trek madone project one 2019

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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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Trek Madone SLR 9 Disc 2019 Review

The Best. Le Meilleur. The latest generation of the Trek Madone SLR 9 Disc promises to be even faster, more aerodynamic and lighter. With its oversized tubing and eye-catching paint scheme, the 2019 Trek Madone SLR 9 Disc definitely stands out, and thanks to the IsoSpeed suspension, supposedly even aero bikes can be comfortable. Has Trek succeeded in doing so, and will it be enough to beat the competition?

For an overview of the test fleet head to the group test : The best aero bike of 2019 – 3 race machines head-to-head

The Trek Madone SLR 9 Disc 2019 gets you a lot of bike for € 11,499; no other bike in the test field features tubes as massively oversized. Rather than looking clumsy, however, the Madone looks as if the whole thing has been popped out of a single mould, thanks to the harmonious design and the organic shapes. The gorgeous matt black frame, paired with glossy logos and colour accents screams speed. Only when examining it closely will you discover Trek’s individually adjustable IsoSpeed damper, which is designed to provide adjustable flex between the frame and seat tube for comfort. The designers have done a great job of integrating the damper into the overall design. As with the competition, integration is one of the key aspects of the Madone. Cables and hoses are routed internally through the cockpit and the frame and the Di2 junction box is hidden in the handlebars. The chain catcher, as well as the cadence and speed sensor, are hardly visible, and the aerodynamic transition between frame and fork is much smoother when turning than compared to the competition.

No matter the light – the Madone looks imposing

Trek has also installed a steering block to prevent damaging the internal cables. The integrated seat post (ISP) is beautifully colour matched and the adjustment is easily accessible. The only drawback is the open design on the back, which is susceptible to collecting dirt. A cover would have been nice. On a positive note, the saddle clamp has an attachment point for Bontrager’s Flare RT tail light, which slots in beautifully under the saddle for increased visibility and safety on the road.

The cockpit of the Madone is definitely a highlight. The cables and hoses are routed through the bars and disappear directly into the frame. The handlebars are clamped from below with four bolts, which requires some practice if you want to avoid unsightly gaps. Advantage: the angle of the handlebars can be adjusted individually and when everything is in place, you have a great looking, tidy cockpit. We liked the slightly flared drops off the bat, offering a great compromise between an aerodynamic position on the hoods and control in the drops. Besides looking clean, the stem is horizontal with the ground – the #slamthestem community will be happy. For those who want to mount their GPS device on the cockpit, Bontrager has got an appropriate option in its catalogue of accessories. With regard to the hefty price tag, we would have expected this – as with Specialized – to be a part of the standard spec.

The Trek Madone SLR 9 Disc 2019 in detail

The Madone doesn’t disappoint when it comes to the components, offering a mix of the high-end Shimano DURA-ACE groupset and Bontrager’s own XXX carbon components. The DURA-ACE Di2 R9170 comes with a compact 50-34 crankset and an 11-28 cassette, 160mm brake rotors, and 60mm deep Bontrager Aeolus XXX 6 tubeless ready wheels, which in combination with Bontrager’s 25mm wide R4 320 tyres provide the lightest wheel-tyre combination in the test field. The geometry of the Madone is new: the H1.5 geometry now offers only one geometry variant which is meant to provide “the best of both worlds,” instead of the race-oriented H1 and the more comfortable H2.

Drivetrain Shimano DURA-Ace DI2 Wheels Bontrager Aeolus XXX 6 Brakes Shimano DURA-ACE 160/160 mm Tires Bontrager R4 320 Weight 7.63 kg Price € 11,499

If the standard colours of the Madone aren’t flashy enough for you, for an additional € 1,200 the one-off Trek Project One ICON paint job, only available for the Madone, might be the ticket. The “regular” Project One finishes are available as well for € 600.

Anyone expecting sluggish and cumbersome handling due to the sheer volume of the frame will be taught otherwise right from the get go. The Trek Madone surprises with its nimble and agile handling and gets up to speed very quickly thanks to the stiff frame and the light wheelset. When pedalling you can feel the efficiency, which is a joy when climbing too. The Madone isn’t only fast, but also sounds that way. Thanks to the large volume of the frame, the whoosh of the Madone announces itself like a low flying jet.

Tuning Tips:

• 140 mm rear brake rotor for better braking balance
• matt black carbon rims for a more matching look
• steerer spacers must go
• semi-compact crank instead of compact crank

The geometry of the Trek Madone SLR 9 Disc 2019

Going downhill, cornering and also on the straights, the Madone impresses with its confidence inspiring stability in all situations. It corners like it’s on rails and the Trek even makes quick direction changes feel easy. Hard braking never feels uncontrolled whereby we would actually have preferred a 140 mm rotor instead of the 160 mm rotor at the rear, for a better distribution of braking power.

When it comes to comfort, the Madone easily puts the competition in its wake, thanks to the IsoSpeed shocks. Individually adjustable, they offer a high degree of comfort at the rear, which is almost at the level of a comfortable non-aero bike. Vibrations, bumps and potholes are muted by the IsoSpeed shock, making even long rides a joy. Despite all this extra comfort, Trek manages to keep the weight of the size 56 at 7.63 kg, slightly lighter than the Cannondale. The front is a lot stiffer, but the fork and a slightly flared handlebar combined do a great job of absorbing vibrations and bumps. We’re going to go out on a limb and say we would try Paris-Roubaix on the Madone.

A great feature for the mechanics who want to tinker with the Madone is the opening beneath the bottle cage, which gives access to the cables in the frame.

The 2019 Trek Madone SLR 9 Disc convinces with its absolutely outstanding riding characteristics in all aspects. The stability combined with first-class agility and the incredibly high level of comfort for an aero bike not only ensures fast times but also good times. The sprightly but composed handling conveys a lot of confidence and gladly forgives occasional rider errors. Despite the IsoSpeed shocks, Trek manages to keep the weight of the size 56 down at 7.63 kg. The Madone is a masterpiece of engineering. Trek has created an aero bike for everyone – from beginners to professionals, everyone wins, and it’ll make a lasting impression at the café too. A deserved best-in-test for the € 11,499 Trek.

– best handling in test – comfort – integration of the IsoSpeed shock

– compact cranks – missing cover for the ISP adjustment – is no longer in our garage

Uphill | Downhill | Stability | Comfort

For more info head to: trekbikes.com

The test fleet

All bikes in test Cannondale SystemSix Hi-MOD DURA-ACE Di2 | Specialized S-Works Venge 2019 | Trek Madone SLR 9 Disc 2019

This article is from GRAN FONDO issue #010

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Words: Photos: Benjamin Topf

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2019 Trek Madone SLR 9

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What’s better than Trek’s Madone SLR? How about a Madone SLR that’s lighter? Or one with a different bottom bracket? If either of those sound good to you, then you’ll want to check out the 2021 Madone SLR. The SLR addition to the Madone name gives the indication that this isn’t your average Trek. In […]

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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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Trek proves hands down that disc brakes, true-aero race geometry, light weight and sublime comfort no longer need to be conflicting

Incredibly comfy rear end that’s adjustable to suit rider preference

With handling to back it up

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Das Beste. The Best. Le Meilleur. The latest generation of the Trek Madone SLR 9 Disc promises to be even faster, more aerodynamic and lighter.

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

Last updated 14 June Not listed for 1,840 days

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Trek Madone Project One 2019

Moderator: robbosmans

Post by Lafolie » Tue Jun 25, 2019 7:41 pm --> by Lafolie on Tue Jun 25, 2019 7:41 pm

Post by TobinHatesYou » Tue Jun 25, 2019 8:54 pm --> by TobinHatesYou on Tue Jun 25, 2019 8:54 pm

Lafolie wrote: ↑ Tue Jun 25, 2019 7:41 pm Been looking at the new Trek Madone in Project one with the Icon paintwork. I particualry like the white-pearl colourway. Just wondered if anyone on here owns one and can give some feedback on the ride and all round handling of the bike please. I have never owned an American bike before, always been Italian . However, the Madone's design has really caught my eye. Mant thanks

by » Tue Jun 25, 2019 8:54 pm --> by Weenie on Tue Jun 25, 2019 8:54 pm

Post by Methodical » Wed Jun 26, 2019 2:40 am --> by Methodical on Wed Jun 26, 2019 2:40 am

Post by TobinHatesYou » Wed Jun 26, 2019 3:25 am --> by TobinHatesYou on Wed Jun 26, 2019 3:25 am

Post by Methodical » Wed Jun 26, 2019 3:44 am --> by Methodical on Wed Jun 26, 2019 3:44 am

Post by Calnago » Wed Jun 26, 2019 3:46 am --> by Calnago on Wed Jun 26, 2019 3:46 am

Post by TobinHatesYou » Wed Jun 26, 2019 4:12 am --> by TobinHatesYou on Wed Jun 26, 2019 4:12 am

Post by pdlpsher1 » Wed Jun 26, 2019 4:32 am --> by pdlpsher1 on Wed Jun 26, 2019 4:32 am

Post by TobinHatesYou » Wed Jun 26, 2019 4:51 am --> by TobinHatesYou on Wed Jun 26, 2019 4:51 am

pdlpsher1 wrote: ↑ Wed Jun 26, 2019 4:32 am I came across this video. At 7:50 the tester said the ride isn't as smooth as what he had expected despite having the Isospeed set to the softest setting. I find it quite surprising. Is there an explanation for his disappointment in Isospeed? At the end of the video he mentioned the Venge having a better ride which I also find it surprising. https://www.youtube.com/watch?v=w4nND3YJCms

Post by Lafolie » Wed Jun 26, 2019 7:47 am --> by Lafolie on Wed Jun 26, 2019 7:47 am

by » Wed Jun 26, 2019 7:47 am --> by Weenie on Wed Jun 26, 2019 7:47 am

Post by tymon_tm » Wed Jun 26, 2019 11:32 am --> by tymon_tm on Wed Jun 26, 2019 11:32 am

kkibbler wrote: WW remembers.

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Trek Madone range: Which model is right for you?

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Despite being named after Lance Armstrong’s favourite training climb , the wind cheating Trek Madone is destined for flatter terrain. The aero bike within the brand's wide ranging collection received a major overhaul in its sixth iteration, launched for 2019.

Whilst the outline of the bike does not look dissimilar to the 2015 launched fifth version, a lot has changed when we explore the top end Trek Madone SLR in greater detail.

In the past, the Madone models were split into SLR (top end), SL (middle) and 9 Series (entry level) versions. For 2019, there is just one SL model, at £3600, and the rest are SLR - where a frameset is £4000.

The geometry has been adjusted as well. Trek splits its fits into 'H1' - low and agressive, and 'H2' - a little more relaxed.

>>> Trek Madone SLR 9 Disc review

For 2019, the surviving SL uses an 'H2' fit whilst the SLR offers an 'H1.5' geo. This was developed alongside Drops women's team, sponsored by Trek during 2018, and means there's a choice of low and high-stack stems provided to help riders fine tune the perfect fit.

In addition, the two piece aero bar can be tilted to +/-5 degrees, something that's very rarely possible on an integrated cockpit. The cables are hidden, which looks great and cuts resistance further, and the new models have 'Blendr' compatibility, which allows you to use Trek's system to mount your cycling computer and lights with minimal disruption.

Typically, aero bikes are not known for their comfortable ride quality. However, whilst Trek has offered a rear IsoSpeed decoupler on its Madone for some time, the new SLR provides an adjustable top tube decoupler.

The IsoSpeed system was introduced for the brand's endurance Domane, and creates flex in the frame which helps to dampen out road buzz. This new adjustable top tube version is tweaked via a 2.5mm Allem key and allows riders to switch between a level that's 17 per cent more compliance, vs one which is 21 per cent stiffer, than the previous 2015 model.

Moving the position of the decoupler reduces rebound caused by the flex, and it also allows for a better level of consistency across all frame sizes - formerly, smaller frame sizes suffered due to a shortening of the spring involved in the movement.

Continuing into the 2019 range is Trek's windtunnel tested Kammtail Virtual Foil (KVF) tube shaping, which employs a truncated-tail design to slice through the wind.

Trek no longer produces women's specific frames , instead offering the Madone SLR in women's and men's builds, the former of which comes specced with narrower handlebars and a women's saddle.

Trek Madone SLR & SL 2019 models

The SLR models differ from the sole surviving SL by virtue of the H1.5 fit, top tube IsoSpeed Decoupler, and the use of a higher end carbon - 700 OCLV ( more on OCLV here ).

There are rim and disc brake models on offer, and all versions useBontrager Aeolus Comp 5 wheels. If you want to personalise your Madone SLR, you can do so with a Project 1 paintjob, too.

The SL, by comparison, has the old IsoSpeed decoupler, H2 fit, and uses 500 OCLV carbon which will be fractionally heavier.

The spec options are:

• Trek Madone SL6 (rim): Shimano Ultegra, £3600
• Madone SLR 6 Disc: Shimano Ultegra, £5400 (£5950 with P1 paint)
• Madone SLR 6 (rim): Shimano Ultegra, £5500 (with P1 paint)
• Madone SLR 7 Disc: Shimano Ultegra Di2, £7550
• Madone SLR 8 Disc: Shimano Dura Ace, £7750
• Madone SLR 8 (rim): Shimano Dura Ace, £6750 (£7300 with P1 paint)
• Madone SLR 9 Disc: Shimano Ultegra Di2, £10,000 (£10,550 with P1 paint)
• Madone SLR 9 (rim): Shimano Ultegra Di2, £9550
• Madone SLR 9 eTap Disc: SRAM eTap, £10,550
• Madone SLR frameset: £4000

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Michelle Arthurs-Brennan the Editor of Cycling Weekly website. An NCTJ qualified traditional journalist by trade, Michelle began her career working for local newspapers. She's worked within the cycling industry since 2012, and joined the Cycling Weekly team in 2017, having previously been Editor at Total Women's Cycling. Prior to welcoming her daughter in 2022, Michelle raced on the road, track, and in time trials, and still rides as much as she can - albeit a fair proportion indoors, for now.

There's fresh tech everywhere in the team paddocks of the biggest bike race in the world

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Trek Project One Madone 6.9 Road Bike

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The Trek Project One Madone 6.9 Road Bike is the flagship model in the American company's range.

Made from 700 Series OCLV carbon, featuring a SRAM Red 10-speed groupset, a Bontrager XXX Lite carbon fibre handlebar and stem and a Bontrager Aeolus 5 D3 carbon clincher wheelset.

Introducing the Trek Project One Madone 6.9 Road Bike. A top of the range bike, in a stunning, custom Project One crystal pearl white, platinum and starry night black colour scheme. Made from state of the art 700 Series OCLV carbon fibre, the Madone is lightweight and has a H2 geometry. The H2 fit is a geometry that suits most riders, with a good balance between an all out racing position and a more relaxed one. This makes the bike ideal for racing but also more than capable of racking up long miles on.

The carbon fibre seatmast sits seamlessly in the frame, is easy to adjust, is aerodynamic and holds the Bontrager Affinity RXL Saddle in place securely.

A top of the range frameset deserves an equally high performing groupset and SRAM's Red 10-speed system does not disappoint. Using DoubleTap technology, the shifting is quick and precise, while the braking is assured and powerful.

Bontrager have a long history working alongside Trek. This American company have added their flagship XXX Race Lite full carbon fibre stem and handlebar to the bike. These are lightweight, stiff and strong additions. Bontrager have not stopped there. They have also supplied an aerodynamic, responsive set of Aeolus 5 D3 carbon clincher wheels and paired them with durable and grippy Bontrager R4 tyres.

The eye-catching and rare paint scheme features Trek graphics to make this a formidable looking road machine.

Specification

FRAME Trek 700 Series OCLV Carbon, E2, BB90, internal cable routing, DuoTrap compatible

FORK Bontrager Race XXX Lite, full carbon with E2 asymmetrical steerer, carbon dropouts

HEADSET Cane Creek IS-8 integrated, stainless cartridge bearings, sealed, alloy, 1-1/8" top, 1.5" bottom

STEM Bontrager Race XXX Lite Carbon, 7 degree, 31.8mm

HANDLEBAR Bontrager Race XXX Lite VR, carbon, 31.8mm

HANDLEBAR TAPE Bontrager

FRONT BRAKE SRAM Red

REAR BRAKE SRAM Red

FRONT DERAILLEUR SRAM Red, braze-on, 10-speed

REAR DERAILLEUR SRAM Red 10-speed

SHIFT LEVERS SRAM Red 10-speed

CASSETTE SRAM Red, 10-speed, 11-21T

CRANKSET SRAM Red

CHAINRINGS 50/34

WHEELSET Bontrager Aeolus 5 D3 Carbon Clincher Wheelset

TYRES Bontrager R4, 700x23c

SADDLE Bontrager Affinity RXL carbon, 138mm

SEATPOST Bontrager Ride Tuned Carbon seatmast cap, 20mm offset

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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 . 

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TriTech for the Masses

2019 Trek Madone SLR – First Look

Yesterday we shared the new BMC Timemachine ROAD – a bike 5 years in the making. And at 5 years BMC is delivering a new bike in the timespan we typically expect for generational gaps between new frames. But Trek it seems doesn’t except “typical” expectations. What others took 5 years to do – they decided to do in 3. Meet the all new Trek Madone SLR – a bike that starts with the still front of the pack 2016 Madone and pushes the boundaries yet again.

The Trek Madone SLR

The first thing to know about the new Madone is that there is not one new frame being introduced, but in reality two. Yes you will be able to get a Madone with either disc or rim brakes (something almost unheard of with the latest generation of super aero bikes). And while some may see that as a fairly easy offer – the truth is quite the opposite. Trek is producing two sets of frames with two sets of forks both of which are aero optimized for their specific needs. (The flip side is that while the last Madone was offered in both H1 and H2 geometries, the new SLR gets a single goldilocks H1.5 geometry.) So where did Trek start with this new bike – the new Madone aims to be the best all-around race bike and a refinement of the current Madone. Trek engineers wanted to improve comfort, fit, integration, and overall refinement over the current Madone while keeping or bettering it aerodynamically and at the scales.

Did they succeed? Lets start with aerodynamics. Final new Madone numbers show an average of 3216g across a -12.5° to 12.5° yaw sweep vs the current Madone at 3202g. A 14g difference that was within Trek’s project goal and within a wind tunnel’s experimental error band.

And at the scales Trek had to deal with adjustable compliance technology, a rebound damper, split bar and stem, and a redesigned aesthetic that they believe make this the best all-around race bike but also add quite a bit of weight. The disc brake bike was assigned a target of 7.5kg. The result is that the rim brake bike matches the current Madone (7.1kg), and the all-new disc brake bike that weighs in at 7.5kg depending on paint scheme.

Knowing that Trek hit their goals – lets dive into what’s new with this bike. And it all starts with the new Top Tube Adjustable IsoSpeed. Adjustable IsoSpeed was first released on the seat tube of Trek’s Domane line. Top tube IsoSpeed on the Madone SLR is adjustable to customize the compliance to rider preference and terrain.

The Madone Adjustable Compliance technology is comprised of two frame elements integrated into each other just like the Domane SLR but has been rotated into the top tube for aerodynamic advantage. This method also aids in more uniform compliance for all frame sizes. Lastly, Trek has implemented hardware on the back of the seat tube that offers rebound damping characteristics to the bike. The two frame elements are connected by the IsoSpeed Decoupler and the bolted joint at the front. In between the two frame elements is a vacant space with an adjustment slider that can move along the entire path. The seatmast element utilizes the IsoSpeed Decoupler to transfer the aft deflection of the upper aero section of the seatmast to an upward deflection of the lower seatmast element. The vacant space allows the lower seatmast to deflect in the upward direction while the main frame top tube element remains independent from the lower seatmast. The slider contacts both the lower seatmast element and main frame top tube element to limit the upward deflection of the lower seatmast per the rider’s preference. If the slider is towards the front of the frame, a rider will experience more compliance because of the greater vacant space that allows the lower seatmast to deflect more. If the slider is near the back of the frame towards the IsoSpeed Decoupler, a rider will experience less compliance because the slider is inhibiting deflection in the vacant space in front of it.

The result is that the new Madone is up to 17% more compliant over its predecessor when set to the most compliant setting and 21% stiffer in the stiffest setting. Top Tube IsoSpeed is damped to rebound in a smooth and controlled motion providing the rider more stability. Rebound is reduced by 13% on the New Madone SLR over the current Madone.

The new IsoSpeed is applied to Trek’s new H1.5 geometry. H1.5 is meant to split the difference between the aggressive positioning the pros use and the slightly more relaxed geometry us meremortal age groupers are looking for.

The previous Trek Madone was one of the first truly integrated aero road bikes and the Madone SLR builds on that legacy. Trek’s bar and stem for the new Madone has been separated into a more traditional, yet still proprietary system. This new set up offers 40 possible configurations versus the 26 possible configurations when considering the H1/H2 frames. Riders also get the added benefit of +/-5 degrees of bar roll to allow deeper fit refinement. The -7deg stems offer the industry standard set up and the -14deg stems are intended to allow current Madone H1 riders to match their same fit as well as offer more flexibility to new consumers. Stems are offered in 90mm to 130mm lengths in both -7° and -14° angles. The bar receives one additional width size and is offered in Variable Radius Compact Flare (VRCF) fit in widths from 38cm to 44cm. With these expanded options, changing fit is now easier and more affordable.

As on the current Madone and now again on the new Madone, the IsoSpeed system once again frees up the seat post to use the Kammtail Virtual Foil technology. The seat post head continues to use an independent pinch bolt and rail clamp system to allow for infinite tilt and setback adjustment. Also, new for the seat post is an integrated internal wedge design to provide a cleaner look to the back of the seatmast. No more external wedge clamp design and now the back of the seatmast will be fully painted. The post now comes with four color options as well as full customization through Trek’s P1 program. Lastly, to integrate safety into the design, a Flare R light mount has been designed to clip onto the back of the seat post head and offers a clean and integrated look.

Those looking to go a little more in-depth on the new technologies and testing protocols can check out the new Madone’s white paper here .

The new Madone SLR is available in 4 builds today. All SLR frames are built with Trek’s 700 Series OCLV Carbon and are available in multiple color ways (with some paint options having an upcharge of $500). At the top we have the Madone SLR 9 Disc starting at $11,999.99. The SLR 9 gets Shimano Dura-Ace Di2, Bontrager Aeolus XXX 6 wheels, and a Bontrager Montrose saddle with carbon rails.

Next is the SLR 8 rim brake model starting at $7,499. For that you get Bontrager Aeolus Pro 5 wheels, Shimano Dura-Ace (mechanical), and a Bontrager Montrose Elite saddle with titanium rails.

The SLR 6 Disc rounds out the last two models and is available in both mens and womens models for $5,999.99.  Women specific touchpoints like saddle, handlebar width and stem length that are spec’d to fit most women better from the start. Both models get a Bontrager Aeolus Comp Disc wheelset and Shimano Ultegra mechanical. The womens version gets a Bontrager Ajna Elite with titanium rails and the men get a Bontrager Montrose Elite saddle with titanium rails.

You can check out the full range of bikes at https://www.trekbikes.com/us/en_US/madone-slr/ .

Our Thoughts

With such a short hiatus between new bikes we are seriously impressed with the amount of innovation in this new bike. And we are even more excited to see if (and hopefully how) this IsoSpeed technology is applied to the next generation Speed Concept (which has been on the market for 5 years now! Stay tuned for an in-depth review in the coming months as we get a chance to have some seat time with this new bike. And until then keep an eye on AeroGeeks.com for the latest from the Tour and Eurobike.

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• Tour de France stage 5 Live - Cavendish and the sprinters return for flat finish

Trek Madone Gen 8 SL7: First ride review

Trek's new madone supersedes its aero champion and kills off the emonda altogether - so is this one bike to rule them all.

Early Verdict

The new Madone has big shoes to fill by replacing two of the most impressive bikes on the market, but initial impressions indicate it's done just that

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

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It’s hard to conjure a bike more iconic to pro cycling than the Trek Madone. The Madone was born out of the glory years of Lance Armstrong’s now-shamed successive Tour de France wins, and named after his key training climb – the Col de la Madone. But the Trek Madone achieved the rare feat of surviving the Texan’s fall from grace and living on independently with its own unique legacy. 

The Madone Gen 8 is arguably the most true-to-nature version of Trek’s flagship racer since its original iteration - combining the aerodynamics of the previous Madone with the lightweight design of the Emonda and doing away with the latter model altogether in the process. It brings Trek’s entire performance road bike line back to basics - the Domane is still there for the comfort-cum-cobble market, but the Madone is now Trek’s one and only flagship racer. In the years before the dedicated aero bike, that was the norm, and Trek claims to have returned to that with no downside.

Trek claims that the new Madone SLR hits a frame weight of 765g and a fork weight of 370g, making it the same weight as the outgoing Emonda. It also manages that while exceeding the aerodynamics performance of the previous aero-focussed SLR - by a slender 0.1 watt at 22mph (and marginally faster all the way up to 40mph).

With its shift back to narrow tubes and lightweight performance, alongside the end of the Emonda, it seems fitting to pull back and take a look at how the Madone evolved to reach this latest and perhaps most complete iteration.

The Trek Madone - from the start and back again

Originally billed as an aerodynamic lightweight racer in 2003, it didn't dazzle in weight terms and aerodynamics was limited to a fin on the seat tube. The bike arguably didn’t disrupt that status quo until its second iteration in 2007, and in 2009 came a sub 900g OCLV masterpiece in the bike’s third and most iterative design. However, it still looked, largely, like a bike.

In 2015 that was no longer the case, as Trek unveiled a new Madone which completely transformed the genre. In (unintentional) sync with the launch of the Specialized Venge Vias, the Madone 9 series was the first road bike to completely conceal its front cabling – making the front of the bike completely clean with the help of integrated Bontrager brakes developed specifically for the Madone. To facilitate that, the headtube of the bike had retractable carbon flaps which would open when the handlebars were moved to an acute enough angle, in order to let the brakes pop out from within the headtube.

This was a truly unhinged design (albeit with actual hinges) which offered a seismic leap in aerodynamic performance and overall speed - I attended the launch in 2015 and assumed I was suffering from jetlag delirium. The weight suffered as a result of the aero design. That was exacerbated by the IsoSpeed decoupler on the seatpost which compensated for the harsh aero tubes. In the era of rim brakes and early aerodynamic advances, though, overall weight being a kilo over the UCI minimum weight limit was nothing compared to the enormous watt savings. 

Since then, the Madone developed an adjustable IsoSpeed and gained disc brakes which negated the carbon flaps, before gradually converging back toward a more all-around bike. The 2022 update of the Madone sided for lighter weight at the expense of the IsoSpeed, providing instead an exhaust-like cantilever chasm in the seat tube known as the IsoFlow - still present in the design of the Madone Gen 8.

Indeed, having already taken a step toward being an all-around racer, the Gen 8 looks like the last generation Madone has been on a diet with thinner tubes, radically reshaped for aerodynamics and comfort, all powered by improved 900 OCLV Carbon – Trek’s proprietary blend of carbon fibre.

On the whole, though, Trek’s goal was clearly to make an irrefutably fast bike, which wins both on the ascents, descents and solo into the wind.

More of everything

“To our knowledge this is one of the if not the fastest road race bike that exists within the professional peloton and in the market,” says Jordan Roessingh, Director of Road bikes at Trek. 

“When you're comparing both attributes [weight and aero] of either previous platform, it's 77 seconds per hour faster than Emonda. So that's an enormous difference in aerodynamic performance compared to the previous Emonda despite the fact it's the same weight.” 

The real sell is that the new Madone nails the Emonda’s weight while matching the previous Madone’s aerodynamics. “When you're comparing to a Madone, it's the exact same aerodynamic performance,” Roessingh says. “But 320g lighter – so an enormous weight saving between those two. So again, we're taking the best of both worlds here and merging them and still achieving the highest performance of both attributes.”

The new tube shapes play a big role in the lower weight, better ride and claimed aero benefits. It’s odd as the cross-sections of the aero tubes look blunt and devoid of aerofoil or Kamm-tail shaping. However, when taken as a whole system, sandwiched between a horizontal cross-section of the front rim profile, aero bottles and the rear bottles, the tubes form a sort of neat holistic aerofoil.

Said with almost a grimace, as it’s become an industry cliche, Trek boasts that the bike has better vertical compliance alongside more lateral stiffness. The central IsoFlow seat tube gap claims an 80% improvement in the Madone’s vertical compliance and a 24% improvement over the IsoFlow-less Emonda.

The new Madone carries over the same splayed integrated bar concept as the Gen 7 - positioning the rider 2cm inward on the hoods compared to the drops for aero gains while sitting on the hoods (which has increasingly become the standard aero position).

Strangely, Trek claims the handlebars are less aerodynamic than the Gen 7 iteration, but with a wider cross-section offer a better overall aero performance when air interacts with the bars and then the rider.

In another gravel-like nod to versatility, the new Madone has clearance for 33mm tyres - up from 28mm on the previous Madone. Trek argues that the previous Madone could have handled 30mm or larger in most rim combinations, and for the Gen 8, similarly, 33mm is a conservative estimate. We can believe that given the visible clearance.

Sizing, spec and bottled-up speed

Trek’s aero bottle design is intriguing because this is ground that the bike market had trodden before. Aero water bottles have been commonplace in triathlon and time trial for over a decade, and have crept up into the build of aero road bikes from time to time but never managed to break through.

It’s also intriguing because the Madone is slower than its previous iteration with round bottles. What’s more, without any bottles on the bikes at all, it’s slower - so no ditching your bottles at the base of the climb.

Given the fixation on aero gains, it’s surprising that the claimed 3.7-watt gains with Trek’s RSL water bottles haven’t been adopted across the peloton. In reality, though, aero bottles present a few issues. Typically the aero cages restrict the use of round bottles, while any minor challenge in liberating a bottle is a big issue to a WorldTour rider on a critical climb. Trek claims to have solved both of those problems. 

“These bottle cages are compatible with round bottles” explains Adam Bird, Trek’s Design Engineer for the Madone. “So from a practical perspective, it's something that we expect the pro riders to be trying at the Tour de France – they're actually intending on using aero bottles at the tour. But they need to be able to grab any water bottle from any team or any neutral service and be able to put it in there. So we're balancing the aerodynamic performance with practical performance.”

In terms of breaking through to riders in the WorldTour where in the past the idea may have been dismissed as impractical, Bird argues, "There's a difference in the rider mentality… a lot of the riders now in the peloton are really young. They're very interested in learning about all those slight performance gains that they could potentially find.”

“Ten years ago, we would have shown them this water bottle and they would be like: screw off! There's no way we're gonna practically try them in a peloton. Three Watts? We don't really care about that.”

The proof of concept will be in whether Lidl-Trek riders commit to these bottles throughout the Tour - a piece of minutiae of team tech which I’ll personally be following closely.

The bottles are still not able to be stacked upright, given their angular nature. So don’t pop it on a table ready for a refill.

The change is a bold one given the cycling community’s aversion to change, and for now will be shipped as standard only with SLR – the bottles will be an add-on for lower-tier SL bikes (hence making them comparatively slower than the outgoing Madone SL).

The new Madone is set to go from a 105-equipped SL5 for £3,250.00 ($3,499.99) to a £14,700 ($16,999.99) Madone SLR 9 AXS P1 (Interstellar) with the only deviation in the frame itself being 500 series OCLV in the SL vs new 900 series OCLV in the top-tier SLR. The SLR is also compatible only with electric drivetrains.

Interestingly, the overall offering has shrunk from eight sizes to six.

“We had a lot of sizes that had a lot of overlap,” Roessingh explains. “Many riders could actually ride two different sizes and that created some confusion of just what frame size to ride, as there were some that were like unbelievably close to each other.” In some cases as little as a 4mm difference in stack height.

The fewer sizes are billed as reducing confusion and consolidating the design of each size. The cynic in me naturally assumed that there was perhaps some manufacturing saving at work there, but Roessingh later walked me through some of the logistics of manufacturing on the scale needed for the Madone. Essentially, reducing eight moulds to six may offer substantial savings for a small frame manufacturer, but when selling thousands of frames per year the turnaround of worn moulds means fewer mould sizes doesn’t necessarily mean fewer moulds.

First ride impressions

Trek’s global launch took place near Cebreros in a mountainous corner of the Castile and León region in Spain. Our riding took us directly into the mountains and into open windy plains. 

I was riding the second-tier (Ultegra Di2-equipped) SLR 7, though it was identical to the top-spec SLR 9 as far as the frame design and material. No surprise, then, that there was an immediate sense of speed, power transfer and sharpness riding the Madone.

The previous aero-focussed Madone always excelled in comfort, however, its bulky tubes ultimately gave it the sensation of driving a beefy sports car, while the new SLR not only felt palpably lighter but seemed so much closer to the Emonda in general ride quality. This has the sharp turn of speed and lively handling of a lightweight climber while promising the same speed as an all-out aero machine.

When it comes to all-out speed, it’s very hard to quantify that through a pair of initial test rides. Perhaps the best I could say is that it carried speed well on flat terrain, and at times felt simply blisteringly fast, and was truly a beast on the descents.

It has been too long since I’ve been on a long alpine descent, and despite the relatively shallow inclines, I found myself happily edging toward 80kph. The Madone definitely dared me to take more speed into corners, with a rigid handling character and sat extremely steadily at high speed. 

While I always rated the IsoSpeed system for its abundant comfort, the slight detachment between the front and back of the bike with the 9 series was a bit of a sacrifice for the resulting ride quality. With the IsoFlow system, I didn’t notice any discomfort or bumps on the rear end that I felt needed to be filtered out, and the reward in weight and connection to the road was palpable.

The finishing kit tweaks were probably the most surprising element of my first ride. The squeezed-in handlebar hoods make so much sense. The slight splay in a bar has long been a trend in gravel - offering the wider drops for stability and the narrow for speed. It works very well on the Madone and I was left wondering why we ever bother with hoods that are 42cm apart. 

The bottles, despite my scepticism, were easy to handle and never once a hassle to stow or release from the cage.

Early verdict

While I’ve only had a fleeting ride experience with the Madone, my first impression is this is a bike that really shows the maturity of cycling tech at its best. While it’s common to chase wattage gains from minor frame changes, Trek is right to focus on the bike holistically from an aero perspective, where a saving of 3 watts on the bottles could eclipse huge cost and weight gains if those same aerodynamic margins were sought on the frame.

Meanwhile to hit 7kg (in the top-spec SLR 9) with range-topping aerodynamic and stiffness performance is something we didn’t dream of with a disc brake road bike even five years ago. That comes with the benefits of wider tyres and a better experience across climbing, descending and sprinting, alongside great comfort.

With that in mind, the new Madone is very much the everything race bike, but one that could bridge that considerable gap between the needs of the WorldTour’s best and the normal enthusiasts.

I’m excited to spend more time with it, and where this new direction will take one of the most storied bikes in cycling’s history.

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Peter Stuart has been the editor of Cyclingnews since March 2022, overseeing editorial output across all of Cyclingnews' digital touchpoints.

Before joining Cyclingnews, Peter was the digital editor of Rouleur magazine. Starting life as a freelance feature writer, with bylines in The Times and The Telegraph, he first entered cycling journalism in 2012, joining Cyclist magazine as staff writer. Peter has a background as an international rower, representing Great Britain at Under-23 level and at the Junior Rowing World Championships.

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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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Shop new & used Trek Madone bikes at TPC - The Pro's Closet. Find reviews, specs, weight info, prices and size charts on various models (SLR 9, 7) and popular years (2018, 2021, etc). Read our Trek Madone Quick-Take Review below.

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Trek Madone SLR Gen 7 - Weight, Specs, Price

Trek madone 3rd party reviews ,   trek madone size chart, 2022 trek madone review - a tpc rider's quick take.

• Aero masterclass
• Trek engineers locked themselves in a wind tunnel with this bike. Every curve, edge, and component shouts aerodynamics. From the IsoFlow tech to the one-piece aero bar and stem this bike is designed for slicing through air.
• IsoFlow Comfort
• One of the standout features of the Madone is Trek’s IsoFlow technology, which makes for a forgiving ride, especially on longer epics. IsoFlow helps the seatmast flex, soaking up road vibrations. It’s rare for a speed-focused road bike to excel in comfort, yet here we are.
• Integrated everything
• In the Madone, the term "fully integrated" is taken to new heights. From the cables to the cockpit, everything is tucked away, contributing not just to aerodynamics but also to a jaw-dropping aesthetic.
• Speed and beauty come at a cost. The Madone’s premium price could act as a barrier for many. It's a serious investment, and budget-friendly aero options are out there.
• Price: $7,999 (SLR 6)
• Weight woes
• Despite the carbon fiber frame and components, the Madone isn't a featherweight in its category. It's a solid build, but riders focused on climbing might find it a tad on the heavier side.
• Weight: 17lbs (56cm)
• Versatility questions
• While the Madone excels on flat terrain and downhill blasts, it's not the most versatile option for a wide range of riding conditions. Climbers and those who encounter varying terrain may find it limiting.

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Tour de France

Bike check: lidl-trek’s new madone for the tour de france is nearly all stock, the brand new trek madone heads to the 2024 tour de france with virtually no changes, but there’s still a few pro gear tricks to see..

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 big bike tech news this week, other than all the goings on at the Tour de France , is a major Trek Madone revamp.

I spent quite a bit of time with the new frame which has gone on quite a diet while getting marginally faster, and what I loved about it was its do-it-all nature.

I reviewed the top-spec Trek Madone SLR 9 AXS , and, for the most part, that’s exactly what Lidl-Trek is using. Some of that is down to the fact that Trek is a title sponsor, but I have to believe some of it is down to how good that bike is in diverse conditions.

In terms of the specific builds, even those mirror the bike I reviewed. The latest SRAM Red AXS takes care of the groupset, including Time pedals , while the handlebar and stem is the same as the production bike. As I noted in the review, Trek narrows the hoods to make the rider more aero. Even most of the saddles are the Aeolus RS, the bottles are the aero bottle system, and the wheels are all the Bontrager Aeolus RSL 51 shod with Pirelli P Zero Race RS rubber .

The only unusual detail as far as the build is the inclusion of a K-Edge outfront mount. This isn’t surprising given that K-Edge is a sponsor but it does mean there’s a new product coming soon. Although K-Edge makes excellent mount options, there isn’t currently a K-Edge mount available for the Gen 8 Trek Madone.

The other place that K-Edge shows up is some of the front chainrings. In my Tour De France tech predictions I discussed massive aero front chainrings paired with wide-range cassettes and that’s what you can see on some of the bikes. Up front is a SRAM 54T chainring — far from the largest TT chairings, but still plenty big —with a K-EDGE 1x Race W Chain Guide while outback there’s a 10-33T cassette.

Will we see Mads Pedersen winning a stage on this slimmed down Madone? Time will tell. In the meantime, you can buy this exact same bike down to the colorway from Trek.

Gallery: Lidl-Trek Trek Madone Gen 8

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Trek's newest, lightweight Madone kills off the Émonda

Trek has announced the release of the newest Madone, the 8th generation of its aero road bike. 

Wait? Another Madone? 

Certainly, it’s unusual for a bike brand to launch a model only a couple of years after the last update, especially when that version featured some significant new technology . But Trek I’m sure would argue that the Gen 8 Madone is no ordinary bike. What started life as the next Émonda has eventually evolved into a merging of the two platforms to leave one race bike that Trek believes can do it all.

The new Madone claims to be as light as the current Émonda SLR yet still as fast as the outgoing Madone. Trek says the Gen 8 SLR frameset, at 1,146g, is 320g lighter than the Gen 7 thanks largely to the introduction of its new 900 Series OCLV carbon and the new slimmer tube shapes. The carbon benefits from what Trek describes as a “more efficient molding process”, which translates to less material used.

Despite this weight reduction, it still claims to be as fast as the Gen 7 Madone when tested with a rider and using the new RSL aero bottles and cages (more on those later), and some 77 seconds faster per hour than the Émonda SLR. 

A single race bike

The concept of a single performance race bike isn’t new. But it might be the future as advancements in both materials and computational fluid dynamics (CFD) enable engineers to find the confluence of ‘lightweight’ and ‘aerodynamic’ like never before. In financially challenging times, reducing the number of race bikes in the line also means lower production costs.

Trek says the best of both worlds is possible, with the Gen 8 Madone providing previous Émonda riders with improved aerodynamics and existing Madone customers with a far lighter bike that can excel when the road points up. At a professional level, it means the Lidl-Trek team will no longer have the choice - or dilemma - of matching bikes to stage or race. Indeed the team was instrumental in the Madone’s development.

So how did the bike come to fruition? 

Trek says that early on in its work on what was then the next generation Emonda it became clear that the aero gap between the existing Emonda and the Madone could be reduced, making the single bike idea a possibility. The key would be to ensure that this could be done without compromise.

A series of prototypes were produced with Trek using “hundreds of CFD and structural analysis iterations” that led to three bikes being tested further in a wind tunnel. Of these one stood out as having the potential to be ‘Emonda light, Madone fast’. After further optimisation, the path to the new Madone, created as a single race bike, was clearer and centered around some interesting new aero shapes Trek calls Full System Foil. 

Gone are the Kammtail shapes of old, with the replacements a product of a more flexible cross-section generator. This allows for a greater variety of shapes that can then be altered using the software to test both the aerodynamics and structural efficiency. From here a set of cross sections was created that best combined low weight with effective aerodynamic properties; they have a notably more rounder back end than the previous Kammtail shapes.

Once the shapes were set, the engineers then worked on finding the optimum place for them on the frame. Trek says that the downtube, for example, favours structural efficiency over aerodynamics because low-drag shapes are less important in this area of the bike. At the other end of the spectrum, the seat tube and seat post need to be as aero as possible to help negate the drag that's created in that area by the rider’s legs increasing airflow.

A whole rider system

Indeed, designing shapes that work optimally with a rider on board appears crucial to the look and performance of the new Madone. Wind tunnel and real-world testing show that a rider greatly alters the flow of air around a bike. Hence Trek’s whole rider system, which factors in bike, rider and components, as well as cages and bottles. 

The latter, called the RSL Aero Bottle and Cage System, was designed in conjunction with the frame and wheel cross-sections to create a virtual airfoil; at 45kph Trek says the bottles save 3.7 watts compared to a regular 21oz bottle. They’re still compatible with round bottles however and can be purchased separately.

Elsewhere the IsoFlow system that was introduced on the Gen 7 Madone remains, but has been adapted. Trek says it’s lighter now and 80% more vertically compliant to increase comfort while at the same time delivering aerodynamic improvements. It’s also said to help make the Gen 8 Madone 24% more vertically compliant than the Emonda SLR. Additionally, tire clearance has been increased to 32mm, which should further aid comfort.

Another area impacted by the whole rider system approach are the Gen 8 handlebars. Noticeably more chunky than the slimline cockpit of the previous generation, the top of the bars is both thicker and more rounded. Trek says, in isolation, the new bars are less aerodynamic than their predecessors. However, with a rider on board, “the wake of the thicker bars slightly reduces drag on their pedalling legs by slowing the air down in front of them.” Like before, the bars are 3cm narrower at the hoods than the drops, promoting a more ‘tucked in’ riding position that’s shown to save a considerable number of watts .

Perhaps unsurprisingly given that the Lidl-Trek WorldTour teams use SRAM groupsets, the Madone Gen 8 has adopted the Universal Derailleur Hanger (UDH) standard. It's kept the T47 bottom bracket, which is used across Trek’s line of road and gravel bikes. It’s worth noting that the SLR frame is only compatible with electric groupsets

For this iteration of the Madone, Trek has reduced the number of sizes available from eight to six. It says that the stack and reach of the new bike fit neatly into fewer sizes without “a major impact to overall fit”. The sizing now runs from XS to XL (with a ML) and uses Trek’s ‘road race’ geometry, which is closely related to the previous H1.5 geometry. 

So how does this compare with both the outgoing Madone and the Emonda SLR? The Gen 8 Madone in a size ML has a stack height of 56.2cm and a reach of 38.9cm. A comparable size 56cm Gen 7 Madone and an Emonda SLR have almost identical numbers, with a stack height of 56.3cm and a reach of 39.1. 

The more skeptical may see the reduction of sizes offered as just another way of reducing production costs and it will be interesting to hear feedback from existing Trek customers on whether they've been able to move seamlessly from the old sizing to the new without having to adjust their set-ups considerably.

The range explained

The SLR is offered in two models, the SLR 9 and the SLR 7. The 9 offers a groupset choice of SRAM Red AXS or Shimano Dura-Ace Di2, while the 7 comes with either SRAM Force AXS or Shimano Ultegra Di2. All four options feature the Aero RSL cockpit, Bontrager Aeolus RSL 51 carbon wheels with DT Swiss 240 hubs and 28mm Pirelli P Zero Race tires. The SLR 9 AXS is the lightest option, weighing a claimed 7kg / 15.44lbs for a size ML.

The new Madone also comes in the more wallet-friendly SL version. While it features the same frame technology it uses Trek’s 500 Series OCLV carbon and is equipped with a traditional two-piece bar and stem. The frameset weight rises to 1,417g, with the lightest SL option being the SL 7, which weighs a claimed 7.88kg / 17.37lbs and is equipped with Shimano Ultegra Di2 and a Bontrager Aeolus Pro 51 wheelset. The entry level SL 5 is equipped with Shimano 105 and Bontrager Paradigm SL wheels and weighs a claimed 8.7kg / 19.18lbs.

Both the SLR and the SL are also offered as framesets only.

• Madone SLR 9 AXS: £12,500 / $13,499
• Madone SLR 9: £12,000 / $12,999
• Madone SLR 7 AXS: £8,500 / $9,499
• Madone SLR 7: £8,000 / $8,999 
• Madone SLR frameset: £4,575 / $5,999
• Madone SL 7: £6,000 / $6,499
• Madone SL 6 AXS: £4,750 / $5,999
• MAdone SL 6: £4,250 / $5,499
• Madone SL 5: £3,250 / $3,499
• Madone SL frameset: £2,750 / $3,799

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Trek Ditches Emonda And Goes All In On Madone With Builds up to $17k

The Trek Madone Gen 8 takes inspiration from the Emonda and earlier Madone models to create a new “super-bike.” Think of it as a greatest hits album from the Trek Road technologies, but all gathered under the Madone name. The Madone Gen 8 combines two popular (and sometimes hard to choose from) Trek models now (light and fast) under a singular bike model. Trek makes the road bike buying decision easier for the customer and keeps Trek’s commitment to reducing overall SKUs by 40% by 2026.

Trek Madone Gen 8 Overview

Trek’s new Gen 8 Madone line looks like the “every bike” that companies are always searching for—a bike that can climb and sprint and has all the aerodynamics to satisfy the “free watt” counters.

So, Did Trek Do It?

On paper, the Madone Gen 8 is as light as the current Emonda SLR frameset and 320g lighter than the Madone. This weight reduction is due to an all-new level of Trek carbon dubbed “900 series OCLV Carbon.”

Trek says the new OCLV 900 Series Carbon is up to 20% stronger material than the previous 800 OCLV carbon. Treks’ new and more efficient molding processes use less material and save weight. Also, the new Madone Gen 8 uses a single-piece carbon fork, saving extra weight.  Check that the box is accomplished. 

Trek Madone Gen 8 Weights

Below is a full breakdown of each Trek Madone Gen 8 and its corresponding weight. No surprise, the lightest model is the Madone SLR 9 Gen 8 ($17K) at 15.55 lbs; the heaviest is the Madone Gen 8 SL5 at 19.18 lbs ($3,500). But the Madone Gen 8 story isn’t all weight; it’s a balance of weight, aerodynamics, and comfort—the trifecta of a well-rounded ride and something challenging to produce.

How About Sprinting and Aerodynamics?

For the Madone Gen 8, Trek used different tube shapes and a “Full System Foil” aero design, a departure from the Kamtail Foil Trek previously used.

Trek says the Madone Gen 8 is 77 sec/hr faster than Émonda and as fast as the previous Madone. So, it’s as fast as the current model but much lighter, giving the bike another dimension in climbing ability and agility.

For this Madone, Trek opted for different tube shapes optimized for smaller and larger sizes. This ensures a balanced ride across sizes and a more proportional aesthetic.

Improved IsoFlow Technology

A key takeaway from the Madone Gen 7 is the IsoFlow technology. Madone Gen 8’s updated IsoFlow technology is lighter and provides 80% more vertical compliance than before. Remember, this isn’t actual travel; it’s more like mirco-small-bump-compliance, and it’s a notable difference in comfort while on slightly gravel/country road terrain.

New lighter-weight and more ergonomic bar/stem

The Trek Madone Gen 8 SLR models come with an updated Aero RSL Road Integrated Bar/Stem. The new cockpit is crafted from OCLV Carbon in “ultra-fast aero shapes” and has hoods that are 3cm narrower than the drops.

Aero-accessories

Some aero-help help comes from neatly integrated race day bottles, dubbed RSL Aero Bottles. The new bottles come with the SRL version of the Madone Gen 8 and are available separately. They offer enough water for a hot 60-minute crit, and the cages are compatible with traditional bottles in case you drop on trying to put it in (they are one-way bottles.)

More Madone Gen 8 For the Masses

The all-new Madone SL shares the same frame technology as the SLR model but keeps costs down. The Madone SL uses a more economical 500 Series OCLV Carbon and two-piece handlebar/stem combos. The Madone SL models range in price from $3,500 for the Madone SL 5 to $6,500 for the Madone SL7 (our test ride).

Trek Madone Gen 8 Geometry

For the Madone Gen 8, Trek went for T-shirt sizing rather than traditional. This move to T-shirt sizing eliminates the smallest XXS and the largest XXL sizing, keeping XS, S, ML, L, and XL. The frame sizing sticks to a somewhat “normal” sizing chart. The most pivotal sizing: M has a 54.5, and the ML has a 55.7 effective top tube.

Welcome H1.5

If you’re a Trek rider, you already know about H1 and H2 sizing. H1 is a “professional” race fit, and H2 is a little palatable for the non-pro and all around rider. Now, Trek is combining the fitting and ushering in H1.5 – a combo of the two offerings. Trek says the new Madone has the same drop shape as the Gen 7 Madone and is still 3cm narrower on hoods than drops.

Trek Madone Gen 8 Pricing

The new Trek Madone Gen 8 is available in nine different complete bike models (four Madone SL models and five SLR models) and two frameset options. The models start a race-ready $3,500 price point and grow to a “Who is this for?”  $17,000 Project One offering.

All bikes are either SRAM or Shimano builds with Bontrager wheels and components. The Madone SLR bikes have Trek RSL Aero-Cages, and RSL bar stem combos. The Madone SL models have a Bontrager (proprietary) aero stem and bar combo.

Look for a full review as we get more time under the monster, and look for the Lidl-Trek and the new Madone SLR at the Tour de France.

Madone Gen 8 will be available globally at select Trek retailers and online at trekbikes .com.

The post Trek Ditches Emonda And Goes All In On Madone With Builds up to $17k appeared first on Bikerumor .

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How the Madone Gen 8 was designed, tested, and brought to life

The new do-it-all road bike is the results of a years-long effort using Trek's unique resources

Here’s a secret about Trek’s brand new Madone Gen 8. While the bike was designed for all racers — whether they love long, vicious climbs or laying down enough watts to bust a power meter — there was one person, above all, who engineers wanted to please: Mads Pedersen.

The Lidl-Trek rider deserves this distinction for good reason. The first is the most obvious: He’s a damn good bike racer. Pedersen has won a World Championship, multiple classics, at least one stage of all three Grand Tours, and the points jersey at the Vuelta a España. He is an influential leader within the team. If Mads likes something, people listen.

But in addition to his athletic gifts, he’s also a shrewd ride tester. Anyone who has listened to his post-race interviews knows that he doesn’t mince words. He’s honest and outspoken, but also fair. And he’s as meticulous and in-tune with his equipment as perhaps any bike rider in the world. His feedback has become a barometer by which not just Trek bikes are judged, but products like helmets , too.

Mads Pedersen won the first ever WorldTour race on the Madone Gen 8 when he took Stage 1 of the Critérium du Dauphiné earlier this month. | Photo by Dario Belingheri/Getty Images

“His honesty is believable,” says Scott Daubert, who oversees equipment for Trek’s racing programs. “He’s never asking for something that he doesn’t need. And he’s thoughtful about what he’s asking for. If we’ve got something we want to produce for consumers, and he picks it, then we know we’re all on the same page.”

Last October, on a team visit to Trek headquarters in Waterloo, Wisc., Trek’s road bike engineers took the decorated Dane out for one of the final road tests for the new Madone. After two years of simulations, prototypes, and testing, they had honed the shape of the bike and needed to make one last decision on its carbon laminate. Pedersen had already started his offseason. He had been off his bike for several days after a trip to China. He was worried at the time that he wouldn’t be able to give the bike a fair evaluation, especially while riding on rural, sub-WorldTour quality Wisconsin roads.

Tony Gallopin testing an early version of the Madone Gen 8 at December team camp in 2022.

Trek design engineer Adam Bird handed Pedersen the first of two laminate options — specifically, the option that he secretly hoped Pedersen would prefer. Bird and a cadre of internal ride testers all agreed that it was the best version of the bike, but they had another version ready with a different carbon layup just in case.

“We’re nervous because, of course, he didn’t know what was what. We just gave him two bikes,” Bird says. “He didn’t know that one of them was the bike we wanted him to like. So there was the potential that he picks the other one, or he doesn’t like either of them. We’d make it work, but it’d mean a lot more work, and it would affect the production. 

“But after he rode the first one, he loved it, and we were like, ‘Yes, we got it.'”

Prototype frames ready to go for Circle, Square, Triangle testing among Trek's internal riders.

If that sounds like Trek’s engineers slayed their final boss a little easily … well, yes, maybe they did. But that’s because they had been preparing for the moment for a very long time. Pedersen’s ride test was one of the very last steps of a long, slow, iterative process. The goal from the jump was to make “the ultimate race bike,” merging two road racing platforms — the ultra-light Émonda and the ultra-fast Madone — into one do-it-all speed machine. Making two great bikes better, at the same time, is exactly as agonizingly hard as it sounds. 

Research and development on the new Madone technically started in Summer of 2021. Trek, at the time, was planning on introducing an Émonda Gen 4 to be released in 2023, but in the course of development, engineers realized that they could significantly improve the bike’s pure speed. Rather than try to make an even lighter Émonda that offered little in terms of aerodynamic improvements, they pursued the Holy Grail: A bike that had the best of weight and aero benefits. 

Adam Bird on site at road team camp in December, 2022.

Trek’s road engineers restarted development towards this goal in late 2021 by cutting alloy frames to put into wind tunnel testing to refine the Madone Gen 7’s already best-in-class design. Once they settled on the shape of the frame, they made a tool that could create carbon prototype frames for ride testing. 

The next step was assembling an elite A-Team of ride testers from within Trek HQ. The Bicycle Company has a lot of fast riders within its walls who are eager to lend their legs towards the pursuit of science. The core group was refined down to Trek store design manager Justin Marshall, road bikes and Project One director Jordan Roessingh, former road product manager Max Ackermann, and Daubert, who in addition to his duties in the Trek Race Shop also won a U.S. national cyclocross title last December. Those riders are not only fast, they are well known for their equipment acumen and ability to detect and vocalize subtle differences in ride quality from minor changes. 

Scott Daubert putting the Madone Gen 8 through the paces.

“Trek wanted a lighter Madone. So then it kind of made sense to go, ‘OK, let’s really focus on making an aerodynamic bike lighter,'” Daubert says. “There were no holds barred.” 

That detectability group did their first ride test in November of 2022 in California. There, they did Round 1 of “Circle, Square, Triangle.” In order to avoid even an ounce of unconscious bias seeping into rider feedback, engineers didn’t label the bikes “A, B, C” or “1, 2, 3.” Riders would ride Circle and Square back-to-back, then say which they liked better. Then they’d repeat the process with Square vs. Triangle, and Triangle vs. Circle, and hope that a clear winner emerged from the group. 

Keeping bike setups consistent across tests was paramount to the process. Every time riders swapped bikes, they made sure they were using the exact same wheels and tires, and that bike fits were perfectly aligned, from saddle heights to stem lengths. Bird recalls Roessingh feeling hesitant to give feedback after one ride test because the brake lever throw — the distance between the brake lever and the grip — had been different from one bike to the other.

Early IsoFlow.

Trek’s engineers are an empirically-minded species, but bike design isn’t an exact science.

“Sometimes you contradict yourself. You might not like a bike one time, but like it another time, or vice versa,” Daubert says. “It’s really frustrating if you’re trying to hone your detecting skills, but that’s the way we do it.”

The bike first went in front of Lidl-Trek riders in December of 2022 at team camp in Spain. Otto Vergaerde and former road captain Tony Gallopin took out the prototype bike (at that point, it had no name — Madone, Émonda, or otherwise) and did their own Circle, Square, Triangle testing. Their feedback largely aligned with the internal group’s, which was an important breakthrough: It meant that the test riders in Waterloo were dialed in to what the largely Europe-based pros felt they needed to win.

The bike being worked on during a camp test ride.

The internal group did a series of ride tests at Wildcat State Park in the ensuing months, roughly two hours away from Trek headquarters. Wisconsin may not have any climbs rivaling the Alps or the Pyrenees, but Wildcat’s easily repeatable switchbacks did the job. There, the riders continued the Circle, Square, Triangle process, largely testing new laminates and subtle tweaks to the frame. 

The engineers’ biggest headache wasn’t necessarily making an already fast bike lighter. The Madone Gen 7 gave the Gen 8 team a solid foundation to apply weight-saving techniques that it had developed. The early prototypes received overwhelmingly positive feedback in both climbing and sprinting, suggesting that Trek had achieved its ultimate goal. But there was still one aspect in which the older platforms reigned supreme. 

Otto Vergaerde pushing the pace.

“Throughout the whole day, all the feedback was super positive,” Bird says. “And at the end of the day they compared it to the Madone Gen 7, and I remember Max [Ackermann] telling me, ‘I thought this descent was just super technical and I wasn’t pushing the bike hard enough, but then I rode the Gen 7, and that thing felt like it was on rails.'”

According to Bird, there was no eureka moment to fix the Madone Gen 8’s descending capabilities. Instead, his team began an arduous process of increasing and decreasing stiffness in certain areas of the bike, testing those changes, and gradually reshaping the ride feel to a point where it seemed like the bike could truly do everything well.

“I think from the first couple of test rides, we did not have a good enough product. We kept comparing it to the Madone Gen 7 and the new bike couldn’t measure up,” Daubert says. “And then there was a day when we finally were like, ‘OK, now we got it. Now we’ve improved on the old bike.'”

The internal ride crew taking a break in California.

The internal group did their final test ride in August, 2023, in North Carolina, where a longtime road rider on a competitor’s bike joined the group and sung the Madone’s praises. The same two versions of the bike that Pedersen rode in October went to December team camp in Spain where other top Lidl-Trek riders like Elisa Longo Borghini, Giulio Ciccone, and Jasper Stuyven confirmed exactly what Pedersen and everyone else had experienced.

Longo Borghini had so much faith in Trek’s process, she didn’t bother trying the second version.

“I was like, ‘Well, we want to give you options.’ And she was like, ‘Do I have to? I like this one.'” Bird says. “The riders were sitting on the Madone Gen 8, and they were like, ‘We love the way this descends.’ Over a year ago, we were like, ‘How are we going to figure this out?’ And now we’ve got something excellent.”

In all, Bird estimates that between 30-40 different prototypes were made for the Madone Gen 8, which includes models that were made solely for wind tunnel testing, and roughly 25 carbon laminates, eight of which made it to road testing.

The finished product.

That time, effort, and endless Circle, Square, Triangle testing resulted in a bike that is truly special, with near universal acclaim from Trek’s most demanding customers: The pros whose livelihoods depend on world class equipment. In the end, they had just one outstanding complaint about the bike after the design was finalized and sent to mass production in early 2024. 

“They wanted to ride it earlier,” Daubert says. “They actually asked to race it at Roubaix and Flanders this year. That would have been a few months ahead of when Trek was able to provide enough bikes. But they were calling Trek to say, ‘Hey, we want to ride this now, can you change your launch?'”

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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 Madon 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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20 years of redefining what road racing looks like 

For the past two decades, Madone has disrupted the industry with unprecedented road race technology and advancements that redefine fast.   

Named after the Col de la Madone, an iconic French climb and training destination for the world’s pros, Madone was originally designed to be the most aero and lightweight road race bike in our lineup. Then, as technologies advanced, the superbike branched into two separate models: Émonda for lightweight climbing, and Madone for pure speed.   Today, groundbreaking Full System Foil aero shapes and advanced 900 Series OCLV Carbon have allowed a reconvergence of Émonda and Madone in the form of the all-new ultimate race bike: Madone Gen 8. Equal parts lightweight and aerodynamic, it’s the only road race bike you’ll ever need.   

The Madone Gen 8 family tree   See how Trek’s ultimate race bike has evolved over the years from one model to two and back again.

2 0 0 3 Madone Gen 1 The first Madone represents a groundbreaking moment in Trek road bike design. It was the first time we designed with aerodynamics in mind, with an aero fin on the downtube and seat tube. It was also the first time we began shaping carbon for optimized climbing and lower weight, using cross-sectioned tubes, and testing in the wind tunnel.

2 0 0 7 Madone Gen 2 The second-generation Madone was the first of its kind aesthetically, with tube shapes that were co-driven for the first time by industrial designers and engineers. This generation had a drastic slope change from the previous generation, replaced the alloy stem with carbon, and was revamped with integration details like internal cable routing and in-molded bearings. 

2 0 0 9 Madone Gen 3 The focus for the third generation Madone shifted from aerodynamics to weight savings. It was the lightest frame we’d ever made at the time with much rounder tube shapes and a more efficient stiffness-to-weight ratio. This bike started Trek’s round seatmast evolution (seen on the current day Émonda) and featured a stiffer and more compliant oval seat tube. 

2 0 1 2 Madone Gen 4 The fourth generation Madone brought aerodynamics back to the forefront with all-new Kammtail Virtual Foil tube shaping and a large aero headtube. It was the first bike to use direct mount brakes (designed by Shimano specifically for this bike) before they became industry standard.   

2 0 1 4 Émonda Gen 1 The first generation Émonda marks the first time we split our road race lineup into two separate focuses —Émonda as the dedicated lightweight climbing bike, and Madone as the ultimate aerodynamic race bike. Émonda was the lightest bike we’d ever made, and designed to be the first up every climb.   

2 0 1 5 Madone Gen 5 The fifth generation Madone marks a revolutionary moment in the bike’s overall design history. Because we were planning to split off into two separate race bikes (one light and one aero) we were able to put a huge focus on aerodynamics and a never-before-seen level of integration. Gen 5 Madone featured fully hidden cables, proprietary brakes, and a one-piece bar/stem. It was by far the fastest bike we’d ever made, and the first Madone with IsoSpeed compliance tech, adding up to a superbike that not only rode fast but rode really well, too. 

2 0 1 7 Émonda Gen 2 The ultimate climbing bike got an upgrade with disc brakes for better all-weather stopping performance and more confident descents.

2 0 1 8 Madone Gen 6 In 2019, we improved on Madone Gen 5 by adding disc brakes, adjustable top tube IsoSpeed that let riders dial in compliance, and a two-piece bar/stem combo that allowed them to adjust the rotational angle of their bar for a better fit.  

2 0 1 9 Émonda Gen 3 We took Émonda up a notch with the same aero tech as Madone, like Kammtail aero tube shaping, a new one-piece bar/stem, and 800 Series OCLV Carbon that helped make the bike faster while still keeping weight low. With this new fast-yet-light design, Émonda Gen 3 was a whopping 60 seconds faster on the flats than the previous model. 

2 0 2 2 Madone Gen 7 Madone Gen 7 was the fastest Madone we’d ever made. By a LOT. It was designed with a completely new generation of Kammtail Virtual Foil tube shaping, all-new race-focused IsoFlow compliance tech, and an aerodynamic flared bar/stem system that put the rider in the most efficient position possible. It was also much lighter than the Gen 6 version, shaving nearly 300g from the previous model.

2 0 2 4 Madone Gen 8 Equal parts Madone and Émonda Worlds collide: our fastest and lightest unite. Madone Gen 8 recombined carbon Émonda and Madone to create the only road race bike you’ll ever need. Equal parts sprinting and climbing bike, the new ultimate race bike features radical new Full System Foil aero shapes that shave 320g off the previous Madone and help make the bike as light as Émonda*. Plus, we designed the whole bike and rider system to be even more aerodynamic, making it 77 seconds/hour faster than the previous Émonda and just as fast as the previous Madone.   *When comparing framesets

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Madone SLR Gen 8

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Madone SL Gen 8