trek madone slr gen 7 review

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

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

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

Super smooth ride

Light for an aero bike

Striking aesthetics

Limited adjustability

No power meter

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• Construction

Value and conclusion

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

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

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

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

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

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

Trek Madone 7 Gen 7: construction

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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Trek Madone SLR 7 Gen 7 review

Goodbye IsoSpeed, hello IsoFlow

Simon von Bromley

Composed yet fast; innovative design; front end can run both integrated and non-integrated handlebar setups; wide range of frame sizes

Expensive; no power meter; mid-range tyres and cheap inner tubes don’t belong on this bike

Now in its seventh generation, the latest Trek Madone SLR is claimed to be both faster and lighter than ever.

Yet while this latest version retains a typically Madone-esque silhouette, it’s impossible to miss the bike’s unique selling point – the big hole in the seat tube, or IsoFlow, as Trek calls it.

IsoFlow might seem like the main story here, but it isn’t the only thing worth paying attention to.

Overall, the Trek Madone SLR 7 builds on the highly refined Madone platform.

Trek has brought the bike up to date and taken into account the latest aero trends. That's one of the reasons it earns a place in our 2023 Aero Road Bike of the Year category.

While the results are thoroughly impressive on the road, there's no ignoring the high cost of entry, especially on a build with some nominally mid-range parts.

Trek Madone SLR 7 Gen 7 frameset

Unsurprisingly, pro-rider feedback about the previous Madone SLR was simply that those who rode it wanted the new one to be “faster and lighter”.

Starting with the subtler changes, Trek has updated its signature Kammtail Virtual Foil tube shapes (or truncated aerofoils, as everyone else calls them) and overhauled the front end, adding a lighter, fully integrated aero cockpit with flared drops.

Trek also says the handlebar’s narrow hood position plays a significant role in making the bike and rider more aerodynamic.

More noticeably, though, Trek has replaced the comfort-enhancing IsoSpeed system at the junction of the seat tube and top tube with a kite-shaped hole it calls ‘IsoFlow’.

Given most riders, pro or otherwise, apparently didn’t make frequent use of IsoSpeed’s adjustability, Trek opted to replace it with a simpler and lighter solution.

According to Trek, IsoFlow is both lighter and more aerodynamic than IsoSpeed.

Rear-end compliance is claimed to hit the same level as before (with the adjustable IsoSpeed set to its stiffest setting), because the seatpost is essentially cantilevered over the rear of the bike.

Overall, IsoFlow is a win-win solution, Trek says.

The sum of these changes is a bike that’s claimed to be 300g lighter for a complete bike. It’s not a night-and-day difference, but a nice saving nonetheless.

My size-56cm Madone SLR 7 weighs 7.69kg. While that’s slightly lighter than some similarly specced competitors, such as the Giant Propel Advanced Pro 0 AXS and Cervélo S5 , there are lighter aero bikes available for similar money.

The top-spec Canyon Aeroad CFR we tested in 2020, for example, weighed just 7.3kg (size medium). At the time of writing, the 2023 version costs £8,799, yet is specced with a Dura-Ace Di2 R9200 groupset.

In terms of speed, the new Madone is claimed to be 19 watts more aerodynamically efficient at 45kph than the previous one, with a rider on board.

This, Trek says, translates to a time saving of around “60 seconds per hour”, meaning a ride that would take an hour on the old Madone should only take 59 minutes on the new one. That’s an impressive saving for a racer, if the claims are to be believed.

Trek Madone SLR 7 Gen 7 geometry

In terms of fit, the Madone SLR uses Trek’s H1.5 geometry (as seen on the latest Emonda SLR ) – a halfway house between the aggressive H1 and more relaxed H2 geometries it offered previously.

Helpfully, there are eight frame sizes in total, from 49cm to 62cm, meaning a wide range of riders should be able to find a well-fitting bike, too.

Overall, though, the measurements and angles are still very race-focused.

Stack and reach sit at 563 and 391mm respectively, almost identical to key competitors such as the latest Giant Propel and the Cervélo S5.

The head tube and seat tube angles (on my size-56cm test bike) are both relatively steep, at 73.5 and 73.3 degrees, respectively. It also has a short, 58mm trail and a tight wheelbase of just 983mm.

All of which points towards nimble, reactive handling and a riding position designed to encourage you into an aerodynamic riding position .

Trek Madone SLR 7 Gen 7 build

Despite the five-figure price tag, the build encompasses a suite of parts that are nominally mid-range (or would have been before the great bike industry price hikes of recent years).

You get Shimano’s Ultegra Di2 8100 groupset, instead of Dura-Ace Di2, for example. The wheelset is the mid-range carbon Bontrager Aeolus Pro 51, instead of the top-tier Aeolus RSL.

Trek has specced Bontrager R3 Hard-Case Lite clincher tyres (in a size 700x25c), instead of the pricier tubeless-ready versions or the beautiful (and even more expensive) R4 320 Handmade cotton clinchers.

A Bontrager Aeolus Elite saddle, with ‘Austenite’ (a type of steel alloyed with nickel) rails is chosen, rather than the Pro or RSL models with carbon rails.

You don’t get a power meter with Shimano builds, either. SRAM builds come with Quarq power meters as standard, though are a little more expensive as a result.

This ‘mid-range’ kit mostly performs excellently, though, and one could argue upgrading these parts to the fancier, lighter versions is only going to offer marginal gains at even greater expense (that’s what the £13,500 Madone SLR 9 offers).

However, when you consider some of the best aero bikes are available with equivalent specs for significantly less money, it’s a tough pill to swallow.

Still, Trek is far from the only brand making expensive bikes these days.

Whether it’s the Specialized S-Works Tarmac SL7 , Pinarello Dogma F or Colnago V4Rs , to name three, there are certain bikes that aren’t focused on value first and foremost, and that’s okay.

Though an important factor in any purchasing decision, value won’t be the only consideration for everyone, after all.

Trek isn’t cutting any corners with the most important aspect of the bike, either – the SLR frameset and integrated handlebar are exactly the same as those used to compete at the highest level.

Like my colleague, Ashley Quinlan , who reviewed the Madone SLR 9 eTap last year, I came away impressed by the Madone’s front-end.

As already noted, the new handlebar features a slightly narrower, 39cm (centre to centre) hoods position, while it flares out to 42cm wide at the drops.

This gives you the aerodynamic gain of a narrower handlebar at the hoods, with the wider drops providing additional control and leverage for descending and sprinting.

It’s nowhere near as extreme as the 33/37cm handlebar featured on the Ribble Ultra SL R I tested just prior to the Madone, which inevitably means the gain isn’t as obvious. However, it’s certainly a less intimidating change for those not used to riding with narrow handlebars .

All things considered, it’s a positive change, with no notable compromises to comfort or handling.

There are 11 different stem-length and handlebar-width combinations available, and Trek says a dealer can swap a handlebar size at the point of purchase for no extra cost.

Alternatively, it’s also possible to run a standard, 1 1/8in stem and any handlebar you like, giving you near-limitless options for front-end customisation.

My only real disappointment was my test bike’s drab matt black paintjob .

Trek is renowned for producing some of the peloton’s best paintjobs in recent years, yet, save for the cool reflective down tube logo, this one is about as dull as they come.

Of course, others might feel differently and, either way, there are other choices available, plus the option for a custom paintjob through Trek’s Project One programme (at additional expense).

Trek Madone SLR 7 Gen 7 ride impressions

The Madone’s greatest strength is that it manages to feel like a non-aero bike, but faster.

It barrels along on flat or rolling roads, yet feels snappy and energising when you start climbing or rise out of the saddle to sprint over a brow.

I can’t say whether IsoFlow makes the Madone any faster, but it certainly makes for a comfortable rear end when paired with the excellent Bontrager Aeolus saddle (a firm favourite among many testers at BikeRadar).

It's obvious enough to make the handlebar feel fairly stiff in contrast, in fact.

As expected, Shimano’s latest Ultegra Di2 groupset (here with suitably sporty, 52/36-tooth chainrings and an 11-30-tooth cassette) offers near-faultless performance, albeit at a slightly heavier overall weight than Dura-Ace.

The latest Shimano hydraulic brakes, with burly 160mm rotors front and rear, make the Madone a great partner on descents, too.

Despite the quick handling and short wheelbase, there’s no hint of instability at high speeds.

The Bontrager Aeolus Pro 51 wheels also impress. At a claimed 1,590g for the pair, they don’t feel cumbersome when climbing steep pitches, yet the 51mm-deep rims provide a noticeable performance benefit on the flats.

A 23mm internal rim width also helps provoke extra volume out of the 25c tyres, which inflate to 28.5mm wide at 65psi/4.5 bar.

With an external rim width of 30mm, Trek likely opted for 25c tyres (rather than 28c or larger tyres as many brands now do) to optimise the aerodynamic performance of the combination.

On good-quality roads, this combination doesn’t pose any issues, but I did find myself wanting for greater tyre volume whenever my test rides took a turn down a broken lane.

Fortunately, there’s plenty of scope to size up, if you want more cushioning or grip.

Frame and fork clearance is rated for up to 28c tyres (which would likely measure around 30mm wide on the Bontrager rims), but the space around both front and rear tyres suggests that’s a conservative estimate.

My main issue in this area, though, is the stock Bontrager tyres offer only average performance.

Grip levels are good, but rolling speed isn’t competitive with the best road bike tyres , and the ride feel is disappointingly wooden too.

The latter two points can be attributed partly to the basic butyl inner tubes supplied as stock.

Upgrading to latex or TPU inner tubes would doubtless go some way to improving both, but it’s also fair to say these tyres won’t ever get the most out of this bike no matter what you put in them.

That Trek is charging £10,200, yet skimping on something as critical as tyres, is disappointing.

Replacing them would be relatively easy and inexpensive, of course (and you could go tubeless too, with the addition of tubeless rim tape, valves and sealant for the wheels), but you shouldn’t have to when you’ve spent this much money.

Trek Madone SLR 7 Gen 7 bottom line

The Trek Madone SLR 7 manages to combine the fun and engaging ride quality of a normal race bike with the speed of an aero bike.

It would be a fantastic companion for racing or fast group rides, yet is comfortable enough for big days in the saddle, too.

Though technically mid-range, the parts and components offer excellent all-round performance (tyres and inner tubes aside). Even so, it’s still hard to ignore the fact there are many similarly specced competitors available that cost far less.

However, if you want a super-fast road bike that pushes the boundaries of aerodynamic design and says ‘Trek’ on the down tube, the Madone SLR doesn’t disappoint.

Aero Road Bike of the Year 2023 | How we tested

If you’re trying to ride faster, then aerodynamic drag is usually your biggest problem.

Previously, though, picking a dedicated aero road bike meant compromising on things such as comfort and practicality. Fortunately, such issues are (largely) problems of the past.

Today’s aero bikes are fast on the flats and no slouches up hills either. Most now include clearance for wide tyres and the best have front ends that don’t require a degree in mechanical engineering to work on.

With that in mind, we put the contenders to the test on the twisty, technical and rolling hills of south Bristol.

As with all road bikes, we considered how easy each bike is to live with, and how easily the stock setup can be adjusted to suit your personal needs and riding style.

Many of the bikes featured in this year’s Aero Road Bike of the Year test are at the upper end of the pricing scale, with premium groupsets and parts showcasing the best contemporary equipment. However, most are also available in cheaper specs if your budget doesn’t stretch as far.

Our Aero Road Bike of the Year contenders

• 3T Strada ICR Force eTap AXS
• Giant Propel Advanced Pro 0 AXS
• Ribble Ultra SL R Enthusiast
• Trek Madone SLR 7

Thanks to our sponsors, Lazer , FACOM tools and Band Of Climbers for their support in making Bike of the Year happen.

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

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

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

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

Trek IsoSpeed vs IsoFlow – An overview of the differences

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

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

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

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

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

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

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

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

The 2023 Trek Madone SLR in detail and models variants

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

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

Trek Madone SLR 9 2023

Specifications.

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

Technical Data

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

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

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

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

The geometry of the 2023 Trek Madone SLR Disc

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

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

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

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

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

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

Who is the new 2023 Madone for?

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

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

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

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

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

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

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Words: Julian Schwede Photos: Mike Hunger

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The new 7th-generation Trek Madone SLR: Lighter, more aero

The frame features striking new tube shapes and radical rear triangle.

Trek has launched the new Madone SLR, marking a revamp of the company’s top aero road bike. The new Madone SLR is made for racing, featuring new IsoFlow tech, along with increased aerodynamics and weight savings. Trek has also unveiled a brand new cockpit, combined with a redesign of its rear triangle, along with new aero tubes, creating the most aero and lightweight Madone yet.

“The idea for a race bike is definitely something really aero and light. So it was important for us to make this a very fast bike,” Mads Pedersen, former world champion and Trek Segafredo rider explained. “We really pushed Trek to get it lighter. Cycling is moving very fast, and we want the best equipment. Every time a new bike comes out, we have to make it better. We wanted it lighter, but also comfortable, and one that reacts faster.”

IsoFlow replaces IsoSpeed

The new Madone has a striking rear triangle with the new IsoFlow system at the top tube/seat tube/seatstays junction. The seatpost is effectively cantilevered over the actual seat post. This design means the IsoSpeed technology of the previous Madone that decoupled the seat tube from top tube to dampen vibrations is gone.

The new IsoFlow system takes out the complexity and some of the comfort of the previous IsoSpeed. IsoFlow does flex over bumps to smooth out the ride, but not to the same extent as IsoSpeed. IsoFlow’s main goal is to improve aerodynamics and shave weight to save precious seconds in the saddle.

“When we met with the race team one thing they were passionate about was to make the frame lighter. We dug into how we could make a lightweight system that gives everything they want and stiffness,” Alex Bedinghaus, Trek’s senior design engineer said. IsoFlow’s new seat tube technology is still able to provide a smooth, compliant ride, but also improves aerodynamics.

Aerodynamics

“The seat tube is important,” Bedinghaus explained. “We came up with the unique design, a hole in the seat tube, that could accelerate air from the seat tube into a low pressure area behind the rider. There will be a 19 W improvement at 45 km/h.”

That improvement also means the latest Madone SLR is 60 seconds per hour faster than the previous generation. The team at Trek also found gains with the redesigned truncated airfoil shaping across the frame.

Near the crank is a bottom bracket shelf. This material helps to manage airflow around the down tube and seat tube, especially with a full complement of water bottles in the frame.

Improved, more aero bar and stem

Trek engineers not only looked at how to make the frame faster, but at how to make you, the rider, a bit more aero, too. To get you in a better, faster position, designers tweaked the Madone’s bar and stem.

There’s a shallow reach (80 mm) along with a 124-mm drop and flared drops for improved ergonomics. Note that if you usually run a 42 cm bar, you should opt for that size for the new bar/stem.

However, with the Madone, 42 cm refers to the distance between the ends of the drops. At the hoods, things are 3 cm narrower. That’s by design. The narrower position at the hoods makes you more aero and faster. When you ride with your hands on the hoods, you are in a narrower position. Trek says that you’ll have 9.5 W of savings.

The Madone is optimized to work with the company’s bar/stem—which comes in 14 sizes—but you can also run any standard 31.8 mm bar and stem. You will need a different bearing top cap to do so.

Weight savings

The new design, along with OCLV Carbon means that the new Madone is 300 g lighter than the previous version.

Meant for racing

The Madone is only available in the SLR version, so there’s no second tier. It’s also only available with electronic shifting, and the Di2 battery is inserted in the down tube, just above the bottom bracket. Trek recommends a maximum tire size of 28 mm, which will provide 6 mm clearance.

“We did it together, the engineers and we, the riders. They have the data and we have the feeling on the bike. It makes a perfect bike,” Pedersen added. “We are riding a spaceship. It reacts the way we wanted, aggressive in corners, the bike goes where you want it to go. It behaves like I want it to. It’s so fast when you start a sprint.”

Additionally, it is important to note that all frames that are in 47 to 54 sizes will come with a short seat post, and bikes sized 56 to 62 will have a tall seat post. Trek also specifies that all stock seat posts are 0 mm offset.

Canadian pricing for the new Trek Madone SLR

Availability of the Trek Madone SLR in Canada

You will see the new Madone at the Tour de France and Tour de France Femmes before you see it in shops here. Models should be arriving later in the summer. If you are keen, it’s best to contact your local Trek dealer to pre-order.

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Review: Trek Madone SLR 7

700c wheels

800 Series OCLV carbon frame with adjustable top tube IsoSpeed

17.81 lbs. (size 56cm)

Most reviews will say "this is the most amazing bike I’ve ever ridden!" Though it may be cliche, I'm going to say it too - Trek’s Madone is an incredible bike and I love it every single time I throw a leg over it. I’m not just saying that because it’s brand new and shiny. I have ridden many different high-end road bikes and this one is up to snuff. I’ve spent the last 10 years cycling through one to two different road bikes a year including models from Trek, Specialized, Cervelo, Cannondale, and Fuji.

Morning rides on the Madone

Each new bike seems to feel better than the last, but the most noticeable jump in performance occurred when I tried the first aerodynamic version of the Madone in 2018.  Immediately that bike felt faster, more efficient, and stronger than anything in its class. I expected it to be a little slower on climbs because it was heavier than some of my previous bikes, but my Strava times proved that the Madone was faster all around, even on steep climbs. I think the primary difference lies in the aero frame and stiff integrated handlebar, which transfer sprinting power more effectively from your upper body into forward movement of the bike. The bike feels extremely responsive when I stand up and hammer on it, and I never realized how much traditional bar/stems can flex, even on high-end carbon fiber options.

The Watermelon Madone is always a crowd pleaser, available in Trek Project One

Another benefit of Trek’s carbon layup and design is compliance. Most aerodynamic road bikes have no compliance built into the frame which makes for a very uncomfortable and rattling ride. Madone’s “Isospeed” integrated carbon seatmast is designed to flex slightly, contributing to a smooth riding machine. Trek has done an amazing job at balancing the three critical elements of a road bike – aerodynamics, weight, and compliance. I know this all sounds like jargon out of the Trek catalog or website, but for me it equates to a very fun bike, simply put. Oftentimes it feels like the closest thing I can get to flying an F-16, and every time I’m done riding I can’t wait to get back on. One caveat is that the Madone is a pain to assemble (but Guthries can handle that), and it will cost more to service due to the “hidden” cable/housing routing within the handlebar and frameset. However, this lack of external cables makes the bike look super clean. 

Most of my rides are 1.5 to 2 hours long with a group of strong guys that like to go fast and push themselves. We will usually sprint to the finish, and the Madone has performed flawlessly during these “daily races”. Many of the riders in my group are on Treks and each of them loves their bike, but personally I can never resist riding the Madone. Feel free to call and pick my brain any time about the Madone or any of Trek’s other models. 

-  Jeff Goddard, owner

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2024 Trek Madone SL 7 review: This is the one to get

The flagship Madone is lighter and very slightly more aero, but also more than twice as expensive.

Second-tier models – ones that look the same, but use less-expensive materials and parts to lower the cost – typically aren’t nearly as exciting as their more premium cousins. But in the case of the Trek Madone SL vs. the Madone SLR, the difference in performance is so small – and the difference in cost so dramatic – that it’s hard not to consider the “lesser” version to be the one to get, even if you have the money for the flagship model.

The short of it: The same cutting-edge aerodynamic performance of Trek’s flagship Madone SLR, distilled into a much more affordable package. Good stuff:  Heaps lighter than before, tangibly speedy, surprisingly good ride quality, superb handling, lots of tire clearance, user-friendly two-piece cockpit, sharp lines. Bad stuff:  Polarizing IsoFlow aesthetics, poor weathersealing, narrow wheels and tires.

An aero primer

Trek went perhaps a little too far down the “aero and comfy” rabbit hole with the 6th-generation Madone, which was impressive in the wind tunnel and surprisingly comfortable to ride, but also among the heavier options in the category what with its complicated (and hefty) IsoSpeed pivoting seatmast design. With the latest iteration of the Madone launched last June, Trek supposedly improved the bike’s aerodynamic performance while also simplifying the structure, ditching IsoSpeed in favor of an even more radical-looking seat cluster configuration called IsoFlow.

In short, IsoFlow comprises a giant hole where the seat cluster would normally be. The seat tube stops just shy of its normal height, the seatstays bypass that area entirely and connect further forward on the top tube, and the semi-integrated seatmast is now cantilevered off the back of the top tube like the business end of an ice hockey stick.

Trek claims IsoFlow yields smoother airflow through that area, saves almost 150 g relative to the outgoing Madone (for the flagship SLR trim, at least), and – thanks to some clever carbon tuning in that area – also supposedly provides a better ride quality than you’d otherwise expect from such chunky frame proportions.

Trek has been one of the biggest proponents of Kamm-tail tube profiles since first using it on the Speed Concept way back in 2009, and those flat-backed shapes are very much alive and well on the latest Madone – if anything, they’re deeper than ever thanks to recent revisions in the UCI technical guidelines. The down tube, seat tube, seatstays, and fork blades are all more aggressively shaped than ever, and the head tube and cockpit areas are particularly sleek so as to keep air flowing cleanly over the carefully sculpted surfaces. 

The revised frame shape only accounts for about half of the new Madone’s claimed aerodynamic performance gains, however. The other half comes from the rider – or, more specifically, handlebars that have been radically narrowed by about 3 cm across the board in order to place the rider in a more aerodynamic position. 

Taking all of these factors together, Trek is touting some bold performance gains, saying the 7th-generation Madone frameset module (including the frame, fork, cockpit, and seatpost) is not only about 300 g lighter in total than the 6th-generation one, but also about 19 watts more efficient aerodynamically in a wind tunnel (at 45 km/h), which Trek says translates to a 60-second advantage per hour at that speed.

A single letter with small differences

All of those changes sound well and good, but keep in mind that when those announcements were made in June 2022, they only applied to the flagship Madone SLR models, whose retail prices start at US$8,000 / AU$11,800 / £7,600 / €8,200 (for a Shimano 105 Di2 build!) and top out at a whopping US$13,200 / AU$19,000 / £14,500 / €15,700 with a SRAM Red AXS groupset. More power to you if you can swing that kind of cash, but for most performance-minded riders, that’s just not in the cards. 

Trek has for years offered a less-expensive version in the Madone SL, but given how the 6th-generation Madone SLR was already overweight, the Madone SL was a veritable boat anchor. For example, a sample I tested a couple of years ago with a mid-range SRAM Force AXS wireless groupset and Bontrager’s reasonably light Aeolus Pro 51 wheels came in at a whopping 8.59 kg (18.94 lb), a tough pill to swallow, aero advantage or not.

Thankfully, the weight loss plan introduced with the Madone SLR now also carries over to the recently updated Madone SL. Despite the lower-grade carbon fiber blend here, claimed weight for a 56 cm Madone SL frame is now 1,200 g, plus 476 g for the matching fork. That’s still 208 g more than a comparable Madone SLR frameset, and hardly a featherweight given the selection of sub-800 g options now on the market, but still pretty good all things considered. If you take Trek’s aero claims at their word, those extra grams aren’t going to matter much at all against the stopwatch on most courses, and realistically speaking, the person considering a Madone these days will probably be more concerned about grams of drag.

Like with the previous Madone SL, this one again uses the exact same shape as the Madone SLR, so its aerodynamic performance should be identical, with one exception: the cockpit. The Madone SLR uses Trek’s latest one-piece carbon fiber handlebar/stem, but the Madone SL uses a more conventional two-piece setup that includes an aero-focused forged aluminum stem with a separate aero-shaped carbon fiber handlebar. And whereas the hose routing on the Madone SLR is fully internal, it’s hidden – but still largely accessible – on the Madone SL, with the brake hoses peeking out just a bit underneath the bar clamp before ducking away again into a plastic shroud bolted to the underside of the stem. 

Trek says this equates to a six-second hit to the Madone SL’s aerodynamic performance relative to the Madone SLR. Don’t worry; I’ll get to that soon enough.

Trek also says there’s a negligible difference in chassis stiffness – less than 5% – and ride quality shouldn’t take much of a hit, either. If anything, the lower grade of carbon fiber in the Madone SL might even make that bike more comfortable than the Madone SLR, not less.

Aside from the different carbon fiber blend and the two-piece cockpit, the rest of the feature list is identical, including Trek’s slightly modified T47 oversized and threaded bottom bracket shell, a built-in chain keeper, and the brand’s now-signature semi-integrated seatmast. Unlike true integrated seatposts, though, this one doesn’t have to be cut and will still squeeze into most standard travel cases, and Trek has gone to great lengths to ensure a proper rider fit. If the included proprietary seatpost doesn’t quite accommodate your position, Trek also offers a longer option – each with 65 mm of total height adjustment – and both are available in 0 mm and 20 mm offsets. Given the rather goofy component dimensions, Trek thankfully has a broad range of dedicated front and rear accessory mounts to accommodate stuff like lights and computers, too.

Both versions are also offered in eight sizes: impressive for a mainstream brand.

Otherwise, the differences between the Madone SL and Madone SLR simply boil down to more economical build kits. 

My Madone SL 7 test sample is the nicer of the two complete Madone SL bikes Trek offers currently, and comes equipped with a complete Shimano Ultegra Di2 2×12 wiredless electronic groupset, Bontrager Aeolus Pro 51 carbon fiber clincher wheels wrapped with 25 mm-wide Bontrager R3 Hard-Case Lite tires, a Trek RCS Pro forged aluminum stem, Bontrager RSL Aero carbon fiber handlebar, and a Bontrager Aeolus Comp snub-nosed saddle. 

Actual weight for my 52 cm sample is 8.01 kg (17.66 lb), without pedals or accessories, and retail price is US$6,500 / AU$10,300 / £7,500 / €8,000.

You know what feels fast? Money left over in my pocket

Having fun on a road bike largely revolves around going fast – and holy cow, is the Madone SL fun in that respect.

For however many full-blown aero road bikes I’ve ridden over the years, it’s still shocking every time I get on a particularly good one and can so immediately feel – feel! – how much faster they are. It’s startlingly easy to hit – and hold – high speeds, but it’s also tangibly easier to just casually cruise if that’s what you feel like doing that day. The beauty is that the option to go fast is always there if you want it, and even after however many years I’ve done this, that thrill never goes away.

Those huge tube sections and all that material are also put to good use in terms of chassis stiffness. It’s wonderfully responsive when you lay down the watts, and it feels every bit like the race bike it’s supposed to be. High-speed jumps are where the Madone SL excels given that aerodynamic shape, but the combination of that stiffness and the new weight loss make it a surprisingly good partner on steep climbs, too. That rigidity also feels nicely balanced from tip to tail with no section of the frame coming across as more flexible than another. The Madone SL obviously doesn’t feel as light heading uphill as something truly feathery, but sub-8 kg is still pretty darn light, and if speed is truly what you’re after, the aerodynamic benefits should more than make up the difference. 

I fully expected my test sample’s 36 cm-wide bars (at the hoods) to feel very weird – and to be fair, they did, but literally only for the first few minutes, after which I almost completely forgot about it. I did miss the additional leverage of my usual 40 cm-wide bars on particularly steep climbs, but that was about it. Consider my eyes opened.

That the Madone SL efficiently cuts through the air and feels fast doing so shouldn’t be a big surprise. The old one was known to be very aerodynamic, and this one is supposedly a big step up from there. But a big aspect of being fast on the road is also being comfortable, and more specifically, that you are able to achieve and maintain an efficient position while also producing a lot of power.

And that’s where the Madone SL’s two-piece cockpit comes in.

One-piece cockpits may look cool, but I don’t always get along with them. Even if the bar width and stem length is correct, sometimes the bend just isn’t my favorite, or the cross-section doesn’t feel right in my hands, or the drop dimension isn’t quite there, or whatever. More often than not, I find myself having to adapt to the bar since there aren’t any other options available instead of the other way around. 

The two-piece setup on the Madone SL may be slower than the fancy (and lighter, and far more expensive) one-piece cockpit on the Madone SLR, but being able to easily adjust and tune the front end to my liking is something I find invaluable. In the case of the Madone SL, the stock bar actually worked quite well for me: an appropriately deep drop with a semi-anatomic bend, a nice flat platform behind the hoods to rest your wrists, and tops that are aero-profiled but still refreshingly comfortable to hold. 

The stem, on the other hand, was a hair too short given my shorter-legs-longer-torso proportions. On a one-piece setup – particularly one with fully internal routing – even a simple adjustment like that on an internally routed one-piece setup is literally hours of work. And while Trek may offer the fancier one-piece setup in fourteen different size combos, you still have to buy the thing (unless you go through Trek’s Project One custom program and pick the right one from the start). But on the Madone SL, it took me all of ten minutes (and many dealers would likely be willing to swap the stem for you). Oh, you also want to try lowering the stem for a bit before cutting the steerer? Just stack some totally normal round spacers on top for a bit. Brilliant. 

Such simple things shouldn’t be so refreshing, but these days, they are.

Speaking of comfort, the Madone SL rides much better than I’d expected. While the ride quality is on the firmer side, it’s very well damped and also effectively takes the edge off of bigger impacts. Tactile feedback is still superb, too, and it’s striking how well the front tire communicates grip levels through the bars without feeling harsh. And as much as I enjoyed the cushiness of the old IsoSpeed system, I have to admit that there seems to be something to Trek’s claims about how the IsoFlow mast flexes over bumps. I’m not sure what it’d feel like under someone appreciably heavier than my modest 72 kg (159 lb), or how well that sort of cantilevered arrangement will hold up over time, but I’ll be damned if it isn’t impressively comfy.

If you are after an even softer ride, don’t forget there’s room for tires with a measured width up to 33 mm – or even more if you’re willing to stomach the risk of running less than 4 mm of clearance at the chainstays.

Handling is another bright spot, as the Madone SL feels much like every other Madone I’ve ridden over the years. The steering geometry is quick and incredibly intuitive without ever feeling twitchy or nervous. It initiates turns with but a flick of the wrists and just a little tilt of your hips, falls naturally toward the apex, and then readily snaps back upright when it comes time to rocket out of the corner, never fighting you at all along any point of the process. High-speed stability is fantastic, too, with not a hint of drama – just relax and keep it pointed where you want to go. That magical combination is something I’ve long enjoyed about the Madone, and I hope Trek never changes it.

One change I’m quite fond of, however, is the new Madone SL’s edgier aesthetic. Gone is the incongruent mix of shapes on the previous model in favor of a more cohesive assortment of mostly straight edges. I’m particularly keen on how the seatstays, down tube, top tube, and chainstays seem to form a perfect parallelogram in profile. There’s beauty in the symmetry. 

That all said, it’s hard for me to ignore some of the Madone SL’s quirks, too.

Trek has engineered a surprising amount of saddle height adjustment considering the relative stubbiness of that integrated seatmast – not to mention the fact you never need to take a hacksaw to your brand-new bike. But the gap between the seatpost and seatmast base is big and unsightly, and the exposed slots further down are begging to suck in whatever’s flying off of your rear tire. 

Trek says that area is entirely sealed off from the rest of the frame so you theoretically shouldn’t be regularly filling your bottom bracket area with gnarly road spray. “You could drain any water that may get in there by tipping the bike upside down, and the material is carbon so there wouldn’t be any damage if water got in,” I was told. Ok, but wouldn’t it be better if it wasn’t so easy for water to get in there in the first place? And sure, the main parts are carbon fiber, but let’s not forget all of the metal hardware that fixes those pieces in place – hopefully not permanently someday. Trek has long demonstrated the ability to mold rubber bits in places like wire and hose ports, so it’s a mystery to me why the seatpost area is left so comparatively unfinished.

Speaking of sealing, just as I’ve noticed on other recent Trek road bikes, the upper headset bearing is perilously exposed to the elements. In fact, there’s enough of a gap between the headset cover and the head tube that you can very easily see the shiny (for now) silver of the upper bearing’s outer race. Trek may very well be using stainless bearings (I didn’t bother to ask), but even if so, that only applies to the races – not the bearing balls – and given the enormous cost and hassle of servicing headset bearings with fully internal routing, I want to see headset bearings be more protected, not less. 

“We’ve had a high volume of bikes in the field with this same RCS-stem compatible headset bearing cover with similar clearance to the frame for some time (Gen 4 Domane SLR and SL, for example) and have not seen an uptick in the amount of headset service reported by Trek shops,” explained Trek bike product marketing coordinator Jake Glahn.

Consider the old shop mechanic in me unconvinced.

Build kit breakdown

Trek has outfitted the Madone SL 7 with solid, no-frills component mix and I have few complaints.

I’ve extolled Shimano’s latest Ultegra Di2 12-speed wiredless groupset several times in the past already, and my opinions haven’t changed. Shift performance is superb front and rear, lever ergonomics are excellent, and the brakes are strong and mostly silent, and with superb lever feel. Riders in particularly hilly environments might want to consider adjusting the 52/36-tooth chainrings and/or the 11-30T cassette, but Shimano’s use of a long pulley cage across the board for this latest generation of Ultegra Di2 at least lessens the financial hit.

The Bontrager Aeolus Pro 51 carbon wheels share the same rim profile as the higher-end Aeolus RSL 51 – just with different carbon materials – and the DT Swiss 350-based hubs aren’t quite as nice as the RSL version’s DT Swiss 240-based one, either. As such, they’re essentially a wash in terms of aerodynamics, and while the nearly 200 g weight penalty can be noticeable when sprinting or climbing, it’s not a huge deal in the grand scheme of things. 

Perhaps more questionable are the Bontrager R3 Hard-Case Lite tires. The tires themselves are perfectly reasonable for everyday use: decent rolling resistance, reassuring grip (at least in dry conditions), seemingly good puncture protection, surprisingly comfortable ride quality. But with even top road pros moving to 28s and beyond , the choice of 25 mm-wide casings here seems a little behind-the-times, even though the actual inflated width is just a hair over 28 mm. 

Bumping up a size would enhance the ride quality even further while also improving cornering grip, and there’s certainly room in the frame and fork to spare. The reduced weight of this latest Madone SL was clearly a big story for Trek, though, and my guess is the product manager didn’t want to add any more. But another likely explanation is the shape of the Aeolus Pro 51 rim, which is currently aerodynamically optimized around that tire size. My hunch is the next generation of Aeolus wheel grows in width, at which point I’m guessing the tire size will grow as well. 

“25 mm tires are what’s fastest on our current lineup of 23 mm internal-width rims,” Glahn said. “Further, 25 mm tires on 23 mm internal-width rims are what was used in the wind tunnel testing for the Gen 7 IsoFlow Madone, and therefore contribute to the basis of our aero claims for this platform.”

As for the Bontrager finishing kit, the Aeolus Comp saddle is one of my favorites: a sort of hybrid between a Specialized Power and a Pro Stealth, mixing the overall profile of the former with the wider nose of the latter. It seems hard at first, but the high-density padding offers excellent support that arguably gets better as the hours tick by. 

I know I’ve already mentioned this, but the Bontrager RSL Aero handlebar was a pleasant surprise. The narrow width is initially jarring, but the overall shape is very comfortable, and there’s excellent wrist clearance when you’re in the drops. Kudos to Bontrager for not merely following trends and slapping a shallow drop on this thing, too. It’s an aero bar meant for performance riding, and so the 80 mm reach and 124 mm drop strike me as just about right. I do wish Bontrager had included more room in the middle for a computer mount, though. Unless you’re running something with a particularly narrow clamp, you’re stuck with some sort of stem-based computer mount.

It’s a winner for me

I haven’t always been a fan of the Madone SL in recent years. Although I loved the aerodynamic performance, it was just too darn heavy. Now that Trek has lopped so much weight off of it, though, it’s not only become much more appealing in my view, but also arguably the one to have if only for that more livable two-piece cockpit design.

If you’re on a budget, yes, there’s also the Madone SLR 6 that comes with Shimano’s new 105 Di2 wiredless electronic groupset, which would more closely align with the old “buy the best frame you can afford” mindset. The complete bike is about 250 g lighter overall than the Madone SL 7 despite the groupset being 130 g heavier, comes with the same wheels, shift quality would be virtually identical, and if the mid-compact gearing of the Madone SL 7 seems a little too tall for your liking, the 105 setup includes a friendlier 1:1 ratio for clawing your way uphill. 

But the braking performance of 105 isn’t quite as good as Ultegra, you can’t add remote shifters, and the supplemental upper buttons on Ultegra and Dura-Ace that are so handy for things like controlling your computer are missing, too. And then there’s that potential fit and comfort issue of that Madone SLR’s one-piece front end I’ve already mentioned, plus the Madone SLR 6 is still US$1,500 more expensive. 

Get the best frameset you can afford, sure. But when the second-tier one is this close, I know which one I’d be buying.

More information can be found at www.trekbikes.com .

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Trek Madone SLR 9 AXS Gen 7 Review

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

With its cutting-edge technology and sleek design, this bike is sure to impress even the most discerning cyclist.

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

The Madone series, in particular, has gained a reputation for being one of the best in the industry.

With the release of the Madone SLR 9 AXS Gen 7, Trek has once again raised the bar for what a road bike can be.

In this review, we will delve into the features and capabilities of the Trek Madone SLR 9 AXS Gen 7, exploring its design, components, and overall performance.

Whether you’re a professional cyclist or a recreational rider, this bike has something to offer everyone.

So, let’s get started and see if the Trek Madone SLR 9 AXS Gen 7 is the right bike for you.

– Aerodynamic design: The Madone SLR 9 AXS Gen 7 features an aerodynamic Kammtail frame shapes and integrated components, reducing drag and allowing for faster speeds.

– Lightweight construction: The bike is made from Trek’s premium OCLV Carbon, ensuring a lightweight yet durable frame that enhances agility and speed.

– Advanced drivetrain: Equipped with the SRAM RED eTap AXS electronic drivetrain, the Madone SLR 9 AXS Gen 7 offers smooth and precise shifting, allowing for effortless gear changes.

– Integrated cockpit: The bike features an integrated handlebar and stem system, reducing drag and providing a sleek and streamlined appearance.

– Precision braking: The bike is equipped with SRAM Red eTap AXS hydraulic disc brakes, offering reliable and consistent stopping power in all weather conditions.

– Integrated storage: The bike features integrated storage solutions, including an internal storage compartment and a mount for a Bontrager Flare RT rear light.

– Eye-catching design: The Madone SLR 9 AXS Gen 7 boasts a sleek and visually striking design, making it a standout on the road.

One of the standout features of this bike is its aerodynamic design.

The frame is constructed using Trek’s OCLV Carbon, which not only makes it incredibly lightweight but also enhances its aerodynamic capabilities.

The Kammtail Virtual Foil (KVF) tube shape reduces drag, allowing you to cut through the wind with ease.

Whether you’re racing or simply cruising along the road, this bike will give you a noticeable advantage.

Another impressive aspect of the Trek Madone SLR 9 AXS Gen 7 is its integration of technology.

The bike is equipped with the latest SRAM RED eTap AXS electronic shifting system, which provides smooth and precise gear changes with just a touch of a button.

This system also allows for customization, so you can fine-tune your shifting preferences to suit your riding style.

In addition to the electronic shifting, the bike features a fully integrated cockpit.

The handlebars, stem, and headset are designed to seamlessly blend with the frame, creating a clean and streamlined look.

This not only enhances the bike’s aerodynamics but also improves its overall handling and control.

Wheels and Tires

When it comes to performance, the Trek Madone SLR 9 AXS Gen 7 does not disappoint.

The bike is equipped with Bontrager Aeolus RSL 51 carbon wheels wrapped with Pirelli P Zero Race tires, which are not only lightweight but also provide excellent stiffness and responsiveness.

This translates to faster acceleration and improved power transfer, allowing you to ride with confidence and efficiency.

Overall, the Trek Madone SLR 9 AXS Gen 7 is a top-of-the-line bike that delivers on both performance and style.

Whether you’re a professional cyclist or a recreational rider, this bike will exceed your expectations.

With its aerodynamic design, advanced technology, and exceptional comfort, it’s no wonder that the Trek Madone SLR 9 AXS Gen 7 is generating so much excitement in the cycling community.

So, if you’re in the market for a high-performance road bike, look no further than the Trek Madone SLR 9 AXS Gen 7.

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

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2022 Trek Madone SL 7 eTap review: Speedy and comfy, but seriously heavy

Unusually good ride quality and the handling is brilliant, but it’s hard not to notice the heft when you point it uphill..

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Story Highlights

What it is: Trek’s second-tier aero road bike, built with a more affordable carbon blend and less integration than the flagship version.|| Frame features: OCLV 500 carbon fiber construction, truncated airfoil tube shaping, Adjustable Top Tube IsoSpeed “decoupler”, almost fully internal cable routing, T47 threaded bottom bracket, built-in chain watcher.|| Weight: 8.59 kg (18.94 lb), 52 cm, without pedals or accessories.|| Price: US$7,030 / AU$n/a / £6,900 / €7,400.|| Highs: Superb aerodynamics, comfy ride, excellent handling, accommodating cockpit design, threaded bottom bracket.|| Lows: So-so front-end ride, so heavy.

Aero above all else

Trek’s Madone SLR flagship aero road bike is undeniably fast and efficient when it comes to slicing through the air, but the significant amount of complication that goes into its design also results in a lot of cost. For riders that are chasing every last watt of drag — but are on more modest budgets — Trek introduced two years ago the Madone SL collection, which uses the exact same shaping, but with a less-fancy carbon fiber blend that shrinks the price tag at the expense of an additional 240 g or so of weight.

Indeed, if you were comparing on the design alone, the Madone SL is a literal carbon copy of the SLR. The deep-profile Kammtail truncated airfoil cross-sections are present and accounted for, there’s the same ultra-sleek seat cluster treatment with that no-cut integrated seatmast, an identical hourglass-profile head tube, and the same aggressively shaped fork blades. 

Up top is the same ace-in-the-hole found on the Madone SLR, too: Trek’s incredibly effective Adjustable Top Tube IsoSpeed “decoupler”. While clever surfacing suggests the seatmast is all molded together with the rest of the frame, it’s actually an L-shaped piece with the base extending underneath the top tube, and an aluminum axle and two cartridge bearings at the seat cluster. As a result, that seatmast can pivot rearward on rough roads far more than appearances would suggest, with the lower section of that “L” acting as a leaf spring. 

Even better, a hidden slider between the base of that “L” and the top tube also allows you to fine-tune the spring rate to your liking.

In addition to the different fiber blend, Trek reduces costs further by using a standard stem and headset on the Madone SL as compared to the more heavily integrated two-piece carbon fiber cockpit on the Madone SLR. Cable routing is still fully internal with lines entering the frame through a proprietary upper headset cover, though, and down below is a slightly tweaked version of the T47 oversized threaded bottom bracket standard. 

Whereas many disc-equipped aero road bikes have surprisingly generous tire clearance for narrower all-terrain tires, Trek is clear on what the Madone SL is meant to be, with room for 700×30 mm-wide rubber and not really much more. In terms of geometry, you get a notably aggressive rider position with a long reach and low stack, together with classic stage race handling and trail dimensions in the mid-to-high 50s.

Our Madone SL 7 eTap model comes outfitted with SRAM’s mid-level Force eTap AXS 2×12 wireless electronic disc-brake groupset — including a crank-based dual-sided power meter — and Bontrager’s 51 mm-deep Aeolus Pro 51 carbon clinchers wrapped with 25 mm-wide Bontrager R3 Hard-Case Lite clinchers. Finishing kit is sourced from the corporate parts bin, too, including a Bontrager Elite Aero VR-CF aluminum bar with flattened tops, a Bontrager Pro forged aluminum stem, and a Bontrager Aeolus Comp saddle.

Weight weenies will want to turn away for a moment as this next part will come across decidedly ugly. 

Actual weight for our 52 cm test sample is a rather hefty 8.59 kg (18.94 lb) without pedals or accessories, and yet despite that, retail price is a still-expensive US$7,000 / AU$NA / £6,900 / €7,400.

As well as other bike types can sometimes mimic the performance of a dedicated road bike, there’s simply no substitute for the sort of free speed you get out of a full-blown aero model. Despite being several years old at this point, the Madone is still one of the fastest bikes on the road. It’s a difference you can actually feel, and this second-tier Madone SL is no different.

It’s legitimately easier to hit higher speeds on the Madone SL as compared to bikes that are less aerodynamic, and easier to hold those speeds, too. It’s particularly obvious on descents, where both CyclingTips social media editor Mike Better and I noted we were going faster than usual on our everyday routes.

Further adding to that sense of speed is the frame’s superb stiffness, which perhaps should come as no surprise given all that carbon fiber and the massive tube cross-sections. The Madone SL is efficient through the air, but also efficient in terms of how the structure translates pedaling effort to the rear wheel. Even sprinting feels better than usual given the excellent front-end torsional stiffness. 

Basically, the Madone SL is all about going fast, and feels every bit of it.

Handling is also superb, and exactly what I’ve come to expect from Trek’s long-running Madone family. It’s quick to turn in and can readily change its line mid-corner, but it’s also confidently stable at very high speeds. Simply put, it just does exactly what you want it to do while on the road, all the time, every time. The traditional stage-race road geometry of course has plenty of toe overlap, but it’s not an issue in the vast majority of riding situations. 

Ride comfort is yet another high point for the Madone SL, at least out back. That Adjustable Top Tube IsoSpeed thingamajig may seem like a gimmick, but it absolutely works as advertised, which is especially amazing given the depth of the seatmast. There’s tangible movement when you hit bumps, and I’d argue there’s even a handling benefit since your weight isn’t getting bounced around as much as usual on less-than-perfect pavement when attacking corners and descents. 

The motion isn’t overly bouncy, either. In fact, I found it to be quite well damped and controlled, and it’s easy to firm things up if desired by moving the slider fore and aft under the top tube. It’s literally a three-minute job, and one you could do roadside with a multi-tool.

One downside of the Madone SL’s fantastic aero efficiency, however, is its susceptibility to crosswinds. Between the deep tube profiles used throughout and the 51 mm-deep front and rear rims, both Mike Better and I noted how it was sometimes a little unnerving to ride the Madone SL in blustery conditions. Predictable handling or not, all that surface area gives the wind plenty to push on, and lighter riders should particularly take note. 

Unfortunately, the excellent ride quality out back isn’t mimicked up front. Trek doesn’t bother to include its Front IsoSpeed mechanism here, and those deep-section fork blades and the massive head tube area aren’t exactly conducive to flex on bumps. The flattened tops of the standard carbon fiber handlebar are almost certainly more forgiving than the more aggressive integrated setup of the Madone SLR, but it still makes for a very firm, and somewhat disjointed, feel. 

The Madone SL 7 eTap’s biggest performance drawback by far, however, is its weight — essentially, that there’s an awful lot of it.

Even with last year’s weight loss, the Madone SLR has never been renowned as a particularly light frameset, and this Madone SL is only heavier yet. Adding to the heft is the SRAM Force eTap AXS groupset, which — as well as it works — is anything but light. The bare weight of 8.59 kg (18.94 lb) hurts enough as is, but once you add pedals and accessories, you’re looking at around 9.5 kg (19.5 lb) for a road bike that still costs an awful lot of money.

On flat roads or moderately rolling conditions, that mass honestly isn’t incredibly noticeable; here, the bike’s superb aerodynamics will play a bigger role. But once the road turns uphill in a more significant way, it’s a different story. Both Mike and I had a hard time not feeling like the bike was dropping anchor a bit when climbing. Try as you might, there’s just no fighting gravity.

SRAM’s Force eTap AXS wireless electronic groupset may be heavy, but it’s functionally hard to fault. Overall shift performance is excellent, with smooth and reliable chain movement at both ends, and more range than we’ve historically expected from traditional road transmissions (although Shimano’s new 2×12 Dura-Ace and Ultegra groupsets are now roughly on par). It’s still not quite as quiet as what you can get from Shimano or Campagnolo, but SRAM’s eTap shift button actuation is the best in the business — and certainly the most progressive-thinking — and while the lever aesthetics are polarizing, the ergonomics are hard to beat. 

The hydraulic disc brakes are also excellent with a gentler initial grab than Shimano calipers, and arguably more user-friendly modulation, too. And kudos to Trek for specifying 160 mm rotors front and rear given the higher speeds people are likely to be hitting on this thing, along with the stock dual-sided power meter.

Similarly, the array of house-brand Bontrager stuff that fills out the rest of the spec sheet is all solid kit as well. 

Topping the list are the Bontrager Aeolus Pro 5 carbon clinchers, which — much like the frameset — offer virtually identical aerodynamic performance as the higher-end Aeolus RSL versions , just with more weight (and, in this case, a less-fancy hubset). Our test bike arrived with Bontrager R3 Hard-Case Lite tubed clinchers, which aren’t necessarily our favorites in terms of outright performance, but are a good option nonetheless for everyday racing and training. Should you decide to ditch the tubes at some point, the rims are tubeless-ready and only require dedicated molded plastic rim strips and valve stems for the conversion.

Bontrager has done a particularly good job on the ancillary bits. 

The Aeolus Comp saddle is proving to be one of my favorites for its mix of all-day comfort and support, and I’m certainly a fan of the Elite Aero VR-CF bar with its semi-traditional drop bend and moderately flattened tops. Bonus points for the optional Blendr mounts that allow for clean integration of lights, computers, cameras, and other accessories on the stem and saddle. That said, despite what the name suggests, the bar is aluminum, and although the shape is excellent, it’s disappointing to not find a carbon fiber handlebar here for this kind of money.

Final thoughts

The debate over weight vs. aerodynamics has always been an interesting one when it comes to high-end road racing bikes, and one that has largely been settled. In almost all situations, aerodynamic efficiency is more meaningful than low weight when it comes to going fast. 

That said, it’s hard to ignore the emotional side of the equation when it comes to the Madone SL 7 eTap. It may very well be a super aero bike, and it may very well be faster than one that’s significantly lighter, but this is no modest increase we’re talking about here.

Whichever way you slice it, the Madone SL 7 eTap is an awfully heavy bike, particularly when you consider the price tag. It might get you where you need to go in less time, but it might not feel that swift in the process, and that’s something you’d just have to be OK with.

So when picking an aero road bike, do you shop with your head or your heart? And do some of those other Madone-specific benefits — that excellent ride quality, in particular — mean enough to you to overlook the weight? 

That’s unfortunately something you’ll have to answer for yourself.

More information can be found at www.trekbikes.com .

Our Field Test group bike tests are by no means paid events, but they’re still only possible with some outside support. CyclingTips would like to thank the following sponsors for this round of the Field Test:

• Rudy Project
• Pearl Izumi
• Sierra Nevada Brewing Company
• Lead Out Gear

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respect oscar onley has (kind) fighting words for geraint\u2019s old guard\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/the-new-generation-lacks-respect-oscar-onley-has-kind-fighting-words-for-geraints-old-guard\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"the new generation lacks respect oscar onley has (kind) fighting words for geraint\u2019s old guard\"}}\u0027>\n the new generation lacks respect oscar onley has (kind) fighting words for geraint\u2019s old guard\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"wout van aert\u2019s classics exit sends shockwaves through visma-lease a bike: \u2018he was in the form of his life\u2019","url":"https:\/\/velo.outsideonline.com\/road\/road-racing\/wout-van-aerts-classics-exit-sends-shockwaves-through-visma-lease-a-bike-he-was-in-the-form-of-his-life\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": 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report card: mighty mvdp, who knows with wout, luxuries for lidl-trek, possibly pithie","url":"https:\/\/velo.outsideonline.com\/road\/road-racing\/tour-of-flanders-favorites-report-card\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/tour-of-flanders-favorites-report-card\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"tour of flanders favorites report card: mighty mvdp, who knows with wout, luxuries for lidl-trek, possibly pithie\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/tour-of-flanders-favorites-report-card\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"tour of flanders favorites report card: mighty mvdp, who knows with wout, luxuries for lidl-trek, possibly pithie\"}}\u0027>\n tour of flanders favorites report card: mighty mvdp, who knows with wout, luxuries for lidl-trek, possibly pithie\n 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\"list\", \"title\": \"\u2018a card to play\u2019: matteo jorgenson moves to center of visma-lease a bike\u2019s in-crisis classics core\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/matteo-jorgenson-moves-to-center-ahead-of-tour-of-flanders\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"\u2018a card to play\u2019: matteo jorgenson moves to center of visma-lease a bike\u2019s in-crisis classics core\"}}\u0027>\n \u2018a card to play\u2019: matteo jorgenson moves to center of visma-lease a bike\u2019s in-crisis classics core\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"factory tour: how a giant bicycle is made, starting from the carbon thread","url":"https:\/\/velo.outsideonline.com\/road\/road-gear\/giant-carbon-factory-tour\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-gear\/giant-carbon-factory-tour\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"factory tour: how a giant bicycle is made, starting from the carbon thread\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-gear\/giant-carbon-factory-tour\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"factory tour: how a giant bicycle is made, starting from the carbon thread\"}}\u0027>\n factory tour: how a giant bicycle is made, starting from the carbon thread\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"elbows, insults, and punches: wout poels recounts catalunya argy-bargy with movistar","url":"https:\/\/velo.outsideonline.com\/road\/road-racing\/elbow-insults-and-punches-wout-poels-recounts-catalunya-run-ins-with-movistar\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/elbow-insults-and-punches-wout-poels-recounts-catalunya-run-ins-with-movistar\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"elbows, insults, and punches: wout poels recounts catalunya argy-bargy with movistar\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/elbow-insults-and-punches-wout-poels-recounts-catalunya-run-ins-with-movistar\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"elbows, insults, and punches: wout poels recounts catalunya argy-bargy with movistar\"}}\u0027>\n elbows, insults, and punches: wout poels recounts catalunya argy-bargy with movistar\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"gravel running shoes vittoria takes its gravel tire tech to a bold new category","url":"https:\/\/velo.outsideonline.com\/gravel\/gravel-gear\/gravel-running-shoes-vittoria-takes-its-gravel-tire-tech-to-a-bold-new-category\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": 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\n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/urban\/urban-gear\/redshift-arclight-pro-pedal-review\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"review: redshift arclight pro pedals might be the safest pedals you can buy\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/urban\/urban-gear\/redshift-arclight-pro-pedal-review\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"review: redshift arclight pro pedals might be the safest pedals you can buy\"}}\u0027>\n review: redshift arclight pro pedals might be the safest pedals you can buy\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"matteo jorgenson soloes to dwars win, wout van aert\u2019s exit causes leadership void for flanders, 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mathieu van der poel took to e3 saxo classic victory: his blindingly fast canyon aeroad","url":"https:\/\/velo.outsideonline.com\/road\/the-bike-that-mathieu-van-der-poel-took-to-e3-saxo-classic-victory-his-blindingly-fast-canyon-aeroad\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/the-bike-that-mathieu-van-der-poel-took-to-e3-saxo-classic-victory-his-blindingly-fast-canyon-aeroad\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"the bike that mathieu van der poel took to e3 saxo classic victory: his blindingly fast canyon aeroad\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/the-bike-that-mathieu-van-der-poel-took-to-e3-saxo-classic-victory-his-blindingly-fast-canyon-aeroad\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"the bike that mathieu van der poel took to e3 saxo classic victory: his blindingly fast canyon aeroad\"}}\u0027>\n the bike that mathieu van der poel took to e3 saxo classic victory: his blindingly fast canyon aeroad\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"you can now control what taylor swift song you listen to on your wahoo elemnt computer","url":"https:\/\/velo.outsideonline.com\/road\/road-gear\/you-can-now-control-what-taylor-swift-song-you-listen-to-on-you-wahoo-elemnt-computer\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-gear\/you-can-now-control-what-taylor-swift-song-you-listen-to-on-you-wahoo-elemnt-computer\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"you can now control what taylor swift song you listen to on your wahoo elemnt computer\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-gear\/you-can-now-control-what-taylor-swift-song-you-listen-to-on-you-wahoo-elemnt-computer\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"you can now control what taylor swift song you listen to on your wahoo elemnt computer\"}}\u0027>\n you can now control what taylor swift song you listen to on your wahoo elemnt computer\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"uci announces initial findings in its urgent review into hookless rims and tires","url":"https:\/\/velo.outsideonline.com\/road\/road-racing\/uci-announces-initial-findings-in-its-urgent-review-into-hookless-rims-and-tires\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/uci-announces-initial-findings-in-its-urgent-review-into-hookless-rims-and-tires\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"uci announces initial findings in its urgent review into hookless rims and tires\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": 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poel in gent-wevelgem\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/the-winning-tactic-lidl-trek-cracks-code-to-beat-mathieu-van-der-poel-in-gent-wevelgem\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"the winning tactic: lidl-trek cracks code to beat mathieu van der poel in gent-wevelgem\"}}\u0027>\n the winning tactic: lidl-trek cracks code to beat mathieu van der poel in gent-wevelgem\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"poga\u010dar\u2019s perfection, mads muscles in, dygert debuts, gc kuss on hold: weekend rewind","url":"https:\/\/velo.outsideonline.com\/road\/road-racing\/pogacars-powerplay-mads-muscles-in-dygert-debuts-gc-kuss-on-hold-weekend-rewind\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/pogacars-powerplay-mads-muscles-in-dygert-debuts-gc-kuss-on-hold-weekend-rewind\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"poga\u010dar\u2019s perfection, mads muscles in, dygert debuts, gc kuss on hold: weekend rewind\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/pogacars-powerplay-mads-muscles-in-dygert-debuts-gc-kuss-on-hold-weekend-rewind\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"poga\u010dar\u2019s perfection, mads muscles in, dygert debuts, gc kuss on hold: weekend rewind\"}}\u0027>\n poga\u010dar\u2019s perfection, mads muscles in, dygert debuts, gc kuss on hold: weekend rewind\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"cyclist fighting for his life after contracting flesh-eating disease from saddle sore","url":"https:\/\/velo.outsideonline.com\/news\/cyclist-fighting-for-his-life-after-contracting-flesh-eating-disease-from-saddle-sore\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/news\/cyclist-fighting-for-his-life-after-contracting-flesh-eating-disease-from-saddle-sore\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"cyclist fighting for his life after contracting flesh-eating disease from saddle sore\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/news\/cyclist-fighting-for-his-life-after-contracting-flesh-eating-disease-from-saddle-sore\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"cyclist fighting for his life after contracting flesh-eating disease from saddle sore\"}}\u0027>\n cyclist fighting for his life after contracting flesh-eating disease from saddle sore\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"170mm stems: the only reason you need to watch this gent-wevelgem tech video","url":"https:\/\/velo.outsideonline.com\/road\/road-gear\/170mm-stems-only-reason-need-to-watch-gent-wevelgem-tech-video\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-gear\/170mm-stems-only-reason-need-to-watch-gent-wevelgem-tech-video\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"170mm stems: the only reason you need to watch this gent-wevelgem tech video\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-gear\/170mm-stems-only-reason-need-to-watch-gent-wevelgem-tech-video\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"170mm stems: the only reason you need to watch this gent-wevelgem tech video\"}}\u0027>\n 170mm stems: the only reason you need to watch this gent-wevelgem tech video\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"tadej poga\u010dar underlines authority with another audacious win","url":"https:\/\/velo.outsideonline.com\/road\/road-racing\/tadej-pogacar-underlines-authority-with-another-audacious-win\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/tadej-pogacar-underlines-authority-with-another-audacious-win\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"tadej poga\u010dar underlines authority with another audacious win\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/tadej-pogacar-underlines-authority-with-another-audacious-win\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"tadej poga\u010dar underlines authority with another audacious win\"}}\u0027>\n tadej poga\u010dar underlines authority with another audacious win\n \n \n \n \n \n\n \n \n \n \n \n\n \n "}]' > >", "name": "footer-menu", "type": "link"}}'>advertise >", "name": "footer-menu", "type": "link"}}'>privacy 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2022 Trek Madone SLR 7

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

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Based on frame geometry and build specs.

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

Madone SLR 7

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Compare the full Madone model range

152cm – 159cm

157cm – 164cm

162cm – 169cm

167cm – 175cm

173cm – 181cm

179cm – 186cm

184cm – 191cm

189cm – 195cm

• 181cm, size 56cm, Fits small

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

Read Review

Aug 2023 · Troy Templin

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

May 2023 · Simon von Bromley

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

Composed yet fast

Innovative design

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

Wide range of frame sizes

No power meter

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

Dec 2022 · Sam Challis

The new Madone is leaner, meaner and wickedly quick

Very fast ride feel

Smart componentry design

Light weight

Narrow bars take some getting used to

Vulnerable in gusty conditions

Dec 2022 · Julian Schwede

Does the new IsoFlow system of the 2023 Trek Madone SLR 9 eTap Gen 7 really rise the bar in terms of aeroynamics and comfort?

Very balanced handling at high speeds

Reduced complexity and improved aerodynamics of the IsoFlow system

Customisation options thanks to the Project One configurator

High-quality workmanship

The damping of the IsoFlow system isn’t adjustable

The Bontrager R4 tires lack grip

Jun 2022 · Matt Hansen

The frame features striking new tube shapes and radical rear triangle

Mar 2022 · Ben Delaney

The Greek god of the winds invoked at three points on the sprinter's bike.

Nov 2021 · James Huang

Unusually good ride quality and the handling is brilliant, but it’s hard not to notice the heft when you point it uphill.

Superb aerodynamics, comfy ride, excellent handling, accommodating cockpit design, threaded bottom bracket.

So-so front-end ride, so heavy.

Last updated 18 March Not listed for 11 days

• Madone SL 7 Gen 7

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"This is the one to get"

"For however many full-blown aero road bikes I’ve ridden over the years, it’s still shocking every time I get on a particularly good one and can so immediately feel – feel! – how much faster they are. It’s startlingly easy to hit – and hold – high speeds, but it’s also tangibly easier to just casually cruise if that’s what you feel like doing that day [...] It's a winner for me."

Stiffer, quicker, sharper

Getting on the bike as a whole, which is the way you ride bikes, it feels like a fast aero bike [...] for a race bike, comfy, and certainly for an aero race bike it is on the more comfortable end of things.

Without a doubt a performance bike

Modern performance geometry makes race bikes much more versatile and fun for the general rider, and in my opinion, [Madone SL] is a great balance for most riders looking for a performance feel from a road bike. [...] lateral stiffness and pedaling efficiency seem very good

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