looking at the bike in isolation. 

When this new aero-optimised frameset is partnered with the bike's ‘Gravel Race’ geometry that puts the rider in a ‘more aggressive and efficient riding position’, the total system is significantly more aerodynamic than the Checkpoint SLR it replaces. 

Based on Trek’s testing, the Checkmate SLR ridden at 200 watts at Unbound 200 would complete the course five minutes and 54 seconds sooner. Of course, as speed or power increases above this test wattage, the benefit would grow. 

As part of improving the bike's aerodynamics Trek has enlisted the same aero cockpit that is found on the new Gen 8 Madone SLR. These feature a three-centimetre flare from the hoods to the drops to help with control and comfort, and are narrower than the bars found on the Checkpoint SL which targets comfort as its primary aim. 

The tyre clearance of the Checkmate SLR is a little more modest than found on the Checkpoint SL. Coming fitted with 38mm tyres as standard, it can accommodate up to a 45mm tyre.

The Checkmate SLR is also available through the brand's Project One service where the bike's spec and paint scheme can be customised to your exacting requirements.

Checkmate SLR models and pricing

The Checkpoint SLR is currently available in two builds the SLR 7 and SLR 9. As you might expect from an SLR-level bike, the Checkmate comes with a premium price tag starting at £8,500 / €8,990 / $8299.99.

Trek Checkmate SLR 7

• SRAM Force AXS 1x12 Groupset 
• Bontrager Aeolus Pro 3V wheelset with 25mm internal rim width
• Bontrager GR1 Team Issue 40mm tyres 
• 8.10kg (Size: Medium) 
• £8,500 / €8,990 / $8299.99

Trek Checkmate SLR 9 

• SRAM Red XPLR AXS 13-speed groupset  
• Bontrager Aeolus RSL 37V with 37mm rim depth
• Bontrager Girona RSL GR 38mm tyres 
• 7.55kg (Size: Medium) 
• £10,000 / €10,999 / $11,999.99

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Trek Madone 3.1 review

Versatile carbon framed road bike

Russell Burton / Future Publishing

Trek's 3 Series is the third up in its seven-model road bike range – and the first to offer carbon frames. It may be Trek 's lowest price carbon offering, but the company is keen to stress how much technology has gone into this frame.

Certainly the lines look familiar, and there is a good combination of features aimed at performance and practicality, which makes a lot of sense at this price.

• HIGHS: Fine riding, versatile frame and do-anything gearing
• LOWS: The wheels lack go and the brakes are slow to slow
• BUY IF... You want a fine day-long ride with scope to upgrade

The 3.1's tapered head tube and steerer come in Trek's slightly taller H2 fit, which will suit most riders and does away with ugly-looking stacks of spacers. We easily found a good position that was low enough on our 56cm model, even with the compact bar, which sensibly makes the drops more accessible.

Bontrager supplies everything on the Madone except for the groupset, and it's all reliable kit, the Affinity 1 saddle being the item most likely to split opinions – we found it to be a good shape but a little over-padded.

The OCLV (optimum compaction low volume) frame uses Trek's favoured construction method to minimise the quantity of resin and carbon needed and produce a light, strong frame. A giant BB86.5 bottom bracket allows the down tube to fill almost all of the width between the cranks, necessitating protective shields on the chainstay and down tube to guard against an unshipped chain.

The right fork leg incorporates an ANT+ compatible Speed Trap speed sensor, while Trek's neat hidden dropout mounts allow full-length mudguards to be fitted.

The Trek is available with an all- Shimano drivetrain or SRAM; our model came with Shimano 105 plus a Tiagra front mech and SRAM GXP compact chainset.

Braking is courtesy of some unbranded, mudguard-friendly long-reach dual-pivot callipers. The drivetrain works well together, and benefits from the chainset's 30mm axle that makes good use of that super-sized bottom bracket shell, but it does have a bit of a parts bin feel to it.

The Madone's ride quality is firm but composed over rougher road surfaces and unerringly stable, but with an excellent feel and a rapidity that shows its long racing lineage. The handling while cornering and descending is surefooted, but could be improved by more positive brakes.

With a 30t sprocket, the lowest gear should conquer the steepest climbs, but the Bontrager Approved wheels aren't the most willing climbers and seem to dull efforts, putting them at odds with the frame. Overall, the Trek's slightly docile character lends itself to lengthy rides, but there's a racer lurking within that some faster hoops could release.

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• WHEELS & TIRES
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Trek Madone 3.1 Road Bike

World-class carbon performance starts here. For the discriminating sport-level rider who wants to squeeze every ounce of performance out of his/her budget.

• USER REVIEWS

Carbon fiber and rear cassette were my main reason of getting rid of my Focus bike. The difference was amazing, I find the ride way more comfortable and since I mainly do hills, going from a 26 to a 30 rear cassette was like day and night and the Trek is almost 3 lbs. lighter. Makes climbing ALMOST a joy.

Man, those Bontrager wheels are the worst set of rims of my previous two bikes. Like riding with the brakes on. Put on some Forte's off my old bike and made a big difference. The seat isn't really a problem in fact it's no different than my other ones. Front shifter is OK the back 105 is better and the brakes seem OK.

After upgrading the wheel set the bike is something I look forward to ride for many miles. I like it!

A very light bike that handles well on all roads. Gearing is quite good too. A strong bike that gives you plenty of confidence. It looks well and has a very nice hard finish that stands up well to all kinds of road wear.

I find the saddle a real pain over long distances (50km+), I've decided to change it for something a bit easier on the butt!! The wheels are heavy and a bit of a 'let down' in comparison to the rest of the components and also the brakes could do with an upgrade.

The bike is good value for money and handles very well. It's a pity that they did not go 'the extra mile' regarding the wheels, I would recommend this bike over some of its rivals, but I feel that there is room for improvement! Wingman

Great climber, stiff bottom bracket, very comfortable ride. Did I mention it's a great climber? Wow

None so far

This is for the 2013 model. My last bike was Cannnondale CAAD10, which was amazing ride as well, but unfortunately ended up being too stiff for anything past 40-50 miles. So in comes the Madone, and I am very, very happy with the decision. The geometry places me in a more upright position, but still allows me to be aero on the drops. The three places it excels at are on hilly descents, climbs and long rides. I was really impressed with the power transfer when going up several steep hills around here, and equally impressed on the way down. The ride is very composed, if the makes any sense, and allows you to just relax and ride. Just fy--- I got rid of the stock seatpost and handlebars, and also switched out the Bontrager wheels to my existing Shimano RS80 wheelset. That made a huge difference, and the bike potential really came out.

Similar Products Used:

Bikes I've owned--- Giant TCR Composite, Cannondale Carbon Synapse, Cannondale CAAD10

The quality and the comfort of frame is very good The price is affordable

the front derailleur is Tiagra istead of 105

I wanted a bike that can be ridden year round over many kilometers and I now Got it!

For an entry level Carbon Road Bike the 3.1 is great value for money It's light and feels realy strong with a very smooth ride the 2012 model looks fantastic

None realy i'd recomend this bike to any one starting out road riding The same components for the handlebars to rear wheels would be good but they must mix and match to keep the price down

This bike is a pleasure to ride overall i could'nt be happier it seams perfect for the distance i cover 50 to 100 ks rides ( by the way i cant find a problem with the saddle it works well in my part of the world )

Light and tossable, handles bumpy roads much better than a metal frame

Saddle is hard and Wheels seem heavy when climbing

I got back into riding after about 11 years. While my 2000 model year Trek 2000 was a nice bike, I always felt it was too big for me (58cm frame) so when I found a new 2010 Madone 3.1 (56cm frame) on sale for under $1500 at my LBS in Oct 2012, I jumped on it. I could immediately feel the difference with how well the Madone cushions the bumps. and how much lighter it felt than the 2000 (even though the weight difference probably isn't very much). I'm finding the Madone to be great for the New Hampshire hills. I only got in about 250 road miles on it before the cold and snow came, but I'm very happy with the bike in general. so far. I upgraded the saddle to a Fi'zi:k Aliante after the first 100 miles or so because the stock saddle was a brick. The wheels are cheap and heavy and those are the only other planned upgrades. I would buy this bike again.

Very comfortable ride, I did a lot of research before purchasing my new bike and the 3.1 ticked all the boxes, the write up suggested a bike that could be ridden all day long and after my first journey out of 50 miles it didn't dissapoint. Very smooth stable and comfortable. The seat is hard but must suit my bum as I had no problems with it

Great bike buy one

Looks, weight, handling, climbing, brakes.

I'm no pro, I'm a born again cyclist (in my late 40s now) but I did a ton of research before settling for the Trek 3.1. I simply cannot fault it other than a pretty hard seat, which a good pair of cycling shorts will negate. Very smooth ride, hugely quick acceleration, admiring looks wherever I go on it and very light (I weighed it on our digital scales including pedals and water bottle holder it's under 8.5kg). Newer models can't really improve much so I went for a 2011 unused model and saved £400 ($650) what a bargain!

Ton of bike for $$$. Super comfy drivetrain. Great climber. Looks great. Easy to ride. Feels stable at speed.

Stock seat is a brick. Paint seems thin and scratches easier than most. 105 components can be noisy.

I own an older Cannondale aluminum and a Trek 5200 carbon bike, so that's what I have to compare them too. After riding the 3.1, I don't think you can do much better for $2,000. The frame is super comfy. The carbon frame absorbs bad roads wonderfully. Felt like a more expensive bike. Super stable going 40mph downhill. The compact gearing and 11/28 made huge hills easy work. My own complaints: I'm used to Shimano Ultegra, so the downgrade to 105 gear was noticeable. Nothing wrong with 105s, but they feel industrial compared to silkier, smoother more expensive components. Biggest complaint: the seat is awful! Every reviewer agrees that you will want your own seat! I'm giving a 4 instead of a 5 because of the seat and I prefer better than 105 components. If you are looking for your first carbon bike, or first bike, then get this one. Other than the easily replacable seat, you won't find a better deal or better bike. Just buy it! Even if you hate cycling later, you could sell this bike and get most of your $$$ back.

Just changed the stock Bontrager tires on my Trek Madone 3.1 to Continental Gatorskins at 550 miles. Gatorskins are much faster rolling and better grip in cornering. Plus, the Gatorskins are thicker with more belts for added flat avoidance. Although I didn't have any flats on the original tires during the 550 miles I rode the R1 Bontrager tires.

As previously stated the stock seat is very hard and uncomfortable....I changed it as well.

Great bike for the price. Most carbon bikes are much more money and the Shimano components work well. Shifts smoothly and brakes strong. Light and fast.

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Madone 3.1 WSD Compact

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Did I make a huge mistake buying a new Madone 3.1??

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Hi - this is my first post but I've been a long time lurker. So I've been thinking about buying an entry level road bike for a long time. After months or research I had it narrowed down to three bikes - CAAD10 5, Domane 2.3 and Madone 3.1. Last week the Madone 3.1 went on sale. So I went to ride it one more time and realized that I liked the feel of it better than the CAAD10, which was too aggressive and twitchy for me. I liked the Domane too, and it was also on sale, but the Madone just felt right. I was assured by the salesman that I was making the right decision buying a carbon (albeit low end carbon) over aluminum. So I pulled the trigger. They ordered it and it will be in later this week. Today I stopped by to ask about pedals. My previous salesman was busy so someone else helped me. I explained that I had bought a Madone from this shop and it's on its way to be assembled later this week. In addition to asking about pedals, I asked about wheels. Almost every review I read about the Madone 3.1 said its wheels were heavy and that they would be a good thing for future upgrade. Out of curiosity, I wanted to know how much a decent set of wheels would cost me. Here is what the salesman who helped me today said: "You shouldn't put a dime into this bike. If you want to spend money buy a new frame." HUH? I told him I just purchased this bike from his shop 4 days ago under the recommendation of one of his colleagues. Yet he's telling me that this bike has essentially no business being upgraded. He said if it was a high end aluminum then yes. Or a high end carbon. But a 3.1? NO. Now ow I was under ZERO illusions that the 3.1 was state of the art or a high end bike. I know,perfectly well that it's Treks entry level carbon bike and that's fine. But no one there ever told me prior to purchase that this bike is so bad that it's worthless to upgrade any components or wheels ever. The amazing thing is that 3 or 4 years ago most of the Madones had the same shape frame as the 3.1 - KVF is relatively new. I left the bike shop angry and confused. Is the 3.1 really that bad? I know t doesn't have the rep of the CAAD10, but I would have been miserable riding it. Something about H2 felt right to me...and this is after trying Treks, Cannondales, Giants, and Specialized bikes. But I wanted a decent, quality bike with a good frame that would make a foundation for future upgrades. Apparently it doesn't fit that bill. So did I make a mistake? Is it a waste to put any money in this bike...including lighter and better wheels in the future? Should I have purchased the H2 Madone 2.1 instead because it's high end aluminum? This guy kind of rained on my parade. I was so psyched at getting a new bike. And while I knew it wasn't a 7.9...I thought it was a decent bike at a tremendous price.  

You didn't make a mistake, the salesperson did by running his mouth and should have his @$$ kicked by the person who sold you the bike.  

Ride the hell out of it.  

The salesperson who is the d!ckhead is right on one thing, you shouldn't have to upgrade anything on the bike yet and don't spend any extra money (besides getting pedals as you'll need those). You should just ride it and enjoy it as is and then decide if anything on the bike is holding you back that an upgrade to something nicer/lighter would benefit. Usually it is a want versus need thing for many of us to upgrade anyways but that is ok too. But, he is completely wrong on the frame needing an upgrade. You should talk to his boss and let him know the attitude of his employee...it is hard enough to keep a LBS open as they can't come anywhere near the prices that online offers.  

The salesman is doing you a favor. That's just dumb to buy a brand new bike and then drop $1000 or so into it. You should have just bought a 4.5 or 5 series. I agree, no reason to upgrade anything on that bike. Ride it for 3-4 years then sell it and buy something really nice. Upgrading components that aren't broken or worn out is a complete waste.  

No you're wrong. He did not do me any favors. I didn't ask him how much to upgrade to SRAM Red or Dura Ace Di2. All I tried to ask him was how much it would eventually cost me for a good set of wheels when the current ones wear out....as well as how much their 105 pedals cost. Instead he made me instantly regret my purchase. Not everyone has or wants to spend $5k on an ENTRY LEVEL bike. But I live in a very affluent area, where plenty of people do buy super bikes for their first bikes, only to sell them after one or two rides or leave them in their garage forever. But im not one of these people. Knowing I would have to buy all the ancillary things (pedals, helmet, shoes, shorts, spare tubes, maybe a Camelback), I set a budget of ~$1600 for the bike...but was willing to go up a little if something good came along. One of this salesmans problems was mistakenly thinking he could shame me or my ego into buying a different, much more expensive bike. He almost cost his company - which has driven close to every nearby small LBS out of business - a sale. I did make one mistake - and that was buying my bike from them.  

Even if you bought a $5000 bike, you would still question whether or not you should upgrade something. And ask the salesperson if a 6.2 can magically make you beat Greipel in a sprint.  

Obviously you need pedals however wheels you don't 'need'. So what if they are a little heavy, it's doubtful they will hold you significantly. At most they are a pound heavier, and will be a bit slower to spin up if you are sprinting. Remember you are reading reviews from people who test ride bikes over a very wide range of prices and their comments are pointing out their perceived differences vs ideal often, not problems. Ride and work on fitness, and if you think you want to upgrade something think about spending money on a good fit session after you have had 6 months in the saddle.  

I keep having to remind myself that the 20 lbs that I need to lose will be far more noticeable than the 1 pound I shave off by buying new tires. I think I omitted it in my original post, but the reason why I asked about wheels/tires was because I was curious as to what a good pair of wheels would cost me when and if the time came for me to replace the presumably worn out originals. Like I said, I had somewhat of a ballpark budget that I wanted to follow. Thanks for everyone's help!!!  

It looks like a sweet ride. I wouldn't worry about the wheels. They're probably great for touring, commuting, training, etc. I'm not a big fan of the super high tech reduced spoke count, odd spoke lacing. Those look pretty standard. If you decide you wish to race, or do triathlons, then by all means go out and drop a thousand dollars into a set of high end race wheels. If you take care of them, then hopefully the stock wheels will last you for many years to come. I agree that it is poor form to be putting down a customer's bike, especially when that customer just bought it from that bike shop.  

The salesman sounds like a jerk, IMHO. There is nothing wrong with a Madone 3.1 and many people would love to be riding that bike and wouldn't consider that an "entry" level bike, but an intermediate one. Ride the wheels until they wear out, then look at another pair, there is no use putting money into a bike until you really know what you want after riding for a few years. Hope to see some pics when you get it.  

The sales guy is a dick nothing wrong with the bike you have bought as a first bike, get the pedals on it and get out and enjoy yourself once you have ridden it for a while and gotten used to it you may find there are a few small things you can do to tailor it more to you and your riding style but you are a long way away from needing to replace wheels or anything major its taken me a while to find an LBS who are keen to get people riding and support you whatever you ride be it the cheapest they sell or full on $10,000 ride dont be put off your choice, you chose it because it felt good if you are happy with the store either speak to the owner about this sales guy's attitude or just don't deal with him, browse the shiney stuff while you wait for someone with a better attitude, or find another store  

I think the wheels are gonna be heavy on any bike until you get into the higher dollar amounts. Even Cervelo R5s go from 5 to 9k and the wheels on those are famous for sucking. You are buying the perfect bike to get started. after you ride for a little while pick up a pair of dura ace c24s. These are great wheels for about a grand. the second salesperson is an idiot but not entirely wrong. you asked about wheels and if you get a good set you take them with you to your next bike. you don't want to do changing out the group set etc...if you did that you would have a bunch of $ tied up with limited results  

It is a competitive market. No doubt the salesmen try to push the more expensive bicycles onto customers. Why sell a $2000 bike when they can sell a $3000 bike. HOWEVER, it is pretty rude to call a person's $2K bike a piece of junk, especially if it was that shop that sold it to the customer. Do you even have possession of the bike yet? If not, you could always cancel the sale, and head to a different bike shop.  

Selling is an art. It's quite obvious there wasn't much selling going on here.  

You liked the way the bike rode. You liked the price after it went on sale. So what exactly is there to regret? All wheels on bikes under $5k are heavy. Unless you are at a certain level you won't even notice. If you do want to swap them out then you have tons of options. Don't let a couple of internet reviews and some prick clerk make you question your decision. You shouldn't even let any the replies you get on this thread change your mind.  

Perfectly stated.  

Don't buy upgrades pedal up grades  

Thats pretty good!  

Sounds like you got the right bike. But I would wait on expensive upgrades because it takes awhile to actually need them unless something is obviously off. Since you liked the way the bike rode, I'd say re-evaluate whether you need wheels in a couple of years, once you know more about bikes and your riding style. That said, a new, higher end set of tires like Continental GP 4000s, or Continental 4 Season (someone help me remember the name of these, will take too long to look up on an IPAD), will make the ride much smoother, and I felt like my handling actually improved once I switched. Also good to make sure the bars are comfortable, the saddle doesn't cause pain, the pedal and shoe set-up and comfortable and pain free, and you have a very good bike fitting.  

Hi everyone! Great news - I received a call from the LBS where I ordered my bike from...and it will be ready for me to pick up tomorrow. I already bough my pedals - Shimano 105 SPD-LS. And I have a helmet....so tomorrow I have to pick up at least some of the other things that I will need, like shoes, shorts, water bottle cages. I'll probably bet most of those things from pricepoint. Anyway hopefully I'll take it out for a short ride tomorrow or Saturday...provided the weathers good. Thanks for all of your advice and words of encouragement.  

Cheap carbon frame rides damn fine nasty and dead. You wonder what the purpose is, given there are many alternatives like aluminum or even steel to choose from.  

Could you expand on that? I'm not really sure what you mean  

Well, did you get it? Have you been busy riding? Any pics of it that you can share?  

don't pay any attention to the horses butt....go ride the bike and have fun.  

"..don't pay any attention to the horses butt..". What are you, Professor FAIL all concentrated into one?  

The only mistake you made was dealing with that chump of a salesperson. People over think this stuff so much. The salesperson was a douche and you should remind yourself of that. You got a great bike that you are happy with and most importantly was in a price range you were comfortable with. Now get out there and ride. Spend more time playing with Strava, being proud of the hills you attacked and plan the sprints that are fun within your rides. Don't waste your energy thinking of the parts. I had a customer get upset with me yesterday as we were talking about the reasons to upgrade his 25 year old Cannondale. We talked about comfort, power, acceleration, handling, integrated shifting vs down tube , etc. However he was very upset that I wouldn't tell him that he will be faster. He kept talking about all the young guys that pass by him because they are on new carbon frames. To which I say is a Mustang faster than an Accord because of the lighter body or because it has an 8 cylinder and not a 4 cylinder engine. You're then engine, upgrade you and do so on a bike that is comfortable for you and up your riding style. That is what you have so go use it and love it.  

Ledipus said: People over think this stuff so much. Click to expand...

boeckelr said: So did I make a mistake? Is it a waste to put any money in this bike...including lighter and better wheels in the future? Should I have purchased the H2 Madone 2.1 instead because it's high end aluminum? This guy kind of rained on my parade. I was so psyched at getting a new bike. And while I knew it wasn't a 7.9...I thought it was a decent bike at a tremendous price. Click to expand...

Hi everyone, Thanks for all the replies. I have been riding my new bike for about three weeks now. Mostly short rides so far. I decided to try cycling because two years ago I badly broke my foot - with lots of dislocated bones and a severed ligament - and after two surgeries I knew running was out of the question and I needed something more entertaining than a spinning bike. What that means is that I'm not in the greatest aerobic shape because I've been inactive for two years. I live in an area with lots of hills, and at first they bothered me but I'm doing better with them now. If it weren't for the hills I feel I could much longer rides. But I have to plan my route carefully bc some of the hills I won't get up at my current level of fitness. Hopefully soon. So I have two issues. The first I believe is related to my bike fit - or lack of fit. My hands are killing me when I ride. Position doesn't really matter, although it seems to feel ok in the drops. I bought a well padded pair of gloves and they help somewhat but I find I'm constantly needing to shift my grip. They don't go numb. They just hurt. I've fiddled with my seat height to no avail. I know that if I decide to really take up cycling I'll have to get it professionally fitted at some point but I'm not ready to do that yet. My biggest issue are these damn cleats. I bought spd-sl. My first three rides after my pedals arrived I took my bike to a parking lot at the beach - somewhere flat with lots of room - and practiced getting in and out of them over and over. While I had zero problems down there where it's flat, I'm having a very hard time clipping in when I'm on any sort of incline. I've fallen twice now and come close two other times. My latest fall wrenched my surgically repaired foot and wrecked my saddle. My biggest fear is being on a steep hill and falling into traffic because my speed gets too slow. That's why I've stayed on back roads so far. But honestly I'm about ready to scrap these damn things and use cages. The problem is my house is at the bottom of a hill. The driveway is gravel and steep. Today I made the mistake of trying to ride up the driveway but didn't get off the flat part before I fell and wrecked my saddle. Even if I walk my bike up my driveway to the culdesak that my driveway comes out to, and try to clip in there, it's on an incline. That's where my other fall occurred and where two more close calls happened. Fortunately these have all happened at the start of a ride...nothing's happened so far while out riding. But like I said, I can do it with my eyes closed somewhere flat. Put me in a low speed situation on a hill and I fall or almost fall. Very frustrated. Anyway thanks again for all the advice. I'd post a pic of my shiny new bike but the seat is wrecked lol.  

The bike shop should have set you up with a free fit....... Get a trainer for the house a practice with the spds. after a while you won't even think about it anymore. Keep at and get out there. Most importantly don't forget to have fun.  

Are they adjusted to the easiest setting to unclip from the pedals? Are you gearing down before you hit the steep hills so it won't be too hard to pedal?  

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Trek 2014 Models

• Post author By M. Özgür Nevres
• Post date August 6, 2013
• No Comments on Trek 2014 Models

Trek has launched its 2014 series road bikes. The most remarkable improvement in the new Trek road bikes is the strong specs on the entry-level 1 Series. Now all Trek 1 series frames have a carbon fork, including the 1.1. There are also improvements across the Madone and Domane lines, i.e. the frames of the Madone 4 Series are aero now.

Trek has announced that, from now on, they won’t do annual updates, instead they’ll release bikes as soon as they are developed and produced. They called this “Apple approach”: Trek UK marketing manager Chris Garrison said that “We are taking more of the Apple approach. When the iPhone 5 is ready, it’s ready, and it goes on sale. But you can still buy an iPhone 4 if that’s your thing.”

Trek 2014 collection: Race Performance Series

Madone 7 series.

Madone 7 is the highest level road bike that Trek produces, hand-built from OCLV Carbon in Waterloo, Wisconsin, USA. The Madone 7 Team edition, pictured above, has been used by the UCI Pro team RadioShack-Leopard at the Tour de France 2013 and took a stage win with Jan Bakelants.

It is equipped with Shimano Dura-Ace 9070 Di2 11-speed drivetrain, Bontrager Aeolus 5 clincher wheels with Bontrager R4 Black tires. Madone 7 is coming with 10 different builds, but the specifications, like all Trek models, are highly customizable, you can build your own bike at the Trek cycles website.

The US price of the Trek Madone 7 2014 Team edition is $12,421.48 (on the Trek US page).

Madone 6 Series

Madone 6 is also hand-built from OCLV Carbon in Waterloo, Wisconsin, USA. You can choose H1 or H2 geometry. The biggest difference is in the length of the head tube. With the H1 fit, it’s 16cm on a 58cm frame; with the H2 fit, it’s 19cm. In H2 geometry, the top tube is also a bit shorter and just a touch steeper head angle. That means your ride position is a little more upright to take the strain off your back and neck, without the need to use a stack of flexing spacers. The H2 setup is still performance-orientated, but it’s a bit more relaxed.

The Madone 6.2, pictured above, is coming with Ultegra 6800 groupset, Bontrager Race Light TLR wheels with Bontrager R3 Black tires. The price of this build is $4,897.19 (on Trek US page). 8 different builds are available.

Domane 6 Series

Domane is the endurance bike that Trek produces. It is specifically designed for the cobbled classics in Europe. Fabian Cancellara of RadioShack-Leopard won both Ronde van Vlaanderen and Paris Roubaix in 2013 riding a Trek Madone.

11 different builds of the Domane 6 series are available. The Team Edition (pictured above) is coming with an OCLV Carbon frame, Dura-Ace Di2 9070 11-speed groupset, Bontrager Aeolus 5 D3 Clincher wheels, and Bontrager R4 Black tires. The US price of the Trek Domane 6 2014 Team Edition is $12,242.98.

Madone 5 Series

3 different 5-series Madone are available: 5.9 (pictured above), 5.2, and 5.2 WSD (women’s bike). US price of the Madone 5.9 is $5,399.99. It is coming with a 500 Series OCLV Carbon frame, Shimano Ultegra Di2 10-speed, Bontrager Race Lite wheels (Tubeless Ready), and Bontrager R3 700x23c tires.

Domane 5 Series

Trek Domane 5.9 (pictured above) specifications: 500 Series OCLV Carbon frame, Shimano Ultegra Di2 10-speed drivetrain (compact crankset), Bontrager Race Lite (Tubeless Ready) wheels with Bontrager R3 700x25c tires. Other 5 series Domane models are 5.9 WSD (Women’s bike), Domane 5.2, and Domane 5.2 WSD (Women’s bike). US price of Domane 5.9 is $5,499.99.

Madone 4 Series

3 different Trek Madone 4 series builds 4.7, 4.5, and 4.5 WSD (Women’s bike). The specifications of Trek Madone 4.7 (pictured above) are 400 Series OCLV Carbon frame, Shimano Ultegra 10-speed compact groupset, Bontrager Race Tubeless Ready wheels, and Bontrager R2 700x23c tires. Trek Madone 4.7 US price is $3,999.99.

Domane 4 Series

Another carbon endurance road bike. Trek Domane 4.5 (pictured above) is coming with 400 Series OCLV Carbon frame, Shimano Ultegra 10-speed compact groupset, Bontrager Race Tubeless Ready wheels, and Bontrager R2 700x25c

Other build options are Domane 4.5 WSD and 4.3 WSD (Women’s bike) and Domane 4.0. US price of Domane 4.5 is $2,999.99.

Madone 3 Series

Madone 3 is the entry-level bike of the Trek Race Performance series. Two different models are available: 3.1 (pictured above) and 3.1 WSD (Women’s bike). Specifications of 3.1 are: 300 Series OCLV Carbon frame, Shimano 105 10-speed compact drivetrain, Bontrager Approved alloy rims, and Bontrager R1 700x23c tires. US Price: $2,099.99.

Trek 2014 collection: Sport Series

Domane 2 series.

Domane 2 is the aluminum version of Trek’s endurance road bike. Like all Domane series, Domane 2 also features Trek IsoSpeed technology. Two different builds are available: Domane 2.3 and Domane 2.0. Domane 2.3 (pictured above) specifications: 200 Series Alpha Aluminum frame with a carbon fork, Shimano 105 10-speed compact groupset, Bontrager Approved alloy rims, and Bontrager R1 700x25c tires. $1,899.99 (US price).

Madone 2 Series

Aluminum Madone series. The same racing geometry with cheaper price. Specifications of Madone 2.3 are 200 Series Alpha Aluminum frame (carbon fork), Shimano Tiagra 10-speed compact groupset, Bontrager Race Tubeless Ready weels, and Bontrager R1 700x23c tires. $1,849.99 is the US price. The other Madone 2 series build is 2.1.

Lexa is a Women’s aluminum endurance road bike. The US price of the Lexa SLX (pictured above) is $1,699.99. Specifications are 200 Series Alpha Aluminum frame with a carbon fork, Shimano 105 10-speed drivetrain (Tiagra compact or triple crankset), Bontrager Approved alloy rims with Bontrager R1 700x25c tires. Other builds are Lexa SL, Lexa S, and Lexa.

Trek 1 series

The frame of the Trek 1 Series is made from Trek’s 100 Series Alpha Aluminium, but it has been redesigned. The down tube now comes with a curved leading edge and a truncated tail. It’s a chopped-off square at the back in a similar way to the KVF tubing that Trek use on their Madone and Speed Concept bikes. Three different 1 series are available: 1.5 (pictured above, US price is $1,349.99), 1.2 (US price is $999.99) and 1.1 (US price is $799.99).

Specifications of the new Trek 1.5 are 100 Series Alpha Aluminum frame with a carbon fork, Shimano Tiagra 10-speed drivetrain with FSA Vero 50/34 (compact) crankset, Bontrager Approved alloy rims with Bontrager R1 Hard-Case Lite 700x23c tires.

Trek 1.1 is the cheapest road bike that Trek produces. 100 Series Alpha Aluminum frame with an aluminum fork, Shimano 2300 8-speed drivetrain with Vuelta Corsa, 50/34 (compact) crankset, Bontrager Approved alloy rims, and Bontrager T1 700x23c tires. Only $799.99 in the US.

All prices are taken from Trek’s website. For all the models, build options and colors check out the Trek Bikes website .

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By M. Özgür Nevres

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• Rider Notes

2014 Trek Madone 3.1 WSD Compact

A carbon frame women’s aero bike with mid-range components and rim brakes.

For This Bike

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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.

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Trek Madone 3 Series packs a ton of high-end road bike tech into our greatest OCLV Carbon value yet, delivering superior performance and the winning legacy that defines Madone.

3 Series is tailor made for the performance junkie looking for world-class carbon on a down-to-earth budget.

This is your Madone.

3 Series is tailor made for the performance junkie looking for world-class carbon on a down-to-earth budget. This is your Madone.

• Best-in-class carbon - Trek OCLV Carbon offers the best ride for the money, thanks to an optimal balance of areal weight, stiffness, and compliance
• Geometry of champions - At the heart of every Trek road bike lives the intuitive responsiveness of Trek’s Tour-winning performance design
• Race-ready handling - Asymmetric E2 head tube is wider at the bottom for a stiffer, better-handling frame without added weight
• All-weather versatility - Every frame is fashioned with front and rear mudguard mounts so you can ride all year long

Frame: 300 Series OCLV Carbon, E2

Fork: Trek carbon road, E2, SpeedTrap compatible

Colours: Trek Charcoal/Trek Black

Bottom Bracket: Shimano press fit

Brakes: Aluminium dual-pivot brakes w/Shimano 105 STI levers

Cassette: Shimano Tiagra 12-30, 10 speed

Chainset: SRAM S350, 50/34 (compact)

Front Derailleur: Shimano Tiagra, 34.9mm clamp

Handlebar: Bontrager Race VR-C, 31.8mm

Headset: Integrated, cartridge bearings, sealed, aluminium, 1-1/8" top, 1.5" bottom

Rear Derailleur: Shimano 105

Saddle: Bontrager Affinity 1, steel rails

Seatpost: Bontrager Race, infinite tilt adjustment, 20mm offset

Shifters: Shimano 105 STI, 10 speed

Stem: Bontrager Race Lite, 31.8mm, 7 degree

Tyres: Bontrager R1, 700x23c

Wheels: Aluminium hubs w/Bontrager Approved aluminium rims

Technical Specification

Built, checked, tuned and tested.

All our bikes are fully built, checked, tuned and tested by our Cytech qualified mechanics and then securely packaged, ready for delivery. All you have to do is add the pedals (if included), attach the handlebars to the stem and tighten them following the included detailed instructions or by watching our video and using the provided FREE tools. Visit our Bike Assembly page to see how you assemble your new bike once you receive it.

All bikes collected from our shop, are built, tested and ready to ride. For hassle-free home delivery and bike set-up from a qualified mechanic use our Premier Delivery Service . 

Please note, occasionally, manufacturers may change the specification without notice. Bicycles do not come with pedals unless otherwise specified. Bikes ordered for delivery will not arrive with the pedals installed, please refer to the owners manual and pedal installation guides provided for guidance. We do not install accessories to bikes, including mudguards. Bikes ordered for delivery that have tubeless compatible tyres and rims will arrive with inner tubes installed or with tubeless valves installed, this will be brand dependent. Sealant is available to be purchased separately .

If you require any assistance please contact our Customer Care team .

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Everything you need to know about the Trek Madone 3.1 2014 - View Reviews, Specifications, Prices, Comparisons and Local Bike Shops.

View product specifications: Trek Madone 3.1 2014 - View Reviews, Specifications, Prices, Comparisons and Local Bike Shops.

Trek Madone 3.1 review | BikeRadar

Madone 3.1 H2 Compact A carbon frame aero bike with mid-range components and rim brakes.

Find out how much a 2014 Trek Madone 3.1 WSD bicycle is worth. Our Value Guide is constantly growing with pricing information and bicycle specs daily.

Trek Madone 3.1 Road Bike user reviews : 4.3 out of 5 - 18 reviews. Read it's strength, weaknesses, find deals and pricing - roadbikereview.com

For years now, Trek's Madones have set the standard for road cycling excellence, winning everything from local group rides to the Tour de France. The 3 Series continues that hallowed lineage with a frameset that's crafted from Trek's light, stiff 300-Series OCLV carbon. An absolute dream to ride, the Madone comes spec'd with Trek's E2 tapered front end so you can slice through corners with ...

Discover your next great ride with Madone 3.1. See the bike and visit your local Trek retailer. Shop now!

Shop the Trek Madone 3.1 C WSD Road Bike 2014 online at Sigma Sports. Receive FREE UK delivery on all orders over £60 and easy returns!

Discover your next great ride with Madone 3.1 WSD Compact. See the bike and visit your local Trek retailer. Shop now!

Looking for a for sale? Look no further, the BicycleBlueBook.com Marketplace has a used 2014 one available for purchase.

Did I make a huge mistake buying a new Madone 3.1?? Jump to Latest 49K views 47 replies 25 participants last post by SundayNiagara Sep 12, 2014 B boeckelr Discussion starter 9 posts · Joined 2014 #1 · Jul 21, 2014 Hi - this is my first post but I've been a long time lurker.

Trek 2014: Trek has launched its 2014 road bikes. There are improvements across the Madone and Domane lines, i.e. the frames of the Madone 4 are aero now.

Madone 3.1 WSD Compact A carbon frame women's aero bike with mid-range components and rim brakes.

2014 Trek Madone 3.1 I have recently gotten into cycling. I bought a used in excellent condition Trek Madone 3.1 I try to ride atleast 3 X's a week 10 - 20 miles due to a heavy work schedule + Family. I strictly ride road. Mostly along the river bed. I have a phobia of riding on busy streets unless it's extremely necessary. It looks like I need ...

Madone SLR frameset is the ultimate platform for a custom aerodynamic road disc bike. It's built with our lightest OCLV Carbon layup and Adjustable Top Tube IsoSpeed. Built for flat mount disc...

Shop the Trek Madone 3.1 C H2 Road Bike 2014 online at Sigma Sports. Receive FREE UK delivery on all orders over £60 and easy returns!

The award-winning Domane SLR Frameset is built with 600 Series OCLV Carbon and includes both Front and Adjustable Rear IsoSpeed so you can fine-tune your compliance to your terrain. This is the...

Brand: Trek, Product: Madone SLR 8 Madone SLR 8 is a no-compromise carbon race bike. It checks all the boxes in the high-performance road bike category: it's light, super aerodynamic, and compliant.

Full Carbon Fiber Road Bike. Trek Madone. I'm 5'10" Bontrager wheels ($350 each) Hutchinson Fusion tires (3 tire grades. Made of Kevlar to minimize flats). Ultegra gears (front and rear) Dura-ace...

trek madone dimensions

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Review: The New Trek Madone Is Extra Smooth and Still Very Fast

The emonda dies and the trek madone is once again the all-around race bike, but all i can ask is how can a bike this fast be this comfortable.

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• Incredibly comfortable.
• Project One build customization.
• Clever aero cage system with real benefit.
• Size specific ride tuning.
• Weighs within 40 grams of previous Emonda.
• Faster than previous Madone.
• High quality outfront mount.
• Power meter included with SRAM builds.
• Stiff when standing.
• Universal derailleur hanger.
• Narrow handlebar diameter as it exists the controls.
• Smooth ride lacks engagement.

Don't miss a moment of the 2024 Tour de France! Get recaps, insights, and exclusive takes with Velo's daily newsletter. >","name":"in-content-cta","type":"link"}}'>Sign up today! .

The Trek Madone is one of the most recognizable modern race bikes on the market today.

It came to market in 2003 with a name pulled from a French climb and was quickly synonymous with winning under Lance Armstrong. Those were the early days of carbon fiber and long before aero was everything.

Although the tubes used carbon, they were still mostly round and the Madone was Trek’s do-everything race bike. In 2016, everything changed.

Although the Madone had added aero details steadily since around 2012, weight had remained important. Then the Emonda came to market as a climber’s bike with weight as the ultimate goal. The new bike gave the Madone a new freedom. Aero was everything, weight didn’t matter, and the 2016 Trek Madone was completely different.

Today, eight years later, everything changes again. The Trek Madone is returning to its roots as an all-around race bike and the Emonda is disappearing.

Trek will tell you this is purely because of innovation but it’s largely a result of the UCI keeping the minimum bike weight (6.8kg/15 pounds) unchanged. More and more brands have managed to hit the minimum weight without sacrificing aero performance. The Emonda is no longer needed to offer what the Madone can’t — at least so long as the UCI minimum weight remains the same.

To understand what that means, my latest bike review is the updated Gen 8 Trek Madone I’ve been riding for close to a month now. I tested a top-spec Trek Madone SLR 9 AXS and what I found is that the Emonda disappearing is only a small footnote in the details of this bike. Nearly everything about the 2025 model year Trek Madone is new and the result is a bike unlike anything else.

As a final goodbye to the bike, I attempted to take it on a 230-mile trip to the beach and back. Things didn’t quite work out as planned, but my time with the Trek Madone was spent marveling at how smooth and comfortable it is. If you are looking for a new road bike this summer, keep reading to see what works and what doesn’t on the latest Madone.

Quick hits: standout details of the Trek Madone SLR 9 AXS

• More aero than a Gen 7 Madone and nearly as light as the Emonda.
• For that reason the Emonda is leaving the Trek lineup.
• Comfort is the most noticeable part of the ride experience.
• There’s a high quality outfront mount.
• Power meter is included with SRAM builds.
• Aero cages will take standard bottles.
• Trek Project One allows you to get the exact bike you want.
• Sizing changes from numbers to T-shirt style of small, medium, etc.

Trek Madone SLR 9 AXS frame details

The Gen 8 Trek Madone, is an attempt by Trek to turn back the clock. The Emonda came to market as a solution for a problem. Now there’s a better solution and Trek is recombining the Madone and the Emonda. The question is, can you do that without losing anything?

To answer that, Trek started by looking to add aerodynamics to the Emonda. Pretty quickly it was clear that a weight first focus wouldn’t cut it. You can add aerodynamics to a lightweight frame but it’s not as difficult as it once was to match the UCI minimum weight. A brand either has to blow past the UCI weight limit, ala the Specialized Aethos , or make an aero bike just light enough.

Having once again proven that, Trek started expanding the possibilities. Instead of a new Emonda, the goal was now to create a bike that was faster than both the Emonda and the Madone on any gradient between zero and 12 percent.

To get there, Trek developed a pair of algorithms that would both develop cross section shapes and test them. You can think of it as a brute force attack on aerodynamics and it allowed a speed of testing that would otherwise be impossible. This process led to a new shape called “Pareto” that’s more square than previously thought efficient. It minimizes weight while maximizing aerodynamics and it provides a range of options.

With that in mind, the next stage of development was to use those new building blocks to create a bike. Some of the shapes identified were lighter, some more aero, and the team used a combination of CFD and Finite Element Analysis (FEA) to find the best places for different shapes. Instead of simply trying to use the most aero option at every opportunity, Trek instead takes a system approach the brand is calling “Full System Foil.”

The idea here is that air flows at different speeds around different parts of the bike. Interactions at the front of the bike, or with the rider, sometimes slow it down and sometimes speed it up. Knowing this means different solutions are needed in different places. A chunky downtube that’s lighter and less aero makes sense because the front wheel slows the air. This slower air means low-drag shapes are less important for the downtube. At the same time, the legs of the rider actually speed up the airflow as it passes through. For that reason the area where you’d normally find a seat tube and post benefits from aero shapes and Trek uses the isoFlow design with aero shapes for the seat mast and post.

The last example Trek gives is the new Aero RSL Road integrated bar/stem. This is another piece that’s actually slower if you look at it in isolation. That increased drag is intentional though. According to Trek, the “wake of the thicker handlebar slightly reduces drag on the pedaling legs by slowing down the air in front of them.” Given that a rider’s legs are a bigger drag contributor, the net effect is a gain.

Overall, those little details are the point. Each little aero detail adds up and Trek quotes a 0.1 watt saving at 22 mph for the Madone Gen 8 vs Gen 7. If that sounds small, it is — but a win is a win and the numbers compared to the old Madone aren’t that important anyway. The place where you see bigger numbers is when compared to the Emonda. That comparison shows an 11.3 watt advantage at 22 mph while also dropping the weight to a 36 gram penalty for the vastly more aero bike. If you are curious, there’s also a savings of 322 grams for the frame and fork when compared to the Gen 7 Madone.

Trek Madone SLR Geometry

Although the various geometry options disappeared before this generation, that continues. There’s no longer a reference to various names and it’s the same as the previous h1.5. There’s also less sizes covering more range with a move from eight options, labeled using the seat tube length, down to six options labeled XS-XL. As you move up and down those sizes, Trek is offering size-specific tube shapes to go with them. Smaller and larger bikes will now have better balanced stiffness, better aesthetics, and actual wind tunnel testing.

Builds and pricing

Frame: 900 Series OCLV Carbon, Full System Foil tube shaping, IsoFlow seat tube, RCS Headset System, electronic-only routing, removable aero chainkeeper, T47 BB, flat mount disc, UDH, 142x12mm thru axle

Fork: Madone Gen 8 full carbon, tapered carbon steerer, internal brake routing, flat mount disc, 12x100mm chamfered thru axle

Shared with every build option: T47 bottom bracket standard, RSL Aero Bottle and Cage system, UDH (universal derailleur hanger), 32 mm max tyre clearance

Frame: 500 Series OCLV Carbon, Full System Foil tube shaping, IsoFlow seat tube, RCS Headset System, electronic or mechanical routing, removable aero chainkeeper, T47 BB, flat mount disc, UDH, 142x12mm thru axle

Shared with every build option: T47 bottom bracket standard, UDH (universal derailleur hanger), 32 mm max tyre clearance

Trek Madone build details

One of the innovations that comes to the Gen 8 Trek Madone is the new full carbon one-piece fork. The same fork comes on every model of the bike but there’s also an updated 900 series OCLV carbon only available for the SLR builds. Along with the new carbon, the SLR builds also bring the addition of the one-piece bar and stem, electronic only groupset compatibility, and the aero bottle system. If you do decide to start with an SL build, the bar/stem and the aero bottle system are available as aftermarket accessories.

Among the build options you will also find customization options. If you prefer a frameset only, there’s one available in both carbon options. If you’d rather have a complete build but you want to customize the details, check out Project One. If you, like me, prefer better climbing gears and a 1:1 ratio, you could change the gearing that comes with your bike as well as any other sizing details. You can also adjust components up or down and there’s plenty of paint options. Depending on budget you can stick to picking a simple color scheme for no up-charge or take a look at the Project One ICON series premium paint schemes. Launching with the bike is a new option in that lineup called Chroma Interstellar.

Ride experience

Sometimes testing doesn’t go according to plan. My plan with this bike was to cap off more than a month of riding with it by doing a roughly 230-mile ride from my house to the coast and back. I’d written headlines talking about spending 15-hours (just a guess) on it and I’d prepared the bike. After 10 miles, my riding partner and I collided, the bike went down, and the UDH broke. The ride was over. I could hide that but I think there’s value in what it says about the Trek Madone Gen 8 even if it didn’t go off as planned.

The idea of the trip came to me because of how this bike felt. From the very first moment I swung my leg over it, I was immediately blown away by how smooth it is. The terrible pavement as I leave my neighborhood is nearly imperceptible on the Madone. As I went over a rough wooden bridge on a later ride I realized that it was actually a moment I could attack as my buddy slowed. At one point I even started to wonder how well it would do off-road on its max 32 mm tires.

I initially worried that it was smooth because it had a lot of flex but as soon as you stand, you know that’s not the case. My notes from those early rides are all questions trying to get to the bottom of when it feels stiff vs compliant. The more I tested, the more amazed I was with the dual nature of the latest Madone.

If you cruise with it, it’s smooth and comfortable. If you push it, the bike responds. Stand to sprint and it feels like a different bike. When it’s time to climb, the 6.9kg (as measured ready to ride minus pedals) and stiff frame are willing partners. This dual nature is backed up with a comfortable riding position as well.

Like with the Enve Melee , holding the tops puts you somewhat upright. Trek counters the upright position with the Trek Aero RSL Road integrated bar/stem that uses a proven trick of simply being narrow. Size it like other bars on the market and you’ll notice narrower hoods that provide a big aero upgrade. I tend to find this unnoticeable and, given it’s faster, that’s a good thing. The only detail I would love to see addressed is the narrow, rounded, nature of the bar immediately behind the controls. If this was my bike, I’d want to add a bit more padding right there.

As far as the rest of the finishing kit goes, there’s not a single detail I can complain about. Bontrager Aeolus Pro 51 TLR Disc Road Wheel shrugged off crosswinds and felt fast. The Aero bottles are very usable plus offer an easy 3ish watts savings depending on speed (3.7 watts at 45 km/h) and I love the outfront mount. That’s something I often complain about because it can be such an annoyance when it’s not right, but this time Trek nailed it. Even the included saddle is great and actually a piece I’ve used on other bikes a number of times over the years. If any of those details, including specifics like gearing, aren’t quite right for you, then Project One will fix it without issue.

The Gen 8 Trek Madone is the kind of bike I want to share with you. When I packed it up to head to the beach, I swapped out the aero bottles for a set of HydraPak Breakaway+ 30oz bottles (with the filter swapped for standard tops) and it just worked without issue. Then I added the light mount and attached an Outbound Lighting Detour . Again, everything just worked.

That idea of things just working is what I look for in a bike. Trek wants to talk about smashing an aero bike and a climbing bike together but that’s only part of the story. The Madone is so comfortable, smooth, and usable that Trek is really offering one bike to cover all of your needs. If you want to do some kind of huge ride, that’s a five-minute swap from fast bike to long distance bike. If you want to take a bike out climbing grab this one. If you have a fast and flat day, the Madone works there too.

However you decide to use it, Trek thought through all the little details. Creating a good quality outfront mount is a small thing that has a big impact on your experience of riding a bike, Trek nailed that for you. There’s aero bottles but they are good for drinking water and you can also use standard bottles if you need to. You can go fast or slow over rough or smooth pavement and the Gen 8 Trek Madone is a capable partner. If there’s anything you want changed, Trek makes it easy to customize your build. Even the builds with included power meter are part of the picture. Nothing ever feels cheap and, sadly, that’s not always true even on a bike this expensive.

The only thing that kept sticking in my mind during this test was whether I wanted a bike this smooth all the time. The first time I took it out I’d just gotten off my Look 795 Blade RS while testing the Specialized Roval Rapide CLX II wheels. The Trek is just as fast, I actually matched my fastest time, but it doesn’t feel as fast. The Look is a visceral ride with controls that are two inches lower. It’s not smooth, it requires a good stretch before and after a ride, and the combination of those wheels and the Hope RX4+ brakes make for a lot of noises. When you ride that bike, you feel like you are pulling the performance out of it. The Trek Madone is just as fast but it lacks all the drama. Is that a good thing?

Would you prefer a bike that’s borderline uncomfortable but very engaging or a bike that’s precise and smooth but feels a little less heroic? If you want a go fast bike that can do anything you ask, no drama included, check out the latest Trek Madone.

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Results have arrived, trek madone size chart.

Find the right sized 2023 Trek Madone based on rider height with our size chart and geometry chart. Also browse new and used Trek Madone road bikes for sale with TPC - The Pro's Closet. 

Trek Madone Geometry: 2022 - 2023

Bikes are meant to be used.

• Madone SLR 6 AXS Gen 7

"Every inch an aero race bike"

"One of the most visually striking and competent aero bikes available today...More aero, less weight, less complication."

"Revolutionary"

"The brand new Trek Madone comes with a revolutionary design, but retains the neat and powerful look of its previous iterations."

"Ticks all of the boxes"

"The new design ticks all of the requisite boxes for top-tier road racing machines: Lighter-weight, more aerodynamic, and more integration."

"Lighter than ever"

"The most significant new bike to be seen [at the Tour de France] thanks to its radical aero design"

Which generation is right for you? 

Keep speed smooth with Madone Gen 6’s IsoSpeed vibration-damping tech, or go next-level with Gen 7’s aero and comfort-boosting IsoFlow.

Service manual

Time to bust out the repair stand for some maintenance? Find a detailed breakdown of your bike with part numbers, torque values, and platform-specific tech instructions below.

Join cycling’s most exclusive club 

Get incredible benefits, like concierge support and a private tour of Trek Headquarters, when you purchase any Project One or SLR level road bike.

Madone goes green at La Vuelta

After three grueling weeks (and three stage wins), Mads Pederson wins the green jersey aboard a custom-painted Madone SLR at Vuelta.

Designing for speed

Trek's lead aerodynamicist breaks down the science behind our fastest road race bike ever.

World Champ Pedigree

Madone is the bike of choice for Mads Pedersen, UCI Road World Champion.

The always-on team

Research shows the single most impactful measure you can take to stand out to motorists is to use front and rear Daytime Running Lights. The team uses them on every training ride, any time of day—and they’ve found that these lights truly make a difference.

Product features

Unprecedented aerodynamics.

All-new aerodynamic Kammtail frame shapes, bar/stem design, and rider position make Madone SLR our fastest road race bike yet.

Exclusive IsoFlow technology

Never before seen IsoFlow technology specifically designed for the 7th generation Madone SLR shaves weight, improves aerodynamics, and smooths your ride.

Our lightest Madone disc ever

Super lightweight 800 Series OCLV Carbon and a new lightweight design make this our lightest Madone disc ever.

New ergonomic bar/stem

A newly optimized bar/stem that’s 3cm narrower in the hoods than the drops offers a more comfortable and ergonomic riding position for faster racing, improved aerodynamics, and ultimate control. Use the same bar/stem size you’re used to – if you normally ride with a 42cm bar/stem, opt for 42cm in the drops and 39cm in the hoods.

Refined integration

Every element of this bike is part of a greater whole. It has invisible cable routing, aero cockpit, hidden seatmast, and more.

Integrated power meter

This bike helps you get the most out of every ride with a SRAM power meter that measures your input and provides accurate data, allowing you to track your progress and tailor your training to crush your goals.

Don’t forget your pedals

This bike doesn’t come with pedals because you’ll have a better time on your new bike if you choose your own. See the pedal guide to find the best pedals for your riding style. We recommend clipless road pedals for control and efficiency.

Invisible cable routing

The brake and shift cables of the most aerodynamic bike are routed through the frame for the ultimate in sleek, aerodynamic performance.

Carbon Care Wheel Loyalty Program

Every set of Bontrager carbon wheels is backed by the Carbon Care Wheel Loyalty Program. In the unlikely event that you damage your Bontrager carbon wheels within the first two years of ownership, we’ll repair or replace them for free.

Project One

Don't settle for anyone else's bike. Create your very own with Project One, Trek's custom bike program.

Blendr stem

Bontrager stem technology lets you clip your gear directly to the stem for clean looks, maximum user friendliness.

H1.5 geometry, developed with Trek-Segafredo pro cycling teams, puts the rider in the optimal aero race position. It’s the sweet spot for what our racers want.

Warrantied for life

Carbon wheels can lighten your ride and improve your performance—and when you ride Bontrager, your investment is protected. All Bontrager carbon wheels are backed by a lifetime warranty for the original owner.

How tall are you?

To measure your height, stand straight up, barefoot, with your back, heels, shoulders and head all touching a wall. While looking straight ahead, place a book or straight edge on your head and slowly push it against the wall. Your straight edge should be parallel with the floor. Mark the spot where the bottom of the book is touching the wall. The distance from the marked spot to the floor is your height.

What is your inseam?

How to measure: Stand barefoot with your back straight and against a wall. Tuck a ruler or something that extends to the floor between your legs. Using both hands, and keeping it level, pull the ruler up into your crotch as if you were sitting on the saddle. Measure the distance from the top edge of the ruler to the ground to find your inseam measurement. Your inseam is very important to your final bike size so please measure carefully.

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3 fundamentals of correct bike size - 2022 trek madone.

The following chart provides a rule of thumb approach to determine your 2021 Madone bike size based on your height. This is a simple approach to a complex situation, but it is accurate in the majority of cases. Of course, the length of your limbs is not factored into the table below and long or short limbs or torso can play a big role in determining the right bike size for you.

In addition your riding style can influence your choice; if you like a more aggressive bike, you may prefer a smaller frame; if you prefer a more upright position, you may prefer a large frame. If you are 'between sizes', give this consideration when making your selection. 

The 2021 Trek Madone is produced in sizes 50, 52, 54, 56, 58, 60, 62  

2022 Trek Madone Road Bike Size / Fit Basics

Before you purchase your new road bike, you need to ensure the frame meets 3 basic size requirements: stand-over, reach, seat height. 

1. Stand-over

Stand-over is the measurement of the height of the bikes top-tube from the ground at its midpoint.

Ok, so why is it so important? Simply put, if you are travelling along on your bike and you need to stop in a hurry, you'll have to jump forward, landing on the ground, standing with your legs on each side of the top tube. Having the correct Stand-over will ensure you do not impact your groin area during this situation. 

How to test it.

When you stand-over the midpoint of the bike, with shoes on, you should be able to lift the bike up until there is a 2 cm gap between the tyres and the floor - without the frame coming in contact with your groin. 

If you are looking at the best size option based on a geometry chart, measure from inner leg to floor (with shoes on), remove 2cm and test that measurement against the bikes geometry chart. For the Trek Madone, this is measurement L in the Geometry diagram below. 

Get this one wrong, and you may be in for a world of back pain. Whether that is upper or lower back pain will depend on whether you buy, or are sold , a bike that is too big or too small for you. Buy the correct size bike and your hours of saddle time will actually strengthen your core and back, not hinder it. 

The Reach is the distance your hands project forward to comfortably rest on bars and manipulate the brakes and gears. 

How to test it. 

The quickest test of correct reach is to sit in the correct riding position on the bike (a trainer is great for this or if that is available, take the bike for a quick ride or balance against a wall with someone's assistance).  

Sit on the bike in a neutral position with your hands resting on the hoods (illustrated above) and your head in a natural riding position - eyes looking forward. Now look down at the front wheel hub/axel. If the position is correct the bars should block your view of the hub/axel. If you can see the hub/axel in-front of the bars, the bike is too small.  If you can see the  hub/axel behind the bars, the bike is too large. 

Stem length obviously plays a role here. However, if you are buying a bike from a store, it should be equipped with the correct size stem for the frame. Ideally, you should only have to swap stems if you have a particularly long or short torso. 

Your saddle can be moved forward or back on the 'rails' to make small adjustments to your reach outcome. If the bike is the correct size for you, you should not have to move it all the way forward or all the way back. 

3. Seat Height

Seat height impacts on comfort and performance - correct seat height optimises both. Your seat needs to allow for an efficient and powerful pedal stroke while maintaining you in a balanced, static and comfortable seated position. 

It is also important to note that your seat needs to be in the correct position to properly determine your reach (above). 

This is a simple and quick way to ensure a powerful and efficient seat height position. Sitting on your bike, rest your heal on your pedal when it is in the lowest (6 O'clock) position.

You need to check two things now and you will need another person to assist with this. Check that your leg is fully and comfortably extended. At the same time, when viewed from behind, your hips should be level. If required, adjust the seat height to achieve the ideal balance of full leg extension and level hip placement. When this is resolved, returning you foot the usual cleated cycling position should achieve the correct amount of knee bend.

One Extra! - Bar Drop

The position of the bars relative to the seat. This is the bike fit positioning that can cause a lot of trouble and one that we recommend determining over time and with the assistance of a professional bike fitter.

If you are new to cycling with average fitness and flexibility, err on the side of positioning your bars at the top of the steerer with one spacer above the stem. This will allow options to lower the bars over time as your fitness, flexibility and riding continue to evolve.

Does this position influence which size bike to purchase? That should be a secondary consideration after first determining which frame geometry is appropriate for you. If your flexibility is limited (or not what it used to be), you may be best to consider a frame with endurance geometry to ensure a higher front end and a more relaxed position on the bike. 

Trek Madone SL6 & SL7 Geometry Diagram

Trek Madone SL6 & SL7 Geometry Chart

Trek madone sizes  50,  52,  54,  56,  58,  60,  62.

 Trek Madone SL6 & SL7   Size Chart

The following chart provides a rule of thumb approach to determine your bike size based on your height. This is a simple approach to a complex situation, but it is accurate in the majority of cases. Of course, the length of your limbs is not factored into the table below and long or short limbs or torso can play a big role in determining the right bike size for you. 

Trek Madone sizes 50, 52, 54, 56, 58, 60, 62

Compare to your bike .

If you already own a road bike and are happy with the fit. It is good to know you bike fit basics by measuring your seat height, reach, and bar drop.

Seat Height  - Your seat height is the distance from the centre of the bottom bracket to top of the saddle when running the tape parallel to the seat post. See the purple line in the diagram above.

Bar Reach   - The distance from the front tip of saddle to centre of the bars (where the stem cap contacts with the stem). Keep the tape running parallel to ground. See the green line in the diagram above. 

Bar Drop   - The handlebar drop is the distance from the centre of the bars to the centre of the hub. See the red line in the diagram above.

Once you have these recorded, you can then quickly check how your bike setup will work with the bike you are test riding, renting or just throwing a leg over in a store. 

About Livelo

We don't sell new road bikes, but we do work with a lot of bike brands across our global road bike rental business. We fit thousands of our clients on bikes each year across a broad range of brands and road models. Based on this experience we know there are lots of great bikes available in todays market, but getting that one that is just right for you is a complex. You have to satisfy, the body, the head and the heart.

We are happy to give you some unbiased advice on your road bike needs. We won't be trying to sell you a bike, we will be trying to be helpful. You can contact us here if you would like to talk bikes, 

We do have Trek Madone's available for rent/test ride a in Thousand Oaks , San Mateo , Arlington, Washington, and Canberra  and can help out in many cities in addition to this. Just reach out. 

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• Rider Notes

2018 Trek Madone 9.0

A carbon frame aero bike with high-end components and rim brakes. Compare the full range

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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.

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Do you have this bike? Help other riders make a decision about which size will work for them by sharing your own size and fit notes. Report your fit

Dec 2019 · Symon Lewis

Cycling Weekly has shown that the Trek Madone is one of the fastest aero bikes available today, but has the update with discs made it even better? I certainly think so

Ride quality

Performance

Read Review

Jun 2019 · David Arthur @davearthur

Seriously fast aero race bike with great handling, but not the smoothest and not the ultimate spec it should be

Jul 2018 · Dan Cavallari

Trek has fine-tuned its IsoSpeed Decoupler, improved the fit, and added disc brakes, making this edition of the Madone even better.

It might look the same on the outside, but underneath it's an all new Madone

Jul 2018 · Philippe Tremblay

New aero road bike gets features for increased comfort, customization and aerodynamics

Feb 2018 · Peter Stuart

The Trek Madone 9 is a rather special aerodynamic redesign of the flagship Project One bike.

Feb 2018 · James Huang

The Madone is the oldest model name in the current Trek road lineup, with the first dating back to 2003. That nameplate has worn several hats in that time, but it’s always represented the best that road bike Trek had to offer. The latest generation is no different, offering cutting-edge aerodynamics, an incredible level of […]

Dec 2017 · Ben Delaney

An exceptionally smooth and fast aero bike, but with a relatively tall front end, toe overlap and limited saddle-height adjustment. Buy if you want a comfortable aero bike with an adjustable handlebar

Tangibly fast and blatantly comfortable, very good braking for aero calipers, well-thought-out integration

Steep price, tight fit parameters, toe overlap

First added July 21

Last updated February 15

Not listed for 2,368 days

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Trek Madone SLR 9

• AUS $ NZD $ USD $ CAD $ GBP £ EUR €

Size / 47, 50, 52, 54, 56, 58, 60, 62

Weight / 56 - 7.60 kg / 16.76 lbs

At a glance

Where to buy.

"A Belgian outsider steals the show in Italy"

"Jasper Stuyven wins Milano-Sanremo and claims the biggest victory of his career."

Specifications

• Frame 800 Series OCLV Carbon, KVF (Kammtail Virtual Foil) tube shape, adjustable top tube IsoSpeed, invisible cable routing, 3S aero chain keeper, T47 BB, DuoTrap S compatible, flat mount disc, 142x12mm thru axle
• Fork Madone KVF full carbon, tapered carbon steerer, invisible cable routing, flat mount disc, carbon dropouts, 12x100mm thru axle
• Wheels Bontrager Aeolus RSL 51, OCLV Carbon, Tubeless Ready, 100x12mm thru axle
• Chain Shimano Dura-Ace/XTR M9100, 12 speed
• Crank Size: 47 Shimano Dura-Ace R9200, 52/36, 165mm length Size: 50, 52
• Shifters Shimano Dura-Ace R9270 Di2, 12 speed
• Brakeset Shimano MT900, centerlock, 160mm
• Handlebar Size: 47 Trek Madone adjustable aero VR-CF, OCLV Carbon, invisible cable routing, 93mm reach, 123mm drop, 38cm width Size: 50, 52 Trek Madone adjustable aero VR-CF, OCLV Carbon, invisible cable routing, 93mm reach, 123mm drop, 40cm width
• Saddle Size: 47, 50, 52 Size: 54, 56, 58, 60, 62
• Seatpost Size: 47, 50, 52, 54, 56 Madone aero carbon internal seatmast cap, integrated light mount, 5mm offset, short length Size: 58, 60, 62 Madone aero carbon internal seatmast cap, integrated light mount, 5mm offset, tall length
• Stem Size: 47, 50, 52, 54 Trek Madone aero, invisible cable routing, 7 degree, 90mm length Size: 56, 58 Trek Madone aero, invisible cable routing, 7 degree, 100mm length

Q: Where to buy a 2022 Trek Madone SLR 9?

The 2022 Trek Madone SLR 9 may be purchased directly from Trek .

Q: How much does a 2022 Trek Madone SLR 9 weigh?

A 2022 Trek Madone SLR 9 weights 56 - 7.60 kg / 16.76 lbs.

Q: What size 2022 Trek Madone SLR 9 should I get?

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Trek Does It All with the New Madone

Trek’s new eighth-generation Madone is lightweight, aerodynamic, and fast—the road bike raced by Lidl-Trek in the 2024 Tour de France.

Takeaway: For the eighth iteration of its legendary Madone road bike, Trek blended the low weight of the Emonda with the aerodynamics of the seventh-generation Madone. The result is a light, stiff, and fast all-around race bike. While the flagship SLR9 costs over $13,000, base-level Madone SL models start at $3,500.

Price as Tested: $13,500 Weight: 15.3 lbs (Size M, bottle cages, computer mount, no pedals)

Trek Madone SLR 9 AXS Gen 8

Jordan Roessingh, Director for Road Bikes at Trek, candidly confirmed that the new Madone actually started life as the next Émonda. “We constantly get the same feedback from our pro riders,” Roessingh said. “They tell us that they love how fast the Madone is, but could we make it lighter or they love how light the Émonda is, but could we make it more aero?”

Trek set out to make a more aerodynamic Émonda, and what they ended up with was a bike that had the same frame weight as the Émonda but was as quick as the Madone against the wind.

When your aero bike is as light as your climbing bike, or your climbing bike is as aero as your aero bike, there doesn’t seem to be a point to having two bikes anymore. So, while fans of the Émonda might be sad to see the bike go, it makes way for the return of the Madone as the ultimate road racing bike in Trek’s lineup. And this feels right, given the rich history of the Madone name.

Since it launched in 2003, the Madone name has always designated Trek’s fastest drop-bar race bike. That has meant different things at different points, with older models of the Madone leaning heavily on low weight and high stiffness while more recent models became all-out aero. Now that Trek returns the Madone to a do-it-all role, is it the best road racing bike Trek can make?

After spending the last two months riding the new Madone 8, my short answer is yes.

The new bike delivers the performance I expect from a five-figure top-of-line road bike made by a brand like Trek. For the steep price of entry, you get a bike that manages to be damn near perfect in terms of weight, stiffness, and road manners. And while all of that is important, it would matter little to bike racers (for whom the Madone is explicitly designed) if it wasn’t also fast.

Based on Trek’s provided data and my testing, the new Madone is definitely fast. But that declaration comes with a long list of caveats.

Speed is Aerodynamics In 2024

In 2011, Specialized first told us that “Aero is everything.” Knowing what I know now about the importance of aerodynamics in the context of racing, they certainly weren’t wrong. But marketing slogans are made to be catchy and concise and “Aero is everything until you build a bike that’s really heavy and doesn’t ride all that well. So maybe a bike that prioritizes aerodynamics without sacrificing weight and ride quality would be better,” does not quite roll off the tongue as easily.

Trek claims that the new Madone is as fast as the previous generation and is heaps quicker than the Émonda. The strategy to achieve this aerodynamic performance is called “Full System Foil,” where the bike is viewed not only as a cross-section of its tube shapes but as a much larger airfoil shape that includes the water bottles and wheels.

This isn’t a particularly new or earth-shattering concept. Manufacturers have designed (or at least tested) their frames around specific wheels (usually their own) for a while now. Using water bottles to fill the space between the down tube and the seat tube to smooth the airflow over a frame is also not new. It has been done on time trial and triathlon bikes for years. BMC has done it on their aero-focused time machine road bike since 2018. Cannondale recently introduced aerodynamic water bottles and cages on its all-around race bike, the SuperSix Evo , in 2023.

The cynical reading of what Trek does with the new Madone and its aerodynamic performance claims relative to the previous (and more obviously aerodynamic Madone Gen 7) is that directly comparing the two bikes is not apples-to-apples.

Trek’s claimed figures use a Madone 8 with the brand’s new aero bottles versus a Madone 7 with round bidons. In this comparison, the new Madone (at straighter yaw angles) is slightly faster than the outgoing Madone. At higher yaw angles (beyond 10º), the deeper frame tubes of the Madone 7 make it quicker than the new Madone. And when comparing the new and old Madone, with both bikes using round bottles, the results flip. According to Trek, the Madone 7 is about 1.6 watts more slippery at 22 mph.

It’s also worth dwelling for a moment on the yaw angle differences. My colleague Matt Phillips pointed this out in his review of the Specialized Tarmac SL8 , another new bike that balances optimizing aerodynamics, ride comfort, and weight. In that review, Matt points out that a rider’s speed affects the wind angles they encounter. Pro riders naturally encounter more direct (low yaw) wind angles because they (typically) ride much faster than amateur riders. Riders moving at slower average speeds will more likely encounter higher wind angles.

Trek’s aerodynamic claims for the Madone 8 are based on a rider moving at 22 mph. That is more real-world than Specialized data for the Tarmac SL8, which is based on someone moving at 28 mph.

Still, 22 mph is plenty fast for a lot of people. My rides typically average about 18 mph. At slower speeds, where the rider is more likely to encounter higher yaw angles of wind, the previous Madone will likely be faster. Strap the new Aero bottles on it, and it will almost certainly be quicker than the new Madone regardless of the wind derection.

But the gains in the Madone 8’s aerodynamics are not only down to the water bottles. Trek also introduced a new handlebar, which, when tested in isolation (without a rider on the bike), is slower than the previous handlebar. However, as part of the system with a rider on the bike, the new taller and blunter profile measures faster as it helps to smooth the airflow over the rider’s legs.

If I stop being a cycling media cynic for a minute, I can see where Trek comes from in how it designed the new Madone. Sure, there is broad acceptance across cycling to the benefits of aerodynamics, yet despite this, riders still love lightweight and snappy-feeling bicycles. With the design and packaging of the new Madone, Trek can say that the new bike is faster.

However, the issue with judging aerodynamic gains is the numerous “it depends” moments. Most of these depend on how each individual bike is equipped for testing. Using aero bottles for one frame but round ones for another is obvious, but even something less apparent, like a different handlebar shape or a different-sized rider (if you’re testing with a rider), could give different results.

To put it in perspective, Trek claims the new bike is 1.6 watts faster at 22 mph. That’s not nothing. But it’s also fair to point to the basically square downtube of the new Madone and say that Trek perhaps has left some potential aerodynamic gains on the table to make a lighter and better riding bike. And to be perfectly honest, I’m not that upset about it.

New Sizing, Similar Geometry

Long-time Trek fans will remember when the brand offered two different fits on its top-of-the-line road bikes: H1 fit, designed for pro athletes, and H2 for the riding public. This gave riders a choice of stack and reach figures. The H1 and H2 fits were eventually consolidated into what Trek dubbed H1.5. But the H1.5 designation didn’t make a ton of sense (since it referred to a geometry philosophy that no longer existed), so Trek rebranded H1.5 into “Road Race” geometry.

This rebrand comes with Trek changing its numeral sizing (51, 53, 55, etc) to T-shirt sizing (XS, S, M, etc). This is another change that makes sense to me as modern bikes rarely have a tube on them that actually measures close to their designated size number.

The big geometry shake-up with the new Madone is that Trek reduced the bike from eight sizes on the Madone 7 to six. This was accomplished by merging the 52cm and 54cm sizes into a Medium option and the 60cm and 62cm sizes into an Extra Large. Brands often reduce model options at each end of the size spectrum (to the detriment of shorter or taller riders), so it’s unsurprising that Trek merged the 60cm and 62cm. But it surprised me to see the 52cm and 54cm sizes combined.

Looking closer at the two sizes from the previous generation Madone, I was shocked at how close they were to each other. The bikes had only a 3mm difference in reach and an 8mm difference in stack. The new frame size has a few millimeters more stack than the old 54cm and 1mm more reach than the old 52cm.

I’m a rider who often chooses between these two sizes. For example, I’m happy to ride 54cm bikes from Specialized while I opt for 52cm frames from other brands like Enve or a size S from Giant. The new Medium-sized Madone I tested worked very well when paired with a 110mm stem and a zero-offset seatpost.

Still, I expect the merging of two sizes right in the middle of the size range, despite how close they are in practice, will cause some consternation for riders.

Models and Pricing

Trek offers the new Madone in nine complete bike builds and two frameset options. These are split between the more affordable Madone SL and a higher-end Madone SLR. Both bikes share the same frame shape and geometry, but the Madone SL uses a heavier 500 series OCLV carbon compared to the Madone SLR’s 900 series.

All versions of the Madone SL come equipped with a standard two-piece bar and stem. Riders who want the full aero benefits of the new bike will have to buy the aero bottles separately. A single bottle and cage set is $100, with replacement bottles at $25 each.

Four complete Madone SL bikes are offered, starting with the Madone SL 5 ($3,500), which features mechanical shifting using Shimano’s 12-speed 105.

The Madone SL 6 costs $5,500 and comes with a Shimano 105 Di2 groupset and Bontrager Aeolus Elite 35 carbon wheels. There is also a SRAM Rival AXS build of the Madone SL 6, which costs an additional $500.

At the top of the SL range is the Madone SL 7 ($6,500). This model upgrades to a Shimano Ultegra Di2 groupset, plus it uses a carbon handlebar and the deeper Bontrager Aeolus Pro 51 carbon wheels.

Next on the price pyramid is the Madone SLR 7 ($9,000). It features the same build kit as the SL 7, but for the extra $2,500, riders get the lighter-weight SLR frame, the aero bottles, nicer tires, and the one-piece RSL bar/stem. For $500 more, riders can opt for a SRAM Force AXS version of the same bike.

Finally, there are the SLR 9 flagship options. Riders can choose a Shimano Dura-Ace Di2 bike for $13,000 or one with the new SRAM Red AXS for $13,500.

Riders looking to do a frame-up build can pick between the Madone SL frameset, which costs $3,000, and the Madone SLR frameset at $6,000.

Ride Impressions

I don’t think there’s any point in dancing around it, Trek made a good bike with the latest version of the Madone—which is hardly a surprise. When you’re twenty-one years into developing a platform and are on the eighth version of it, I’m not going to say it’s impossible to make it bad, but it’s certainly difficult. This expertise, combined with wider tires that make current road racing bikes ride more comfortably than bikes from only a few years prior, I expected the new Madone to impress. And it delivered.

The new Madone is a big step forward from the previous generation Madone 7 in its enjoyability. Stomp on the pedals and the new Madone has plenty of snap, but crucially, it is vastly superior in seated comfort compared to the 7.

I complained about Trek shipping the previous Madone with 25mm wide tires, which honestly felt insane to me back in 2022 when I tested the bike. Thankfully, the new Madone ships with 28mm rubber that measures 29.5mm on the Bontrager Aeolus RSL 51 wheels. The wider tires certainly help with how pleasant the new bike feels on the road, but you still wouldn’t mistake the Madone for an endurance bike. This race bike provides excellent road feedback to the rider. You don’t float over the road on the new Madone, but it doesn’t beat you up while riding.

The next big thing I felt about the new Madone was its low weight. I clearly remember testing the Madone 7 (only two years ago), that top-level build with SRAM Red and the same wheels was 16.2 pounds (without pedals, cages, or a computer mount). The new Madone 8 I rode is nearly a pound lighter at 15.3 lbs. And impressively, that weight includes the aero bottle cages and a computer mount (but not pedals).

While we know that, empirically, bike weight has a much smaller impact on performance than we think, a lighter bike still feels awesome. When a brand charges five figures for a road bike, it should be really close to, if not below, the UCI minimum bike weight of 14.99 lbs. The previous generation Madone was never in danger of falling under that weight limit, but the new Madone should comfortably hit it with a lighter set of wheels and one or two other weight weenie changes. The Madone’s low weight and stiffness make it a fun bike to ride uphill.

Thankfully, Trek did not change the Madone 8’s handling compared to the previous version. It’s still an exceptionally well-balanced bike. Racers will find steering that, while rapid, isn’t a handful. The Madone is very stable at speed while remaining exceptionally reactive to rider inputs.

I logged quite a few miles on the new Madone and while I know that sensations are not statistics, the new Madone feels very fast. On a flat and fast weekly group ride I do, I found myself rolling off the front of the group when it was my turn to take a pull at the front. Despite the lack of deep aero tubes, the new Madone certainly has the sensation of speed that the best aero race bikes often possess. It’s best described as feeling like you’re riding with a permanent tailwind.

Conclusions on the New Madone

Combining two bikes into one is a surefire way to leave some cyclists wanting more. Some will want a more aerodynamic Madone. While others will rightly point out that Trek could have made an even lighter bike. However, the demands of modern racing often require a bike that is both aerodynamic and lightweight.

I appreciate the raw speed of an all-out aero bike. Yet bikes like that are never at the top of my dream bike ownership list. Instead, I’ve gravitated to more all-around performers, if not straight-up weight weenie dream bikes like the Specialized Aethos .

This is probably why I don’t mind Trek going with the happy medium. Even though a true Émonda rider would have wanted Trek to make the Émonda platform lighter versus more aero, I agree with Trek that the majority of Madone 7 riders—and most road riders in general—will appreciate the new Madone’s big weight reduction without taking a massive aerodynamic hit (at least on paper).

For riders with the taste and budget for this bike, the new Madone won’t disappoint. It’s a great road bike capable of competing at the highest level while offering an alternative to other high-end, do-it-all lightweight aero bikes, like the Pinarello Dogma F, Specialized Tarmac SL8, or Factor’s Ostro Vam. For cyclists seeking a bike like this but on a more limited budget, Trek offers one of the lowest-priced entry points into a high-end race bike its $3,500 Madone SL 5.

So, while the eighth-generation Madone might not be for everyone, Trek at least offers its latest race bike in a broader range of prices than the previous version, and that’s something worth celebrating.

Notes From the Field

Random observations from my time testing the bike..

• Considering how important the new bottles are to the aero performance of the new Madone, it’s worth discussing them. There is an adjustment time to become accustomed to getting them in and out of the aero cages. The actual hold feels extremely secure. If anything, they are a bit harder to get in and out than I want them to be, but I got used to them after a few weeks of riding. My only real gripe with them is the valve. It takes more force to open and close than I want. Plus, the flow isn’t that great. A minor annoyance is that you can’t stand the bottles on their end to fill them. Fortunately, the aero cages can hold a traditional round bottle, or you can ditch the bottle and cages altogether if the extra aero gains aren’t that important to you.
• Given I recently wrote a story on every bike being raced in the 2024 Tour de France , including all 18 of the World Tour teams, I’m rather confident that the new Madone is the only bike currently using a UDH derailleur hanger in the World Tour. This is great for everyday riders as it means a spare hanger should never be all that hard to find and this generation of Madone should be future-proofed for whatever drivetrain SRAM might have in the future.
• While the battle against through-the-headset cable routing has been lost, Trek at least makes the latest Madone a little easier to live with. Trek offers separate headset and spacer options to match its RSL Aero one-piece bar/stem and its RCS Pro two-piece cockpit, but there is also a headset cap that allows riders to run whatever handlebar and stem they want. Trek even offers an alternative top cap that lets riders run a round spacer on top of the RSL Aero bar. This means riders can adjust their bar height without cutting brake hoses or trimming the steerer tube.
• The included computer mount does not allow you to adjust the angle of your computer, which is annoying. Otherwise, it’s a tidy mount and a big improvement over the one used on the Madone 7.
• The new saddle clamp design is a big highlight. It’s secure and features independent adjustments for the angle and fore/aft adjustments, which is a big improvement over Trek’s previous single bolt design.
• The RSL Aero one-piece cockpit won’t please everyone. Personally, I found it quite comfy in both reach and drop shape. However, the back sweep on the tops might annoy some riders who prefer a straighter top section and spend lots of time with their hands there.

Test Editor Dan Chabanov got his start in cycling as a New York City bike messenger but quickly found his way into road and cyclocross racing, competing in professional cyclocross races from 2009 to 2019 and winning a Master’s National Championship title in 2018. Prior to joining Bicycling in 2021, Dan worked as part of the race organization for the Red Hook Crit, as a coach with EnduranceWERX, as well as a freelance writer and photographer. 

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Trek Madone SLR 7 Gen 7 review - very fast and very expensive

The latest Madone may have a hole through the seat tube but we couldn't find any in its performance

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The Trek Madone is an absolute speed weapon. The deep-section tubes with the radical-looking cutout help, as does the newly designed handlebar, which is narrow and provides good wrist support for the ‘aero-hoods’ position. And then there are the 51mm deep Bontrager Aeolus Pro wheels. The handling is incredibly fast, responding to the smallest shift in weight and the tiniest tweaks of the bars, and ride quality is so impressive that it’s almost possible to overlook things like the narrow tires and ungenerous clearance - but you can’t ignore the price. If you have the budget and want a WorldTour-level race machine with exceptional handling and ride feel, this is the bike.

Super smooth ride

Light for an aero bike

Striking aesthetics

Limited adjustability

No power meter

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• Construction

Value and conclusion

For this latest Gen 7 version of the Madone, Trek’s aero bike, the US brand removed the IsoSpeed Decoupler of the previous Gen 6 model and left, in its place, a big hole.

OK, it’s not the crude, reductionist approach it sounds like.

The old bike’s micro-adjustable suspension system at the top tube/seat tube juncture added weight and was mostly redundant since Trek discovered most riders would ‘set and forget’.

And by radically reengineering the frame Trek claims to have saved 300g, and says the new bike is almost 20 watts faster than its predecessor, which equates to 60 seconds per hour when ridden at 45kph. It looks radical, too - always a good thing for a new bike.

In our 2023 Race Bike of the Year grouptest we awarded the Madone 'best aero bike' against competition that included the Cervélo S5, the Canyon Aeroad and the Giant Propel.

However, over $9K / £10K for an Ultegra bike has to be unchartered territory - so how does it compare overall to the best road bikes ?

Trek Madone 7 Gen 7: construction

Let’s peer a bit more closely into that hole or, to give it its real name, IsoFlow. The aerodynamic explanation for it is: “It’s a way to direct some high energy flow into a low energy region of the bike.” What that means is that the seat tube area creates a disproportionate amount of drag and the hole helps to dissipate this by adding what Trek calls a “jet of fast moving air.”

It turns out that only half of the claimed watt saving comes from the IsoFlow hole. Trek has entered the integrated cockpit wars (along with Colnago, Canyon, Cervélo et al) with a completely new and very slick-looking design but it’s neither adjustable nor V-shaped: according to Trek it saves watts by changing rider position rather than via the aerodynamic properties of the cockpit itself.

A standard 42cm bar becomes 39cm at the hoods and 42cm at the drops and there’s a backsweep so that a flat-forearms aero position on the hoods becomes very aero indeed.

There are 14 different combinations available and, since the backsweep gives the bar a shorter reach, it’s important to get the right one - if you’re like those of us who rode this bike, you’ll need a longer stem. You can change this at point of purchase at no extra cost, Trek told us, or the 1 1/8in steerer is compatible with a non-integrated stem and bar (though the frame is electronic groupset only).

The same goes for the seatmast. The cutout in the seat tube leaves less room for a long seatpost and less adjustability (around 6cm minimum to maximum) so if you are long-legged but prefer a smaller frame you may need the tall version that comes with the size 56 upwards (as I ideally would have done). There are also two offsets available.

Our size 54 with a standard short mast could only manage a maximum saddle height of 74cm and the reach felt very short with the 90mm stem cockpit it comes with.

The latest geometry is called H1.5 (halfway between the old H1 race and H2 endurance). The reduced reach combined with the shorter reach of the swept-back bar works very well for that super aero hoods position, but it does feel surprisingly short. The kamm-tailed rear of the stem is much closer to your knees than you’d expect.

The new SLR bikes are all made from Trek’s 800 OCLV carbon - from the 105-equipped SLR 6 up to the flagship SLR 9 - and are impressively light, especially compared with other aero bikes such as the Cervelo S5. Trek says this is its lightest ever disc Madone.

There’s clearance for 28mm tires max, which is tight by modern standards. This model comes with Bontrager Aeolus Pro 51 tubeless-ready wheels, set up with Bontrager R3 Hard-Case Lite 25mm tires and inner tubes - again, surprisingly narrow.

Despite the fact that the fit wasn’t optimal - I could have done with the size up - the ride quality of the Madone is absolutely incredible. That’s the first thing that strikes you, or rather doesn’t strike you.

Aero bikes used to supply a harsher ride simply because deep, bladed tubing doesn’t flex like round tubing. This was undoubtedly the reason why Trek bolted the IsoSpeed decoupler onto the Madone two iterations ago. So you might expect that with its suspension system gone, the latest bike might have gone backwards in comfort. Not a bit of it.

It feels like a coiled carbon spring - full of potential energy and floating over bad road surfaces seemingly without any effect on its speed. And this is on 25mm tires that aren’t even the best (at this price they really ought to be).

The handling is also exactly right. The shortish 90mm stem section of the cockpit could have made it a little twitchy, but thanks to the sweeping shape I found my weight sufficiently over the front wheel in the hoods position, and steering was fast but balanced on descents and tight corners.

So it passes ‘comfortable’ and ‘fast’ with flying colors (actually Deep Smoke for this one).

At 7.5kg it’s light for an aero bike - or any disc brake bike - and it leaps up hills as if it weighs even less. I was so impressed with its performance that I kept forgetting Trek also has the Emonda climbing bike. The next Emonda has its work cut out (pun intended).

Finally, stability in crosswinds. There’s one particular gateway on my test loop where any bike not designed for big yaw angles will be gusted and the Trek was indeed blown sideways slightly - but not alarmingly considering the deep wheels and frame tubes.

This bike is incredibly good but it’s also incredibly expensive. It’s a full $1,000 / £1,000 more than the equivalent outgoing Gen 6 Madone SLR 7, and you’d have to look hard to find a more expensive Ultegra Di2-equipped bike from the other mainstream brands. 

The Canyon Aeroad CFR with Dura-Ace costs $8,999 / £8,799, while the Cervelo S5 with SRAM Force AXS costs $9,000 / £9,200. The Giant Propel Advanced SL1 also with SRAM Force costs $8,000 / £8,999.

You might also reasonably expect a power meter at this price - those three bikes all come with them - but it’s just the regular Ultegra crankset here.

So the price is stratospheric but compared with the current aero bikes I’ve ridden so far including the Colnago V4RS , Canyon Aeroad SLX , Cervelo S5, Tarmac SL7 and Pinarello Dogma F, the ride quality is superior.

• Frame: 800 Series OCLV carbon
• Fork: KVF carbon, tapered steerer
• Groupset: Shimano Ultegra Di2
• Wheels : Bontrager Aeolus Pro 51
• Tires : Bontrager R3 Hard-Case Lite 25mm
• Cockpit: Madone integrated
• Seatpost : Madone aero internal
• Saddle: Bontrager Aeolus Elite
• Weight: 7.5kg
• Contact: www.trekbikes.com

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Simon Smythe is a hugely experienced cycling tech writer, who has been writing for Cycling Weekly since 2003. Until recently he was our senior tech writer. In his cycling career Simon has mostly focused on time trialling with a national medal, a few open wins and his club's 30-mile record in his palmares. These days he spends most of his time testing road bikes, or on a tandem doing the school run with his younger son.

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Trek Madone 4.6 WSD 2012 Technical specs and features

General specs of trek madone 4.6 wsd bicycle, wheels and breaking system, frame and body specifications, gearing specs, trek madone 4.6 wsd fork system data, other specs of trek madone 4.6 wsd, trek madone 4.6 wsd picture, madone 4.6 wsd bike comparison.

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Trek Madone 4.6 WSD bike review

Trek produced the Madone 4.6 WSD bike in 2012 and can be classified as a Road bicycle, this exact model costs in american market arround $2499.99. Madone 4.6 WSD bike is available in many sizes such as 47cm (centimeters), 50cm (centimeters), 52cm (centimeters), 54cm (centimeters), 56cm (centimeters) and 58cm (centimeters). Trek Road Madone 4.6 WSD can be found in a few colors, among these colors Seafoam Metallic Black . This bike is equiped with Bontrager R2 700x23c tires while the rims are manufactured by Bontrager Race. Trek equiped this exact model with SRAM Apex braking system and Unavailable front hub Unavailable rear hub hubs. To guarantee the comfiest ride Trek used 400 Series OCLV Carbon material for the frame. Bontrager Race VR-S high strength material is used on the handlebar of this Madone 4.6 WSD to ensure the perfect handling while the stems are made of Bontrager Race Lite 31.8mm. For the smoothest biking experience SRAM S350 50/34t is used on this bicycle linked to Unavailable chain chain that is easily replaceable as stated by Trek , the whole system is connected to a high reliability SRAM Rival DoubleTap 10spd gear shift levers.

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• Trek Madone Gen 8 Seatpost

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Madone Gen 8. The ultimate ultra-light, ultra-aero race bike. • Our lightest and fastest road race tech. • New lighter-weight, more compliant IsoFlow technology. • Available in all-new 900 OCLV Carbon (SLR) or 500 OCLV Carbon (SL) • New light, fast, and aero Full System Foil tube shapes.

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Madone SLR 9 Gen 7. $12,749.99. Model 5282728. Retailer prices may vary depending on location and delivery method. The final price will be shown in your cart. Madone SLR 9 Gen 7 is ultralight, insanely fast, and super smooth. It's the ride you reach for on race day when every watt counts and your eyes are on the top step.

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Trek produced the Madone SL 5.5 bike in 2007 and can be classified as a Road bicycle, this exact model costs in american market arround $3,699.99. Madone SL 5.5 bike is available in many sizes such as 50cm (centimeters), 52cm (centimeters), 54cm (centimeters), 56cm (centimeters), 58cm (centimeters), 60cm (centimeters) and 62cm (centimeters).

Trek produced the Madone 4.6 WSD bike in 2012 and can be classified as a Road bicycle, this exact model costs in american market arround $2499.99. Madone 4.6 WSD bike is available in many sizes such as 47cm (centimeters), 50cm (centimeters), 52cm (centimeters), 54cm (centimeters), 56cm (centimeters) and 58cm (centimeters).

Model 5278482. Retailer prices may vary depending on location and delivery method. The final price will be shown in your cart. Madone SLR 7 Gen 7 is the ultimate race machine. An 800 Series OCLV Carbon frame with exclusive IsoFlow technology adds an aerodynamic advantage, cuts weight, and smooths the road ahead.

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Fit technicians. We recommend seeing the expert fit technicians at your local Trek retailer if you fall between two sizes or have a question about the bike size that's right for you. If you don't have a store close by, give us a call at 1-800-585-8735 (M - F) for a quick consult. Find a bike shop Contact us.

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