trek madone slr 7 gen 6 weight

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Trek Madone SLR 7 Gen 7 review

Goodbye IsoSpeed, hello IsoFlow

Simon von Bromley

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

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

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

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

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

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

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

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

Trek Madone SLR 7 Gen 7 frameset

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

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

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

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

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

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

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

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

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

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

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

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

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

Trek Madone SLR 7 Gen 7 geometry

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

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

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

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

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

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

Trek Madone SLR 7 Gen 7 build

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Trek Madone SLR 7 Gen 7 ride impressions

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Trek Madone SLR 7 Gen 7 bottom line

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

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

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

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

Aero Road Bike of the Year 2023 | How we tested

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

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

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

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

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

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

Our Aero Road Bike of the Year contenders

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

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

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

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

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

Super smooth ride

Light for an aero bike

Striking aesthetics

Limited adjustability

No power meter

You can trust Cycling Weekly. Our team of experts put in hard miles testing cycling tech and will always share honest, unbiased advice to help you choose. Find out more about how we test.

• Construction

Value and conclusion

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

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

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

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

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

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

Trek Madone 7 Gen 7: construction

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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• Madone SLR 7 Gen 6

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

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

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

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

An aero primer

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

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

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

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

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

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

A single letter with small differences

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Consider the old shop mechanic in me unconvinced.

Build kit breakdown

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

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

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

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

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

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

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

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

It’s a winner for me

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

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

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

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

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

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Post by kavitator » Sun May 27, 2012 7:18 am --> by kavitator on Sun May 27, 2012 7:18 am

by » Sun May 27, 2012 7:18 am --> by Weenie on Sun May 27, 2012 7:18 am

Post by daj » Sun May 27, 2012 7:24 am --> by daj on Sun May 27, 2012 7:24 am

Post by kavitator » Sun May 27, 2012 11:42 am --> by kavitator on Sun May 27, 2012 11:42 am

Post by HillRPete » Sun May 27, 2012 6:13 pm --> by HillRPete on Sun May 27, 2012 6:13 pm

kavitator wrote: Ritcey was winner, ENVE almost the worst. What do you think?

Post by fiti » Sun May 27, 2012 6:35 pm --> by fiti on Sun May 27, 2012 6:35 pm

Post by sungod » Sun May 27, 2012 6:52 pm --> by sungod on Sun May 27, 2012 6:52 pm

Post by spartan » Sun May 27, 2012 7:42 pm --> by spartan on Sun May 27, 2012 7:42 pm

Post by slyboots » Sun May 27, 2012 8:37 pm --> by slyboots on Sun May 27, 2012 8:37 pm

Post by prendrefeu » Mon May 28, 2012 2:12 am --> by prendrefeu on Mon May 28, 2012 2:12 am

Post by daj » Mon May 28, 2012 10:37 am --> by daj on Mon May 28, 2012 10:37 am

• The watt number in the product overview pages includes rolling resistance from the tires! Wheels were tested with GP4000S, except for the Mavics (Mavic Yksion), the tubeless (Hutchinson Fusion), the tubular wheels (Conti Competition 22mm) and the Zipp 303's (27mm Paris-Roubaix tubulars). Graph on image 4 shows the differences in rolling resistance (not very big).
• The Zipp 303 was tested with the 27mm Paris-Roubaix tubes since "they are advertised as wheels for bad roads" and they test them this way "because the pro's also ride them this way".
• The graph in image 3 the difference in watts to Zipp 808s is shown for both the Canyon F8, and to the Speed Concept. The speed concept was always equipped with a HED disc wheel, so only the difference for the front wheel is shown. (shallow section rims perform relatively a lot worse in the Speed Concept, so there is a clear interaction between (aero) frame/fork and (aero) wheels). The test scores are based on the Canyon though...
• The jury thought the 3T wheels rode very nervously in sidewind situations.

Post by fiti » Mon May 28, 2012 10:45 am --> by fiti on Mon May 28, 2012 10:45 am

Post by daj » Mon May 28, 2012 10:59 am --> by daj on Mon May 28, 2012 10:59 am

Post by fiti » Mon May 28, 2012 11:32 am --> by fiti on Mon May 28, 2012 11:32 am

Post by daj » Mon May 28, 2012 12:49 pm --> by daj on Mon May 28, 2012 12:49 pm

Post by petromyzon » Mon May 28, 2012 5:44 pm --> by petromyzon on Mon May 28, 2012 5:44 pm

by » Mon May 28, 2012 5:44 pm --> by Weenie on Mon May 28, 2012 5:44 pm

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• Madone SLR 6 AXS Gen 7

"Every inch an aero race bike"

"One of the most visually striking and competent aero bikes available today...More aero, less weight, less complication."

"Revolutionary"

"The brand new Trek Madone comes with a revolutionary design, but retains the neat and powerful look of its previous iterations."

"Ticks all of the boxes"

"The new design ticks all of the requisite boxes for top-tier road racing machines: Lighter-weight, more aerodynamic, and more integration."

"Lighter than ever"

"The most significant new bike to be seen [at the Tour de France] thanks to its radical aero design"

Which generation is right for you? 

Keep speed smooth with Madone Gen 6’s IsoSpeed vibration-damping tech, or go next-level with Gen 7’s aero and comfort-boosting IsoFlow.

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Time to bust out the repair stand for some maintenance? Find a detailed breakdown of your bike with part numbers, torque values, and platform-specific tech instructions below.

Madone goes green at La Vuelta

After three grueling weeks (and three stage wins), Mads Pederson wins the green jersey aboard a custom-painted Madone SLR at Vuelta.

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Trek's lead aerodynamicist breaks down the science behind our fastest road race bike ever.

World Champ Pedigree

Madone is the bike of choice for Mads Pedersen, UCI Road World Champion.

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Research shows the single most impactful measure you can take to stand out to motorists is to use front and rear Daytime Running Lights. The team uses them on every training ride, any time of day—and they’ve found that these lights truly make a difference.

Product features

Unprecedented aerodynamics.

All-new aerodynamic Kammtail frame shapes, bar/stem design, and rider position make Madone SLR our fastest road race bike yet.

Exclusive IsoFlow technology

Never before seen IsoFlow technology specifically designed for the 7th generation Madone SLR shaves weight, improves aerodynamics, and smooths your ride.

Our lightest Madone disc ever

Super lightweight 800 Series OCLV Carbon and a new lightweight design make this our lightest Madone disc ever.

New ergonomic bar/stem

A newly optimized bar/stem that’s 3cm narrower in the hoods than the drops offers a more comfortable and ergonomic riding position for faster racing, improved aerodynamics, and ultimate control. Use the same bar/stem size you’re used to – if you normally ride with a 42cm bar/stem, opt for 42cm in the drops and 39cm in the hoods.

Refined integration

Every element of this bike is part of a greater whole. It has invisible cable routing, aero cockpit, hidden seatmast, and more.

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This bike helps you get the most out of every ride with a SRAM power meter that measures your input and provides accurate data, allowing you to track your progress and tailor your training to crush your goals.

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This bike doesn’t come with pedals because you’ll have a better time on your new bike if you choose your own. See the pedal guide to find the best pedals for your riding style. We recommend clipless road pedals for control and efficiency.

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The brake and shift cables of the most aerodynamic bike are routed through the frame for the ultimate in sleek, aerodynamic performance.

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H1.5 geometry, developed with Trek-Segafredo pro cycling teams, puts the rider in the optimal aero race position. It’s the sweet spot for what our racers want.

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2023 Trek Madone SLR 6 Gen 6

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

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

Madone SLR 6 Gen 6

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5'8" – 5'11"

• 5'11", size 56cm, Fits small
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Nov 2023 · Mat Brett

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

Read Review

Oct 2023 · James Huang

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

Heaps lighter than before

Tangibly speedy

Surprisingly good ride quality

Superb handling

Lots of tire clearance

User-friendly two-piece cockpit

Sharp lines.

Polarizing IsoFlow aesthetics

Poor weathersealing

Narrow wheels and tires.

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

Aug 2023 · Troy Templin

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

May 2023 · Simon von Bromley

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

Composed yet fast

Innovative design

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

Wide range of frame sizes

No power meter

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

Dec 2022 · Sam Challis

The new Madone is leaner, meaner and wickedly quick

Very fast ride feel

Smart componentry design

Light weight

Narrow bars take some getting used to

Vulnerable in gusty conditions

Dec 2022 · Ronan Mc Laughlin

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

Seriously expensive, IsoFlow equals spray flow, fit can be tricky.

Dec 2022 · Julian Schwede

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

Very balanced handling at high speeds

Reduced complexity and improved aerodynamics of the IsoFlow system

Customisation options thanks to the Project One configurator

High-quality workmanship

The damping of the IsoFlow system isn’t adjustable

The Bontrager R4 tires lack grip

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