trek madone slr 9 review 2022

Trek Madone SLR 9 Disc review

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

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The Trek Madone SLR 9 Disc is a great bike – it feels like a technical masterpiece you can live with every day; of course you won't want to ride to work on it! The ride feels quality and it truly does want to take off. The added adjustable ISOSpeed is a great idea and the fact it doesn't hinder anything else, other than add a little bit of weight, is no bad thing. Great work Trek!

Ride quality

Performance

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It is clearly one of the fastest bikes on the market, even a year since its launch. I really enjoyed my time with the Trek Madone and would happily have it back for more riding. Fast, capable, great handling and surprisingly comfortable for such an aggressive bike and that is why it is in for Editor's Choice again.

It's the year of the aero bike as Trek follows suit and launches an updated version of its wind-cheating machine, the Trek Madone SLR 9 Disc.

This is the sixth Madone iteration, the first being launched back in 2003, and although a lot of you might be crying out that it looks exactly like the fifth  Trek Madone,  launched in 2015, it has in fact received many updates despite that similar silhouette.

>>> Best carbon road bikes

The main thing you see here is of course the disc brakes for the new Madone, but you’ll have a rim-brake version to choose from if you so wish, something that other major brands have chosen to avoid. This is because the American brand believes the customer should have options and, truly, the jury is still out on disc brakes.

https://www.youtube.com/watch?v=_H2kJb7rIiM&t=265s

Although it follows the same silhouette of the last year's Madone, the new Trek Madone SLR utilises a new geometry fit. The new H1.5 shape is something that Trek says was asked for by the riders and was developed with the women’s pro team, Trek-Drops. It means more riders can fit the Trek Madone SLR and with a choice of low or high-stack stems you should be able to get a similar fit to the older geo (H1 low, H2 high).

>>> Is women’s specific geometry still relevant in 2018?

With this you get a new two-piece handlebar and stem that offers full cable integration but also versatility. The most impressive thing is that you can get a 5° tilt on the handlebar, something I’ve wanted to see on aero handlebars for a while now. Being two-piece means you can get the right stem length to match the right handlebar width, very important for all us fussy cyclists.

The bars are nicely shaped, the tops are comfortable and feel relatively stiff when out the saddle sprinting – overall a very nice design.

Riding the new Trek Madone SLR 9 Disc

Aerodynamics

What impressed me the most is how fast the bike feels. This is really tangible, even against the likes of the Specialized Tarmac that does in its own right feel lightning quick (and the older version of the Venge ViAS) that I have been riding recently. The bike just flies!

Cycling Weekly's  in-house testing of the last model of the Madone found it to be the fastest bike aerodynamically, closely followed by the  Specialized Venge ViAS , which has also now been updated for the better in 2018 if a little more dramatically than the Trek Madone.

Does the Madone still remain the fastest aero bike available? That is yet to be seen although, according to Trek, it is in fact faster than the previous version despite the inclusion of disc brakes. According to Trek, between 10 and 20 grams of drag has been saved when compared to last year’s rim-brake bike but in the real world this is fairly negligible, representing a watt or two saving at most.

But what I want to know is why Trek hasn't used leverless thru-axles? I mean, it has taken care of every aspect of the bike but sticks a large lever on one side? I just don't get it.

Some of that quick nip will be down to the new wheels and tyres from Trek-owned Bontrager, which provides the Bontrager Aeolus XXX 6 tubeless-ready disc brake wheels and Bontrager R4 320 tyres that even sound fast as you're swooshing along.

Sadly, I haven't been uploading anything to Strava (I know, not on Strava didn't happen right?) but the Trek Madone SLR has felt effortless to ride and you can't help but cruise at 20mph without hinderance.

And the best thing is it doesn't come at the price of handling or comfort.

Comfort v stiffness

Straight out on the road you can tell the Madone is a racing bike. It is hard and fast, so if you are looking for a sofa to sit on, look elsewhere. That isn't to say it can't be a comfortable ride too.

As the Trek Madone SLR 9 Disc now comes with the IsoSpeed decoupler fitted to the top tube so that aerodynamics isn’t compromised but ride quality can be improved, you can tune comfort levels to suit you, whether dictated by terrain, rider weight or rider preference.

This according to Trek also allows for the ride qualities of the frame to be the same across all the sizes.

I initially thought this would mean issues for the consumer: don't give people a choice because it surely creates more complications down the line; just make a bike that is compliant and stiff. How very wrong I was!

In its softest setting it yields 17 per cent more compliance than the older Madone and in the hardest setting it is 21 per cent stiffer. A damper has been added around the seatpost to help reduce rebound by around 13 per cent.

I've ridden the Trek Madone SLR 9 Disc in various IsoSpeed modes to discover what difference to the rear it would make. I learnt that I probably wouldn't ride in the stiffest setting as it was a little too harsh at the rear for me. At that point it was very similar to the likes of the  Giant Propel  in terms of rear-end feel – a little uncomfortable and I needed the odd out-of-the-saddle break.

Towards the middle and softest setting was my preferred mode and I could altogether forget I was riding such a racing machine, let alone an aero road bike that more often than not is too hard to ever be called comfortable.

To be frank about the bike's stiffness, I couldn't really tell that I was getting anything less from the bike in the softest setting, it still whipped up a storm no problem.

However, unlike the Giant it propelled me down descents like a dream. I didn't feel that chatter that stiff aero bikes can suffer from around the bends when pushed, whereby you are skipping across the surface of the tarmac instead of remaining planted and gripping firmly around the corners. It has enough compliance to hold the bends and offer up plenty of ride feel to keep you aware of what is going on underneath.

The Trek Madone SLR 9 Disc Weight-wise we’re looking at around 1,000g for a 56cm frameset according to Trek and my size small 52cm complete is 7.5kg on our scales, which is competitive for an aero bike and is in large part thanks to the use of the high-end and much respected OCLV 700 carbon, the American brand’s highest-grade carbon – although there are lighter aero bikes out there.

That 7.5kg weight isn't felt that much though, even on the climbs, and the bike feels light on its feet, which thanks to the performance and stiffness of the frame helps the bike's feel enormously.

There isn't much you could do to bring it down, I fear. Wheels of course could be replaced with lighter ones if that is what you are after; maybe sticking some lighter components on such as the saddle etc. But I don't think that's needed here. You get plenty of advantage from the aerodynamics so that you don't need to concern yourself too much with weight – but as I say there are lighter aero bikes on the market.

Trek has done an amazing job with the Trek Madone SLR 9 Disc. The American brand has just improved on that, even more, which can only mean I give it a 10/10 to match the £11,050 price tag.

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Symon Lewis joined Cycling Weekly as an Editorial Assistant in 2010, he went on to become a Tech Writer in 2014 before being promoted to Tech Editor in 2015 before taking on a role managing Video and Tech in 2019. Lewis discovered cycling via Herne Hill Velodrome, where he was renowned for his prolific performances, and spent two years as a coach at the South London velodrome. 

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Speeding on the Madone SLR really is very addictive. It's impossible to go out for a gentle jaunt. It wants hammer-time all the time. How it stacks up against other aero bikes needs some proper independent wind tunnel testing, but my seat-of-the-chamois impression, along with speed and power data from regular testing loops, confirms that it's easily comparable to the key rival aero bikes in this sector.

Some bikes just look fast, the Madone actually is fast. A regular proving ground for testing bikes is my local chain gang. Where better than a power hour to put a race bike through its paces, with rolling terrain, some punchy climbs and some fast drags, and people a lot fitter and faster than I am to keep up with? The Madone has given me the best advantage yet, not only allowing me to keep up but also slice a massive two minutes off my PB for the 40km route.

It's clearly insanely fast at high speeds. Get it up to 30kph and the speed really ramps up as you pile on the watts. But it doesn't feel quite as snappy at lower speeds, out of tight corners, and the weight holds it back on steeper gradients.

Handling and geometry

The Madone's handling is race-focused, as you'd expect. The new H1.5 geometry, which replaces the previous choices of slammed H1 and relaxed H2, is well judged. It provided a comfortable fit with a bit of stretch to the handlebar.

I shuffled a few spacers about – an easy task as the aero spacers are split – to get my desired position, a bit lower than standard. In the drops, it's an aggressive position but it's comfortable on longer rides too, but then I am used to race bike geometry which certainly helps.

The new two-piece bar and stem allow more fit adjustment than before, with the angle of the handlebar adjustable to suit your preference. The bar is a comfortable shape with the swept back design providing manageable reach to the hoods and drops.

It's a handlebar intended to be ridden in the drops or hoods the majority of the time – there's no tape on the tops. You can still cruise along gripping this section if you really want. The narrow 38cm width is good for reducing drag and keeping your arms tucked in, but might not be everyone's cup of tea. On a bike of this price, you can easily spec the bar width to suit your requirements.

Better brakes

The biggest improvement over the previous generation Madone, in my opinion, is the change from the custom designed integrated brakes with the head tube flaps (Vector Wings, in Trek speak) to disc brakes.

You'll have your own preference of braking system, and Trek is still offering the Madone SLR with rim brakes. In fact, it's one of the few brands still to offer rim brakes – many rival brands have fully embraced disc brakes with their latest aero bikes.

Compared to the slightly finicky integrated brakes of the previous Madone, the hydraulic disc brakes are easy to live with and required no maintenance during my time with the bike. Power is plentiful and lever feel is perfect for meting out the power smoothly in every situation. I experienced some occasional noise in damp weather but never for long.

Another benefit of disc brakes is increased tyre clearance, with 28mm tyres supported. That's a good option if you want to increase comfort. By contrast, the rim brake Madone only takes up to a 25mm tyre.

Fast and comfortable? Fast or comfortable?

I remember riding some of the first generation aero bikes and coming away impressed with the speed compared with regular road bikes, but less taken with the reduced ride comfort. Big aero tubes aren't good for building compliance and comfort into a bike.

Trek's solution, rolled out with the last Madone and upgraded with adjustability on this second generation bike, is the same IsoSpeed decoupler first developed for the Domane, an endurance bike designed to tame the cobbles of Paris-Roubaix.

Trek has now integrated the IsoSpeed decoupler into the top tube, from its previous location in the seat tube, and made it adjustable, allowing you to choose how soft or firm it is.

The IsoSpeed decoupler basically allows the seat tube and seatpost to move independently of the frame in a controlled manner, with a new elastomer bumper to control the rebound. Undo a couple of bolts and you can move a small slider to choose the firm, soft or somewhere-in-between setting.

If you're going from smooth crit circuits to bumpy normal roads you might adjust it frequently. Or, as in my case, you might play around with it for a few rides then just leave it in the softest setting.

Does it work? Yes, it does. How much compliance does it actually provide? Trek says: 'Compliance at the saddle of a 56cm frame ranges from approximately 119N/mm to 175N/mm depending on the slider's position. According to these figures, the new Madone is capable of both more compliance (+17%) and less compliance (-22%) than its predecessor.'

What does that mean on the road? In my experience the IsoSpeed softens bigger impacts, say if you clip the edge of a sunken drain or pothole when you're in a peloton and can't read the road ahead of you.

But make no mistake, the Madone still provides a very firm and hard ride. It just doesn't seem to be sensitive enough to smooth out poorly surfaced roads, the type where the top layer of tarmac has eroded away, or worse still, surface dressed roads. It's easy to overlook when you're galloping along, but on casual rides I found it a bit tiring.

Frame design

If there's an award for the biggest aero down tube, the Madone wins hands down. No other aero bike goes to such extremes to reduce drag as the Madone with massive profiles at the fork, down tube, seat tube and stays, all intended to reduce drag as much as possible.

The two-tone paint job gives an air of quality, a sparkly gloss paint over matt black. It's one of a handful of stock colour options too, and there's also Trek's Project One where a world of custom paint schemes awaits.

Integration is a key buzzword in bike design these days, and with the Trek Madone it's the IsoSpeed decoupler hidden away underneath the top tube, and a new aero handlebar and stem with greater fit adjustment than the old one-piece aero handlebar.

All cables and hoses are routed inside the Madone, right from the front where they are hidden inside the handlebar and stem and into the frame. The only exposed cabling is just where they exit ahead of the derailleurs and callipers.

The Di2 junction box is hidden inside the handlebar for easy charging and gear tweaking.

Aero handlebars are a prime method for reducing frontal surface area, which is why nearly all aero bikes now feature them. The downside is the limited fit adjustment. Trek's new handlebar uses a design that splits the stem, allowing the angle of the handlebar to be adjusted with a range of +/-5 degrees. Under the stem are four bolts you can loosen to adjust the tilt of the handlebar. Computers and other accessories can be bolted to the front of the handlebar using a GoPro-style mount.

As I said earlier, the Madone uses Trek's new H1.5 geometry. This replaces the previous low and stretched H1 and slightly more upright H2 options. The 56cm model, for example, has an effective top tube length of 559.9mm – we might as well call that 560mm – a head tube of 151mm, a stack of 563mm and a reach of 391mm. Trek says it hits the sweet spot, and I would tend to agree.

The seatpost is an integrated design and is easy to adjust with bolts at the back, but you do want to pay close attention to the manual and the recommended torque settings. The saddle clamp is nice and easy to set up, with individual bolts for adjusting the fore-aft and tilt, and there's a choice of setback to tune your position.

For £10,000, this Trek Madone needs to be the ultimate bike, and it nearly is but for a couple of issues. It's specced with the sort of kit you'd expect on this level of bike, including the Shimano Dura-Ace Di2 groupset, which is flawless.

However, I can't help but question the 50/34-tooth compact chainset on a race bike – surely a 52/36 would have been better, Trek?

The 11-28 cassette is largely standard even on race bikes these days, and I appreciated it on some hillier rides.

Bontrager's Aeolus XXX 6 wheels enhance the aerodynamic performance greatly. They look fantastic and they sound great when you sprint the Madone up to speed. The wide profile provides a good base for the 25mm Bontrager R4 320tpi tyres too, and the wheels are tubeless-ready should you want to ditch the inner tubes. I found the wheels a bit of a handful in strong crosswinds but they were never erratic, you just have to be prepared.

I had zero issues with the Bontrager Montrose saddle nor the two-bolt seat clamp, which as I said above provides easy angle and fore-aft adjustment.

All the parts build up to a 7.7kg weight for the size 56cm bike tested. For comparison, the Specialized S-Works Venge in the same size and with similar parts tickled the scales to 7.15kg, so the Madone is carrying a bit of timber.

The Venge is the main rival that springs to mind because it's the aero bike I tested most recently. The Venge is lighter, cheaper (not by much), includes a dual-sided power meter, has more easily adjustable handlebar and stem, and the ride quality is a notch above the Madone. If it was my money, that's where it would be heading.

Other aero bikes we could throw into the ring include the Cervelo S5 Disc and Cannondale SystemSix (we haven't reviewed these bikes yet), Giant Propel Advanced SL Disc (we tested the £3,000 Propel Advanced Disc last year) and Bianchi Oltre XR2 .

> Buyer's Guide: 18 of the best and fastest 2019 aero road bikes

The XR2 is a good comparison because it also attempts to provide extra compliance by infusing the carbon layup with a special vibration-damping material, and it does provide a pretty smooth ride. It's not in the same ballpark when it comes to aerodynamics and integration, though.

Another rival comes from Trek itself: the recently introduced Madone SL, which brings the price down by virtue of using cheaper carbon fibre, though it still comes out of the same mould so you're getting the same aero performance and IsoSpeed decoupler. That range starts off at £3,600 which, if you love the look of this Madone but want to save a bit of cash, could be the bike for you.

The Madone SLR 9 Disc is ferociously fast and will enable you to smash PRs and dominate road races, with striking looks, some clever integration and a faultless build, but the firm ride makes it a chore to ride on regular roads at less than race pace, and it's a bit portly too. Those gripes aside, it's a very impressive bike, but I'm left just wanting a bit more refinement and finesse.

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

road.cc test report

Make and model: Trek Madone SLR 9 Disc

Size tested: 56cm

About the bike

List the components used to build up the bike.

700 Series OCLV Carbon, KVF (Kammtail Virtual Foil) tube shape, Adjustable Top Tube IsoSpeed, Micro-adjust seatmast, tapered head tube, BB90, flat mount disc brakes, 12 mm thru-axle, invisible cable routing, control centre, precision water bottle placement, Aero 3S chain keeper, DuoTrap S-compatible

Madone KVF full carbon disc, carbon tapered steerer, carbon dropouts, hidden cable routing, flat-mount disc brake, 12 mm thru-axle

Bontrager Aeolus XXX 6 Tubeless Ready Disc, 12 mm thru-Axle

Bontrager R4 320, 320 tpi, 700x25 c

Max tyre size

28 c Bontrager tyres (with at least 4 mm of clearance to frame)

Shimano Dura-Ace Di2, 11-speed

Front derailleur

Shimano Dura-Ace Di2, braze-on

Rear derailleur

Shimano Dura-Ace Di2

Shimano Dura-Ace, 50/34 (compact)

Bottom bracket

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

Shimano Dura-Ace

Not included

Bontrager Montrose Pro, carbon rails

Madone carbon seatpost, 25 mm offset w/integrated light mount

Madone-specific adjustable aero VR-CF, internal cable routing

Bontrager tape

Madone-specific internal cable routing

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

Shimano Dura-Ace flat-mount hydraulic disc

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?

Trek says, "Madone SLR 9 Disc is the hero of the road disc revolution. Advanced road bike aerodynamics, our lightest OCLV Carbon layup, adjustable compliance and a Shimano Dura-Ace Di2 electronic drivetrain make it the final stop in your search for a top-of-the-line aero road bike.

"A lightweight 700 Series OCLV Carbon frame with Kammtail Virtual Foil aerodynamic tube shaping and road-smoothing Adjustable Top Tube IsoSpeed, KVF full carbon disc fork, 12 mm thru axles, an adjustable aero bar and stem, a 2x11 Shimano Dura-Ace Di2 electronic drivetrain, Tubeless Ready Bontrager Aeolus XXX 6 wheels, a micro-adjust Madone seatmast and Dura-Ace flat-mount disc brakes."

Where does this model sit in the range? Tell us briefly about the cheaper options and the more expensive options

Sits right at the top of Trek's aero bike category, it doesn't get better than this.

Frame and fork

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

Exceptional quality, as you'd expect and hope at this price.

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

Highest grade 700 OCLV is used to make the frame and fork.

Tell us about the geometry of the frame and fork?

Uses Trek's new H1.5 geometry which splits the difference between the slammed H1 and laid back H2.

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

The stack and reach are predictably aggressive given it's a race bike, with a long reach and low stack. The new H1.5 cuts a nice compromise between the previous very slammed H1 and upright H2 geometry. I found the fit very good, only moved some spacers to lower the handlebar.

Riding the bike

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

Yes and no. It's not the smoothest ride on rough road surfaces, but the position makes it comfortable on longer rides.

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

It sure doesn't lack the stiffness you want in a race bike.

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

Extremely well for sprinting out of corners and attacking mates.

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

How would you describe the steering? Was it lively neutral or unresponsive? Quite laid back.

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

Handling is a highlight, with good stability at high speeds, and it's pretty docile at lower speeds.

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

You could go up to 28mm tyres, which might certainly impart a bit more comfort for dealing with crappy road surfaces.

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

I'd like to see a 52/36t chainset and a power meter included at this price.

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

No changes.

The drivetrain

Wheels and tyres

Your summary

Did you enjoy riding the bike? Yes

Would you consider buying the bike? No

Would you recommend the bike to a friend? Probably

How does the price compare to that of similar bikes in the market, including ones recently tested on road.cc?

There are quite a few impressive rivals at this price and it compares well against those, but the lack of a power meter is a glaring omission.

Use this box to explain your overall score

I love the speed and handling and looks, but it's not the smoothest ride and the spec doesn't make it the ultimate bike it needs to be at this price.

Overall rating: 7 /10

About the tester

Age: 31   Height: 180cm   Weight: 67kg

I usually ride:    My best bike is:

I've been riding for: 10-20 years   I ride: Every day   I would class myself as: Expert

I regularly do the following types of riding: road racing, time trialling, cyclo-cross, commuting, touring, mountain biking

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David worked on the road.cc tech team from 2012-2020. Previously he was editor of Bikemagic.com and before that staff writer at RCUK. He's a seasoned cyclist of all disciplines, from road to mountain biking, touring to cyclo-cross, he only wishes he had time to ride them all. He's mildly competitive, though he'll never admit it, and is a frequent road racer but is too lazy to do really well. He currently resides in the Cotswolds, and you can now find him over on his own YouTube channel David Arthur - Just Ride Bikes . 

Add new comment

12 comments.

Steve I really feel for you mate.  You'd hope for a few months of silence for that sort of cash and for Trek to maybe support you a little more.

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[quote=ktache]<p>Steve I really feel for you mate.&nbsp; You'd hope for a few months of silence for that sort of cash and for Trek to maybe support you a little more.</p>[/quote]

Thanks ktache

It's a shame because it is a really nice bike otherwise. But, all for naught with poorly made press fit BB.

I have a 2019 Madone SLR 9 eTap. From the first day, bottom bracket creak.

Movement of the bearing on the non drive side has destroyed the frame.

Trek has been quite reticent about taking care of this problem.

Utterly disappointing.

Why is the reviewer comparing it to the 2013 Oltre XR2? The Oltre XR4 is the current model and has been since 2016.

Is this another of these Road.cc recycled articles?

10,000 pound for a reinforced plastic bike!  I bet any money the people at Trek are laughing so much that there must be concerns for health and sanity within the company, not as concerning of course for the loonies that would actually buy something like this at this price.  This bike probably costs pennies to make and the profit margin must be astronomical, nice one Trek.

Trek are not alone of course while people are willing to purchase this 5 minute wonder craze madness at prices that are totally immoral.

The world has gone totally mad, I tell you, you will be telling me next that Boris Johnston will be the next leader of the country, Ha, Ha, Ha, it's so crazy it's not even funny.

Please will somebody wake me up as this dream has become seriously bad and not funny.

yupiteru wrote: 10,000 pound for a reinforced plastic bike!  I bet any money the people at Trek are laughing so much that there must be concerns for health and sanity within the company, not as concerning of course for the loonies that would actually buy something like this at this price.  This bike probably costs pennies to make and the profit margin must be astronomical, nice one Trek. Trek are not alone of course while people are willing to purchase this 5 minute wonder craze madness at prices that are totally immoral. The world has gone totally mad, I tell you, you will be telling me next that Boris Johnston will be the next leader of the country, Ha, Ha, Ha, it's so crazy it's not even funny. Please will somebody wake me up as this dream has become seriously bad and not funny.  

It isn't £10,000 for reinforced plastic.  The Trek frame probably costs less than half the total.

I've read that a lot of people spend £15,000+ on a wedding. Now that is barmy.

Q: Which component would you recommend changing to improve the product? A: None.  Wheels - 6/10....but then again better wheels would no doubt increase the price and lower the already paltry 5/10 value for money score. 

I don't drive.

I have never learned to drive.

I hate cars.

I think they're not only poluting the planet, but also making people selfish and entitled.

But if I were given ten grand to spend, Brewster's Millions style, on a one-off purchase of a form of private transportation, I'd buy something like a Volkswagen Up over this. Even just to park on my drive as an ornamental feature. Or to take apart and admire the engineering of thousands of parts.

£10,000 is simply a ludicrous amount of money for a bicycle. And this one is not even nice to look at.

Plus Trek screwed over Greg Lemond.

handlebarcam wrote: I don't drive. I have never learned to drive. I hate cars. I think they're not only poluting the planet, but also making people selfish and entitled. But if I were given ten grand to spend, Brewster's Millions style, on a one-off purchase of a form of private transportation, I'd buy something like a Volkswagen Up over this. Even just to park on my drive as an ornamental feature. Or to take apart and admire the engineering of thousands of parts. £10,000 is simply a ludicrous amount of money for a bicycle. And this one is not even nice to look at. Plus Trek screwed over Greg Lemond.

It’s only ludicrous if you can’t afford it.

Htc wrote: handlebarcam wrote: I hate cars. I think they're not only poluting the planet, but also making people selfish and entitled. £10,000 is simply a ludicrous amount of money for a bicycle. And this one is not even nice to look at.

True. Once you get above a subsistence level of income and start to be able to afford non-essential "luxuries", there are those who will question how you spend your money. I for example think it is ludicrous to spend £1,000 on a mobile phone, with a useful life of 2 years, after which it is extremely difficult to recycle, but plenty of i-phone users would disagree. There are those who who spend £10,000 on a cruise after which they have nothing to show but a few selfies, or spend £10,000 on a hifi component or camera, or £2k per year on golf club membership, and why not if they have the cash and that's their interest?  But in the context of any of these, a bike, which will probably still be giving somebody some use 15 years from now,  (hence, unlike your unused VW UP, mitigating  the pollution caused by its manufacture and eventual disposal) doesn't seem to be a bad choice.

You could argue that consumerism in general might be screwing the planet, but I'd put bikes a long way down the list of problem items!

Htc wrote: It’s only ludicrous if you can’t afford it.

If you want to try to redefine the word "ludicrous" out of existence, well... that's pretty ludicrous in itself.

It may be expensive, but, I mean this is not a bike you would buy if you're not into cyclism and if you don't have the money to afford it. Inform yourself about high-end bike prices, and you will see that they can price up 16k sometimes. Everything can be expensive when it is high-end. Wanna buy a high-end TV or a high-end gaming PC, 3K at least. Same thing goes about cars!

Imagine you drive in a Porsche and I tell you "woah men at this price I'm better off buying a house" it's the exact same thing. Of course a car is more useful then a bike, but this bike however isn't something you would buy  just to ride occasionnally in the week-end, it's totally for those who practices regularely, and whom are into competition.

Anyways I'm surprised this is only rated 3.5 haha

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Exclusive first ride review of the 2023 Trek Madone SLR 9 Gen 7 – Trek’s aero comfort revolution?

After introducing the 2023 Trek Madone SLR with its unique look and promising updates, we couldn’t wait to put it to the test. We’ve now had the exclusive chance to swing our legs over the € 15,699 Trek Madone SLR 9 eTap Gen 7. Read on to find out how the new aero bike fares with the reduced weight and complexity of the IsoFlow system.

Trek claim to have developed their fastest bike yet with the all-new 2023 Madone SLR, and caused an uproar in the community while they were at it. When the first photos of the 2023 Trek Madone SLR at the Critérium du Dauphiné went live, the online community went nuts. The reactions ran the gamut from “that’s definitely a mad one” all the way to “at first I thought it was a joke, sadly it wasn’t.” There was a lot of speculation, but now we’ve finally got the first in-depth test results.

The 2023 Trek Madone SLR Disc is more than just a looker with its radical design and all-new IsoFlow system. The American brand promise a wide range of advantages and claim to have solved some of the issues of its predecessor. Trek have completely overhauled the existing IsoSpeed damping system, implemented several aero optimisations such as bigger aerodynamic compensation surfaces, according to the latest UCI regulations, and reduced the weight significantly. Besides the striking IsoFlow design, Trek obviously spec the bike with high-end components, including some from their in-house brand Bontrager, and offer deep customisation via the Project One configurator.

Trek IsoSpeed vs IsoFlow – An overview of the differences

Improved aerodynamics of the 2023 trek madone slr 9 etap gen 7.

It’s not just thanks to the new IsoFlow system that the aerodynamics of the 2023 Trek Madone SLR Disc have been improved, but also via the cockpit and therefore the position of the rider. After all, the rider produces the most wind resistance by far: riding on flat terrain, as much as 75% of the total drag is caused by the wind resistance of the rider, from speeds of just 15 km/h. So, there are a lot of gains to be made by optimising the position of the rider. As such, the handlebar of the Madone has been designed specifically for this bike, bringing the rider into an aerodynamically optimised position.

The slightly flared drops should offer improved control over the bike while also optimising the airflow over the rider’s thighs in order to reduce drag. Even the water bottles and the front mech have been integrated into the frame design, and the enlarged bottom bracket area takes advantage of the latest UCI regulations to further improve aerodynamics, like on the new Cérvelo S5 or SCOTT Foil RC .

Trek have attempted to quantify the promised gains. Accordingly, the American brand claim to save 9.3 Watts with the bike’s improved aerodynamics, i.e. the new IsoFlow system, improved tube shapes and cockpit design (without the rider). The optimised rider position alone should save around 10 W, giving you total saving of 19 Watts at 45 km/h in the drops. All these figures are relative to the 6th generation Trek Madone.

Weight optimization – How much lighter is the 2023 Trek Madone SLR 9 eTap Gen 7?

As the predecessor, the 2023 Trek Madone SLR is made of OCLV 800, which is the highest grade carbon that Trek offer. The SLR 9 with the eTap groupset weighs in at just 7.36 kg in size 56, making the 2023 Madone SLR Disc the lightest Madone Disc on the market. In total, Trek say they’ve shaved off 300 g compared to the predecessor, which would be a significant weight reduction. However, the previous Trek Madone SLR 9 Disc Gen 6 we had on test tipped the scales at 7.63 kg in size 56, so the actual weight saving is quite a bit less at 230 g, and that’s compared to a bigger frame size.

Of course, a large part of the weight reduction is down to the new IsoFlow system. Despite all their efforts, however, the Trek Émonda SLR 9 (review here) remains the lightest bike in Trek’s portfolio, weighing in at just 6.86 kg, though the latest generation of the Madone is steadily closing the gap. Whether you stand to gain more from aero or weight optimisation is heavily dependent on the elevation profile of the route, of course. On the climbs, you’ll benefit the most from the lower weight of the Émonda – especially the rotating mass of its wheels. The Madone, on the other hand, can play to its strengths on flat stages and descents.

300 g lighter than its predecessor – the lightest Madone yet.

The 2023 Trek Madone SLR in detail and models variants

The 2023 Madone SLR Disc is available in 6 different models with prices ranging from € 8,199 to € 15,699. If none of the standard models meet your demands, you can let your creativity run wild and even adorn your bike with gold leaf in Trek’s Project One configurator. The new, 7th generation Trek Madone SLR is exclusively available with electronic groupsets. You can choose pretty much freely between SRAM and Shimano, though. From SRAM, Trek offer the Rival eTap AXS, Force eTap AXS and RED eTap AXS groupsets, or the corresponding 105 R7170, ULTEGRA R8170 Di2, or DURA-ACE R9270 Di2 options from Shimano. All the SRAM equipped models also come with an integrated power metre in the cranks. Only the SL models will be available with mechanical groupsets. The SL models will also continue to rely on the old, 6th generation Madone frame featuring the IsoSpeed system, and a different carbon layup. As such, the new IsoFlow technology is reserved for the SLR range for the time being.

Supplied in-house, the 25 mm Bontrager R4 tires keep the bike grounded. These are fitted to Bontrager Aeolus RSL wheels with a rim depth of 51 mm, which, unlike the R4 tires, are tubeless-ready. Before converting to a tubeless setup, therefore, you won’t just need tubeless valves and sealant, but also new tires. Trek recommend a maximum tire width of 28 mm, which they say should give you 6 mm clearance around the tires. If you want to make the most of this clearance and fit wider tires, it’s up to you to decide how far you want to risk pushing this limit. However, doing so isn’t officially Trek approved.

Trek Madone SLR 9 2023

Specifications.

Seatpost Madone 0 mm Brakes SRAM RED eTap AXS HRD 160/160 mm Drivetrain SRAM RED eTap AXS 2x12 Chainring 48/35 Stem Madone 90 mm Handlebar Madone 420 mm Wheelset Bontrager Aeolus RSL 51 12 x 100/12 x 142 mm Through Axle Tires Bontrager R4 700 x 25C 28 Cranks SRAM RED AXS Power Meter 172.5 mm Cassette SRAM XG-1290 10–33T

Technical Data

Size 47 50 52 54 56 58 60 62 Weight 7.4 kg

The seat post and handlebar are made especially for the 2023 Madone Disc. The seat posts are available in 4 different variants. Frame sizes 47 to 54 come with a short seat post whereas sizes 56 to 62 come with a long version. Adapting the seat post length according to the frame size is necessary since the seat mast is too short to offer a wide range of adjustability. By making the seat post clamp reversible, Trek were able to maximise the adjustment range, allowing you to adjust the saddle height by 70 mm with both the long and short seat post. Unlike our test bike, the seat post is colour matched, and it comes with 0 mm offset as standard, though there’s a 20 mm offset version available.

The cockpit of the 2023 Madone SLR Disc is made of one piece. Allowing you to dial in the fit, Trek offer 14 different sizes of the one-piece cockpit, which get specced according to the frame size or the customer’s request. If that still doesn’t let you get comfortable, you can fit any stem and handlebar combination you want, as long as it relies on a 31.8 mm clamp. All you need is a special headset cover. The stock bike features a big 160 mm rotor up front and rear, making sure there’s enough braking power. Nothing has changed with regards to the cable routing, remaining almost completely hidden – you can only see a short section of the brake lines peeping out just before they reach the callipers.

As before, the 2023 Trek Madone SLR Disc is compatible with Trek’s Blendr range of lights. There’s a front Blendr mount included with the bike. Unfortunately, you’ll have to buy the mount for the Madone SLR seat post separately – we would have preferred if it was the other way around. After all, you want to be seen by other road users first and foremost. Of course, if you’re going to be training or riding day and night and in all conditions, it’s best to have both. Since it’s reliable and easy to maintain, Trek remain true to the T47 bottom bracket standard. That said, the 2023 Trek Madone SLR Disc is also compatible with 30 mm crank axles – you must just make sure that you’re using the correct bearings.

The geometry of the 2023 Trek Madone SLR Disc

As before, Trek have gone with their “moderate” H1.5 geometry for the 2023 Trek Madone SLR Disc, which sits between the more aggressive H1.0 geometry and the H2.0 variant that they use for their endurance road models. The rider gets put into an aerodynamic position predominantly via the handlebar. The bike will be available in Trek’s usual 7 sizes, ranging from 47 to 62 cm.

The 2023 Trek Madone SLR 9 eTap Gen 7 on the road – Our first ride review of the new IsoFlow aero machine

The 2023 Trek Madone SLR 9 eTap Gen 7 looks like it’s raring to go just standing there, looking like it’s in a continuous state of tension and striking a good balance between clean, simple lines and high-quality details – our high expectations of the bike were high. Once aboard the bike, you can feel the flex and pleasant level of compliance offered by the IsoFlow system. While it isn’t adjustable, the amount of flex changes depending on how far you’ve got the seat post sticking out – 77.5 cm in our case. It does a good job of filtering out small bumps, and even bigger impacts get mitigated by the bike before being passed on to the rider. There’s nothing to stop you from taking on longer tours on rough asphalt and poorly maintained roads. The comfort offered by the rear end stands somewhat in contrast to the stiff front end, only providing a bit of compliance when you’re in the drops – if you hit corrugations with your hands on the hoods, you’ll feel your teeth rattle.

Cruising leisurely aboard the 2023 Trek Madone SLR 9 eTap Gen 7, you’ll quickly realise that that isn’t the bike’s forte. At slower speeds, the handling feels slightly nervous, and the front wheel tends to tip from side to side. This wasn’t an issue when winching our way up steep climbs, but it doesn’t instil you with confidence when rolling slowly up to a red traffic light as you wait for it to turn green. When get up out of the saddle and put the hammer down, however, the bike surges forward and begs for more. The stiff bottom bracket transfers your pedalling input with minimal losses, quickly propelling the bike up to cruising speed despite the deep and therefore relatively heavy 51 mm rims. Once you’re at your desired speed, the bike will hold that pace with ease, not least thanks to the ergonomically and aerodynamically shaped cockpit: the gentle back-sweep puts you in an aero position with your elbows tucked in while the flared drops offer plenty of control and a higher level of compliance. The rounded edges of the tops are pleasant to hold on to in case you feel like assuming a more upright position. Assume the aero position, though, and the 2023 Trek Madone SLR 9 eTap Gen 7 seems to crave speed, so much so that we feared running out of gears on flat terrain.

Once you’ve summited the peak and start heading downhill, the 2023 Trek Madone SLR 9 eTap Gen 7 really comes into its own. The handling feels planted and composed at high speeds, yet it remains responsive and precise enough for spontaneous corrections in the peloton or to swerve around a pothole that you didn’t see coming. Trek have struck an excellent balance with the bike’s handling at speed. The bike does get pushed sideways by crosswinds, but it does so evenly and remains easy to control. It doesn’t get jerked around and feel nervous at all! Only the tires tend to lose traction and slide out during hard braking manoeuvres on wet asphalt – we would have preferred a set of tubeless-ready 28 mm tires instead.

You can make the bike significantly more comfortable by fitting a pair of wider tires, though it’s an excellent all-rounder in the stock configuration, nonetheless. All in all, the 2023 Trek Madone SLR 9 eTap Gen 7 has become significantly more versatile: it’s become lighter and more aerodynamic, it’s a better climber and it’s less complex thanks to the new IsoFlow system, which is a boon for both home and pro mechanics. An (almost) complete all-rounder.

Who is the new 2023 Madone for?

Whether pro athlete or ambitious privateer, criterium or steep Alpine passes, the 2023 Madone Disc is aimed at those who have need for speed. If you know Trek, you will know that the SLR range isn’t aimed at the masses, but rather at pros and all those who dream of being one – assuming you’ve got the money. Still, the components make this aero bike a superb all-rounder for all those looking to save some Watts. If you prefer flying under the radar as you enjoy your training rides, the polarising design of the Madone clearly isn’t the right choice as other riders will try to quiz you about it wherever you go. That’s exactly what some riders want, so it all depends on the type of rider that you are. Want that race feeling, but far away from traffic and asphalt? Then check out our review of the 2023 Checkpoint SLR 7 with its integrated storage compartment (find the review here).

Tuning-Tipp: downsize for more comfort, due to the longer seat post extension | 28 mm tubeless tires

Our conclusion on the new 2023 Trek Madone SLR 9 eTap Gen 7

The updates made to the new 2023 Trek Madone SLR 9 eTap Gen 7 have made it significantly more versatile. It doesn’t just look damn fast; it is damn fast, too. And the handling remains responsive at high speeds without lacking in stability. The clever new IsoFlow system reduces the bike’s complexity while offering a similar level of compliance. As such, the new Trek Madone serves ambitious (hobby) racers well and has what it takes to get you on the podium.

• very balanced handling at high speeds
• reduced complexity and improved aerodynamics of the IsoFlow system
• customisation options thanks to the Project One configurator
• high-quality workmanship

• the damping of the IsoFlow system isn’t adjustable
• the Bontrager R4 tires lack grip

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: Julian Schwede Photos: Mike Hunger

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Trek Madone SLR 9 Gen 7 Review

Are you in the market for a new road bike? Look no further than the Trek Madone SLR 9 Gen 7.

With its sleek design and advanced features, this bike is a game-changer for cycling enthusiasts.

But before you make your purchase, it’s important to know all the details and what sets it apart from the competition.

When it comes to road bikes, Trek is a brand that is synonymous with quality and innovation.

The Madone series has been a favorite among cyclists for years, and the latest addition, the SLR 9 Gen 7, is no exception.

Packed with cutting-edge technology and top-of-the-line components, this bike promises to take your cycling experience to new heights.

In this review, we will delve into the features and performance of the Trek Madone SLR 9 Gen 7.

From its lightweight frame to its aerodynamic design, we will explore why this bike is garnering so much attention in the cycling community.

Whether you’re a professional racer or a recreational rider, this article will help you determine if the Trek Madone SLR 9 Gen 7 is the right bike for you.

– Lightweight and aerodynamic frame: The Madone SLR 9 Gen 7 features a 800 Series OCLV Carbon fiber frame that is both lightweight and aerodynamic, allowing for maximum speed and efficiency on the road.

– IsoFlow technology: The bike is equipped with Trek’s patented IsoFlow technology, which shaves weight, improves aerodynamics, and provides a smooth ride by absorbing road vibrations and reducing fatigue.

– H1.5 fit: The Madone SLR 9 Gen 7 offers Trek’s H1.5 fit, which provides a more relaxed and comfortable riding position without sacrificing performance.

– Shimano Dura-Ace Di2 electronic drivetrain: The bike is equipped with a top-of-the-line Shimano Dura-Ace Di2 electronic drivetrain, providing smooth and precise shifting for optimal performance.

– Bontrager Aeolus RSL 51 carbon wheels: The bike comes with Bontrager Aeolus RSL 51 carbon wheels, which are lightweight and aerodynamic, allowing for faster speeds and improved handling.

– Integrated handlebar and stem: The Madone SLR 9 Gen 7 features an integrated handlebar and stem system, reducing drag and improving aerodynamics.

– Disc brakes: The bike is equipped with Shimano hydraulic disc brakes, providing powerful and reliable stopping power in all weather conditions.

– Bontrager Aeolus P2 RSL saddle: The bike comes with a Bontrager Aeolus P2 RSL saddle, which offers comfort and support for long rides.

One of the standout features of the Trek Madone SLR 9 Gen 7 is its aerodynamic design.

The frame and fork are optimized to reduce drag and increase speed, making it perfect for racers or those who simply want to go fast.

The bike also features integrated brakes, which not only enhance the aerodynamics but also provide powerful stopping power.

Another impressive aspect of the Madone SLR 9 Gen 7 is its advanced IsoFlow technology.

This technology allows the bike to be more aerodynamic and absorb vibrations from the road, resulting in a smoother and more comfortable ride.

Whether you’re tackling rough terrain or long-distance rides, the IsoFlow technology ensures that you won’t feel every bump in the road.

Performance

In terms of performance, the Madone SLR 9 Gen 7 is equipped with top-of-the-line components.

It features a Shimano Dura-Ace Di2 electronic drivetrain, which provides precise and quick shifting.

The bike also comes with Bontrager Aeolus RSL 51 carbon wheels, which are lightweight and offer excellent aerodynamics.

Overall, the Trek Madone SLR 9 Gen 7 is a top-tier road bike that delivers exceptional performance and comfort.

Whether you’re a competitive racer or a recreational cyclist, this bike is sure to impress.

With its aerodynamic design, advanced technology, and high-quality components, the Madone SLR 9 Gen 7 is an investment that will enhance your cycling experience.

Order yours online today and pick it up at your local Trek store, or have it shipped to your home!

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Trek Madone SLR 9 eTap

• AUS $ NZD $ USD $ CAD $ GBP £ EUR €

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

Weight / 56 - 7.65 kg / 16.87 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 SRAM RED D1, 12 speed
• Crank Size: 47 SRAM RED AXS Power Meter, 48/35, DUB spindle, 165mm length Size: 50, 52 SRAM RED AXS Power Meter, 48/35, DUB, 170mm length
• Bottom Bracket SRAM DUB, T47 threaded, internal bearing
• Front Derailleur SRAM RED eTap AXS, braze-on
• Rear Derailleur SRAM RED eTap AXS, 36T max cog
• Shifters SRAM RED eTap AXS, 12 speed
• 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, 60, 62 Size: 58, 60, 62
• 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 eTap?

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

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

A 2022 Trek Madone SLR 9 eTap weights 56 - 7.65 kg / 16.87 lbs.

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

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2023 Trek Madone SLR long-term review

The "ultimate race bike" has only a few minor flaws – and the hole in the seat tube isn't (exactly) one of them..

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What it is: Trek’s latest take on its “ultimate race bike”: an aero race bike with striking design cues. Frame features: IsoFlow seat tube cutout, dramatically reduced weight, claimed 19-watt improvement over predecessor. Weight: 7.4 kg (16.3 lb, actual weight, 56 cm size, without pedals). Price: US$13,200 / AU$18,000 / £13,800 / €15,000. Highs: Feels fast, light, responsive, and agile. Corners beautifully. Lows: Seriously expensive, IsoFlow equals spray flow, fit can be tricky.

It’s unclear if Groove Armada were actually singing about aero frames when they famously sang, “If everybody looked the same, we’d get tired of looking at each other.” I think it was a former colleague of mine, Dave Rome, who said the silhouettes of many aero frames are almost indistinguishable [ Speak for yourselves, guys; I aced this quiz – James ].

Someone at Trek is apparently a Groove Armada fan.

As many aero bike designers seemingly converge on similar concepts, Trek had other ideas. The latest Madone retains the aero theme but introduces a uniquely identifiable and radical new design concept in Isoflow – aka, “that hole in the seat tube”. There’s no mistaking the silhouette of this bike. 

Trek officially announced the new Madone  on the eve of the 2022 Tour de France. We hadn’t yet ridden the bike then, but  our article covering that launch  delved into all the updates and improvements Trek claimed the new Madone offers so feel free to head over there for a recap of all the nitty gritty details on the new bike. But having ridden the new Madone on and off for the better part of five months now, we now have a long-term review of this striking new aero rig. 

Trek claims the Madone is the “ultimate race bike,” and first impressions of the new bike suggest they might have a point. The Madone is one of just a handful of bikes that have immediately felt like a tangible step forward on the first ride. 

Given the sheer size of its aero tubing, 50 mm-deep rims, electronic groupset, and standard power meter, it feels lighter than the already relatively lightweight 7.4 kg it actually weighs. But aside from the lower weight, every tube, corner, and angle of the new frame, fork, and bar-stem is also designed to make the new Madone faster, lighter, and almost as compliant as the outgoing frame.

On the road, the new Madone feels fast, light, responsive, and agile, and it handles beautifully. That Isoflow seat tube hole is said to add compliance, and it seems to, even if it doesn’t quite match the older (and much heavier) Isospeed system for comfort. However, the Madone is still a race bike, and rides as such. If the Madone was a dance, it’s like a wiggle-your-butt rather than a shake-your-hips move over the cracked and poorly surfaced roads I mostly ride on. It’s a balance I like and the ride feels fast, regardless of how fast it actually is. 

It’s a real eye-catcher, too. Rarely has a bike received as much attention as the new Trek. Riders and non-riding public alike commented both positively and negatively on its bold, chunky design. The Madone received the full spectrum of comments all the way from “that thing is insane” and “I love the paint job” to “what’s with the hole?”, “there’s no decals; is that still a prototype?” and the most frequent question, “is that an e-bike?”

The Madone might have speed and performance at the core of its “ultimate race bike” tagline, but in that moment, I couldn’t have cared less how aero, stiff, light, or aerodynamically efficient it is. It feels amazing, and for many riders, that’s plenty. 

If I’d bought the new Madone purely for a good time, I’d have been a happy rider. As many of you will know, though, I always have at least one eye on maximising performance, and the new Madone threw up a few questions. 

Questions like, why 25 mm clincher tyres? In an age when almost everybody is going wider, on a frame with ample clearance (even if officially clearance is limited to 28 mm), and on 30 mm-wide rims better suited to wider tyres, why has Trek opted for 25 mm as stock? The tan sidewall Bontrager R4s look fabulous and certainly aid with the weight reduction Trek had targeted for the new Madone, but I had to swap these out for 28 mm tyres. 

You might want to upsize the tyres also, and that’ll come at an additional cost to what is already an expensive bike. Furthermore, you’ll also need to budget for tubeless rim tape as the product manager for the Madone is apparently on #teamtubeinside: the stock rim tape isn’t tubeless-compatible.

Then there is the fit. Everything else being equal, moving to a narrower handlebar reduces the effective reach to the levers and increases the rider’s torso angle. Despite this, Trek still fits a relatively short 100 mm stem on a 56 cm frame. As a result, many riders will end up in a more upright position that could possibly negate the aero gains of a narrower setup. Consider if you need a longer stem before ordering the frame and one-piece cockpit.

Fit aside, I found the new bar-stem combo remarkably comfort for such a performance-focused design. The tops are shallower and feel much more akin to a traditional round bar. There is a subtle flare to the drops for a wider position when getting low on the front. And Trek has incorporated an almost platform-like section just behind the hoods which proved perfect for resting my forearms on when riding in the “aero hoods” position (just don’t tell the UCI ).

Lastly, on fit, I found my 75 cm saddle height is just about the minimum saddle height actually achievable with some saddles and the longer 200 mm seatpost supplied on my review bike. There is a shorter 150 mm seatpost worth considering if you, like me, run a lower than average saddle height for your height or frame size. 

So about that hole

Finally, there was the question of Isoflow. It is a unique approach, and aesthetically, it has grown on me. I appreciate Trek is doing something unique, but inevitably, people will have questions as to why and what benefit there is to having a hole in the seat tube. 

Trek says Isoflow offered the trifecta of reduced weight, improved compliance, and better aerodynamics. When the bike was launched, Trek explained how the Isoflow concept was initially the result of aerodynamic analysis and included for its aero gains. It was only later that Trek found the added benefits of reduced weight and improved compliance. 

I can’t quantify exactly how much weight Isoflow offers on its own as compared to the much more complex IsoSpeed system on the previous-generation Madone. Given how the new seatstays now extend all the way to the top tube, and what appears to be an increase in the amount of carbon fibre material in the area, I can’t imagine the savings are huge. However, omitting IsoSpeed also eliminates a lot of that system’s hidden internal parts, and if you take Trek’s 300-gram overall claimed weight savings here at face value, it seems fair to assume the switch to Isoflow accounts for a decent chunk of that.

As mentioned earlier, Isoflow does offer improved ride compliance compared to what you’d expect for an aero frame with these sorts of tube cross-sections, but again, the Madone is a hard-core race bike, and it feels as such. It is not fair to expect it to feel like a Domane or any other endurance road bike. That said, the Isoflow Madone is amongst the comfier of aero-focused rigs I have had the pleasure of riding while blasting down country lanes. 

So that just leaves the aero question. How much faster is having a hole in the seat tube? The answer is far from clear-cut. Before delving into any aero testing results, it is worth remembering while Trek’s headline 19-watt saving with the new Madone sounds huge – and it is – Trek also explained more than half those watts were found by helping the rider into a more aerodynamic position. The rider is always the largest drag contributor within the entire system, so while that makes the 19-watt figure a little misleading at first, I like that Trek at least recognises this and has also focused on improving the rider position instead of just the bike. 

Trek attributes only around three of the remaining 10 watts or so of aero savings to Isoflow, with the remainder coming from the new Kammtail tubing, the aero bar tops, the new head tube, the taller bottom bracket area, and other frame features. Long story short, the Isoflow is just one small part of the entire aero upgrade package on the new Madone.

Furthermore, the seat tube is a notoriously tricky aerodynamic puzzle to solve. A rider’s legs generate a lot of turbulent airflow that can go anywhere and do anything. Trek claim the Isoflow hole channels the airflow into a low-pressure zone behind the frame, thereby reducing drag. That turbulent airflow may very well get channeled through the hole, but does it also reduce the turbulence? And what about the seatstays? The extra length mentioned above also doubles a single-seat tube’s surface area. Does that create more drag, and can the aero benefit of Isoflow outweigh that extra drag for an overall net improvement? Not only are these difficult questions to answer, but they are likely very condition-dependent. I have little doubt, given the right conditions, that Isoflow likely is faster. Trek tested the Isoflow at 45 km/h in a wind tunnel and using CFD, but I still wondered how it might compare in the real world.

To get an answer, I turned to Aerosensor and a piece of leftover foam used for packing bikes. 

I shaped the piece of foam to mimic the shape of the seat tube, jamming into the Isoflow opening. Using the Aerosensor, I did a series of tests across several days assessing the Madone’s baseline drag over several out-and-back runs and compared that with test runs with the makeshift foam seat tube. The baseline and test run consisted of four repeats, each of a 2.4-km out-and-back route, alternating between baseline and test runs. 

Long story short, the Madone tested marginally faster in every run with the foam insert partially closing the Isoflow opening. While it is not possible to extrapolate exactly how or why we see these results, one theory is that the foam offers a chance for the airflow to reattach and flow smoother into that space behind the frame. Another theory is the ~35 km/h speed of our repeats wasn’t fast enough to reflect Isoflow’s true potential. 

On paper, our results are perplexing. Trek was quite open to hearing my test protocol and was happy to admit different tests may elicit different results. Furthermore, my testing simply compares two configurations of the same bike. It doesn’t compare the next Madone to the previous-generation bike or any other aero bike on the market, but the results are curious regardless, and only goes to further demonstrate the complexity of aerodynamic bike development.

Either way, an honourable aero mention goes to the Bontrager Aeolus RSL 51 wheelset, which repeatedly out-tested several other premium wheelsets – of either similar or taller section depth – using the same testing protocol.

Many riders and engineers expressed concerns about Isoflow’s structural rigidity when Trek unveiled the new concept. While I am no engineer, I have taken zero precautions and subjected the Madone to some severe hits going full-send down some of the worst roads Ireland has to offer. So far, there have been no zero indications of any forthcoming failures. 

As I mentioned earlier, the new Madone feels phenomenally fast and provides one heck of a thrilling ride. Even considering the aero testing results, tricky fit, and humongous price tag, I’d gladly take the Madone racing seven days a week if it wasn’t for one minor issue that is could prove a deal breaker for me. It’s that hole in the seat tube, but not for any of the reasons mentioned above. 

You see, I live in a rather soggy part of the world, and they say you don’t appreciate what you have until it’s gone. In this case, I didn’t appreciate before just how much rear tyre road spray is blocked by the seat tube, and with that Isoflow opening, my water bottle cap now fully exposed to it. It’s a similar case for the surprisingly vulnerable seatpost clamp area. I’d certainly like to see some sort of plug or cover there.

To flow or not to flow

For me, the new Madone’s real party trick is not the Isoflow, but that it offers all the aero tweaks and outright performance without compromising on day-to-day ridability. Beneath all its Isoflow openings, integrated one-piece handlebars, and oversized Kammtail tubing hides a normal bike with a threaded bottom bracket, easily adjustable stem and accessible (perhaps overly accessible) seatpost clamp. And while Isoflow may or may not provide an aero gain and reduce frame weight, it does provide enough ride compliance for what is still a pure race bike.

Minor quirks aside, Trek has produced a superb race bike. The new Madone is performant, a joy to ride, and unique. I applaud Trek for tackling rider aero drag and loading the new Madone with narrow bars; just remember to check the stem length before ordering.

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• Rider Notes

2024 Trek Madone SLR 9 Gen 7

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

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Madone SLR 9 Gen 7

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4'11" – 5'3"

5'1" – 5'5"

5'3" – 5'7"

5'5" – 5'9"

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• 5'11", size 56cm, Fits small
• 5'7", size 52cm, Just right

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

Sub 800g frame weight (Size M/L) is much lighter then before

Improved ride quality and comfort

Simplified headset compatibility

Aero bottles are an integral part of Trek's aerodynamic claims for the bike

Offered in only six frame sizes (down from eight)

Read Review

Jun 2024 · Peter Stuart

Trek's new Madone supersedes its aero champion and kills off the Emonda altogether - so is this one bike to rule them all?

Fantastic ride quality and comfort

Rigid in power transfer and handling

Stunningly light

A blisteringly fast bike

The accompanying water bottles may take some getting used to

Nov 2023 · Mat Brett

It had its idiosyncrasies – including flip-out 'Vector Wings’ in the head tube – but we wish every new bike offered as many interesting features as the Trek Madone 9 Series did back in 2015

Oct 2023 · James Huang

The same cutting-edge aerodynamic performance of Trek’s flagship Madone SLR, distilled into a much more affordable package.

Heaps lighter than before

Tangibly speedy

Surprisingly good ride quality

Superb handling

Lots of tire clearance

User-friendly two-piece cockpit

Sharp lines.

Polarizing IsoFlow aesthetics

Poor weathersealing

Narrow wheels and tires.

Trek's new Madone SL Gen 7 is set to deliver SLR performance at a (much) lower price point. So — is the Madone SLR worth the extra money?

Aug 2023 · Troy Templin

The Trek Madone SL Gen 7 now completes the line matching the more expensive SLR and offers almost the same ride quality.

May 2023 · Simon von Bromley

The seventh-generation Madone is an excellent all-round performer, but it comes with a big price tag

Composed yet fast

Innovative design

Front end can run both integrated and non-integrated handlebar setups

Wide range of frame sizes

No power meter

Mid-range tyres and cheap inner tubes don’t belong on this bike

Dec 2022 · Sam Challis

The new Madone is leaner, meaner and wickedly quick

Very fast ride feel

Smart componentry design

Light weight

Narrow bars take some getting used to

Vulnerable in gusty conditions

First added July 11

Last updated August 17

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Trek Madone 9.0 review

A magic carpet ride — if you can fit within the parameters

Ben Delaney / Immediate Media

Ben Delaney

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

Steep price, tight fit parameters, toe overlap

The Trek Madone is the most comfortable aero bike I've ridden by a long shot, and its ultra-clean front end and massive, sculpted tubing deliver not only a fast but a luxuriously quiet ride. There are no sloppy cables whistling in the wind here.

The catch? This magic carpet comes with a tight fit window: the front end is a touch high for a race bike, the seatmast's vertical adjustment is limited, and the front wheel has toe overlap and a limited turn radius. But if you fit, you will fly.

• Tunnel test video: How slippery should your aero road bars be?
• How to ruin an aero road helmet (don't do this!)
• 10 of the best deep aero wheels lab tested

Trek Madone 9.0 highlights

• Same frame and fork as $12,000 / £12,000 / AU$13,499 Madone 9.9
• Normal stem and adjustable aero handlebar
• Shimano Ultegra group with Madone Aero brakes
• Bontrager Aeolus Comp Tubeless Ready 50mm wheels
• 50-62cm sizes, four color options
• $3,999 / £3,500 / AU$5,499

One Madone that breaks (a little) free of certain fit constraints

In late 2015 Trek overhauled the Madone as an ultra-aero race machine, with not only cables but the brakes themselves hidden from the wind. The bike received plaudits from several cycling outlets includin g BikeRadar for its aero performance and its comfort, thanks largely to Trek's IsoSpeed flex design, which allows the seat tube and seatmast to flex as one.

But while the bike managed to avoid the typical pitfall of early aero bikes — they're fast, but they ain't comfy — it did proceed with a typical aero compromise of ergonomic adjustability in favor of an ultra-clean integrated bar/stem that is demonstrably faster.

For context, most major companies with a high-end aero bike sell it with some form of integrated bar/stem, for the same reason: it's aerodynamically faster than a round bar and normal stem by a significant margin. Most companies claim at least a 4-watt improvement. (A good aero bike has a total drag number in the 70-watt range.)

And while integrated bar/stem cockpits work well for many riders, some people would prefer particular bar shapes, or bar angles, or at least the ability to make changes. With an integrated design, you get what you get.

The Madone 9.0 is the first Madone to come with separate bar and stem components. Yes, it's marginally slower in a wind tunnel, but you can easily adjust the bar angle or, like I did, replace the stock stem as needed.

Front and rear fit constraints — versus the competition

Like most of the other Madone bikes, the 9.0 comes in Trek's H2 fit. The lower H1 fit is only available in Project One, which adds $1,500 to the price.

As such, the Madone 9.0 has a slightly taller stack height than other aero bikes. Stack is the vertical difference between the top of the head tube and the center of the bottom bracket. Front-end height comparisons are often done with head-tube measurements, but this doesn't account for differences in various bikes' bottom bracket heights.

For comparison in size 56cm bikes, Canyon's Aeroad has a stack of 55cm, Specialized's Venge ViAS a 56.4cm and Cervélo's S5 a 56.5cm to the Madone's 58.2cm.

All the Madone sizes have a relatively tight saddle adjustment window. The 56cm bike has a saddle height range of 67-76cm.

For me, at 6ft with short legs, I had the saddle all the way up to 76cm and a 120cm stem all the way down, and would have appreciated another centimeter or two of handlebar drop. Fit, of course, is highly personal — just be sure the bike always fits you, whatever it is!

Aero brakes: decent power and, gasp, a delight to work on

Trek isn't the first company to experiment with hiding the brake calipers from the wind, but I believe they have done the best job thus far. By extending the frame's front section to house the front brake cable, Trek reduced drag substantially compared with bolting a standard caliper on the front of the fork.

The little cuckoo-clock panels flip open when you turn the bars, allowing the brake and housing room to move. (No cuckoo bird pops out, though, unfortunately.)

I hate rim calipers positioned underneath a frame's bottom bracket. At best, they are a chore to work on, and quickly gather grime. At worst, they are a literal drag, causing brake-pad rub when out of the saddle. Trek keeps the Madone's rear brake where it should be — up on the seatstays.

The power is decent for a rim brake. A Dura-Ace caliper it ain't, but modulation is predictable. The spectrum of aero brakes runs from horrible/dangerous to pretty good. These are pretty good. I tested the bike quite a bit with carbon wheels as well, where the power is adequate when used with SwissStop pads.

Perhaps most surprising to me was how easy it is to work on the brakes. Swapping and then adjusting the pads is easier than on most standard calipers. Seriously. In the absence of a barrel adjuster, Trek has a screw to adjust width on each side, and another to adjust toe angle.

Ride quality: a magic carpet

By now, you have probably seen enough aero-drag graphs and charts to understand that aero shapes are faster than round shapes, especially at higher speeds. I did not take the Madone into a wind tunnel, but my friend Dan Cavallari at VeloNews did. You can get his data and conclusions versus the Specialized Venge ViAS here . I did take the bike out for a few hundred miles, often on fast group rides and solo jaunts, and the thing is tangibly faster than a round-tubed bike with box-section wheels. During the year I switch between a number of test bikes, and the back-to-back rides really highlight differences.

Two things stand out with the Madone. It's fast! (Of course, your body position is the major factor here. But with that normalized, the Madone is perceptibly quick.) And two, it is more comfortable than many standard road bikes, never mind aero bikes, thanks to the full-flexing seatmast and seat tube.

I have an older Scott Foil that I love racing crits on, and while I ride it on dirt roads, it's not my first choice for mixed-surface riding. The Madone, on the other hand, I'd take on any ride.

With Trek's stout BB90 chassis, you still get plenty of firm pedaling efficiency when in and out of the saddle.

The wheel depth of the Bontrager Aerolus Comp 5's is manageable in crosswinds. I rode the bike on many gusty days and did a few days with Mavic's new 65mm Comete Pro Carbon SL tubeless wheels . On one fast group ride, I managed to plow straight into a pothole deep enough to crack the Mavic rear rim . After checking everything out — and opening the rim brake caliper — I rode back home without incident. Would I have crashed on a stiffer aero bike? Who knows. But I can say it is nice to have a forgiving frame underneath you when unexpected bumps and holes appear.

Wheels and components

The Bontrager Aeolus Comp 5 wheels can be set up tubeless but come with 25mm standard clinchers and tubes. Although not as light as all-carbon hoops, the aerodynamics of the metal-rim-with-carbon-fairing design are very similar. And you get the more consistent braking of an alloy track. A downside is that they can take in water at the spoke holes. (There is a hole on the side to release the water.)

Current-edition Shimano Ultegra continues the Japanese company's fine tradition of an excellent second-tier group that for all intents and purpose functions very much like Dura-Ace but with a few more grams. My one gripe with the mechanical Ultegra is how the inner shift lever on the lefthand control can pop slightly outside the primary brake lever on rattling roads. It doesn't affect performance at all, but it's annoying. Dura-Ace levers don't do this.

One curious spec choice is the compact 50/34t crank. When paired with the 11-28t cassette this is a great everyday setup, but it seems like amateur racers, in particular, would be drawn to such an aero bike. They might want, if not necessarily need, a 52/36t crankset. If this is a concern, it is likely that your local Trek dealer could swap it out for you. I suspect that, like the H2 geometry, Trek studies customer fit data carefully, and makes decisions based on the bulk of rider numbers.

Bottom line: Certainly the most comfortable and among the fastest aero bikes on the market

The Trek Madone fuses two seemingly incompatible traits: it is a very fast and very comfortable bike. The 9.0 build is the most inexpensive — but still not cheap — model, and the only one with separate and therefore adjustable stem and handlebar.

If you want to look at third-party aero numbers, check out Dan Cavallari's VeloNews piece where he put the top-end Madone against the top-end Specialized Venge ViAS in the A2 Wind Tunnel and found the Venge to be faster . For context, A2 found both to be faster than Cervélo's S5.

The fit, as discussed, is Trek's H2 geometry, which is slightly higher at the front end than other aero bikes. As with Trek's Emonda, a lot of riders will get toe overlap on the Madone, because of its short and sharp front end. So investigate carefully before you buy — but if everything fits, I doubt you will be able to find a bike as fast and comfortable as this one.

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