how does trek isospeed work

What is Trek IsoSpeed Technology?

Part comfort, part suspension, Crank Boutique explains one of Trek’s key pieces of proprietary bicycle technology.

Technology in Short

While compliance and “suspension” systems are now not uncommon for road bikes (see Specialized’s Roubaix and Diverge), arguably Trek were the first mainstream brand to integrate these systems into some of their key models.

• Manufacturer: Trek
• Technology Type: Suspension, Compliance
• Availability: Proprietary – Trek bikes only
• Cost: N/A. Isospeed tends to come only on higher end models
• Current Road/Gravel Models:   Boone ,  Checkpoint ,  Domane ,  Madone

What is Trek IsoSpeed?​

To the casual observer the biggest difference between road and mountain bikes has been the size of the tyre and attached suspension. Over the last few years however, these strict definitions have started to erode in the pursuit of adventure and comfort. With the former 700c tyres get wider every year and the gravel/adventure category mean bigger tyres for everyone. With the latter a number of manufacturers have introduced “suspension” platforms in their road bikes, including BMC, Wilier, Specialized and Trek’s IsoSpeed. 

While the term “suspension” may be mis-leading, the IsoSpeed system is designed to provide riders with more comfort and control over rougher surfaces and was originally designed by Trek to give their bikes and riders an edge in the Classics – e.g. the Paris-Roubaix. The system works by “decoupling” key parts of the bike to provide more compliance and less rigidity – resulting in a more comfortable ride. IsoSpeed is one of the most mature road “suspension” systems out there, debuting in 2012. The Trek IsoSpeed system has two components:

The IsoSpeed Read Decoupler is a essentially a “hinge” that sits between the seat tube and top tube of the bike. On IsoSpeed equipped bikes the seat tube and top tube are not physically attached but are mechanically joined by the rear decoupler. This means that the seat tube has a range of rearward moving helping to absorb the shocks of riding on things like cobbles, rough roads or gravel. There are a couple of implementations of the platform depending on the bike model – the Emonda uses a slightly different implementation with more adjustment along the top tube owing to its unique frame shape and rarefied price point…

The Front Decoupler is slightly more complicated. The Front IsoSpeed is a proprietary headset collar with a rocker that sits in the top of the head tube and bolts into the steerer tube via an assembly that includes a couple of bolts and a preloaded spring. Obviously you won’t be railing berms or going down a double black on it, but this setup allows for a degree of back and forth movement in the steering tube and help to deflect some of the chatter out of the handlebars.

Note that some bikes may have the rear decoupler without the front headset decoupler. IsoSpeed is available across Carbon and Aluminium models in the Domane and Madone ranges. It is also available on a number of Trek CX and gravel models (including Boone and Checkpoint) and some of their XC MTB range. Watch some videos of the system in action below.

This video from Peloton TV is on an older model – check out the classic Dura Ace – but it’s a perfect introduction to how the Isospeed de-decoupler works in practice.

Does Trek Isospeed Work & How Has It Reviewed?

The CrankBoutique team have only had occasion to ride one IsoSpeed equipped bike – a Domane on some very smooth roads south of Sydney. Lovely bike as it was we can’t really comment on its comfort chops on rough roads although we certainly didn’t get any loss of power.

We haven’t found any reviews of the system in isolation, but there are a few comparative reviews of IsoSpeed equipped bikes vs competitors, including Specialized’s Future Shock:

2018 Trek Domane SL 5 Review

“The first time you hit a patch of corrugated or fractured tarmac you understand what IsoSpeed does. Rather than undulations deflecting the front wheel, it absorbs and nullifies the effect of quite big hits, keeping the wheel straight and giving a smoother ride. The rear end removes jarring vibrations that can fatigue muscles faster, helping you ride for longer…IsoSpeed’s bump absorption irons out small undulations to allow the 25mm tyres to grip more consistently, and even though the Bontrager rubber measures 26mm on the 28mm wide rims, if unaware, you’d think you were riding on 28mm tyres.”

2018 Trek Madone SLR 9 Disc Review

I’ve ridden the Trek Madone SLR 9 Disc in various IsoSpeed modes to discover what difference to the rear it would make. I learnt that I probably wouldn’t ride in the stiffest setting as it was a little too harsh at the rear for me.

Towards the middle and softest setting was my preferred mode and I could altogether forget I was riding such a racing machine, let alone an aero road bike that more often than not is too hard to ever be called comfortable. To be frank about the bike’s stiffness, I couldn’t really tell that I was getting anything less from the bike in the softest setting, it still whipped up a storm no problem.

Cycling Weekly

2018 Trek Boone RSL Review

I quickly noticed the compliance provided by the front IsoSpeed decoupler. The front end of the Boone softened the park bumps and helped absorb some of my less-than-stellar moves on singletrack. Especially given my bad back, having some shock absorption on the front improved the ride quality….Smoothing out a ride is one thing, but does the front IsoSpeed handicap actual racing by hindering accelerations out of corners or finishing sprints? I pushed the Boone RSL frame through several practice sprints and found the only limiter to be my lack of sprinting pop.

CX Magazine

2020 Trek Domane SLR First Ride Review

No doubt about it – the IsoSpeed system is impressive. That said, we question whether so much technology (and compromises in terms of cable routing) are needed to improve comfort. On balance and purely in comfort terms, the answer is probably no. After all, there are other bikes that offer the same or even better comfort levels. However, in terms of individualisation and tuning it to the rider’s weight, the IsoSpeed system offers an effective solution and will wow tech enthusiasts who appreciate the packaging of complex technology into a classic and inconspicuous design. Set up correctly, it results in well-balanced comfort between the front and rear and convincing vibration damping!

Are There any Known issues with Trek IsoSpeed?

Headset Creaking

Some users report that IsopSpeed equipped headsets have excessive creaking – see link above.

Cable Rattle

Some users report that IsopSpeed equipped bikes have excessive cable rattle – see link above.

Bearing Maintenance

Some users report that IsopSpeed equipped bikes required additional bearing maintenance – see link above.

One reply on “ What is Trek IsoSpeed Technology? “

Charles Cox

I bought the 2021 Trek Domane SL5 and have creaking issues in the front end bringing it back to the dealer 2 times already currently in the dealer right now for the third time come on Trek get it right.

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The headline news with the new Domane SLR is a two-pronged approach aimed at delivering front end compliance that bettmmer matches the rear IsoSpeed decoupler, a novel development in the original bike that provides a range of comfort-boosting deflection. A common complaint with the original Domane centred around the front end feeling much stiffer than the compliant rear end.

To solve this, Trek has integrated an IsoSpeed decoupler into the head tube, allowing a specially shaped carbon fibre steerer tube to bend slightly between the two headset bearings. We're only talking a very small amount of deflection, with rider weight and stem length being a factor in the bending range. Trek has also developed the new IsoCore handlebar. Within the carbon fibre layup is a layer of rubber that allows the handlebar to dissipate some of the high-frequency vibrations.

This combination works well, providing much improved – and needed – front end compliance. The bike feels much more balanced and forgiving at the front when tackling cobbles or badly surfaced roads.

The other big news is the new adjustable rear IsoSpeed decoupler, which now employs a split seat tube design, first seen on the Madone aero road bike. On the old Domane, the entire seat tube was independent of the top tube, with its movement controlled by the IsoSpeed decoupler. In the new design, the front section of the split tube is attached at the top tube like a regular seat tube, which creates a stiffer frame, with only the rear section independent. The amount of deflection is also adjustable – loosen a single bolt (which shares duty as a bottle cage bolt) and slide the dividing lever into the desired position, with the lowest setting offering a claimed 14 per cent increase in compliance over the previous Domane, while in its firmest setting it mimics the Emonda.

But it's not all about twice the number of IsoSpeed decouplers and a rubber-infused carbon handlebar. Trek has increased tyre clearance so that the new bike now ships with 28mm tyres, and there's probably space for slightly wider tyres. Unfortunately, the supplied Bontrager tyres aren't tubeless, unlike the Bontrager wheels, but the tyres inflated to 65psi provide a huge cushioning effect with plenty of traction in the dry and wet, and are robust enough to deal with cobbles.

Ride and performance: The cobble factor

Trek launched the new Domane SLR in Kortrijk, Belgium, the day after the Tour of Flanders, and provided the assembled press with an opportunity to ride the bike over the same roads and cobbles used in that race. The Oude Kwaremont, Paterberg and Koppenberg provided an ideal circuit to put the new bike through its paces. I was rather spoilt in riding a Race Shop Limited (RSL) version with Pro Endurance Geometry (which you can buy through Trek's Project One custom bike programme), with the defining feature being the short head tube, and a smattering of top-end Shimano Dura-Ace and Bontrager Aeolus carbon fibre wheels, which all helped to provide a good impression. Regardless of the flash kit, it was clear on the cobbled sectors that Trek had succeeded in producing a bike that provides a smoother ride.

Following that launch, I was sent this Domane SLR 6, the base model in the range, equipped with Ultegra components and aluminium Bontrager wheels for review. A key difference with this bike is the H2 geometry, which basically means it has a taller head tube than the RSL bike I rode at the launch. It does make it more suitable for the vast majority of people looking to buy a Domane SLR, especially if you lack the flexibility that comes from spending 50-80 hours a week hunched over a keyboard.

Where better to test the new bike than the Paris-Roubaix Challenge? The 175km route takes in all 52 cobbled sections used by the professionals in the race the following day, and provides a tough challenge for any bike. After the first few cobbled sections had disappeared under the tyres, it was clear the work that Trek had put into this new bike had paid off; it showed a marked improvement over the previous model in terms of outright smoothness and comfort and a more rounded ride quality everywhere else.

The new Domane SLR feels stable and composed when rattling along the crown of a cobbled road, the vibrations less intrusive. The ride is just calmer. Bigger impacts, such as those on the Arenberg, can still send a jolt through the handlebar – there's a limit to how much the small range of deflection can really cope with bigger impacts – but it is on high-frequency vibrations caused by cracks in the road, ridges, depressions and smoother cobbles that the IsoSpeed decouplers, bigger tyres and carbon handlebar really make an appreciable difference and the Domane SLR excels.

I actually rode this same event a number of years ago on the previous Domane, and it's clear comparing the new bike with the old one that the changes have netted a substantial difference. Most noticeable is how much smoother the front end is, with better cohesion between the front and rear stiffness. The front is still firm, but the difference has been massively reduced and the result is a much more balanced feeling bike.

I've done Paris-Roubaix a few times and ridden the cobbles on quite a few different bikes, but I've never felt quite as fresh as I have after riding the new Domane SLR. Sure, I was still battered and I swore never to do it again, but I was in a better state than those around me. The measure of deflection might be small, but it's enough to make the going that little bit easier over such rough roads.

On familiar roads...

While the cobbles are a tough test for any bike, a truer test of the bike is revealed on local roads. No cobbles but plenty of poorly surfaced roads, the top layer of tarmac peeled away, surface dressed gravel and plenty of holes to contend with. It's on this sort of road that the Domane SLR comes into its own. It damps the vibrations and manages to isolate you just enough from the most severe bumps and dips, providing a floaty feeling without completely detaching you from what is happening under the tyres.

It's really quite wonderful how the bike smooths out a rough road, a feeling highlighted when I switch back to a carbon race bike with narrower tyres. Yet the Domane SLR doesn't feel baggy or loose, it's still direct and responsive if you like to ride hard and expect the bike to deliver the sort of performance that a race-bred carbon bike should. There's no flex when you sprint out of the saddle and it's direct and sensitive to small changes of weight balance or rider input.

It's uncanny how well the IsoSpeed works. Look down between your legs and, in the softest setting, you can see the seatpost moving back and forth. You don't notice the saddle movement when you're riding, you just notice the smoothness. I've experimented with the rear IsoSpeed decoupler in different positions. In its firmest setting, it's in the same ballpark as the Madone, and the ride feels crisp and alert. In its lowest setting, it sweeps rough roads aside, while the middle setting is equivalent to the previous Domane.

You can easily leave the slider at its lowest setting and make the most of the available deflection because it's sufficiently well controlled that it doesn't spoil the ride if you're enjoying some buttery smooth tarmac. It's not exactly bouncing up and down. The adjustability means you can alter the available deflection to suit the demands of your local roads and also your weight as well.

It's not all about the comfort...

Comfort aside, the Domane SLR is a really engaging and fun bike to ride. The boosted compliance hasn't softened the Domane's reflexes. It's a nimble bike, with the 7.6kg weight ensuring it can dance up the climbs with the best of them. In RSL guise, it would certainly be a good UK race bike.

The new split seat tube design provides a stiffer frame and it feels it when riding. Any concerns that the front end might be soft and vague vanish as soon as you get out the saddle and give it the beans, or climb aggressively up a very steep hill. It's solid and there's no unwanted flex. You can occasionally detect a hint of flex from the handlebar when in the drops but it's not detrimental to the performance of the bike.

While the rear IsoSpeed only works when you're seated, the front IsoSpeed decoupler and IsoCore handlebar make a noticeable difference all of the time, even if you're out of the saddle. Round my way there are some quite fast descents with really bumpy surfaces, the sort you might ride out of the saddle, and one in particular that is just horrible, with a rippled surface, holes everywhere, poor visibility due to steep banks and bends in the road, and a tricky right hander at the bottom. On a very stiff race bike, the ride can be choppy and bouncy as the tyres struggle to follow the surface of the road – it never feels very safe at speed. The Domane SLR, in contrast, feels controlled, safe and tied to the road, and much safer.

Equipment and pricing

There are five models in the Domane SLR range: two disc and three rim brake versions, plus two framesets if you want to build your own. This Domane SLR 6 is the least expensive in the lineup, and for your £3,600 you get most of a Shimano Ultegra groupset with a compact chainset and 11-28 cassette, with Bontrager Speed Stop direct mount brakes.

There's a strong Bontrager theme, as you'd expect, from the IsoCore handlebar to Bontrager Paradigm Comp tubeless-ready wheels. It's a real shame the Bontrager R3 Hard-Case Lite tyres aren't tubeless. I found the Bontrager Pro stem too short so swapped it for a 13cm stem to achieve my desired fit, likewise the Affinity Elite saddle, which I swapped for a Prologo Scratch.

The same frame is used throughout the range and is constructed from 600 Series OCLV carbon fibre with a host of familiar Trek features including a BB90 bottom bracket, internal cable routing and tapered head tube. Trek's Ride Tuned seat mast slips over the top of the extended seat tube and required a generous amount of carbon paste to prevent it slipping.

To provide the necessary tyre clearance, Trek has adopted the direct mount brake standard first introduced by Shimano, and this bike is fitted with Bontrager's own brake callipers. They're not pretty but they are effective, and while power isn't a match for a Dura-Ace dual-pivot brake, lever feel is nice and consistent.

The frame is DuoTrap S compatible, which allows a sensor to be plugged into the chainstay to transmit, via ANT+ or Bluetooth, speed and cadence data to a suitable computer or smartphone app. An integrated chain catcher is a neat addition, as is the new 'Control Centre', a hole in the down tube covered by a removable cover that is used to hide the junction box if the bike is fitted with Di2.

Like the original Domane, there are mudguard eyelets, making it an ideal candidate for winter riding.

> Check out our buyer's guide to sportive and endurance bikes

As mentioned previously, the Domane tested here uses Trek's H2 geometry, which basically means it's more relaxed and less aggressive than the geometry used by Fabian Cancellara and normal on typical race bikes. If you've read this far, you're probably more interested in the Domane not for racing but for sportives and club runs and leisurely Sunday rides, and don't want to have to fit yourself to a low and stretched race bike.

To put that into context, here are some numbers for the 56cm bike pictured. It has a 374mm reach and 575mm stack (the horizontal and vertical measurements from the centre of the bottom bracket to the top of the head tube) and a 175mm head tube and a 554mm top tube. Those numbers show that the front is higher and the reach to the handlebar shorter, which means a more comfortable riding position if you're not racing and like to enjoy, not suffer, on your rides.

Endurance bikes usually have a longer wheelbase, to provide extra tyre clearance and provide more ride stability, and at 1010mm the Domane has its wheels stretched out compared with a race bike. Seven frame sizes are available from 50 to 62cm.

The endurance bike category has some interesting contenders, and Trek's solution to providing a bike that deals with the poor state of the roads might seem gimmicky, but it does work – and works well.

The Domane just got even better. It's smoother and more comfortable than the original, and fast and fun as well

road.cc test report

Make and model: Trek Domane SLR 6

Size tested: 56

About the bike

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

600 Series OCLV Carbon, Front IsoSpeed, Adjustable Rear IsoSpeed, E2, BB90, Power Transfer Construction, hidden mudguard mounts, internal cable routing, 3S chain keeper, DuoTrap S compatible, Ride Tuned seatmast

Trek's IsoSpeed technology smooths even the roughest roads, delivering an efficient and comfortable ride for increased performance and speed. The adjustable rear IsoSpeed allows you to fine-tune your compliance level to suit your ride style and terrain, providing both a stiffer and more compliant ride than the current Domane and a 14% increase in overall compliance when the slider is in the lowest setting.

Trek's Front IsoSpeed technology is a breakthrough in ride-smoothing technology, bringing a new standard of compliance to a bike's front end that increases smoothness and balance so you can ride faster, longer and stronger.

Frame600 Series OCLV Carbon, Front IsoSpeed, Adjustable Rear IsoSpeed, E2, BB90, Power Transfer Construction, hidden mudguard mounts, internal cable routing, 3S chain keeper, DuoTrap S compatible, Ride Tuned seatmast

ForkDomane Full Carbon, E2, direct mount brakes

WheelsBontrager Paradigm Comp Tubeless Ready

TyresBontrager R3 Hard-Case Lite, 120tpi, aramid bead, 700x28c

ShiftersShimano Ultegra, 11-speed

Front derailleurShimano Ultegra, braze-on

Rear derailleurShimano Ultegra

CrankShimano Ultegra, 50/34 (compact)

Bottom bracketBB90

CassetteShimano Ultegra, 11-28, 11-speed

ChainShimano Ultegra

SaddleBontrager Affinity Elite, Ti rails

SeatpostBontrager Ride Tuned carbon seat mast cap, 20mm offset

HandlebarBontrager Pro IsoCore VR-CF, 31.8mm

StemBontrager Pro, 31.8mm, 7 degree

Head setIntegrated, cartridge bearing, sealed, 1-1/8" top, 1.5" bottom

Brake setBontrager Speed Stop, direct mount

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

Domane with IsoSpeed has it all: Blistering speed. Incredible race comfort and stability, even on the punishing pavé of Flanders and Roubaix. Don't endure. Conquer.

Powering over centuries-old cobbles, charging up dizzying climbs, descending on rails to an epic win. That's how Fabian Cancellara rides his Domane. How will you ride yours?

Domane makes the most of every pedal stroke: with incredible power transfer and 30% more lateral stiffness than the competition. No waste, all win.

Smooth IsoSpeed decoupler

Long days and rough roads are no match for IsoSpeed technology. Our innovative decoupler doubles vertical compliance so you ride stronger, longer.

Balanced, race-stable geometry and integrated chain keeper give Domane extraordinary handling and flawless gear shifting on any road, under any load.

Caliper or disc brakes

All the stopping power you need, just the way you want it: smooth all-weather discs, or lightweight calipers.

Frame and fork

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

Excellent build quality as you'd expect from Trek.

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

600 Series OCLV is used through the range with a BB90 bottom bracket, internal cable routing and tapered head tube.

Tell us about the geometry of the frame and fork?

The H2 fit is more relaxed with a taller head tube and shorter top tube than the Pro Endurance Geometry used by Fabian Cancellara.

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

Once I changed the stem for a longer one, the reach and stack (the horizontal and vertical measurements from the centre of the bottom bracket to the top of the head tube) were good.

Riding the bike

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

Supremely comfortable, the Domane SLR smooths out rough roads.

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

No unwanted flex or squirm when riding aggressively, sprinting or attacking.

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

The oversized tube diameters and big bottom bracket ensure it's very direct and efficient.

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

How would you describe the steering? Was it lively, neutral or unresponsive? Very direct and communicative.

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

While all the talk is about the comfort, the handling of the Domane makes it a really enjoyable and easy bike to ride, at pace or steady speeds.

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

I didn't get on with the shape of the saddle and the stem was too short, but these are personal changes, you might be just fine with them.

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

I'd upgrade to tubeless tyres and make use of the tubeless rims.

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

No changes.

The drivetrain

Wheels and tyres

Tell us some more about the controls. Any particularly good or bad components? How would the controls work for larger or smaller riders?

I was impressed with the IsoCore handlebar. Trek will be selling this as an aftermarket product and it could be a good upgrade for anyone wanting to inject a bit more comfort into their bike.

Your summary

Did you enjoy riding the bike? Yes

Would you consider buying the bike? I'd be interested in the RSL version.

Would you recommend the bike to a friend? Yes

Use this box to explain your score

The endurance bike category has some interesting contenders, and Trek's solution to providing a bike that deals with the poor state of the roads might seem gimmicky, but it does work, and it works well. On paper, with an Ultegra groupset, it does look expensive, but there's a lot of tech in the frame that no other bikes offer.

Overall rating: 8 /10

About the tester

Age: 31   Height: 180   Weight: 67kg

I usually ride:    My best bike is:

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

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

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

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This is a very positive review with no negative points mentioned whatsoever. Why then, has it only been given four stars out of five?

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Specifications and pricing

While the new Trek Domane isn’t the first road bike to receive a facelift in the pursuit of a ‘lighter and faster’ outcome, attempting this while maintaining the all-day comfort the bike is known for required quite the balancing act.

Both the fourth generation Domane SL and SLR frames have been redesigned to make them close to 300g lighter than the outgoing models. Trek claims that it's also the fastest Domane it's ever made. However, despite this new “performance tilt”, it is still billed as being as compliant and as versatile as the previous Domane . The result is a bike that appears equipped to walk the tightrope with not just assurance but a little swagger too. 

“It feels like a performance road bike,” says Jordan Roessingh, director of road bikes at Trek, “and you still maintain all the benefits of the previous versions".

Those benefits, namely comfort and capability, were achieved through the combination of clearance for tyres as wide as 38mm and IsoSpeed technology that further ironed out the bumps in the road. Combined they gave the Domane its place in the Trek road bike line as a multi-faceted endurance bike.

Both remain, although the Isospeed system has been overhauled in the pursuit of reduced weight and greater simplicity. Its now a ‘rear-end’ system only; the front end IsoSpeed has been removed entirely while the rear is now non-adjustable, with Trek saying that its feedback from Domane users told them the adjustability function was rarely used. 

If this may point to the new Domane being less comfortable than previous iterations, Trek are confident that the well-cushioned ride remains. It says the IsoSpeed on the new SLR bikes is set to mirror the previous system in its “most comfortable setting”, while the SL uses the shift from seatpost to top-tube positioning of IsoSpeed to its advantage, with the compliance “tuned” to each individual frame size. This also allows for the introduction of a new integrated seatpost clamp that adds to a cleaner aesthetic that’s maintained across the bike as well as a D-shaped post that is said to improve the bike’s aerodynamic performance.

The reduction in weight, aided in part by the refinements to the IsoSpeed system, aims to make for a faster and more responsive Domane - SLR builds are said to be as much as 700g lighter than the outgoing models, while SR builds shave around 300g off the total weight. The bike has always been designed with long days in the saddle in mind, but the desire to make it applicable for long and fast days out led Trek to not only focus on frame material but tube shapes too. Both the SL and the SLR feature updated Kammtail Virtual Foil (KVF) shapes for improved aerodynamics, including the aforementioned KVF seatpost that’s available in two lengths - 280mm and 320mm - and two offsets - 5mm and 20mm.

There’s a newly integrated cockpit that hides cables and hoses from the wind, too. The RCS Pro stem is used across all the SL and SLR builds and, as well as improving aerodynamics, is designed to be simple to set up and adjust. As for the handlebars, the SL models are equipped with Bontrager’s alloy Elite IsoZone VR-SF, while the SLR comes with the carbon Pro IsoCore VR-SF. Like the new Madone released earlier this year, a top cap replacement is also available, which makes the Domane compatible with any 31.8mm bar and stem combination.

While the SL and the SLR share the same frame design, the materials differ. The SL uses Trek’s 5000 OCLV carbon, while the SLR now benefits from the upgraded 8000 OCLV carbon. 

Trek weren’t satisfied to leave it there, though. Its desire to make the Domane more performance oriented led to the creation of the Race Shop Limited (RSL) model. Available as a frameset only, it features the US brand’s more aggressive H1.5 racing fit used on both the Madone and the Emonda. This means it's substantially lower at the front end than the SL and SLR; a comparison of the geometry charts show that a 54cm RSL has a stack height of 52.7cm compared to the SL and SLR’s 57.5cm. It also forgoes the integrated downtube storage featured on both these frames as well as reducing tyre clearance to 35mm. 

Designed for the Trek-Segafredo WorldTour teams, it first surfaced at Paris-Roubaix earlier this year, with Elisa Longo Borghini piloting it to victory in the Femmes edition of the race. A debut to remember, Longo Borghini spoke after the win of the Domane RSL’s blend of “stiffness and softness” over the cobbles as well as its agility when riding in the peloton; no doubt music to the ears the Trek designers tasked with juggling making the bike lighter and faster without compromising its comfort.

While a top spot on the podium is vindication for the Domane’s redesign and the kind of exposure that money can’t buy, the bike’s broader success is likely to be rooted in the experience of the weekend warrior. With this in mind, the SL and the SLR balances the performance enhancements with practical features, including hidden mudguard mounts, bosses for a top tube bag and the aforementioned internal frame storage.

Together they should help make the Domane, at any of its many price points, as capable as ever. When combined with the generous tyre clearance, endurance geometry and IsoSpeed cushioning, it suggests a bike adept at handling all that’s thrown at it, from inclement weather to poor road surfaces to grueling century rides. 

“It’s one bike that allows you to do everything,” says Roessingh. On first glance at least, it appears he could well be right.

Pricing starts at £3,300 / $3,499 for the Madone SL 5 , which features Bontrager Paradigm SL wheels and a mechanical Shimano 105 groupset.

The Madone SL 6 costs £4,400 / $4,699.99 spec'd with 12-speed Shimano 105 Di2 and Bontrager Paradigm Comp 25 wheels. It’s also available with a SRAM Rival eTap AXS groupset, which retails at £4,800 / $5,299.

The SL 7 is also offered with both Shimano and SRAM electronic groupsets - 12-speed Ultegra and Force eTap AXS. The wheelset is Bontager’s carbon rimmed Aeolus Pro 37. The Ultegra build is priced at £6,400 / $6,829.99, while the SRAM equipped model costs £7,250 / $7,499.99.

The Madone SLR 6 is the entry-level model using the 8000 series carbon frameset. It’s again available with a choice of two groupsets, SRAM Rival eTap AXS and Shimano 105 Di2, and the Aeolus Pro 37 carbon hoops. Prices are £7,500 / $8,399.99 and £7,000 / $7,999.99 respectively.

The SLR 7 uses the same Aeolus Pro 37 wheelset but the groupset offerings move up a tier to SRAM Force eTap AXS and Shimano 12-speed Ultegra Di2. Prices are £9,000 / 8,549.99 for the Ultegra build and £9,500 / $9,699.99 with Force eTap.

The SLR 9 is the flagship model and is available with both SRAM Red eTap AXS and Shimano 12-speed Dura-Ace Di2. The wheelset on both models are again Bontrager’s Aeolus Pro 37. Prices are £12,500 / $13,199.99 and £12,000 / $12, 749.99 respectively.

The RSL is available as a frameset only and retails at £4,500 / $4,199.99. The SL and SLR are also offered as framesets, retailing at £2,700 / $2,499 and £4,500 / $4,199.99.

For more information on the Trek Domane SL, SLR and RSL visit trek.com

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Luke Friend has worked as a writer, editor and copywriter for twenty five years. Across books, magazines and websites, he's covered a broad range of topics for a range of clients including Major League Baseball, the National Trust and the NHS. He has an MA in Professional Writing from Falmouth University and is a qualified bicycle mechanic. He has been a cycling enthusiast from an early age, partly due to watching the Tour de France on TV. He's a keen follower of bike racing to this day as well as a regular road and gravel rider. 

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The path to smoother roads Since the inception of the first bicycles, there have been three fundamental truths: We love to ride fast. We love to ride far. We love to feel good while we do it. Creating a bike that’s great at all three isn’t easy. Stiff bikes handle like a dream under speed and force but can leave your body fatigued and your hands numb. Bikes that elevate comfort feel great on long rides but can waiver under pressure at high speeds and compromise pedalling efficiency. Achieving both comfort and performance in one bicycle? Now that was a real mission. Fortunately for all of us, the engineers at Trek are never ones to turn down a challenge. Our team spent countless hours exploring suspension systems, elastomers, vibration dampers and more, before finally landing on our golden ticket in 2012 – the IsoSpeed. Time has raced by since the IsoSpeed first hit the road, but we’ve been quietly perfecting it ever since.

How it works IsoSpeed works by absorbing bumps in the road and trail, so you can ride stronger and more comfortably without sacrificing the feel and efficiency of a traditional bike. It challenges other vibration-damping tech by maintaining the same diamond-shape frame as traditional bikes but decoupling the seat tube from the frame. This allows the bike to respond and manoeuvre just like a standard race bike, while the decoupled seat tube enables enough vertical flex to elevate comfort for every rider. This simplified and smart design soaks up vibration for a smooth ride without bogging you down with energy-gobbling suspension.

The proof is on the podium Since its creation in 2012, the IsoSpeed has held its own under Trek’s top athletes through the most notoriously challenging races in the world. From Strade Bianche and Ronde van Vlaanderen to Paris Roubaix, IsoSpeed has helped our athletes conquer body-numbing cobbles and rough roads, giving them the energetic edge to hammer for the breakaway and take their place on the podium.

Creating the tech to smooth your ride IsoSpeed was first created to provide faster bikes for our professional racers competing on rough roads and rugged cross-country mountain bike trails. Our team riders are a key element in our development process. They spend more time on the bike than just about anyone, and scrutinise the most minute details, providing us with invaluable feedback that’s paramount to building the best bikes in the world. But we don’t just leave the judgement up to human perception – we also test and validate IsoSpeed technology in our lab. We built a proprietary treadmill that mimics real-life conditions and use sensors to monitor vibrations and forces transferring from the road to the rider, collecting data to determine how we can dissipate vibrations through the bike. On paper it may just look like a lot of numbers, but these numbers help us provide a meaningful difference in the quality and comfort of every ride.

Find your IsoSpeed Whether you spin on open roads and roads less travelled, or say goodbye to the road altogether, you can find a bike that brings IsoSpeed’s ride-smoothing technology to your next adventure.

The Domane delivers incredible endurance comfort without sacrificing speed thanks to IsoSpeed technology. From tarmac roads and hard-packed gravel to the cobbles of Roubaix, the Domane is smooth, fast and fun.

• See the bikes

The Checkpoint is an adventure-minded gravel ride built for taking on the most gruelling races and exploring long-forgotten dirt roads alike. It pairs a versatile design with IsoSpeed for elevated comfort on the long haul.

The Procaliber is a game-changing XC mountain bike machine that pairs classic hardtail efficiency with the fatigue-fighting comfort of IsoSpeed for a ride that feels like first place.

Trek Procaliber 9.6 Review

by Ben Haworth June 11, 2023 0

Sure, you can ride the Trek Procaliber 9.6 whenever and wherever you like but the raison d’être of the Trek Procaliber is to perform between the race tape.

• Brand : Trek
• Product : Procaliber 9.6
• Price : £2,550.00
• From : trekbikes.com
• Tested by : Benji for Singletrackworld Magazine Issue 149

The other two hardtails in our ‘ Double Yer Money Hardtails ‘ test are all-rounder Traily McTrailface mountain bikes. This Trek Procaliber is decidedly not an all-rounder.

Rather than include a £2,400+ all-rounder trail hardtail, of which there are legion, we think it’s more illuminating and useful to go niche. To highlight the option of buying a very specific tool-for-the-job type of mountain bike.

The job for this Procaliber tool is cross-country racing. This is the sort of machine where the rides that aren’t actual races are called ‘training rides’.

The USP of the Trek Procaliber 9.6 is Trek’s IsoSpeed feature. First seen on Trek’s road racing bikes designed for the cobbled ways of Flanders, IsoSpeed basically detaches the seat tube from the top tube, allowing it to flex fore-aft. It’s a very modern take on ye olde soft-tail designs that did the rounds in the nineties and noughties.

Whereas those older designs typically had some sort of spring placed inside a wishbone seat stay arrangement, the Trek Procaliber has a fixing placed just in front of the seat tube and below the top tube and a wedge of elastomery material in the join. I’ll get into how it feels on the trail shortly.

The frame is made from Trek’s OCLV Mountain grade of carbon and, quite frankly, it looks really rad. The waspish black and yellow colourway is particularly pleasing. The aesthetic helps offset the relatively unexciting build kit. The own-brand finishing kit, mid-tier Shimano stuff and fairly nondescript RockShox Recon fork are all fine but hardly set the pulse racing.

In some ways all these rather uninspiring black bits actually help the bike (frame) look as great as it does. The bars are suitably cross-country narrow. The stem is similarly cross-country-tastically lengthy (80mm). The Bontrager XR2 Team Issue tyres are thrillingly bald. The MT410 brakes and the Recon fork are the two main disappointing spec choices. It just looks a bit too cost-cutting on a bike that otherwise looks so fine.

Looking at the rest of the Procaliber range you’d have to spend £3,775 to get a spec that looks suitably snazzy (Procaliber 9.8 with Fox fork, carbon wheelset, Shimano XT and so on).

The geometry of the Procaliber is on the less progressive side of things, even for a cross-country bike: steep 68.8° head angle, short 450mm reach (Large), dinky 90mm head tube length (Large). Oh and no, there is no dropper seatpost.

It can be hard to explain what makes a bike good at cross-country. It’s not just about being light and stiff. For trail riders, the geometry of cross-country race bikes is often entirely baffling. Steep head angles? Long stems? Narrow bars? Haven’t we left all that sort of stuff behind us?

The thing is, such geometry is not meant to be all-round effective. Cross-country geometry is principally meant to feel fast on climbs (the key word there being ‘feel’; racing is almost as much a mental exercise as physical). The narrow bars are arguably mainly there for aerodynamic reasons as much as anything. And if you have narrow bars (with a steep head angle) you need a lengthy stem to keep the front end from flailing madly when you’re redline drooling.

Why not put a slacker head angle on to cure everything? It’s hard to explain. The best explanation I can say is that it’s about pumping the terrain for even more speed. Cross-country races are won on anything that isn’t a descent. Descending speed is very much not important. Being fast downhill doesn’t win you races really. You can certainly lose races by being poor downhill, but you can’t win ’em. As such, the steep head angle is there to keep the front tyre contact patch nearer to you (usually a Really Bad Idea for Normal MTBing) so you can work the terrain underneath it for increased momentum.

Cross-country races are won primarily on the climbs, but the flatter and contouring stuff also matters a lot. Cross-country race geometry is a very specific system and the Trek Procaliber is more specific than most. And the Trek Procaliber is fast AF where and when it has to be. Sure, the downhills are more an exercise of holding-on rather than grinning-through, but the Procaliber’s grins can be found on race day podiums or (whisper it) Strava leaderboards.

All the boring black bits bolted to the Trek Procaliber 9.6 work fine. The fork is surprisingly active and combined with the IsoSpeed ‘rear suspension’ (when seated) actually makes for a remarkably un-punishing ride feel. There’s a reason the Procaliber is used by a lot of marathon endurance racers instead of a full-suspension bike. Also, by judicious use of the fork lockout, the Procaliber does the whole stood-up stamp-attack mode thing very well too.

I did think overall it would be even better with a dropper seatpost. Just a little one. The IsoSpeed system seems serendipitously perfect for dropper posts; droppers have zero fore-aft flex to them (unlike static seatposts) so IsoSpeed means you can run a dropper and still have a flexy perch experience.

This Trek Procaliber 9.6 is a great example of how an increase in budget can gain you access to a world of specificity. I wouldn’t recommend the Procaliber for everyone. It’s not a bike I personally would have. But if anyone is looking for an effective weapon for cross-country racing (whether real world racing or imaginary online Strava racing) then this is very probably one of the best bikes for going as hard as possible for as long as possible on the tracks and terrain that the stopwatch unsparingly demands.

It is a bike that can attack tracks with the best of them, yet it is perfectly capable of having a recovery breather on when you need one. The active fork, supple tyres and undoubtedly the IsoSpeed ‘soft-tail’ feature afford you a pleasing respite from the sheer brutality of the bike’s out-of-the-saddle efficiency of propulsion. It’s something of a Lycra-clad Jekyll and Hyde creation. Sat down, it’s comfy and polite. Stood up, it’s a freaking monster.

• Frame // OCLV Mountain Carbon
• Fork // RockShox Recon Gold RL LockOut, 100mm
• Wheels // Bontrager Kovee Comp 23
• Front tyre // Bontrager XR2 Team Issue 29×2.2
• Rear tyre // Bontrager XR2 Team Issue 29×2.2
• Chainset // Shimano MT611, 30T, 175mm
• Drivetrain // Shimano SLX/XT, 12-speed, 10–51T
• Brakes // Shimano MT410, 180/160mm
• Stem // Bontrager Rhythm Comp, 80mm, 31.8mm
• Bars // Bontrager Rhythm Comp, 750 x 15mm, 31.8mm
• Grips // Bontrager XR Trail Comp Lock-on
• Seatpost // Bontrager Comp, 31.6mm
• Saddle // Bontrager Arvada
• BB // Shimano MT500 PF92
• Size tested // L
• Sizes available // S, M, ML, L, XL, XXL
• Head angle // 68.8°
• Effective seat angle // 73.8°
• Seat tube length // 470mm
• Head tube length // 90mm
• Effective top tube // 625mm
• BB height // 60mm BB drop
• Reach // 450mm
• Chainstay // 432mm
• Wheelbase // 1,133mm
• Weight // 11.7kg

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Review Info

Orange Switch 6er. Stif Squatcher. Schwalbe Magic Mary Purple Addix front. Maxxis DHR II 3C MaxxTerra rear. Coil fan. Ebikes are not evil. I have been a writer for nigh on 20 years, a photographer for 25 years and a mountain biker for 30 years. I have written countless magazine and website features and route guides for the UK mountain bike press, most notably for the esteemed and highly regarded Singletrackworld. Although I am a Lancastrian, I freely admit that West Yorkshire is my favourite place to ride. Rarely a week goes by without me riding and exploring the South Pennines.

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• 17 Nov 2015
• by Cathy Wilson
• in Product Information , Tech Information

IsoSpeed Gives You The Best of Both Worlds

Trek unveiled their game changing IsoSpeed technology in 2013 with their Trek Domane endurance road bike line . They were looking for a solution for road racers who raced for extended periods of time, on less than smooth terrain. They wanted a more comfortable ride without losing efficiency. IsoSpeed was the answer! It was such a success, it has proven to be for more than the endurance road racer. Trek has taken this technology and carried it over to other styles of bikes including an entire women’s road line, cyclocross bikes, and even a cross country mountain bike line.

The IsoSpeed Decoupler on the Domane proved that both comfort and efficiency was possible.  A frame with an IsoSpeed Decoupler will slightly flex underneath you for added comfort but will not give where power is transferred to the pedals. This is accomplished by allowing the seat tube to move independently from the top-tube-to-seatstay junction. This isolation of the seat tube increases vertical compliance, without compromising pedaling efficiency.

What does IsoSpeed look like?

See isospeed in action.

Although the IsoSpeed decoupler was designed for endurance road racers, it was easy to see the opportunity to bring the technology to other bikes. A smoother ride without the loss of efficiency is a win win. The technology was transferred to bikes where the rider could benefit from additional shock absorption, without sacrificing performance. Here they are:

Trek Domane

The Trek Domane is an endurance style road bike thats masters everything from short spins to epic journeys. It delivers unrivaled bump compliance with ease. It is a uncompromisingly fast, confidently stable,  and a sublimely comfortable road ride.

Trek Silque

The Trek Silque is a women’s specific road line that has size-specific OCLV Carbon frames. This combined with the IsoSpeed Decoupler, provides the perfect balance of smoothness and power. Ride smoother, ride longer, ride faster on the Trek Silque.

The Trek Boone has ‘cross-specific features like plenty of mud clearance, exceptional race geometry, a chain keeper, internal cable routing, and an easily shouldered top tube. Combine these with the IsoSpeed technology, and you have a cyclocross superbike that is perfect for rough cyclocross courses.

Trek Procaliber

Trek’s Procaliber is ready to rule the XC circuit. It boasts a full-carbon frame with Trek’s IsoSpeed decoupler. It is a brutally fast rig that is not so brutal on you. More comfort means more performance.

Trek Madone

The new Trek Madone is the ultimate fusion of power, aerodynamics, ride quality, and integration. Even this race bike designed purely for aerodynamics and performance, is equipped with the decoupler.

So if you think you can’t have your cake and eat it too, it’s time to look at Trek bikes equipped with IsoSpeed decouplers. Ride harder, ride longer, and ride more comfortable on one of the many models available with IsoSpeed technology.

Check out the bikes in store or online at villagecycle.com

Share this Post!

Related post, 2014 trek domane 5.9 c dura-ace, trek world 2013, 2014 trek madone.

Bike Hugger

Domane SLR: Isospeed Decouple What?

Trek Boone with Jump Off Joe in the Background

Perhaps you have no idea what a decoupler on a bike is, and if so, that’s ok. Because earlier today, I shared a story on Medium Bicycles about the Boone and just-announced Domane SLR . The Boone is decoupled in the rear and the Domane SLR has decouplers on both ends. An IsoSpeed decoupler is Trek’s technology to suspend a road or cross bike by decoupling the seat stay from the top tube—those two tubes are traditionally welded or molded together and that’s where the seat post attaches. Separating the seat/top tube junction allows a pivot with just enough movement to absorb the hits and smooth out the ride. The system does not bob o r sag like a fully-suspended mountain bike pivoting at the bottom bracket. As fun as riding off road on a road bike is, the vibrations and bumps will eventually fatigue the rider—that’s why Trek introduced the Domane with Cancellara in the most brutal races of the season, so he could float across the cobbles to a win. 

Rear IsoSpeed Decoupler

Front IsoSpeed Decoupler

Anyone that’s spent a few appendage-numbing hours on farm or forest-service roads riding a road bike, has probably wondered when they could get some relief from suspension. The SLR extends Trek’s decoupling tech to the front triangle and I expect it’ll work just as well as the rear does now. There’s nothing else like it in shops or races today. 4 years after Trek first released IsoSpeed, other manufactures have yet to respond. With tech that good, the market won’t wait much longer from them to compete. Read more about the Boone I’ve been riding this spring on Medium too and in Issue 31 of our magazine .

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Results have arrived, specialized roubaix vs. trek domane - tire clearance, tech, & options.

The Specialized Roubaix and the Trek Domane endurance road bikes are the benchmarks for comfort, performance, and tech. It's Future Shock vs. IsoSpeed. Let's learn which is right for you.

Written by: Bruce Lin

Published on: Jun 10, 2022

Posted in: Road

Imagine a road bike that can do it all. You can race, take on gran fondos, jump in fast group rides, and grind out your daily commute. If you're feeling daring, you can venture away from the pavement and explore rough gravel roads. If this is the riding you dream of, an endurance road bike might be just what you need. 

Endurance bikes were originally designed to tackle the cobbled classics, hard one-day pro races on Europe's roughest roads. They have relaxed geometry , upright riding positions, and stable handling, plus more compliance and wider tire clearance to reduce rider fatigue and improve performance on bumpy surfaces. 

The two undisputed kings of the endurance category are the Specialized Roubaix and the Trek Domane . If you're looking for an endurance bike, there's a good chance you're considering one or the other. Maybe that's why you're here! So how do you choose which is right for you? We'll explore the history, technology, features, race results, and even popularity to help you decide.

Specialized vs. Trek: History and tech

• Future shock vs. IsoSpeed
• Tire clearance  

On-bike storage

Bottom bracket standards, rim and disc brake options.

• Women's models

Race results

Final thoughts.

[button] Shop Roubaix [/button] | [button] Shop Domane [/button] | [button] Shop all road bikes [/button]

Roubaix (2004-2007)

The Specialized Roubaix debuted in 2004, and it has come to define the modern endurance bike genre. The Roubaix takes its name from Paris-Roubaix. Known as the "Hell of the North," Paris-Roubaix is a grueling spring classic that includes about 29 rough sectors of cobblestone roads in Northern France. Endurance bikes like the Specialized Roubaix were created to help the world's best riders tame the 'stones.

Robert Hines, the inventor of the Roubaix, felt that the bikes used in Paris-Roubaix were ill-suited for cobbled racing as well as general “real-world” riding. Road racing bikes were stiff with steep angles and super-short chainstays. This made them agile and fast for flying up mountains, but unstable over Roubaix's brutal cobbled sectors. Plus, on these bikes, riders were unable to fit wide tires, making them even harsher. With the Roubaix bike, Hines hoped to improve comfort after many hours in the saddle.

“The endurance position with higher bars and suspension built into the frame launched a whole new category of bike,” he said in an interview with The Pro's Closet in 2019 . “If you’re more comfortable, you’re going to be able to go faster and harder for longer.”

The “suspension” came from Specialized’s Zertz technology. Zertz inserts are elastomers inserted into the fork legs, seat stays, and seatpost that helped dampen vibration and increase comfort. The Roubaix was also capable of fitting larger tires than most road racing bikes (27-30mm), further increasing comfort over rough terrain. Tires of this size have since become the standard for endurance bikes.

The Roubaix has become the most dominant bike at Paris-Roubaix with seven wins to date. Some of the world’s best classics riders, such as Tom Boonen, Fabian Cancellara, and Peter Sagan, have won aboard a Roubaix.

There have now been six generations of the Roubaix. In some cases, previous-generation Roubaix bikes may have continued briefly after the release of a new model in entry-level Sport or Comp trims.

[button] Shop Roubaix [/button]

Roubaix SL2 (2008-2010)

Roubaix SL3 (2010-2012)

Roubaix SL4 (2012-2017)

Roubaix with Future Shock (2017-2019)

Roubaix (2020+)

Trek Domane

Domane (2012-2015)

Trek debuted its Domane in 2012 in the lead-up to the classics. The Specialized Roubaix was already entering its fourth generation and other manufacturers were catching on and producing bikes to compete. Trek worked extensively with world and Olympic champion Fabian Cancellara, one of the greatest classics riders in modern history, to develop the bike.

Before the release of the Domane, Trek’s flagship road bike was the Madone, named for a famed climb in Nice, France. The Domane name is an anagram of Madone, but it also means “the King’s Crown” in Latin. (Trek continued this anagram naming convention with the Emonda road bike.)

The Domane features relaxed endurance geometry similar to the Roubaix but it is offered in two fits — Endurance and Pro Endurance. (These are sometimes referred to as H3 and H1.5 geometry.) Endurance is the most common geometry and most Domanes are Endurance geometry unless otherwise noted.

Trek describes the Endurance geometry as stable but still race-oriented, with a taller headtube for better control, handling, and responsiveness. It’s tuned for the majority of riders, especially those looking to put in the long miles.

The Pro Endurance geometry is designed to meet the demands of riders who prefer an aggressive out-front position but still want predictable handling over rough roads. These Domanes will have shorter head tubes for a lower, more aggressive race position. Pro Endurance models are only offered through Trek’s Project One custom program, and only down to the 54cm frame size. They are very limited in the used marketplace and often only ridden by high-level and professional racers.

Since its introduction, the Domane has experienced race success at the Cobbled classics under Cancellara. It is now in its third generation.

[button] Shop Domane [/button]

Second-generation Domane (2016-2019)

Third-generation Domane (2020-2022)

Future Shock vs. IsoSpeed

Specialized future shock.

The introduction of Future Shock on the 2017 Roubaix was a large departure from the simplicity of Zertz inserts, which are passive damping inserts with no moving parts. Specialized partnered with Formula 1 innovators, McLaren Applied Technologies, to design the new Future Shock. It uses a spring in the head tube that actively suspends the rider with 20mm of vertical travel.

Specialized chose to use a coil spring system because it can actively absorb the frequencies encountered on the road without adding excessive weight. Springs are also less complex and have less stiction than traditional suspension systems (e.g., an air fork on a mountain bike) and require less force to initiate their travel.

Because the Future Shock is positioned under the stem, rather than between the fork and frame (like a suspension fork on a mountain bike). When the front wheel encounters rough terrain, the entire bike moves up toward your hands rather than the wheel moving toward the frame in isolation. Specialized claims this provides comfort benefits without losing any handling or efficiency. The bike's wheels are held together rigidly by the frame and the wheelbase doesn’t change through the suspension's travel so handling is more predictable that way. 

The damping of the original Future Shock could be adjusted to suit different rider weights, terrain, and stiffness preferences. For the fifth-generation Roubaix, this requires disassembling the system, removing it from the head tube, and swapping the spring. This should be a fairly simple task for most novice mechanics with basic tools. The majority of fifth-generation Roubaixs come standard with the “hard” spring installed. “Medium” and “soft” springs are also available.

Future shock only suspends the front of the bike. At the rear, seatpost flex is the main source of comfort. Increasing the seatpost’s effective length enhances this so Future Shock Roubaixs have a seat clamp located 65mm lower than the top of the seat tube to provide optimal flex. The seat tube opening is flared above that to provide ample room for the post to move.

The Future Shock system is also in use on Specialized’s Diverge all-road bike, Ruby women’s endurance bike, and Sirrus fitness bike.

Note: Specialized issued a recall January 2019 for certain Future Shock headsets. Not all bikes from all model years are affected. Addressing the recall involves replacing the steerer tube collar to improve its resistance to stress corrosion cracking. All Future Shock bikes sold at The Pro’s Closet are inspected for this recall and serviced if needed.

The 2020 Roubaix introduced Future Shock 2.0 on the high-end of S-Works, Pro, and Expert builds. This adds a hydraulic damper to the system to further improve the suspension characteristics. It still utilizes a small coil spring, but the hydraulic damper improves compression and rebound damping, and it gives the rider an external dial to adjust damping on-the-fly. Turning the dial clockwise closes damping. This makes the Future Shock feel stiffer for sprinting (it does not fully lock-out). Turning it counter-clockwise opens damping to make it feel softer and more active on rough surfaces. There is also a more discrete looking shock boot under the stem.

Future Shock 2.0 tech only comes on the higher-end builds. All other 2020 Roubaixs like the Sport and Comp models come with a simplified Future Shock 1.5 that improves on the original but leaves out the hydraulic damping and external dial. Compared to the original Future Shock, Future Shock 1.5 uses a more progressive main spring, a new top-out spring, and a new bottom-out bumper. Extra booster springs can be added for riders looking to fine-tune the stiffness. Specialized’s official stance on retrofits is that the hydraulically damped Future Shock 2.0 cannot be retrofitted to previous generation Future Shock, or new Future Shock 1.5 Roubaix.

Trek IsoSpeed

This video shows IsoSpeed in action on the second generation Domane SLR:

The goal of Trek’s IsoSpeed is the maintain the stiffness, efficiency, and handling characteristics of a race-ready frame while introducing enough compliance to reduce the jarring and fatiguing effect of rough road surfaces. Trek sought to do this without the addition of a suspension system. 

With the second-generation Domane, Trek brought the IsoSpeed decoupler to the front of the bike. The decoupler was contained inside a rocker cup at the top of the headset. The steerer tube is joined to the rocker cup by a horizontal shaft and two sealed cartridge bearings, similar to the rear decoupler. This system allowed the steerer tube to flex fore and aft, providing additional compliance at the front of a bike. The rocker cup was designed to have zero lateral movement, allowing the bike to still steer and handle with precision.

The second-generation Domane also introduced a slider on the seat tube for high-end SLR models to adjust the compliance of the rear IsoSpeed decoupler to suit conditions and rider preferences. The slider worked by changing the amount of seat tube that is allowed to flex. Increasing the effective length of the seat tube increases compliance because a longer lever will flex more than a short lever. Moving the slider toward the bottom increases compliance for rough roads while moving it toward the top increases stiffness for race conditions. The less-expensive Domane SL maintained the original IsoSpeed decoupler without the adjustable slider.

Trek brought IsoSpeed technology over to the Boone cyclocross bike in 2014, the Procaliber cross country mountain bike in 2016, and the Madone Aero Road Bike in 2018.

For the high-end 2020 Domane SLR, Trek utilizes the Top Tube IsoSpeed design that has been refined on the latest Madone. While the original IsoSpeed decoupler relied on the entire seat tube to flex between a split top tube, Top Tube IsoSpeed splits the seat tube in two. The upper portion of the seat tube forms an L-shaped component. The bottom of this “L” extends forward into the top tube and is braced underneath it. The lower part of the seat tube is fixed in place, but the top L-shaped section is still able to flex fore and aft.

Trek claims that Top Tube IsoSpeed allows for more discrete tuning between frame stiffness and ride comfort than the original IsoSpeed design. Originally, because bigger frames had longer seat tubes, taller riders got a softer ride and shorter riders got a firmer one. (The slider on the second-generation Domane SLR could be used to help combat this.) With the latest IsoSpeed design, the seat tube section braced underneath the top tube controls the stiffness and flex. The length of this component can be varied independently of frame size which allows it to be engineered to provide a softer ride for smaller frame sizes. A new built-in damper inside the seat tube also helps control movement better than the previous design.

On the Domane SLR, the stiffness of Top Tube IsoSpeed is adjustable using a slider hidden underneath the top tube. The Front IsoSpeed design remains the same. Like the previous generation, less expensive Domane SL models will not have the adjustable slider.

Specialized Roubaix vs. Trek Domane: Tire clearance

Most endurance bikes are able to fit larger tires than most road racing bikes. In the last decade, rider preferences and tire trends have been pushing manufacturers to provide more and more tire clearance. Wider tires allow riders to run lower tire pressures to increase comfort. Lower tire pressures and the larger contact patch of a larger tire also provide more versatility for riding rough roads, dirt, and gravel. Early generation Roubaixs and Domanes are generally able to clear tires in the 27-30mm range. Clearance will vary and may depend on several factors such as tire manufacturer, rim width, and brake caliper clearance, so you may need to test fit first.

With the introduction of disc brake models (available on the 2013+ Roubaix and 2015+ Domane), tire clearance grew to 32mm, giving riders even more tire options.

For 2020, tire clearance has again grown for both bikes. The Roubaix is able to fit up to 33mm tires. It will come stock from the factory with 28mm tires.

[newsletter]

The 2020 Trek Domane is the first to feature Trek’s new Hidden Storage compartment. This is a hollow storage area in the down tube only available on 2020 carbon Domane frames. The down tube bottle cage mount is attached to a removable hatch that’s accessed with a small lever. Attached to that cover is a holder for a multi-tool, and inside the down tube is a nylon tool roll for holding spare tubes and tools. (This functions similarly to the S.W.A.T. box available on some Specialized mountain bikes.)

Bottom brackets are a contentious topic in the cycling world. Consumer attitudes have been pushing many manufacturers to move away from press-fit bottom bracket shells to traditional threaded bottom brackets. If you are particular about what type of bottom bracket your bike uses, you may have to look for specific model years.

The Specialized Roubaix used the common BSA threaded (a.k.a. English) bottom bracket standard until the forth (SL4) generation. From there it transitioned to Specialized’s OSBB bottom bracket standard. OSBB stands for “oversized bottom bracket” and encompasses various press-fit standards from BB30 to PF30 depending on the frame. This has been the standard for Specialized’s high-end models for the 2012-2017 model years. In 2017 Specialized began transitioning the Roubaix and other models back to traditional BSA threaded bottom brackets. For the fifth-generation Roubaix, various models came with either an OSBB and BSA bottom bracket shell. Frames still using OSBB had Praxis Works threaded conversion bottom brackets installed instead of standard press-fit bottom brackets to increase reliability. For 2020, all Roubaix models are now BSA threaded.

The Trek Domane has used Trek’s BB90 press-fit bottom bracket standard since its inception. The new third-generation Domane, however, has been built around the new T47 threaded bottom bracket standard. T47 is a larger version of traditional BSA threaded bottom bracket shell that claims to increase stiffness and crankset compatibility.

If you’re a rim brake connoisseur interested in a Roubaix or Domane, purchasing used or “new old stock” is going to be your only option. Disc brakes have taken over as standard for both bikes because of the increased stopping power and tire clearance.

The Roubaix was available with rim brakes only from 2002 to 2012. The first disc brake model was introduced for the 2013 model year and Specialized offered both rim and disc options until 2017. Rim brake Roubaixs do exist from 2018 but were sold as “pro-only” variants supplied to the Bora-Hansgrohe and Quick-Step Floors race teams. These teams chose to stay on rim brake in 2018 for faster wheel changes in case of tire punctures. These bikes are rare will be very hard to come by.

Trek offered the Domane with rim brakes from 2013 to 2019. The first disc brake version wasn’t introduced until the 2015 model year. From 2020 onward, the new generation Domane will only be available with disc brakes.

Women’s models

Specialized and Trek have both historically offered women’s variants of the Roubaix and the Domane. The women’s Roubaix was called the Ruby. It used different geometry and touchpoints intended to suit the proportions of female riders. Trek offered WSD (Women’s Specific Design) versions of the Domane which also adjusted geometry and touchpoints.

Over the years, data gathered from sales, bike fitters, and testing have shown that many women’s bike fits don’t deviate far from men’s fits. As a result, both Specialized and Trek now offer bikes with identical have now transitioned to unisex geometry for the Roubaix and Domane. The women’s specific Specialized Ruby and Domane WSD are not available after 2019. Women’s specific models will still be offered by Specialized, with only the touchpoints altered. Both bikes are offered in large size ranges to accommodate more riders.

Both the Roubaix and Domane have experienced success at the cobbled classics. This is the type of racing that inspired these designs. Listed below are the winners riding either the Roubaix or Domane at major cobbled races in the last 10 years. Italy's Strade Bianche has also been included because its long gravel sectors are similar to the types of roads recreational endurance riders might seek out.

Paris-Roubaix 2019 | Philippe Gilbert - Roubaix 2018 | Peter Sagan - Roubaix 2014 | Niki Terpstra - Roubaix 2013 | Fabian Cancellara - Domane 2012 | Tom Boonen - Roubaix 2010 | Fabian Cancellara - Roubaix

Tour of Flanders 2014 | Fabian Cancellara - Domane 2013 | Fabian Cancellara - Domane 2012 | Tom Boonen - Roubaix

Gent-Wevelgem 2016 | Peter Sagan - Roubaix 2012 | Tom Boonen - Roubaix

E3 2013 | Fabian Cancellara - Domane 2012 | Tom Boonen - Roubaix

Strade Bianche 2016 | Fabian Cancellara - Domane 2012 | Fabian Cancellara - Domane

Over the last decade, the Roubaix has achieved nine major wins to the Domane’s six. Keep in mind, however, that list only shows wins and does not factor in podiums or any other results to create a more detailed and nuanced picture. For example, in the 2019 Paris-Roubaix, the Specialized Roubaix achieved the amazing feat of having five finish in the top 10.

There are also many cases of pro riders choosing standard race bikes in these classics. Several riders have won Flanders, Gent-Wevelgem, and E3 on the Specialized Tarmac. Bike choice often comes down to personal preference, and many pros may choose ultimate efficiency over comfort. As we all know, pros are fitter and tougher than the average rider, so don't assume you should always have the same gear that they do.

For the average rider, pro racing may have little application to everyday riding. Pros are exceptionally fast and, of course, their physical talents make the biggest difference in results. Note that Cancellara and Boonen feature heavily on this list. They were the kings of the classics and likely could have won on any bike.

Ultimately, this should not be taken as definitive evidence that any bike is superior to another. But professional racing does show how products perform at the absolute limit. This can be powerful for influencing fans and inspiring brand loyalty. It is not uncommon for particular brands to become popular due to successful pro riders, as you will see in the next section.

Because The Pro’s Closet is the world leader in used bikes, we have substantial data about what bikes sell well. I dug into our road sales for the last 12 months and compared how many Roubaix bikes we sold compared to the Domane. The two are our top-selling endurance bikes and also the top-selling bikes of any type from each brand. We have a fairly similar stock of both bikes, and inventory has yet to be depleted, so sales can be fairly compared to determine popularity among our customers.

I also polled riders in our shop to see which bike they preferred between the two. Our employees all love cycling, obsess over bikes, and have access to a huge selection of products. They are knowledgeable and opinionated. We had over 60 respondents to this poll and many explained why they would pick one over the other.

The charts below show the results:

Individual preference is a huge driver behind which bike a rider prefers. In our shop poll, I asked why people choose one over the other. Below are some of their answers.

Specialized Roubaix

• I like the paint and looks better.
• I like the active feel of Future Shock. It’s really game-changing on rough roads. No other bike feels like this. The Adjustability of Future Shock 2.0 is fantastic.
• It will likely have slightly better resale (see our article about resale ).
• It has won Paris-Roubaix more than any other bike.
• Peter Sagan rides one.
• It’s not a Trek.
• I like the muted, smooth, efficient feel of IsoSpeed. I don’t want my bike to feel suspended and active like Future Shock. IsoSpeed is simpler and there are fewer moving parts to worry about.
• The new integrated toolbox is much cleaner looking and better designed.
• Huge tire clearance.
• Fabian Cancellara rode it.
• It’s not a Specialized.

As you can tell from our shop poll, looks and brand loyalty play a large part in buying decisions. Maybe you already have made up your mind, but setting loyalties aside, the matchup between the  Specialized Roubaix  and  Trek Domane  is a tough one to call.

In my estimation, the two tech factors that should play the largest role in your decision are Future Shock vs. IsoSpeed and tire clearance. Future Shock and IsoSpeed have very different feels when riding on the road. The difference can be described as “active” vs. “passive.” Future Shock is noticeable in how it is constantly moving to absorb bumps and imperfections in the road. IsoSpeed sits more in the background, muting vibration. Some riders will prefer one ride feel or tech concept more than the other. Also, note that older Roubaix bikes (pre-2018) using Zertz inserts have a less muted feel than the Domane.

When shopping for road bikes on The Pro’s Closet, there is a handy compare tool that allows you to look at three bikes side-by-side. This allows you to compare things like geometry, weight, component spec, and price. If you have any questions, our expert Ride Guides can help you find your next endurance bike.

If you want to fit larger than 33mm tires for riding dirt and gravel, the Domane is the obvious choice. For me, personally, that is the one factor that tips the scale in the Domane’s favor. You might not need tires larger than 33mm. If so, consider the other differences, and rest assured that both bikes are fantastic options.

Are you a Roubaix or Domane fan? A Future Shock or IsoSpeed fan? Or is there a different option out there you think is even better? Let us know in the comments!

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IsoSpeed Decoupler Maintenance?

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I've put about 6000 miles on my Domane 5.2. Does anyone know if the isospeed decoupler ever needs maintenance? Not that mine is acting up, but I've wondered how it will hold up over time.  

Perhaps you need a recalibration of your flux capacitor? In other words, what the heck is an "isospeed decoupler"? Oh, that's right - something of a marketing gimmick. If it does need maintenance it would be to clean and relube. Does it come apart with tools?  

Kerry Irons said: Perhaps you need a recalibration of your flux capacitor? In other words, what the heck is an "isospeed decoupler"? Oh, that's right - something of a marketing gimmick. Click to expand...

It's a shaft with two cartridge bearings. Since they only rotate a few degrees at most, IDK what the symptom acting up would have. If the balls/races got trashed maybe there'd be some perceptible play in trying to force the seat tube fore and aft. Maybe they seize? Anyway, the cover pries off and the shaft is removable via hex headed screws.  

I'm still trying to figure out how this thing works. Is there an exploded view?  

I have about 10,000 miles on mine still works just fine.  

You need to get the dilithium crystal replenished. Unless you have or upgraded to the newer one with the Mr. Fusion option.  

^^^ True.  

OK, the reason I started the thread is that my Domane has been making clicking noises. I've been working through the checklist, and I'm to the point where I suspect either the brake cable where it routes inside the top tube or the iso decoupler joint. I wasn't able to change anything about the former (pulled it out, and yep, it's a cable), so I bit the bullet and opened up the decoupler. I'm not saying the cable is proven innocent, just that if it's guilty I don't know what to do about it. Kind of like the guy who lost something in the basement. When his wife asked, "Why are you looking in the kitchen?" he answered "Because the light is better up here." The decoupler dust cover is held in place with an Allen bolt. As the pictures from Ibericb show, there are sealed cartridge bearings underneath. I can rotate the inner part of each bearing with a finger, and they feel surprisingly bumpy, as if the bearings are little boulders instead of round. They don't feel gritty, though. Rotating involves putting a little side-load on the bearing, so maybe that's the cause of bumpy feel? Or is it likely the bearings are shot? If so, does anyone have experience with changing these out? They don't want to lift out of position so I wonder if they are press-fit. I'm real close to putting my LBS on the case. Incidentally, the cable clearance inside the top tube seems to be microscopic. If I squeeze my rear caliper even slightly I get a very audible click from the top tube, as if a tiny bit of slack allows the cable to hit it inside. The click is tantalizingly similar to the one that's driving me batty on the road. Thanks for the replies so far. I'm going back to the garage.  

My wifes Domane 4.3 was making a clicking sound as well, it was the chain. I am sure you have changed yours by now but just in case. I could see the isocoupler causing issues as well, more so if you are somewhat bouncing on the saddle on bad bearings. And as said that system works, so much to the point of when I wanted to upgrade my wife into a Giant Avail Advanced Di2 she refuse saying she loves her bike and is not interested in anything else. Full carbon, 105 group and she has the Bontrager RXL wheels. Cant argue with her on that, means I can mod something else instead.  

If the clicking is the coupler, it shouldn't make the noise riding out of the saddle. Try that as a test maybe?  

Cartridge bearings should not feel lumpy. If they do, they're damaged, though the degree and consequence can vary over a wide range. Using ball bearings for the IS coupler is a questionable choice IMO as they don't rotate more than a degree or two so the ball always ride in the same place in the races and at the same point on the balls which can lead to lumpiness and notchiness, similar to can happen to headsets, though headsets often rotate much more than what what the IS coupler does. Any play between the shaft and the inner races can cause clicking, and if the bearings are very worn so as to be loose, they can click too. Replacement bearings should be cheap. The bearings are pressed in. Once the screws are removed from the end of the shaft, the shaft and drive side bearing is pressed out using an drift or (8mm screw works) and small hammer. The NDS bearing is driven out with a small punch working around the perimeter of bearing. In assembly, grease the outside of the races and use the bolts in the shaft ends to press the the bearings in. Bolts on each side are torqued to 8 NM. Using the bolts to press in the bearings via the inner race can itself damage the bearings, so this is kinda a bogus design/method, IMHO.  

looigi said: Cartridge bearings should not feel lumpy. If they do, they're damaged, though the degree and consequence can vary over a wide range. Using ball bearings for the IS coupler is a questionable choice IMO as they don't rotate more than a degree or two so the ball always ride in the same place in the races and at the same point on the balls Click to expand...

So as suggested and I am assuming this is only happening while in the saddle under a decent amount of pedaling effort?  

Oops, whoa. Sorry, but I’d rather not get into this. I meant the thread to be about the isospeed decoupler. It’s my fault it has drifted to where people want to try and solve my clicking noise. But please don’t. I know it's well-meant, so thank you, but I don’t want a noise solution thread. See my “down that rabbit hole” comment from earlier. The thing is, I can see a solution thread turning into a deal where a committee of advice-givers dreams up things to check while I spend a buncha time pursuing their suggestions or justifying why I ignore them. It would be a big internet game of WDYYB. Not going to go there. Would not be prudent at this juncture. Besides, I already have the Irons list to work with. So thanks again, but I’ll be OK. I’m sure I’ll feel stupid when I find the answer, as in, “Why the **** didn’t I check that first??” For anyone who’s jonesing to track down a bike noise, you'll just have to come up with one of your own.  

If you think it's your brake cable, merely remove the cable completely and go for a ride. It's not a death sentence. With a little common sense you'll survive and you might find the cable is the real cause.  

Well then, that is it, all you have to do is de-gause the in-futuro-tron and your good to go!  

Glad I came across this thread in my search for IsoSpeed Decoupler issues. I've been having a pretty consistent "click" coming from the Decoupler for a good time now. It's definitely the decoupler (I've been able to recreate the noise while off of the bike). I've also checked the bearings and have noticed that they are "notchy" which I'm thinking isn't normal, right? I don't have a problem swapping out the bearings, which might be the culprit. looigi did a nice explanation on how to do it earlier in the thread. I'm just wondering if anyone knows the specs for the decoupler bearings?  

OK, I'll play the straight-man.... what's a henweigh? (you're welcome)  

African or European?  

Has Ceramic Speed come out with their Ceramic ISO Decoupler bearings that increases the torsional stiffness of your bike by 7% yet?  

Not and exploded view, but a good pic from the new hardtail MTB version that is easier to see the basic parts. https://brimages.bikeboardmedia.netdna-cdn.com/wp-content/uploads/2015/06/S6O4224.jpg  

If your frame in carbon fiber, you'll need to search on "assploded view".  

I've had a Trek Boone for a couple of years now and have ridden it hard on a variety of surfaces. For the second time this year i've had to service the IsoSpeedDecoupler. I can tell that is it due for service as the plastic cover on one side (drive side) is pushed out slightly and is not flush with the frame. I can also tell I need to service it because there is play at the TT / ST juncture. One of the bearings feels rough when I spin it with a finger after the bolt is removed (the other is very smooth). Because of the short travel of the bearing I'm not too concerned with it. I usually pull the bolts - both sides, and lube the bolt shoulder (where it meets the bearing) and re-locktite the threads of each bolt. This small amount of maintenance is totally worth it however - this thing is like riding a naked Thai teen!  

WormDevil said: I've had a Trek Boone for a couple of years now and have ridden it hard on a variety of surfaces. For the second time this year i've had to service the IsoSpeedDecoupler. I can tell that is it due for service as the plastic cover on one side (drive side) is pushed out slightly and is not flush with the frame. I can also tell I need to service it because there is play at the TT / ST juncture. One of the bearings feels rough when I spin it with a finger after the bolt is removed (the other is very smooth). Because of the short travel of the bearing I'm not too concerned with it. I usually pull the bolts - both sides, and lube the bolt shoulder (where it meets the bearing) and re-locktite the threads of each bolt. This small amount of maintenance is totally worth it however - this thing is like riding a naked Thai teen! Click to expand...

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All new Trek Domane doubles down on IsoSpeed for most comfortable bike yet?

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Cancellara’s new ride

Typically, road bike efficiency and bicycle suspension don’t go hand in hand. But in 2012 when Trek introduced the Domane, it could be argued that it represented a revolution in road bike design. Rather than incorporating “suspension” in a traditional sense, the Domane saw the launch of Trek’s IsoSpeed Decoupler which allowed certain parts of the frame to flex while others remained stiff. Shortly after, Cancellara put his stamp of approval on the concept by racing it to victory in both Flanders and Roubaix.

As good as the Domane was, Trek thought it could be better. Many felt that the front of the bike’s ride didn’t quite match up with the rear on account of the ride taming nature of the IsoSpeed decoupler. There was also the issue of different riders wanting different levels of vibration damping based on their weight or riding styles. All valid claims, all which seem to be addressed on the all new Domane…

Somewhere back in 2014, Trek started down the path of creating a new version of the Domane to address the concerns with the current frame. In addition to spending time prototyping and testing on the actual cobbles in Belgium, Trek even built a 100m segment of cobbles of their own at home in Waterloo. Throughout testing Trek claims to have gone through 33 unique ideas, including 3 frame, 2 fork, and 2 handlebar concepts to get to the final product.

While the new Domane continues with their IsoSpeed Decoupler on the back of the bike, it has evolved to include adjustability. This should allow different riders to find their ideal setting by moving the slider which is built into the seat tube. The system functions by combining two “seat tubes” that are connected at the top tube junction with the IsoSpeed decoupler and also towards the lower water bottle mounting bolt on the seat tube via a bolted joint. The main frame seat tube in front is split from the lower seat mast portion of the frame by a vacant space or a gap between the two. Between those two pieces of carbon on the frame is a slider that can be positioned up or down. At the lowest position the frame will have the most compliance, or around 14% more than the original Domane. At the highest position, the slider limits the movement between the two frame pieces and provides the least compliance. At the high position, the new frame will be less compliant than the original with just over 1mm less average deflection.

Perhaps more important than adjustability on the rear was the need to balance out the ride feel of the front of the bike. That meant an all new version of the IsoSpeed Decoupler in the front. It isn’t exactly clear how the system works, but it appears that the upper section of the steerer tube rides in a headset that is captured its own decoupler. This should allow the upper section of the steerer tube (along with the bars and stem) to flex a tiny amount and reduce the input to the rider. Seeing how there is no IsoSpeed shroud on the lower portion of the head tube it stands to reason that the lower headset cup/steerer does not flex, which means the only portion of the bike affected would be at the upper headset cup and above. Trek has long touted the benefits of their E2 asymmetric steerer which claims to allow the steerer to flex fore and aft while remaining laterally rigid, so perhaps this is taking that concept to the extreme. Trek Claims this provides around a 10% improvement over the current Domane.

In order to lessen the impact to the rider even more, Bontrager has stepped up with their new IsoCore handlebar. Along with the use of IsoZone padding, the bar utilizes a vibration deadening rubber that is layered in between carbon plies in key spots to cut down on road buzz – somewhere in the neighborhood of 20%.

Together, the IsoCore bar and front IsoSpeed Decoupler should provide a more balanced ride, especially when compared to the new adjustable IsoSpeed rear.

Other frame improvements include the Domane Control Center which will hide a Di2 battery, as well as increased tire clearance, and the choice of direct mount rim or flat mount disc brakes. Rim brake frames will allow up to 28mm tires with QR wheels, while disc brake frames will allow for 32mm tires on wheels held in place with 12mm thru axles. Both bikes offer hidden fender mounts.

Offered in the Domane SLR 6 and SLR 7, both of which have disc and rim brake options with pricing ranging from $4,999 to $6,499. The top level SLR 9 will only be offered in a rim brake SRAM eTap build for $10,999, and both rim and disc OCLV carbon framesets will sell for $2,999.

Claimed weights are listed as (lb/kg):

• Domane SLR 9 eTap 14.14/6.76
• Domane SLR 7 16.08/7.49
• Domane SLR 7 Disc 18.05/8.3
• Domane SLR 6 16.07/7.46
• Domane SLR 6 Disc 18.05/8.3

trekbikes.com

Zach Overholt is the Editor in Chief of Bikerumor . He has been writing about what’s new in the bicycle world for 12+ years. Prior to that, Zach spent many years in the back of a bicycle shop building and repairing nearly every type of bike, while figuring out how to (occasionally) ride them.

Based in Ohio, Zach is now slowly introducing a new generation to cycling and still trying to figure out how to fit the most rides into a busy schedule as a new dad.

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We got these in our shop recently, and this thing is so comfy it makes you re-think how a road bike should ride. So fricken cool. Once again, Trek is leading the way but I still can’t wait what the BR haters/commentators will say about it [sits back with popcorn]

I think its actually quite an innovative bike. Kudos for them trying some new stuff. I wonder though over the long haul if there’s durability or reliability/maintenance issues. What I do find a bit suspicious is the claims of 10% improvement. The human body cannot normally perceive differences (sound, weight, light, etc) until it reaches 20%. I think the differences will likely be more noticeable compared to a ‘conventional’ bike, not to its predecessor.

Do you have a reference for that “20% claim”? I’d like to see data confirming that, especially since 97.8% of all statistics are made on the spot.

It seems a well designed, serviceable system (the isospeed decouplers are easily replaceable if they degrade). Carbon fiber doesn’t really have a fatigue limit, so I worry little about that

As for 10% improvement. I’m sure it’s real and people will be able to feel it. Probably not after a test ride unless excessively long and over known bad roads (then there is the “new bike” effect which can mask things)

No word yet whether this will trickle down to the 5-series/4-series Domane lineup.

Considering that this is brand new and only on the SLR line, it will probably be a year or two before we see the upgraded Isospeed moved into the mid-level bikes.

Suspension, disc brakes… What’s next? Dropper posts? ;o)

The top-end Diverge had a mini-dropper post for one model year…

Specialized beat them to that with the shorty dropper on the top end Diverge last season.

This is way more in-line with the Roubaix than the Diverge. When have you ever seen a Pro-Tour team race a Diverge?

I am well aware of the differences since I sell both of them. I never made the claim that they were the Diverge/Domane were the same/similar.

I pointed out that there was already a “road” bike with a dropper available, nothing more.

The top-level Diverge had a mini-dropper post for one model year.

Sorry for the dupes folks, my post are all going into moderation-land, then disappearing entirely, only to reappear sometime later…

(Probably including this one.)

The cycling is the new golf segment of the market is going to love this thing.

Didn’t know that Cancellara even played golf!

I think we just need to give Trek a big Kudos in keeping fenders mounts on this thing. Why or why do manufacturers think carbon frame buyers don’t want integrated mounts, especially for fenders on “endurance” bikes. Heck, I’d even like if they put rack bosses in (and would be fine with a very low weight limit – 10-15 lbs would be more than enough).

Agreed. Full-length fenders don’t really add that much weight either, so no real reason why allowance for them shouldn’t be baked into the design IMHO.

So far, though, I’ve noticed it’s very rare to see rack fittings on carbon-frame bikes. There are forks that appear once in a blue moon that are advertised to accept low-rider front racks and panniers, but not frames. Seems like racks are more the domain of metal frame bikes.

^ Have you gotten those kids off your lawn yet?

Is wanting fender mounts “older” than the inability to determine a blogs post reply structure 🙂

Nice. You sir just won the comments today.

This looks great, but it’s only going to delay my Boone purchase. I don’t need another road bike, but would love to have it on a cx/gravel rig. I was only waiting for a rear thru, but I guess I’ll have wait longer. My canti Cronus will buy some time.

I, too, was waiting for a Boone with a rear thruaxle. Primarily because it simplifies rotor/caliper alignment. Strange that disc Domanes get rear thruaxle but the Boones (still!) don’t.

Interesting that these have “official” CPSC-sanctioned 32mm clearance on the disc models, it makes me curious how far that will be able to be pushed IRL.

It will fit 32s with fenders. There is plenty of clearance for a larger tire. I don’t see 35s being an issue at all. Larger than that would depend on tire/rim/tread combos.

The reason the Boone is still open-dropout is because they invested lots of money in the original tooling. They went to T-A for the fork in the Boone’s 2nd season because that is cheaper since it is only one mold.

It will likely be the Fall 2016 season at least before we see a T-A Boone and maybe the new Isospeed F/R.

Can you get the H1 geo for that frame or just the H2 with the giant head tube? Fabian’s looks long and low, the others not so much.

I think trek has always offered a domane H1 frameset, top oclv only. Current one is rim brake only this one will probably be different with UCI approvals in 2017

The extremely relaxed Stack-Reach Ratio actually makes much sense to most of us non-racers (on a bike-fitting basis).

However, the long wheelbase, big trail, big bb drop push this bike to the endurance category to the extreme. Unresponsive steering (or very stable direction change, choose your words). Think before you buy. There’s no best bike in the world, only the best bike in your world. And your world probably changes daily, so… N+1 still applies…

Minus the saddle bounce. I wouldn’t hesitate to take this bike into a 1/2 crit race. The BB isn’t that low and that bit of lowness helps your bike handing enough to make up for the wheelbase difference. I just don’t like how the Domane feels on long, smooth roads.

Hopefully the rear suspension damping control would be effective.

There is no damping control in the traditional sense. There is only spring rate control via the slider. For those wanting a firmer feel, just slide it up to the max and it should tame most bounce within reason depending on rider weight and pedaling smoothness.

So that’s basically a preload adjustment?

Kinda like preload. What it really does is lengthen or shorten the effective length of spring based on the location of the slider. That gives the seat more or less leverage on the spring.

I do like the concept and execution, but I also think it’s funny that an expensive, stiff carbon race frame made comfortable is now the new “you should just buy a steel frame because you wouldn’t actually race on this and it’s all you need”.

It is rated for a 28mm tire and a fender so larger tires will no doubt fit the caliper model.

Wondering about that 28mm tire clearance. I really wanted the original bike but I never got one because my 28s were actually 31s on HED rims and didn’t fit in the bike. You’d think an endurance frame in 2016 would be optimized for 28s with space for a 30 or 32(sidewall width) that would likely be wider

I’m told the disc brake version will accept 32mm rubber. Rim brake versions top out at 28.

It is rated for a 28mm tire and a fender so larger tires will no doubt fit the caliper model

Bicycling magazine said, for both rim and disc-brake versions: “unofficially, it can take even wider.” How much wider, I don’t know.

looks nice, and would love to ride it, but I’ve been converted to Cannondale since I got my CAAD 10 Disc

This looks pretty sweet, definitely one to test-ride but i’m a bit worried about the seat tube gap filling up with dirt from the road – UK back roads get pretty grim in the winter.

The steerer tube runs through a barrel with two bearings at the side, the steerer tube itself runs in the barrel on 2 bearings in the barrel for normal motion of the steerer. The steerer tube itself does bent like the seat tube.

The separated seattube is clean-cut so debris wont build up in between the twoo “tubes”

and yes, its very very plush

The steerer does flex/bend, and the pivoting barrel allows this to happen. Traditionally, steerer flex was basically limited to the portion sticking up from the top HT bearing plus stem/bar flex. with this, the steerer is more free to flex from the bottom HT bearing. The steerer isn’t cantilevered like the ST, but this design allows more flex.

The steerer tube itself is also layerd different comparerd to a standard E2 steerer.

+1 for the Boone SLr version

I heard this handles as well as a cross bike on 33’s

wonder if the small steerer sizes flex less…. or the big boys get more front end flex

I’m still waiting for my all-road aero endurance bike, but this is a start.

The rear of the new Isospeed seatpost is really easy to adjust and rotate to get into the space between the post and the frame. 5mm toque key is all you need. Cleaning should be easy in that regard, as some other commentators have pointed out – dust will be able to work its way in there.

It’s a ridiculous ride. One of our shop guys was out @ Trek in Waterloo for the release party/day, and in addition to a full mechanical breakdown of everything they went for a 25+ mile ride to test them out over rough and smooth roads.

The fella won’t stop talking about how great the ride was. 3 customers have test ridden already and are amazed at the feel.

I want one.

4mm / 5Nm torque key is what I meant. Lack of coffee is a wonderful thing.

Are there any carbon rear disc wheels out there with 130mm thru axles?

MTB bar & seatpost w/this technology, please – I don’t even need the whole frame to be like this ’cause I wouldn’t be able to afford it. Very cool.

What color looks best? white or blat black?

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Parker Hall

Review: Trek Fetch+ 2

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One of the things that can be intimidating about buying a cargo ebike is how unfamiliar they feel. Whether a bike is designed with weird geometry and wheel sizes or odd features for heavy hauling, every ride can feel unfamiliar.

For traditional cyclists who want to haul a grocery store trip’s worth of groceries home but don’t want to mess with technology they’re unfamiliar with, the Trek Fetch+ 2 is a decent option. It’s more expensive than some of our favorite alternatives, but it has an easy-to-ride step-through design, well-made components, and great plastic buckets (and other accessories) for storage.

There are bikes with more advanced features for the money, but even after I spent a summer riding the Fetch+ 2, it barely needed a tune-up. For a modern cargo ebike with a classic cargo bike maintenance schedule, it might be worth spending a bit more cash.

On the Road

The Fetch+ 2 is the smaller of Trek’s two latest cargo ebikes, which includes the box-fronted Fetch+ 4 ($8,500) , which is more oriented toward toting around dogs and children in between groceries and beer.

The Fetch+ 2 instead is a more traditional step-through cargo bike that employs a myriad of attachments, most notably two plastic panniers that hang off an extended rack on the rear. You can get a padded seat cover for the rear to let friends hold on and ride, or mount a couple kids’ seats behind you, but I’d still probably use this bike more for errands than transporting little ones.

As an objet d’art , the bike is simple and unassuming, which is ideal for a bike this expensive. The battery is integrated into the frame, but a sizable bulge means nobody will fail to notice it's an ebike. You can get it in three colors. I liked the black of our review unit, but the bright blue would probably be my choice if I was buying one.

While much of the bike will be familiar to anyone who has ever seen or contemplated a cargo bike, Trek really gets the geometry and style of this bike correct as far as making it very usable for many tasks. Even the dual-sided kickstand pops up and down with remarkable ease (shockingly rare on other large ebikes I've used). I particularly enjoyed using the rear panniers for hauling flats of berries and other easily squished items that tend to rattle around in softer panniers.

The panniers fit a ton of stuff; I was able to get four full-size grocery bags spread between the two black plastic totes. I like that they had little plugs in the bottom that you could feasibly use a plastic bag to cover and then fill them with ice and drinks.

I spent a couple months using the Fetch+ 2 as my primary bike, and came away much more impressed than anticipated, given the specs and the price.

On paper, this is an expensive ebike to have pretty standard mid-drive cargo bike specs. The 85 Nm Bosch motor and 500-wH battery are good for 20-plus miles a day loaded down in any city, but they’re not better than models like the larger Xtracycle Stoker, which has the same torque and a 630-wH battery for $4,999. The Trek also doesn’t have a carbon belt drive and variable transmission, which we consider the best (and easiest to maintain) shifting mechanism for cargo bikes.

The more traditional chain-and-gears drivetrain and no suspension make this a less comfortable and more difficult-to-maintain bike than favorites like the Tern GSD ( 8/10, WIRED Recommends ), which costs about the same. I have to say, I was expecting the difference in riding experience to be more severe. The fatter-than-usual 20 x 2.35-inch tires of the Trek absorbed potholes better than other suspensionless bikes. It also stopped just as well as its competitors, thanks to hydraulic disc brakes.

Mid-drive cargo bikes are much better than their rear-hub counterparts, especially when toting larger items or smaller humans, because they allow you to get more torque to the wheels, and provide a more traditional riding experience. I never found myself lacking for power, though I did crunch through the gears a bit when starting on a hill.

The Fetch+ 2 rides really well, with a solid frame and no creaks or sketchiness of any kind (as picked up from my local Trek dealer, another plus of ordering from the brand), and I really liked how bright the built-in lights were when riding home from soccer games and band practices at night. The fat wheels were easy to turn, giving this a turning radius similar to a non-extended ebike when I was making U-turns in the city. It also has a built-in phone mount with a wireless charger, which makes it really nice for using a map app to cruise to unfamiliar places.

It’s not a fun bike to ride in the traditional sense; it’s not the fastest or the most comfortable, but it is satisfyingly robust and confidence-inducing. In my months of riding, I never had a single issue with the bike. That’s unusual given the state of some of the roads I often took the Fetch+ 2 on the side of, and a testament to Trek's great build quality.

If I was a longtime Trek owner and interested in getting into cargo ebikes, I’d certainly give this line a look, with the understanding that I might find something I like better from Tern, Xtracycle, or another brand for the same price—or something from Rad Power Bikes or another more affordable direct-to-consumer manufacturer for less. It’s a well-made bike that does what it claims to do, but it’s on the spendy side.

It is a bit hard to come by, at least in bike shops around my hometown of Portland, Oregon. If you’re interested in this one for your treks around town, I’d make sure to call ahead for a test ride. If you want a familiar-feeling bike with all the frills of electrification, it’s worth a spin.