trek domane slr 7 2023

The Trek Domane SLR 7 AXS Gen 4 in review – Head-to-head in our all-road group test

The Trek Domane SLR 7 AXS Gen 4 claims to be a high-end, performance-oriented bike. It doesn’t show at first glance. Upon closer inspection, however, it’s full of hidden details and technical gadgetry. We found out how the most expensive bike on test fares against the competition in our all-road group test, with its hefty € 10,999 price tag.

This bike was tested as part of our 2023 all-road group test – you can find an overview of the group test and the featured bikes over here: The best all-road bike of 2023 – 10 all-road bikes in review

Trek already stood out from the crowd in our gravel race bike group test with the well thought-through and uncomplicated Checkpoint. In our all-road group test, Trek take on the competition with the Domane SLR 7 AXS Gen 4. Although it isn’t the flagship model, it has all of the standout features, including IsoSpeed damping at the rear and a storage compartment in the down tube. The damping elements and geometry are identical across the latest Domane range. But our supposed high-end bike for just under € 11,000 saves on the components, and is somewhat restrained in terms of handling. How does it fare in the all-road segment and our test field?

Trek Domane SLR 7 AXS Gen 7 – More than just average?

Trek have established their own, unique design language. As such, there’s no mistaking the Domane SLR 7 for anything else. It combines the characteristic shield-like head tube with the Trek head badge. The curved top tube flows into the seat stays, and the classic, aero-optimised, oversized down tube with the bold Trek lettering completes the picture. The bike also features an updated version of Trek’s in-house IsoSpeed damping mechanism, swallowing bumps and impacts. The design is superior to the simple flex in the Specialized Roubaix, and it’s clearly noticeable, at least at the rear. Another standout feature is the designers’ attention to detail: a magnetic, colour-matched cover hides both the seat post clamp and the mounting point of the IsoSpeed system. The frame also comes with a storage compartment in the down tube, one of only two bikes in our test to do so, alongside the Argon 18, as well as an integrated chain guide. The latter helps to keep the chain in place when things get bumpy. Underlining its all-road character, the Domane caters to a wide range of use cases. For example, the top tube bag mounts allow you to expand the onboard storage capacity for longer rides. With mounting points for mudguards, the bike is ready to tackle any weather, making it our first choice for commuting.

With a price point of almost € 11,000, the components aren’t quite what you might expect. While the SRAM Force AXS 2x groupset comes with a power meter and offers a gear range suitable for all-road use, it isn’t SRAM’s top end model. As such, the Trek isn’t on par with the similarly priced bikes from Wilier and SCOTT, both of which come equipped with Shimano’s flagship DURA-ACE groupset. The same applies to the Bontrager Aeolus Pro 37 wheels. Although they’re beyond reproach, they don’t stand out for their brilliant performance or looks either. The tires on the Domane are sourced in-house too, and the 32 mm Bontrager R3s offer extremely solid handling, sufficient grip – even on loose terrain – and roll efficiently on smooth asphalt. With 38 mm tire clearance, the frame also has plenty of room left to be converted into a true all-road monster. The cockpit can also be customised easily thanks to the external cable routing past the stem and the absence of a one-piece design. However, the more affordable Wilier and SCOTT do them one better here, too, relying on a higher-quality one-piece carbon cockpit. Unfortunately, it’s also the only bike on test with which we had to contend with rattling cables. The SRAM hoses are routed internally through the frame, running along the bottom of the down tube, where additional cable guides or foam sleeves might help to reduce the noise. Overall, the bike is conspicuously inconspicuous in its components and looks – not least because of the green colour, based on Disney’s “Go Away Green,” which is intended to make objects not draw attention. Thus, by and large, the almost € 11,000 bike is somewhat boring and easy to forget.

Trek Domane SLR 7 AXS Gen 4

Specifications

Seatpost Domane Carbon Brakes SRAM Force eTap AXS 160 mm Drivetrain SRAM Force eTap AXS 2x12 Stem Bontrager RCS 100 mm Handlebar Bontrager IsoCore Pro 440 mm Wheelset Bontrager Aeolus Pro 37 Tires Bontrager R3 700x32c

Technical Data

Size 47 50 52 54 56 58 60 62 Weight 8,54 kg

Specific Features

Storage compartment in the down tube Mounting points for bags, mudguards, and bottle cages The only bike on test with a power meter Cleverly integrated IsoSpeed damping mechanism at the rear

On cloud 9 – The Trek Domane SLR 7 AXS Gen 4 absorbs all the bumps

The Trek’s ride feel is significantly influenced by the IsoSpeed system. It works extremely well, smoothing out all the bumps without decoupling the rider from the experience completely. It also works well together with the rigid front end: while having no damping up front bothered us on the Checkpoint gravel bike, resulting in an imbalance between the front and rear, it suits the all-road bike perfectly. The handling is stable and composed, restrained for a road bike, tracking true and straight. It’s confidence instilling even on unfamiliar roads and rough terrain. The Domane is the most fun on long, fast corners, where the handling and conservative riding position can play to their strengths. It remains predictable and intuitive on gravel roads and cobblestones, and it has the potential to venture even further off-road considering the maximum tire clearance. Pulling away, the bike feels somewhat sluggish, as it isn’t super reactive or agile, though it will get up to speed willingly and hold it there efficiently over long distances. It doesn’t blast up the climbs quite like the bikes from MERIDA or Wilier, but it’s destined for relaxed all-road riding. It will get up every mountain pass, master the descents, and just eat up kilometres on the straights. The Trek Domane is fun to ride thanks to its good-natured and intuitive handling. The long-distance comfort makes it the perfect choice for epic all-day rides, never dishing out any nasty surprises.

Textbook all-road, though eye-wateringly expensive.

Who is the Trek Domane SLR 7 AXS Gen 4 for?

The great strength of the Trek Domane SLR 7 AXS Gen 4 is its versatility, making it an interesting option for different use cases and conditions. The ample tire clearance, mudguard and top tube bag mounting points, the – albeit small – storage compartment in the down tube, the chain guide, and, finally, the standout IsoSpeed feature make for an incredibly versatile bike. It doesn’t just cater to classic all-road riding – from smooth asphalt to gravel – but also cuts a fine figure as a commuter or long-distance tourer. The timeless design and subtle colour give the bike a discreet look, which suits the Trek well. If you’ve got the necessary change and are happy to accept a few compromises regarding the components, you get a capable all-road bike for all occasions.

Tuning tip: Foam sleeves for the internally routed cables to quieten things down.

Riding Characteristics

• comfortable

Value for money

Size: 47 50 52 54 56 58 60 62 Weight: 8,54 kg Price: € 10,999

Indended Use

Conclusion on the trek domane slr 7 axs gen 4.

The Trek Domane SLR 7 AXS Gen 4 is chock-full of features. It offers sufficient long-distance comfort via the IsoSpeed system and has plenty of tire clearance. Thanks to the predictable and restrained handling, it’s capable of more than just classic all-road riding and turns out to be a great choice for the more adventurous among us. With its € 10,999 price point and mediocre spec, however, the Domane is neither affordable, nor does it offer great value for money.

• coherent and versatile concept
• very comfortable thanks to the inconspicuously integrated IsoSpeed system
• timeless look that you won’t get tired of looking at

• internally routed cables rattle loudly

You can find out more about at trek.com

The testfield

All bikes on review: Argon 18 Krypton (Click for review) | Merida Scultura Endurance 9000 (Click for review) | Parapera Atmos² (Click for review) | Pinarello X (Click for review) | Rondo Ratt CF (Click for review) | Rose Reveal Plus (Click for review) | Scott Solace eRide 10 (Click for review) | Specialized Roubaix Comp (Click for review) | Trek Domane SLR 7 AXS Gen 4 | Wilier Granturismo SLR (Click for review)

No, it’s not about perfect race tracks, it’s about efficiency. Fast, fleet-footed and efficient – those who want to speed along high-speed passages need a defined and spritely bike that accelerates with ease and efficiency. Nevertheless, reliable components are important too. We interpret “Smooth tarmac” bikes as follows: Hard efforts at high speeds with a maximum efficient bike on a consistently well-paved road. Effort-joy ratio: 80:30 (not everything has to be 100%!) ↩

… also known as bike riding. Broken-up roads in the hinterland, deadlocked gravel roads, loose surfaces – sometimes muddy, sometimes bone-dry. For this, it takes bikes with super all-round, handling and wearing qualities uphill and downhill. Effort-joy ratio: 50:50 ↩

If you want to use your bike almost every day, you usually do not need an extremely tuned racing machine. Solid components, which are able to cope with the rigours of continuous usage in any kind of weather, are part of the basic equipment. At the same time, the bike should have practicable details: integrated fenders/assembly options, luggage racks/attachment points and a light system or at least the option of installing bike lights. The position on the bike should be rather relaxed, the overall comfort high, so that the Afterwork Ride becomes a cure and not a curse. Effort-joy ratio: 30:70 ↩

You can find more info about our rating system in this article: Click here! ↩

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Words: Calvin Zajac Photos: Jan Richter

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• Rider Notes

2023 Trek Domane SLR 7 Gen 4

A carbon frame endurance bike with high-end components and hydraulic disc brakes.

Domane SLR 7 Gen 4 - 2023, 56cm

In Stock: 56cm

For This Bike

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Based on frame geometry and build specs.

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

Domane SLR 7 Gen 4

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• 6'0", size 56cm, Just right

Feb 2024 · Dave Rome

Trek’s most budget road bike, revamped, and still with class-leading tyre clearance.

Room for 40 mm tyres has this one ready for the gravel-curious. Solid build kit and frame will shrug off loaded commuting and mixed surfaces. Ready for fenders and a rack. Welcoming geometry and comfortable touch points.

Disc brakes make for a heavy bike

And the mechanical disc brakes here aren’t stellar. Heavy wheels and tyres make the bike feel more sluggish than it wants to be. Through-headset cable routing makes no sense on a bike with mechanical gears and brakes. Ultimately cheap gearing and brakes for a bike that

While Trek’s entry-level

Isn’t as affordable as it should be.

Read Review

Now on its fourth iteration, the Trek Domane AL is packed with updates, a lighter frame, and room for larger tires.

Sep 2023 · Calvin Zajac

Can the Trek Domane SLR 7 AXS Gen 4 prove to be the ultimate all-road bike and adventure buddy in our 2023 all-road group test?

Coherent and versatile concept

Very comfortable thanks to the inconspicuously integrated IsoSpeed system

Timeless look that you won’t get tired of looking at

Internally routed cables rattle loudly

Apr 2023 · Suvi Loponen

We take a look at the details of the bike that Trek-Segafredo raced through the Hell of the North

Feb 2023 · James Huang

Trek’s latest iteration of its Domane all-roader packs more performance than ever, but there are also some big missteps that give me pause.

Superb rear-end ride quality, stiff and efficient-feeling under power, excellent handling, sleek aesthetics, competitively weight.

Ride quality still a little imbalanced, creaky IsoSpeed/seatpost area, exposed headset bearing, internal housing rub, disappointing tires.

Jan 2023 · Josh Croxton

Fewer Isospeeds means it's a little less comfortable, but the new Domane SLR 9 is fast, fun, and ready for an adventure

Easy to use storage compartment with neat & organising tool wrap

Simplified Isospeed vibration damping

38mm tyre clearance

Power meter included

Neat, low-maintenance integrated cockpit

Oh boy is it pricey

I would hope for top-spec tyres at this price

Oct 2022 · James Spender

The Domane is a tremendously smooth bike thanks to Trek’s IsoSpeed rear damping system and high volume, 32mm tubeless tyres

Over-engineered

Sep 2022 · Warren Rossiter

The latest Domane is true to the original racer, yet massively versatile

Beautifully balanced handling

Smooth-rolling

Well equipped

Price compared to its rivals

Should have the range-topping tyres as standard

Last updated June 27 Not listed for 295 days

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2023 Trek Domane+ e-road bike review: Ultra-quiet, ultra-stealthy

Flagship model weighs just 12.21 kg, and us-spec bikes get a genuinely useful 45 km/h cutoff from the new tq mid-drive motor..

Heading out the door? Read this article on the new Outside+ app available now on iOS devices for members! >","name":"in-content-cta","type":"link"}}'>Download the app .

Trek has today announced the third generation of its Domane+ e-assist road bike, and it’s quite the change from the one that came before. There’s a new motor from German company TQ, a brand-new carbon fiber frame with more advanced carbon fiber content and construction, more tire clearance, and in general, a sleeker and lighter total package that looks and feels more like a “regular” road bike.

It sounds like quite the complete package on paper, and it mostly is in reality – with some caveats, of course. 

The lightning pace of e-bike motor development 

Trek clearly isn’t shy about switching motor suppliers. Each generation of the Domane+ has used a different brand of motor: Bosch on the first generation one, Fazua on the second iteration, and now TQ on this latest third-generation model. 

Why the switch, you wonder? Because it seems like quite the advancement in a number of key areas.

First and foremost, the TQ HPR-50 motor is legitimately tiny, so much so that in profile, you almost wouldn’t guess at all that the Domane+ is an e-bike. Unlike the previous Bosch and Fazua units, the TQ is hidden completely inside a painted-to-match shroud at the bottom bracket with little on the outside to give anything away. Of course, a closer look reveals clues such as the cooling port on the underside of the cover, but even the battery is fully integrated inside the down tube.

Trek is also touting the HPR-50’s unusually quiet operation, which comes about thanks to a unique interior configuration that does away with the usual array of reduction gears and/or belts, and is claimed to reduce internal friction, too. Trek’s official press materials also make mention of the lower Q-factor as compared to the Fazua unit, but don’t get too excited; it’s only down 2 mm in total, and the 163 mm figure is still about 12 mm wider than what you get with Shimano GRX, or 17 mm wider than most dedicated road cranks. 

Be that as it may, the specs of the TQ HPR-50 motor are impressive. The official maximum power output is 300 W (or 50 Nm of torque), and it’s powered by a 360 Wh Li-ion battery in the down tube that Trek claims is good for “up to” 145 km (90 miles) in Eco mode. An optional range extender battery tucks into a water bottle cage for another 160 Wh, and the system can even run on just the range extender battery alone should you want to fly with your new Domane+ and need to tuck in under typical airline battery size restrictions.

Three levels of e-assist are available, each of which can be customized using the Trek Central smartphone app. Switching between the three assist levels is literally at your fingertips thanks to convenient remote buttons positioned next to the brake lever hoods, while the various mode screens on the high-resolution LCD panel on the top tube are accessed directly on that panel. Among the available screen pages are windows for remaining battery life (expressed numerically as both a percentage and time to empty, and visually with bars), current power output, speed, and distance – and when you’re charging the system, the display even gives you a precise countdown to when the battery is full. 

Frame design implications

The bigger benefit of switching to the TQ HPR-50 motor is arguably how it affects the latest Domane+’s frame design. Trek sought to have this version look as much like a non-powered bike as possible, and aside from some generally inflated proportions, that goal seems to have been met.

The motor’s smaller form factor makes for a more normal-looking bottom bracket area, and although the down tube is notably bulbous given the internally housed battery, the whole frame looks surprisingly proportional. The Q-factor may not have changed much, but the more typical chainline has allowed Trek to switch to a standard 142 mm-wide rear hub in place of the “Road Boost” 148 mm one on the previous-generation Domane+, which is a great move for wheel compatibility.

The 2023 Domane+ marks the first time Trek has used its top-end OCLV 800 carbon fiber content. Combined with the integrated down tube battery – meaning there’s no need for a large hatch – Trek claims to have lopped 450 g from the previous Domane+ chassis. Claimed weight for an unpainted 56 cm frame is around 1,250 g. Adding to that is 1,850 g for the motor, 1,835 g for the 360-Wh battery, plus a few more grams for mounting hardware.

That claimed frame weight includes the latest version of Trek’s IsoSpeed pivoting seat cluster concept. This incarnation isn’t adjustable, but it does use a conventional (albeit proprietary) telescoping carbon fiber seatpost instead of the integrated seatmast of previous IsoSpeed-equipped bikes. 

All in, my 52 cm flagship sample with a SRAM Red eTap AXS wireless electronic 1×12 groupset and Bontrager Aeolus RSL 37V carbon clinchers tips the scales at a comparatively svelte 12.21 kg (26.92 lb).

Save for a 10 mm increase in chainstay length – a consequence of the TQ HPR-50’s motor casing size – frame geometry is the same as the non-powered Domane, down to the millimeter. Stack and reach figures are more upright and relaxed as compared to the Madone or Emonda, but both are still pretty sporty overall, and trail figures in the low-60s across the board are intended to provide fairly nimble handling manners. 

Despite those virtually identical dimensions, the Domane+ is approved for tires up to 40 mm-wide, whereas the non-powered Domane tops out at 35 mm. Keep in mind those are Trek’s official ratings, which account for a minimum of 6 mm of space all around. Actual maximum tire sizes will almost certainly be bigger, though that’ll depend on your comfort level for potential frame rub. 

Either way, adding fenders to the hidden front and rear mounts will drop that maximum tire size by 5 mm. 

Naturally, cabling is fully hidden, although the manner in which Trek has gone about it for the new Domane+ isn’t nearly as maddening as it could have been. Lines are run externally on the handlebar before being routing alongside the underside of (not through) the stem and then into ports in the dedicated upper headset cover. Keeping things visually tidy are a cosmetic cover bolted to the bottom of the stem and profiled headset spacers that are also split for easier bar height adjustment. 

Models, availability, and pricing

Trek will offer the new Domane+ in six different build kits, all using the same frame and motor package. There are only three price points, though, with each one offering a SRAM and Shimano variant. Interestingly, all SRAM-equipped bikes will come with 1×12 drivetrains and 40 mm-wide Bontrager gravel tires, while Shimano bikes are set up with 2×12 drivetrains and more tarmac-oriented 32 mm-wide slicks. As usual for Trek’s premium models, Project One custom builds are available in most models, although whichever way you slice it, the prices are awfully high.

Topping the list is the Domane+ SLR 9 eTap P1 (US$13,000 / AU$n/a / £12,900 / €14,500), built with a SRAM Red eTap AXS 1×12 electronic groupset, 25 mm-wide Bontrager Aeolus RSL 37V carbon clinchers, and 40 mm-wide Bontrager GR1 Team Issue gravel tires. Claimed weight is 12.15 kg (26.79 lb).

Sitting alongside that is the Domane+ SLR 9 P1 (US$13,000 / AU$n/a / £12,500 / €14,000), equipped with a Shimano Dura-Ace Di2 2×12 electronic groupset, 21 mm-wide Bontrager Aeolus RSL 37 carbon clinchers, and 32 mm-wide Bontrager R3 Hard-Case Lite slicks. Claimed weight is 11.75 kg (25.90 lb).

The middle child is the Domane+ SLR 7 eTap P1 (US$10,000 / AU$n/a / £9,750 / €11,000) with a SRAM Force eTap AXS 1×12 electronic groupset, 25 mm-wide Bontrager Aeolus Pro 3V carbon clinchers, and 40 mm-wide Bontrager GR1 Team Issue gravel tires. Claimed weight is 12.50 kg (27.56 lb).

Alternatively, the Domane+ SLR 7 P1 (US$10,000 / AU$n/a / £9,450 / €10,600) comes with a Shimano Ultegra Di2 2×12 electronic groupset and the same wheel-and-tire package. Claimed weight is 12.20 kg (26.90 lb).

There’s also a slightly less expensive non-Project One Domane+ SLR 7 (US$9,500 / AU$14,500 / £8,900 / €10,000).

Looking for the fancy TQ motor on a “budget”? The Domane+ SLR 6 eTap P1 (US$9,000 / AU$n/a / £8,900 / €10,000) is equipped with SRAM’s Rival eTap AXS 1×12 electronic groupset, 25 mm-wide Bontrager Aeolus Pro 3V carbon clinchers, and 40 mm-wide Bontrager GR1 Team Issue gravel tires. Claimed weight is 12.60 kg (27.78 lb).

If you prefer Shimano, there’s the Domane+ SLR 6 P1 (US$9,000 / AU$n/a / £8,890 / €9,600) with the same wheel-and-tire package, but Shimano’s latest 105 Di2 2×12 electronic groupset. Claimed weight is 12.40 kg (27.34 lb).

Finally, there’s the non-P1 Domane+ SLR 6 (US$8,500 / AU$13,000 / £8,340 / €9,000).

All of the new Domane+ models are supposedly available for ordering and/or purchase starting today.

Like an ever-present hand on your back

I should first point out in this review that your own experience on the new Domane+ will vary greatly depending on where you are. In the US, the TQ HPR-50 motor is allowed to operate at full power up to 45 km/h (28 mph). However, the cutoff in Europe is just 25 km/h, while most other countries will be at various points in between. I did this test in the United States, so take my commentary with a grain of salt if you live in a different region. 

It’s also important to remember that there are essentially two major categories these days: so-called full-power ones such as what you normally see from brands like Bosch and Shimano, and lightweight models such as this new Domane+. Full-power ones are usually rated for around 250 W or so of power (and around 85 Nm of torque), but keep in mind that’s a nominal figure. Peak outputs are usually much, much higher – often more than 800 W. 

But like other e-bikes in this “lightweight” category, the output of the TQ HPR-50 motor is far more modest. It’s rated at 300 W, but that’s the most you’ll ever get out of it (give or take a few watts). Likewise, maximum torque is capped at 50 Nm. The benefit of that reduced output is a huge weight advantage for the motor and battery itself, plus everything else on the bike can be made lighter as well.

That all said, while I know opinions are definitely mixed out there with respect to e-road bikes, I’d be lying if I said I didn’t have one heck of a good time testing this thing.

Those full-power e-bikes are undoubtedly fun (so much power!), but the experience can also be so far removed from purely human-powered pedaling that it can almost seem like something other than bike riding. But this Domane+? It’s more like you’ve always got a hand on your back, or the feeling you get when you’re having a really, really (really) good day. 

Trek intends for the Domane+ to feel like a regular road bike, and for the most part, I’m inclined to agree. Power from the TQ motor doesn’t come suddenly like a kick, but more like a building wave. It’s surprisingly subtle, so much so that when you rise out of the saddle to sprint, it almost seems like nothing’s happening – but then you look at your speed and your times, and it’s pretty clear that isn’t the case.

The way that power comes on is interesting, though. It’s not simply a direct proportion of your own output, but a more complex calculation that also takes other factors into account like speed and cadence. From what I can tell, it’s almost like the system has two goals.

One is helping you maintain your speed. For example, when casually cruising at 150 W (and with the highest-power setting selected), there are times the system is putting out 200 W or more. At other times, it’s kicking out almost nothing. But in either case, how much power the system produces depends on how much help it thinks you need, and it does an uncannily good job of figuring that out. 

It’s also pretty impressive when flirting with that 45 km/h cutoff. One of the main drags heading back into town is mostly flat, but with some small rollers and often just enough of a tailwind that you can really build a head of steam. The Domane+ was more than happy to give me a nudge to get me to that magical 45 km/h mark, and then just barely enough power to let me stay just shy of that figure so as to not trigger the cutoff. And when I did cross that line, the cutoff is remarkably gentle, so much so that I kept peeking at the top tube display to see if the system really wasn’t doing anything.  

It’s when climbing that the TQ HPR-50 comes into its own. There, the motor doesn’t seem to just want you to maintain your speed; it wants you to feel like a superhero (at least in full-power mode). Needless to say, the feeling of climbing like that is addictive, but it also highlights the power limitations of the system. Say you’re climbing steady at 200 W and the system is kicking out another 300 W. But if you put down more than that, it’s still topped out at 300 W. Granted, that’s still an awful lot more than I can maintain on my own, but proportionally speaking, it’s more noticeable that the system is cutting power than when you’re hitting the speed limit. 

But it’s still fun.

Unfortunately, there’s another limit to that fun, and Trek’s range claims strike me as a bit ambitious (which isn’t surprising). Granted, range claims are always more than a little fuzzy, and the mountainous terrain of my local stomping grounds certainly has a lot to do with that. One ride in particular covered just 38 km (23.5 miles), but almost 800 m (2,600 ft) of elevation gain – all at maximum power assist (have I mentioned how much fun this bike is?). But when I got back home, the battery capacity was down to a middling 27%. Granted, I could have done that same ride on a lower power setting, but where’s the joy in that?

Here’s where that lightweight vs. full-power thing comes in again. While lightweight models like this Domane+ indeed feel more like non-powered bikes most of the time, there’s no substitute for watt-hours. To put that into perspective, I played around with a Canyon Grail:On gravel e-bike a couple of years ago, which is equipped with a full-power Bosch system and a much bigger battery. One ride I did on that bike covered more than 47 km (29.5 miles) with just shy of 1,200 m (3850 ft) of elevation gain – and there was enough juice left at the end that I almost could have done that ride twice. 

Granted, that bike was more of a bruiser than this Domane+, which does really feel a lot like a good, non-powered road bike in many respects. While it’s fun to blast around in full-power mode, kicking things down a notch or so dramatically extends battery life. There’s some noticeable friction in the TQ motor when pedaling without power at all – more from the bearing seals than parasitic mechanical losses, from what I can tell – but it’s not bad at all, and it certainly pales in comparison to what the motor is putting out.

Aside for the extra weight, the Domane+ genuinely feels pretty normal – certainly enough so that you don’t feel like you have to be in full-power mode all the time. And just as promised, the TQ HPR-50 motor is remarkably quiet so you’re not always audibly reminded what you’re riding, either. There is a whir that grows proportionally louder with pedaling cadence, but even at its loudest, you can barely make it out from the hum of your tires. At higher speeds, it’s drowned out entirely by wind noise. It’s easy to forget about it.

About that speed cutoff

As I mentioned earlier, your experience on an e-road bike will vary greatly depending on where you’re riding it (or perhaps more specifically, where you’ve purchased it). Although I found the Domane+ to be incredibly entertaining, it would have been very different had the motor cut out at 25 km/h as it would in Europe. There, the Domane+ would still be a blast when climbing, or perhaps more as a dedicated light-duty gravel rig with those 40 mm-wide tires. However, I’m not sure how much fun it’d be otherwise (and I know CyclingTips senior tech editor Dave Rome agrees on this one ).

Kudos to Trek and TQ for so thoroughly engineering the motor assist cutoff when you do bump up against that mandated speed limit. Unlike many other e-bikes I’ve ridden, the power drops off gently and seamlessly, rather than feeling so abrupt that you wonder if a wire has suddenly come loose. 

But even then, the 25 km/h cutoff that much of the world would see on this thing also severely cuts into its utility. It’s virtually guaranteed that someone riding a Domane+ wouldn’t be able to enjoy a bunch ride with friends since they’d essentially be dragging an ineffective anchor all the time, and even more gradual climbs would likely be frustrating as the motor continually cuts in and out. It’d still be a boon for longer climbs if you’re ok with taking it a bit slower, and certainly on steeper ones. But aside from that, I’d urge anyone considering their first e-road bike purchase to seriously ponder the effects of that speed limit. 

What about the non-motorized bits?

Handling mostly feels like the regular Domane (and you can expect a review of the new non-powered Domane SLR from me shortly, too), although there are some caveats. I find it interesting that Trek equips the Domane+ models with such a broad spread in tire sizes, as it does affect the steering. I first tried my test bike with the stock 40 mm-wide Bontrager GR1 Team Issue gravel tires, and it was… ok. The steering felt heavy off-center, and the bike wasn’t nearly as eager to initiate turns as I would have expected. But when I switched to 35 mm-wide Schwalbe G-One RS tires, the handling instantly became much more natural, easily diving into turns and flowing through corners as it should. 

Switching tires also highlighted another downside. Although the stock Bontrager gravel tires are quite grippy on hardpack and tarmac, they’re also surprisingly slow-rolling. With those Schwalbes installed, the bike felt much faster and alive (and I’m sure there’s a positive impact on battery range, too). 

Ride quality improved with the tire change, too, but it still couldn’t completely mask the imbalance between the front and rear ends. Trek’s IsoSpeed feature continues to work brilliantly, offering an incredibly smooth and compliant feel that (at least for me) never feels overly bouncing or intrusive. But even with the bigger Bontragers fitted, the front end is dramatically stiffer. Even medium-sized impacts jar your hands, and trying to attack washboard sections of packed dirt is absolutely brutal. My guess is the massively oversized down tube has a lot to do with this, which is something I’ve noticed on other e-bikes with similar proportions. 

There are some other quirks, too.

One of the TQ display screens is supposed to separately show your output and that of the motor. The motor figure seems believable enough, but the display of your output seems dramatically low. Granted, I didn’t verify this with a separate power meter, but I know what 200 W feels like, and when I see 150 W on the display, something seems off.

Aside from the tires, I don’t have much to complain about regarding the spec. The 10-44T cassette and 42T chainring offer plenty of range, and shift quality is very good. The jumps between sprockets are still a little bigger than I’d prefer for group road rides, but it’s fine when out solo. And kudos to TQ for powering the rear derailleur directly by the main system battery. It’s clean and convenient, and one less battery to worry about (although that also means if the system is totally, completely dead, you now can’t shift, either). 

The Bontrager finishing kit is generally excellent. The snub-nosed Verse Pro saddle is comfy, the Aeolus RSL 37V wide-format carbon wheels are fantastic, and kudos to whoever at Trek specified this wonderfully grippy and squishy bar tape. But the handlebar underneath that tape? I’m sure someone likes it, but it’s definitely not my cup of tea. The short reach and deep drop are an odd combo, and I was never able to find a remotely comfortable position for my hands in the drops. Thankfully, Trek’s solution for concealed cabling allows you to use any bar with a 31.8 mm clamp diameter.

Super fun, but keep the limitations in mind

Trek’s move to the TQ motor platform is interesting, if for no other reason than its longstanding relationships with other (and much better established) motor suppliers. However, the company clearly sees advantages in what the TQ HPR-50 provides, and after riding it myself, it’s hard to argue with Trek’s decision: it looks better, it’s quieter, and while TQ’s long-term reliability still needs to be proven, the simpler mechanical layout at least bodes well since there’s less to go wrong in there.

As promised, the Domane+ does feel a lot like a regular road bike in a lot of ways, and it’s undeniably fun to ride. But as I mentioned earlier, the experience will vary greatly with where you’re riding it. Although I found the bike incredibly entertaining, it would have been very different had the motor cut out at 25 km/h as it would in Europe. There, the Domane+ would still be a blast when climbing, but I’m not sure how much fun it’d be otherwise.

Either way, those looking for the more visceral thrills of a full-powered e-road bike won’t be blown away by the TQ motor’s modest specifications, but if you’re after more of a traditional feel with a little bit of a boost – and live in the right country – this seems like a bike well worth considering. 

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

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Electric Dreams: We Ride The 2023 Trek Domane+ SLR 7

Peter Maniaty powers up the latest Domane+, the electric assist roadie from Trek.

Well, well. Things are getting interesting. Pedal assist systems used to be oh-so-different to standard road bikes. But change is afoot. As the major manufacturers continue to plough investment into the burgeoning micro-mobility market, once obvious areas of disparity such as aesthetics, frame geometry and weight are converging. It’s happening at remarkable pace, too.

There’s no better example than the next-generation Trek Domane+ which for 2023 gets the full SLR treatment. This deceptively sleek machine looks a lot like a standard road bike. It has virtually identical geometry to a standard road bike. It even handles, largely, like a standard road bike. Given the current development trajectory, it seems entirely feasible there will be virtually no outwardly discernible difference between Trek’s conventional and pedal assist models within a couple of years. Of course, this opens up all manner of possibilities, opportunities and questions. Let’s get to some of them.

How close is the Domane+ SLR styling to a conventional road bike?

Far closer than any other pedal assist bike I’ve ridden to date. Spend some time up close with the 2023 Domane+ SLR 7, or simply pick it up, and it’s still obvious enough it’s an e-bike. It does weigh upwards of 12kg after all, which is around 4kg more than the standard Domane SLR 7. The down tube also remains visibly chunkier than conventional Domane models.

Whilst the oversized bottom bracket junction still features the tell-tale cooling ports for the motor. But here’s the thing. View the Domane+ SLR from even just a few metres away, especially from the front or rear, and you’ll be hard pressed to pick it out in a bunch. Over the course of this month-long review, the majority of people I rode with didn’t even notice it had a motor until I told them. At which point they all became quite fascinated.

How does the geometry compare to the standard Domane?

The key measurements for the 2023 Domane+ SLR are almost identical to the standard Domane SLR, which means an almost identical riding position. This is quite an achievement, made largely possible by the switch to an all-new German TQ motor which is considerably more compact than previous iterations, allowing for more normal frame proportions, especially in and around the bottom bracket.

The Domane+ SLR frame is built to Trek’s standard H2 endurance geometry with a taller head tube and longer chain stays for greater comfort and stability. The build also features the same D-shaped seat post, IsoSpeed decoupling system and integrated cable routing as the standard Domane SLR. For me, the only noticeable difference was the Q-factor which, whilst certainly more forgiving than most other pedal-assist road bikes, is still around 16mm wider than my day-to-day roadie. This may not seem like much, but it definitely shifts your knee alignment and I certainly noticed it. (Or, more accurately, my knees and hips did.)

How does it compare to earlier Domane+ models?

The previous Domane+ was good. But the 2023 model is another major leap forward, delivering a package that’s noticeably slimmer and quieter. It’s also the first pedal-assist bike to use Trek’s highest grade 800 Series OCLV carbon for both frame and fork; an upgrade that in tandem with the new motor has helped to shave significant weight from the previous Trek Domane+.

By way of comparison, the original Domane+ tipped the scales at a hefty 17.1kg (56cm), whereas the 2023 model is now just 12.2kg. Still heavy, for sure. But you don’t need a mathematics degree to see this number is coming down all the time.

What motor is Trek using in 2023?

Trek has never been hesitant to flip motor suppliers. In their ongoing quest for e-bike supremacy they have done so again in 2023. This time, the Domane+ SLR features the same TQ HPR50 mid-drive system you’ll find on Trek’s Fuel EXe e-mountain bike.

Whereas most e-bike motors tend to use gears and belts to drive you forward, the German-designed TQ motor instead features a harmonic pin ring transmission discreetly tucked away behind the chain ring. Power wise, the TQ HPR50 system delivers 50Nm of torque which is actually slightly less than the 55Nm offered by the previous Domane+ motor (Fazua Evation). However, at just 1,850g the TQ system is both lighter and smaller, which translates to reductions in overall weight and tube profiles. Importantly, the TQ HPR50 also has fewer moving parts and, according to Trek, is significantly more durable.

Banishing noisy belts and gear teeth to the dustbin also makes it v-e-r-y quiet. Listen closely in the still of the early morning and you can just make out a faint whirring sound. During the day you’ll struggle to hear it at all.

How about the battery?

The Domane+ SLR is powered by a 360Wh Li-ion battery (1,835g) which is integrated directly into the frame. Charging is super simple; you literally just have to plug it in. A full charge takes around two hours. I found the run time pretty good too. On one ride out to Bondi and Watsons Bay I travelled 82km with nearly 1,000m of climbing, and still had 34 per cent charge left. 

On another trip up to Bobbin Head, I covered 65km, again with plenty of climbing, and returned home with 45 per cent of battery still in the tank. Trek says the main 360Wh battery will take you around 100km in eco mode, although this obviously depends on other factors like weight, riding conditions and terrain.

Trek also sells an optional 160Wh range extender battery that can add around 45-50km extra for longer rides. It sits in the seat tube bottle cage and weighs around 900g, not much more than a full bidon. Of course, simply switching the motor off when you don’t really need it should extend battery life, too.

How easy is it to operate?

Incredibly easy. The TQ system is thoroughly intuitive with simple controls accessed via small buttons located on the inside of both hoods. In all, there are three modes providing increasingly higher levels of assistance. Click right to shift up. Click left to shift down. Or hold the left button down to turn the pedal assist off altogether.

What about the drivetrain and other components?

Similar to its non-powered namesake, the SLR 7 sits second in the Domane+ range. The review model was equipped with an impressive array of componentry led by the 12-speed Ultegra R8170 Di2 wireless drivetrain and Praxis 50/34T carbon crankset. As you’d expect from Trek, the finishing kit is Bontrager all the way with Pro Iso-Core handlebar, integrated RCS Pro stem and a very comfortable Verse Short Elite saddle.

The super-versatile Bontrager Aeolus Pro 37 OCLV carbon wheelset fitted with 32mm Bontrager R3 tubeless tyres (maximum tyre size is 40mm without panniers) is another perfect addition. It’s also worth noting the TQ motor system provides real-time power, ride and battery life data via a high-resolution LCD screen integrated into the top tube.

How does it ride?

First things first. This is not a motorbike. The Domane+ SLR uses a pedal assist system where the power assistance is relative to the energy you put through the pedals yourself. This means cadence and gear selection still matters. In fact, learning to master the different gear ratios for different terrain and speeds is probably the single biggest learning curve when you first start riding. Once you get that right, it’s a dream.

Out on the road, the relaxed geometry, extra weight and lower centre of gravity makes it very stable and reassuringly well behaved. On the flip side, it also makes acceleration a little lacklustre. That said, with the pedal assist turned on it still jumps away from a standing start, something that consistently brought a smile to my face.

Handling wise, the Domane+ SLR is smooth and steady, rather than agile and snappy, sweeping confidently through turns whatever the speed, gradient or road surface. With the 28mm tubeless tyre set up on the review model (I was mostly running 65-75psi), I also found it very forgiving over the bumps. The motor engagement is smooth and reasonably subtle; nowhere near as jerky and dramatic as many earlier models of e-bikes. This all makes for a pleasant and seamless riding experience across pretty much any terrain.

Of course, flattening out the hills is clearly the sweet spot for the Domane+ SLR. Yes, you still have to work. But whether it’s a 20km alpine climb or just a 50-metre pinch on your local bunch ride, rest assured you will find yourself smirking when most around you are suffering. On more than one occasion I actually felt a little guilty as I cruised past riders clearly fitter and faster than me under normal riding conditions.

Somewhat paradoxically, the faster Domane+ SLR goes, the more sluggish it becomes. This is because the motor – whilst capable of speeds approaching 45kmh at full power – is limited to a maximum assist speed of 25kmh in Australia. Beyond that it cuts out and you’re on your own with, effectively, just a very heavy road bike.

Who is it for?

It’s the critical question, but also a hard one to answer. Frankly, there are many types of riders who could potentially enjoy this bike. People looking to keep up with their younger and/or fitter mates. Those recovering from – or permanently affected by – injury or illness. Partners of riders who’ve always wanted to tag along but have never had the confidence or fitness to try. Commuters who want a classically-styled road bike that won’t leave them as hot and sweaty when they get to the office each morning.

Committed roadies who want a second bike for gentle rides when they’re looking to rest their legs. Panniers and mudguards can also be fitted, meaning touring and gravel are other genuine options, although battery life and charging logistics could be an issue depending on the route and location.

Are there any drawbacks?

There’s really only one limitation to this fabulous bicycle and that’s the 25kmh motor cut-off mentioned earlier. This, of course, has nothing to do with Trek or the Domane+ per se. It’s a blanket government regulation in Australia that applies to all micromobility devices like e-bikes and e-scooters. Based on my experiences, this will significantly reduce the usefulness of the Domane+ SLR for many road cyclists. Whilst ideal for commutes, cruisy rides and routes where you are predominately pointing upwards, if you’re likely to be travelling for extended periods at upwards of 30kmh on flat to rolling terrain, the extra weight will become a factor. Sure, you could consider turning to the dark arts and get someone to over-ride the speed settings. But in addition to being illegal, you run the very serious risk of voiding any insurance coverage in the event of an accident. Do. Not. Do. It.

The 2023 Domane+ SLR 7 is a remarkable piece of two-wheeled engineering that brings two very different worlds closer together than ever before. Fantastically designed and finished, it’s a brilliant choice for some riders. Yet an absolutely terrible choice for others. As motors, batteries and frame sizes continue to tumble for pedal assist bikes – bringing overall weight and aesthetics ever-nearer to conventional bikes – it offers an exciting glimpse of the future. 

“…the majority of people I rode with didn’t even notice it had a motor until I told them…”

Wonderfully designed and finished with top-notch OCLV carbon, TQ motor and high-spec components. This is about as good as pedal assist road bikes get.

Performance

Stable and smooth, the Domane+ SLR is a true endurance machine, as comfortable as it is versatile. The only thing stopping you from riding it all day is the battery range.

Value for money

Yes, $14,490 is a lot of money. But it’s also a fantastic bike that gives you a lot in return. As long as you’re able to ride it regularly, it will likely be worth every dollar.

The Domane+ SLR is an outstanding pedal assist road bicycle with a significant asterisk. Spend most of your time riding under 25kmh? You will love it. Otherwise, probably best to look elsewhere.

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Trek Domane+ SLR 7 Electric Road Bike 2023

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The Trek Domane+ SLR 7 Electric Road Bike redefines e-bike technology; a compact motor is subtly incorporated into the frame and it runs extremely quietly so you get all the benefits of extra power without any drawbacks. The build only weighs around 12kg, size dependent, and this is down to the lightweight harmonic pin ring e-system motor and advanced 800 Series OCLV frame construction. A 360Wh battery sits neatly within the downtube, delivering an excellent 60-mile range that can be stretched to 90 miles if a Range Extender is added, and pedal-assisted boost is provided up to 25kph (15.5mph). Using the Trek Central app, you can customise the system to suit your needs. Intuitive mode control buttons are easy to access on the hoods, with the user interface sitting neatly on the top tube in clear view.

The frameset is designed with Trek's Endurance Geometry, which is a little less aggressive than the most extreme race bikes, and this makes for a stable yet still lively ride. IsoSpeed in the rear helps to smooth out bumps and this, together with the wide tyre clearance, makes for more comfortable all-day riding. 

Shimano's second-tier electronic groupset - Ultegra Di2 - with a compact chainset and wide-ranging cassette, makes this a capable bike on all types of parcours. Hydraulic disc brakes and 160mm rotors ensure reliable stopping power in all conditions, wet or dry. Bontrager's Aeolus Pro 37 wheels are strong, and capable in a range of disciplines, fitted with R3 Hard-Case Lite tyres for smooth rolling, good grip and puncture protection. Components and finishing kit are frame-size-specific, creating an optimised fit for every rider. 

Browse our range of Trek electric road bikes today.

• Weighing only around 12kg, the Domane+ SLR is Trek's lightest e-bike ever
• Highest-level 800 Series OCLV Carbon
• Road smoothing rear IsoSpeed
• Endurance geometry
• Shimano Ultegra Di2 electronic drivetrain
• Bontrager Aeolus Pro 37 carbon wheels and R3 Hard-Case Lite tyres in a 32mm width
• 40c tyre clearance (35c with mudguards)
• TQ HPR50 harmonic pin ring motor provides smooth, natural-feeling assist and all but disappears from sight and sound on the bike and in the wind
• Hidden 360Wh battery in the downtube
• Approximate 60-mile range (in Eco mode) that can be boosted to ~90 miles with an optional Range Extender
• Intuitive and discreet mode control buttons on the hoods
• Cleanly integrated interface on the top tube
• Trek Central app seamlessly connects with the Domane+ SLR for customised motor tuning, activity tracking and real-time range calculations

Battery Specification

• Maximum Assist: 250 watt / 20Nm
• Battery Power: 360Wh

Technical Specification

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

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

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

Trek Domane+ SLR 7 Electric Road Bike 2023 Sizing

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Taille de roue

Cadre du vélo

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Les atouts du TREK Domane SLR 7 2024

• Cadre carbone OLCV SERIE 800 haut de gamme
• Fourche carbone
• Transmission Shimano Ultegra R8150 Di2 12 vitesses
• Frein Shimano Ultegra disque hydraulique

Spécifications

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Informations techniques.

Cadre OCLV Carbon Série 800, IsoSpeed, espace de rangement interne, douille de direction conique, acheminement interne, maintien de chaîne 3S, fixations pour garde-boue, freins à disque à fixation Flat-Mount, axe traversant 142×12 mm Ensemble cadre-fourche OCLV Carbon Série 800, IsoSpeed, espace de rangement interne, douille de direction conique, acheminement interne, maintien de chaîne 3S, fixations pour garde-boue, freins à disque à fixation Flat-Mount, axe traversant 142×12 mm Fourche Domane SLR carbone, pivot conique carbone, acheminement interne des câbles de frein, fixations pour garde-boue, freins à disque à fixation Flat-Mount, pattes en carbone, axe traversant 12×100 mm Ajustement de cadre Endurance

Poids Poids 56 – 7,89 kg / 17,41 lbs (avec produit d’étanchéité TLR, sans chambres à air) Poids maximum Ce vélo affiche une limite de poids total maximum (comprenant le poids du vélo, du cycliste et des bagages) de 125 kg.

Système électrique Batterie Shimano BT-DN300 Chargeur Câble de recharge inclus

Transmission *Levier de vitesse Taille: 47, 50, 52, 54, 56, 58, 60, 62 Shimano Ultegra R8170 Di2, 12 vitesses Taille: 47, 50, 52, 54, 56, 58, 60, 62 Shimano Ultegra R8170 Di2, 12 vitesses Dérailleur avant Shimano Ultegra R8150 Di2, à souder, down swing Dérailleur arrière Shimano Ultegra R8150 Di2, pignon 34 dts max *Pédalier Taille: 47, 50 Shimano Ultegra R8100, 50/34, longueur de 165 mm Taille: 47 Shimano Ultegra R8100, 50/34, 165mm Taille: 50, 52, 54 Shimano Ultegra R8100, 50/34, longueur de 170 mm Taille: 56 Shimano Ultegra R8100, 50/34, longueur de 172,5 mm Taille: 58, 60, 62 Shimano Ultegra R8100, 50/34, longueur de 175 mm Boîtier de pédalier Praxis, T47 fileté, roulement interne *Cassette Taille: 47, 50, 52, 54, 56, 58, 60, 62 Shimano Ultegra R8101, 11-34, 12 vitesses Taille: 47, 50, 52, 54, 56, 58, 60, 62 Shimano Ultegra R8100, 11-34, 12 speed Chaîne Shimano Ultegra/XT M8100, 12 vitesses Taille max. de plateau 1x : 48 dts, 2x : 52/36

Roues Roue avant Bontrager Aeolus Pro 37, Carbone OCLV, Tubeless Ready, hauteur de jante de 37 mm, axe traversant 100×12 mm Roue arrière Bontrager Aeolus Pro 37, OCLV Carbon, Tubeless Ready, profondeur de jante de 37 mm, corps de roue libre Shimano 11 vitesses, axe traversant de 142×12 mm Blocage roue avant Axe traversant Bontrager Switch, levier amovible Blocage roue arrière Axe traversant Bontrager Switch, levier amovible Pneu Bontrager R3 Hard-Case Lite, tubeless-ready, tringle en aramide, 120 tpi, 700×32 mm Pièce pneu Produit d’étanchéité Bontrager TLR, 177 ml Fond de jante Bontrager TLR Taille max. de pneu 38mm sans garde-boue, 35mm avec garde-boue

Composants *Selle Taille: 47, 50, 52 Verse Short Elite, rails creux en magnésium, largeur 155 mm Taille: 47, 50, 52 Bontrager Verse Short Elite, rails en acier inoxydable creux, largeur de 155 mm Taille: 54, 56, 58, 60, 62 Verse Short Elite, rails creux en magnésium, largeur 145 mm Taille: 54, 56, 58, 60, 62 Verse Short Elite, rails en acier inoxydable creux, largeur de 145 mm *Tige de selle Taille: 47, 50, 52, 54, 56 Tige de selle aérodynamique carbone KVF, déport de 20 mm, longueur de 280 mm Taille: 58, 60, 62 Tige de selle aérodynamique carbone KVF, déport de 20 mm, longueur de 320 mm *Cintre Taille: 47 Bontrager Pro IsoCore VR-SF, 38 cm Taille: 50, 52 Bontrager Pro IsoCore VR-SF, 40 cm Taille: 54, 56 Bontrager Pro IsoCore VR-SF, 42 cm Taille: 58, 60, 62 Bontrager Pro IsoCore VR-SF, 44 cm Ruban de guidon Ruban de guidon Bontrager Supertack Perf *Potence Taille: 47 Trek RCS Pro, -7 degré, 70 mm de long Taille: 50 Trek RCS Pro, -7 degré, 80 mm de long Taille: 52, 54 Trek RCS Pro, -7 degré, 90 mm de long Taille: 56, 58 Trek RCS Pro, -7 degré, 100 mm de long Taille: 60, 62 Trek RCS Pro, -7 degré, 110 mm de long Frein Shimano Ultegra disque hydraulique Disque de frein Shimano CL800, centerlock, 160 mm Caractéristiques des disques Taille maximale des disques de frein: 160mm avant & arrière

Accessoires Sacoche Pochette Bontrager pour espace de rangement intégré au cadre BITS Nous nous réservons le droit de modifier les informations contenues sur ce site à tout moment, sans notification, notamment en ce qui concerne les équipements, spécifications, modèles, couleurs, matériaux et prix. En raison de problèmes d’approvisionnement, il est possible que certaines pièces compatibles se voient substituées à tout moment sans préavis.

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Financement

Paiement jusqu’à 20 fois sans frais avec le Crédit Mutuel

Préparation

Contrôle et réglage du vélo offerts et réalisés par des professionnels dans notre atelier situé en Corrèze

La livraison Express d’une valeur de 59.99 € est offerte dès 300 € d’achat

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Trek Domane SLR 7 Gen 3

• AUS $ NZD $ USD $ CAD $ GBP £ EUR €

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

At a glance

Where to buy.

Specifications

• Frame 700 Series OCLV Carbon, front IsoSpeed, adjustable rear IsoSpeed, internal storage, tapered head tube, internal cable routing, 3S chain keeper, DuoTrap S compatible, fender mounts, flat mount disc, 142x12mm thru axle
• Fork Domane SLR carbon, tapered carbon steerer, internal brake routing, fender mounts, flat mount disc, carbon dropouts, 12x100mm thru axle
• Battery Shimano BT-DN300
• Wheels Front: Bontrager Aeolus Pro 3V, OCLV Carbon, Tubeless Ready, 25mm rim width, 100x12mm thru axle Rear: Bontrager Aeolus Pro 3V, OCLV Carbon, Tubeless Ready, 25mm rim width, Shimano 11/12-speed freehub, 142x12mm thru axle
• Tires Bontrager R3 Hard-Case Lite, Tubeless Ready, aramid bead, 120 tpi, 700x32c
• Chain Shimano Ultegra/XT M8100, 12 speed
• Crank Size: 47, Shimano Ultegra R8100, 50/34, 165mm length; Size: 50, 52, Shimano Ultegra R8100, 50/34, 170mm length; Size: 54, 56, Shimano Ultegra R8100, 50/34, 172.5mm length; Size: 58, 60, 62, Shimano Ultegra R8100, 50/34, 175mm length
• Bottom Bracket Praxis, T47 threaded, internal bearing
• Front Derailleur Shimano Ultegra R8150 Di2, braze-on, down swing
• Rear Derailleur Shimano Ultegra R8150 Di2, 34T max cog
• Shifters Shimano Ultegra R8170 Di2, 12 speed
• Brakeset Hydraulic Disc
• Handlebar Size: 47, Bontrager Pro IsoCore VR-SF, 38cm; Size: 50, 52, Bontrager Pro IsoCore VR-SF, 40cm; Size: 54, 56, Bontrager Pro IsoCore VR-SF, 42cm; Size: 58, 60, 62, Bontrager Pro IsoCore VR-SF, 44cm
• Saddle Size: 47, 50, 52, Bontrager Verse Elite, austenite rails, 155mm width; Size: 54, 56, 58, 60, 62, Bontrager Verse Elite, austenite rails, 145mm width
• Seatpost Size: 47, 50, 52, 54, 56, Bontrager carbon internal seatmast cap, integrated light mount, 20mm offset, short length; Size: 58, 60, 62, Bontrager carbon internal seatmast cap, integrated light mount, 20mm offset, tall length
• Stem Size: 47, Bontrager Pro, 31.8mm, Blendr compatible, 7 degree, 70mm length; Size: 50, Bontrager Pro, 31.8mm, Blendr compatible, 7 degree, 80mm length; Size: 52, 54, Bontrager Pro, 31.8mm, Blendr compatible, 7 degree, 90mm length; Size: 56, 58, Bontrager Pro, 31.8mm, Blendr compatible, 7 degree, 100mm length; Size: 60, 62, Bontrager Pro, 31.8mm, Blendr compatible, 7 degree, 110mm length

Q: How much is a 2023 Trek Domane SLR 7 Gen 3?

A 2023 Trek Domane SLR 7 Gen 3 is typically priced around $8,349 USD when new. Be sure to shop around for the best price, and also look to the used market for a great deal.

Q: Where to buy a 2023 Trek Domane SLR 7 Gen 3?

The 2023 Trek Domane SLR 7 Gen 3 may be purchased directly from Trek .

Q: What size 2023 Trek Domane SLR 7 Gen 3 should I get?

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Time zone info for Elektrostal

• The time in Elektrostal is 8 hours ahead of the time in New York when New York is on standard time, and 7 hours ahead of the time in New York when New York is on daylight saving time.
• Elektrostal does not change between summer time and winter time.
• The IANA time zone identifier for Elektrostal is Europe/Moscow.

Time difference from Elektrostal

Sunrise, sunset, day length and solar time for elektrostal.

• Sunrise: 05:08AM
• Sunset: 07:43PM
• Day length: 14h 35m
• Solar noon: 12:25PM
• The current local time in Elektrostal is 25 minutes ahead of apparent solar time.

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• Location: Moscow Oblast, Russia
• Latitude: 55.79. Longitude: 38.46
• Population: 144,000

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Field hockey - Dinamo Elektrostal Moscow

Hockey Club Dinamo Elektrostal is a field hockey team from Russia, based in Moscow. The club was founded in 1994.

Dinamo Elektrostal Moscow - Results

2021/2022 2018/2019 2017/2018 2017 2015/2016 2013/2014 2011/2012 2007/2008

Men's Euro Hockey League - Final Round - 2021/2022

Dinamo elektrostal moscow - identity.

• Official name : Hockey Club Dinamo Elektrostal
• Country : Russia
• Location : Moscow
• Founded : 1994
• Wikipedia link : http://nl.wikipedia.org/wiki/Dinamo_Elektrostal

Dinamo Elektrostal Moscow - Titles, trophies and places of honor

• Best result : First Round in 2021/2022
• Best result : 1st
• 1 times first in 2010
• 1 times second in 2009
• 1 times third in 2017

Postal Address

Victor Mukhin

• Scientific Program

Title : Active carbons as nanoporous materials for solving of environmental problems

However, up to now, the main carriers of catalytic additives have been mineral sorbents: silica gels, alumogels. This is obviously due to the fact that they consist of pure homogeneous components SiO2 and Al2O3, respectively. It is generally known that impurities, especially the ash elements, are catalytic poisons that reduce the effectiveness of the catalyst. Therefore, carbon sorbents with 5-15% by weight of ash elements in their composition are not used in the above mentioned technologies. However, in such an important field as a gas-mask technique, carbon sorbents (active carbons) are carriers of catalytic additives, providing effective protection of a person against any types of potent poisonous substances (PPS). In ESPE “JSC "Neorganika" there has been developed the technology of unique ashless spherical carbon carrier-catalysts by the method of liquid forming of furfural copolymers with subsequent gas-vapor activation, brand PAC. Active carbons PAC have 100% qualitative characteristics of the three main properties of carbon sorbents: strength - 100%, the proportion of sorbing pores in the pore space – 100%, purity - 100% (ash content is close to zero). A particularly outstanding feature of active PAC carbons is their uniquely high mechanical compressive strength of 740 ± 40 MPa, which is 3-7 times larger than that of  such materials as granite, quartzite, electric coal, and is comparable to the value for cast iron - 400-1000 MPa. This allows the PAC to operate under severe conditions in moving and fluidized beds.  Obviously, it is time to actively develop catalysts based on PAC sorbents for oil refining, petrochemicals, gas processing and various technologies of organic synthesis.

Victor M. Mukhin was born in 1946 in the town of Orsk, Russia. In 1970 he graduated the Technological Institute in Leningrad. Victor M. Mukhin was directed to work to the scientific-industrial organization "Neorganika" (Elektrostal, Moscow region) where he is working during 47 years, at present as the head of the laboratory of carbon sorbents.     Victor M. Mukhin defended a Ph. D. thesis and a doctoral thesis at the Mendeleev University of Chemical Technology of Russia (in 1979 and 1997 accordingly). Professor of Mendeleev University of Chemical Technology of Russia. Scientific interests: production, investigation and application of active carbons, technological and ecological carbon-adsorptive processes, environmental protection, production of ecologically clean food.   

Quick Links

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• Dream 10 Dream 10
• Žaromskis vs. High Žaromskis vs. High

Marius Žaromskis vs. Jason High

Fighter Comparison

Bout information, event poster.

Fight Details

• Event: Dream 10: Welterweight GP 2009 Final Round
• Date: Monday 07.20.2009
• Referee: Yuji Shimada
• Venue: Saitama Super Arena
• Enclosure: Ring
• Location: Saitama, Japan
• Bout Billing: Main Event (fight 8 of 8)
• Pro/Am: Professional
• Weight: 76 kg (167.6 lbs)
• TV Commentary: Michael Schiavello, Guy Mezger
• Post-Fight Interviewer:
• Žaromskis Total Disclosed Pay: Žaromskis Disclosed Pay: None Disclosed
• High Total Disclosed Pay: High Disclosed Pay: None Disclosed
• Title on Line: Grand Prix Championship
• Belt Status Before Fight: Belt Before Fight: N/A
• Tournament: Dream 2009 Welterweight Grand Prix
• Tournament Round: Finals

Event Discussion

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• Domane+ SLR 7

"Undeniably fun to ride"

"Ultra-quiet, ultra-stealthy... like you’ve always got a hand on your back, or the feeling you get when you’re having a really, really (really) good day."

"Genuinely an all-new animal for road riding"

"Most ebikes have a very bottom-heavy feel… the Domane+ SLR 9 doesn’t have any of these ride sensations. The fact that it feels more like a traditional road bike makes you want to push the limit in corners and on the flats... Feels like an acoustic bike on the open road, especially while cornering and riding tight roads."

"One of the sleekest e-road options available"

'People looking at it from a slight distance, or even up close, probably wouldn’t know that this is an e-bike...rear IsoSpeed decoupler, high-end OCLV 800 carbon material, endurance geometry, internal cable routing and generous tyre clearance that pushes this bike well into gravel territory."

"A leap forward"

"Feels smooth and natural on the road... descends confidently and feels agile… and it’s still comfortable like the regular Domane SLR."

"Lightweight, quiet and looks just like the regular version"

"If the holy grail for the best electric road bikes, or at least the path to greater acceptance, is to appear largely indistinguishable from regular road bikes, then Trek has seemingly made up serious ground."

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