trek rear isospeed creaking

Trek Domane Isospeed Creaking

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Is this the ultimate smooth ride? Check out the Trek Domane SL 6

First Published Jan 23, 2024

The Trek Domane SL is a super-popular road bike – maybe even an all-road bike when set up with the right tyres – that offers a smooth ride courtesy of IsoSpeed technology that helps to damp both small vibrations and bigger lumps and bumps. Let’s take a look at what’s going on here…

Trek introduced IsoSpeed over a decade ago – way back in 2012, if you’re taking notes –  although it has developed over the years. Rear IsoSpeed was first, decoupling the top of the seat tube from the rest of the frame. 

What does that mean? Although the seat tube is fixed to the bottom bracket area as normal, it isn’t moulded to the top tube or seatstays. Instead, the tubes are joined by a pivot, allowing more flex than would otherwise be possible. This leads to more movement at the saddle. The idea is that this takes the edge off big hits and smooths out smaller vibrations so that you feel fresher for longer.

Trek did offer a front IsoSpeed system for a while – a rocker cup at the top of the headset that allowed the fork’s carbon steerer to flex backwards/forwards – but that was ditched when the latest update was announced in September 2022 .

What effect does the IsoSpeed technology have out on the road? When you’re riding on well-surfaced tarmac, IsoSpeed doesn’t feel any different from normal, and even over rough roads, it’s subtle. In some ways, it feels like running wide tyres at lower pressures than usual although, unlike big tyres, it never feels squishy when you get out of the saddle and give it the beans.

You get just a bit of movement to muffle what’s going on beneath your wheels. Hit a deep pothole at full speed and you still feel it – just slightly less than you otherwise would.

The main advantage, though, isn’t the protection from the big hits, it’s the smoothing you get from the smaller stuff: little holes, manhole covers, drains, frost damage, badly patched tarmac, kerbs on and off the cycle path… It comes in handy over cobbles too, if you have any of those around your way or fancy a trip to Northern France or Belgium.

IsoSpeed doesn't eliminate bumps and vibrations from any of this stuff, it just tones it down. The rougher the surface, the bigger the difference it makes. 

The Domane isn’t a gravel bike but it will take tyres up to a sizeable 700 x 38mm without mudguards (and 35mm tyres with mudguards) and it’s great for shortcuts to link up two sections of tarmac – towpaths, hard-packed tracks, and stuff like that.

The Domane’s geometry is more relaxed than that of something like Trek’s Madone – you get a more upright, endurance-friendly ride position here. It’s still a bike with a performance edge, though, Trek saying that it has been developed using extensive CFD (computational fluid dynamics) testing to make it more aerodynamic than the previous generation. There are no specific claims relating to aero efficiency, but the Kammtail Virtual Foil (KVF) tube shaping is reminiscent of the speed-focused Emonda and Madone frames.

With a threaded T47 bottom bracket, hidden mudguard mounts, and a storage compartment hidden inside the down tube, the Domane SL is a practical option too. There’s space in there for a BITS bag (Bontrager's internal storage solution) to store a spare tube, CO 2 inflator/cartridge, and two tyre levers with space to spare, with the bottle cage then fitting on top of this. You also get mounts on the top tube for a bento-style box or top tube bag. This is a bike that’s more than capable of hauling everything you need for single-day adventures.

The latest Domane designs are lighter than previously. Trek claims a complete bike weight of 8.9kg for the 2024 Trek Domane SL 6 , built with a Shimano 105 Di2 groupset. This model is priced at £4,175. A similar bike fitted with SRAM’s Rival AXS drivetrain is £4,625 . 

Check out loads more Bikes at Bedtime here.

www.trekbikes.com

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Mat has been in cycling media since 1996, on titles including BikeRadar, Total Bike, Total Mountain Bike, What Mountain Bike and Mountain Biking UK, and he has been editor of 220 Triathlon and Cycling Plus. Mat has been road.cc technical editor for over a decade, testing bikes, fettling the latest kit, and trying out the most up-to-the-minute clothing. He has won his category in Ironman UK 70.3 and finished on the podium in both marathons he has run. Mat is a Cambridge graduate who did a post-grad in magazine journalism, and he is a winner of the Cycling Media Award for Specialist Online Writer. Now over 50, he's riding road and gravel bikes most days for fun and fitness rather than training for competitions.

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I have had a Domane since 2016. it's the older iteration with dual iso-speed and rim brakes. I totally love this bike. It transformed my riding from the older Boardman bike i had at that time. The more upright position was better for my aging back (53 now; 46 when i bought it). Latterly, i had been looking at replacing my Domane, as it is starting to look a bit tired; that was until i started looking at the price of replacing it! One thing i woudl say is that Trek are premium priced in comparison to rival equivalents. I would really like a like for like replacement, but have started looking at options such as the Canyon Endurace as the specifications are better for the same price.Come on Trek, get those prices down!

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What do you mean it is starting to look tired?

Spend the money on a cycling holiday instead! Or stick it in your pension and retire earlier so you can cycle all day every day earlier 😍😍

More like an ad than an article.  Lots of complaints about the rear isospeed breaking, creaking, and seat post slipping even on reviews on Trek's own site.  Never mentioned here.

Yeah - and saying it's lighter than previous versions is a funny way of saying it's still heavy (& a lot more money than most rivals, although I've heard after-sales customer service is very good so that may contribute).

Heavy?? Really......under 9kg is a light bike, no matter what weightweenies think. 

This obsession with weight is an absolute joke......especially when most cyclists don't race.

Velophaart_95 wrote: Heavy?? Really......under 9kg is a light bike, no matter what weightweenies think.  This obsession with weight is an absolute joke......especially when most cyclists don't race.

Correct. I have no problems on the group rides I go on (I'm never the fastest or the slowest) and have never owned an aero bike, nor a bike under 27 lb / 12 kg. I'm aware there are faster groups, but I have no need to join them.

No, it really isn't a light bike at nearly 9kg. And at premium prices, it compares even more unfavourably to the competition. You don't have to be a weight weeny to know it's still pretty porky (no doubt that isospeed is a large contributor there but these days with wider rims and tyres and lower pressures, it's probably not needed unless you are going off tarmac). The majority of its rivals are nearer the 8kg mark.

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What is Trek IsoSpeed Technology?

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

Technology in Short

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

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

What is Trek IsoSpeed?​

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

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

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

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

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

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

Does Trek Isospeed Work & How Has It Reviewed?

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

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

2018 Trek Domane SL 5 Review

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

2018 Trek Madone SLR 9 Disc Review

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

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

Cycling Weekly

2018 Trek Boone RSL Review

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

CX Magazine

2020 Trek Domane SLR First Ride Review

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

Are There any Known issues with Trek IsoSpeed?

Headset Creaking

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

Cable Rattle

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

Bearing Maintenance

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

One reply on “ What is Trek IsoSpeed Technology? “

Charles Cox

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

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Trek Domane SLR 9 AXS Gen 4 Review

The 2023 Trek Domane went on a serious diet for its 4th generation. Now with just half the IsoSpeed as before, wider tires and a comfort-tuned carbon layup make up the difference on the Gen 4 Domane. In review for almost a year now, the Domane SLR 9 AXS is likely a shoe-in for 2023 bike of the year honors.

Trek Domane SLR 9 AXS Gen 4 Features:

• 800-Series OCLV Carbon frame and fork
• Rear IsoSpeed only
• Aerodynamic Kammtail tube shapes
• Integrated frame storage in downtube
• Full SRAM Red AXS drivetrain with Quarq Zero power meter
• Internal cable routing for a clean look (and watt savings)
• Bontrager Aeolus RSL 37 wheelset
• Bontrager Verse Short Pro saddle with carbon rails
• Bontrager Pro IsoCore VR-SF 42mm bars
• Clearance for 38mm tires
• T47 threaded bottom bracket
• Weight: 16.6 lbs (56cm, actual)
• MSRP: $13,199

Domane SLR Gen 4 stunner

This particular frame and build kit represents the best that Trek offers in their Gen 4 lineup. At a $13,199 price point, there better not be anything left to be desired. No doubt, every box is checked with their highest-level wheels, components and paint. SRAM Red AXS is the best there is and an integrated power meter is a necessity for demanding riders. Including the versatile and fast Bontrager Aeolus RSL 37 Wheelset is also a great choice — even though someone paying this much for a bike may want a set of Zipp 353 NSW wheels. (As luck would have it, I tested those on this bike too.) That said, the Domane SLR 9 is for those with deep pockets or adept budgeting skills.  For more details you can ogle over the specs on the Trek web site .

While this spec is the best of the best, thankfully much of the performance I’ve come to love can be had at lower price points. The SLR models start at $7999 while the SL models start at $3499. Trek also offers Domane SLR, SL and RSL framesets should you wish to swap parts from your existing bike and/or do a custom build.

Utilizing Trek’s best 800-series OCLV carbon throughout, the Domane SLR 9 AXS is light enough to go toe-to-toe with many climbing bikes, yet comfortable enough to ride all day on all terrain. You’ll notice that the simplified IsoSpeed unit is now only in the rear and absent from the head tube. That alone dropped hundreds of grams off the frame. Tube shapes are now optimized for aerodynamics as well, for a true one-bike quiver.

Most high-end bikes now come with full internal routing from drops to stays. While the sleek lines do make for an amazing aesthetic, most of the time that type of routing limits stack height variations or cockpit changes unless you’re a skilled mechanic. Thankfully, Trek has outfitted the Domane SLR AXS with a separate bar/stem and unique cable routing that allows for cockpit and fit changes without much fuss. The secret is the Bontrager RCS Pro Blendr Stem , with its cable-concealing cover that hides and routes brake cables neatly through the head tube. Spacers can be inserted or removed and stem length/rise can be accommodated (within a reasonable range) without brake hose disassembly.

Fit and geometry

A quick note on the overall fit and geometry of the new 4th-gen Domane. As Trek’s most popular model, the Domane is built to fit everyday riders and high-octane riders alike. You can slam it or let your body dictate the right feel. For me, the geometry is as if it was custom-built. With two 5mm spacers and a 100mm stem, the reach is spot-on and I’m in the proper position to attack all types of terrain in absolute comfort. And, because it has a separate bar and stem, I can further change the cockpit as needed.

Something to note is that if you have long legs for your frame size, you might find yourself needing a longer seatpost than comes standard. I have a 30″ saddle height and that’s within a few millimeters of the max height. I don’t see alternative lengths available for purchase, but perhaps my sample bike inadvertently came with a shorter length?

Compared to other endurance bikes, like the Cannondale Synapse Carbon 1 RLE and the BMC Roadmachine X One , the Gen 4 Domane looks and feels pro with minimal spacers. I love the sleek look, but most of all I love that I can get into the correct body position for best performance on the Domane. It’s not always that my 48-yr-old self can have a bike that looks sleek and pro and fits like a glove, but that’s what I get with the new Domane.

Of course, your best fit starts with your friends at your local Trek dealer, who can begin with their fit system and refine from there. Or, you can get fully-dialed with a professional bike fitter for maximum performance. (I use my friend, Jeff Sherrod at Precision Bike Fit here in Sandy, UT.)

First rides and more

As you should know by now, I actually ride test bikes and products for a long time before posting a review. I have the luxury of not being beholden to editorial timelines or advertising campaigns. With this bike arriving in August 2022, I’ve had it a long time. Utah’s epic snow year did draw things out — but that’s not the only reason. The real reason is because this bike is so much fun. So, beyond a first ride impression, this is a well-rounded review of how the Domane SLR performs on all types of terrain and conditions — including gravel.

My first three pre-launch rides went swimmingly. Each one was on roads and Strava segments I’ve ridden hundreds of times. At this point, PR’s and cups are hard to come by, but each ride had a handful with several other segments just barely off those top times. Call it “Domane Courage,” but my initial results had me convinced that there’s something to this new bike.

Let’s talk about climbing first since it’s obviously second-fiddle in that department to the Emonda. Long, mountain ascents are best served by a light and snappy climbing bike, but the Domane ascends quite capably. At 16.6 lbs, it’s not the lightest bike, but it still beats everything but the pure climbers. Aerodynamics, comfort and power transfer all add to the Domane’s climbing ability. I can settle into a rhythm and knock out even the longest climbs while seated or standing. I love mixing things up with a quick shift and standing to add variety and power through steeper sections.

Some endurance bikes feel floppy when standing and climbing, but not the Domane. The frame is rock-solid and all power is efficiently converted into forward motion without wandering or wonkiness. With all the efficiency, I still appreciated the 1:1 gearing on the steepest climbs, but didn’t use it all that often as I danced my way up most climbs.

When it comes to rolling terrain, the aerodynamic shapes and fast-rolling wheels come into play. Yes, the Bontrager R3 Hard-Case Lite 32c tires are a little wider than the Bontrager Aeolus RSL 37 wheelset, which does reduce aerodynamics, but they also aren’t the fastest-rolling treads on the market. Still, they are comfortable and durable, which usually wins the day. Back to rolling terrain… the Gen 4 Domane SLR simply shines at speed. Once you’re pedaling along at a good clip (18-21 mph), momentum is maintained and the entire bike just slices through the wind and keeps speed through undulating terrain. Not since the 2020 Specialized Venge Pro have I had so much fun on rolling roads.

Whether you’re coming back down the Utah’s Alpine Loop or descending a shorter hill, the Domane SLR delvers confidence beyond confidence on any descent. Speeds are deceiving because the ride is just so pleasant and planted. Trek has nailed the perfect combination of road feel and road dampening. It’s easy to point it where you want it and the bike follows — almost like it’s tapped into my brain. With some luck, wide open roads have been my reward and I’ve been able to open it up and spank any descent at speeds I haven’t hit in years.

One of the keys to the Domane’s greatness is how well it handles. Most endurance bikes lack that race bike panache. They don’t track perfectly through tight corners while maintaining momentum or a progressive track. With the Gen 4 Domane, I have found it to handle as well as the best bikes I’ve tested. Yes, that means I’d stack it up against a Pinarello Dogma and the Specialized Venge Pro (two of my all-time favorite bikes). It’s as if the bike anticipates corners and allows me to angulate into and out of them in a whiptastic way. Momentum is maintained and it pops out of turns with speed. Winding descents are an absolute gas and I just can’t seem to get enough of them.

With excellent 1:1 gearing and stiff, responsive layup, I can climb up anything, roll through any roads and descend like a rock. Considering the Domane SLR’s body of work, I see it as the one to beat — by a clear margin. If you want an even racier Domane, you can custom-build the RSL frameset to your liking, but tire clearance is reduced to 35c on that frame.

Going from dual IsoSpeed to a singular, simplified unit does have some people saying that the new Domane feels less cushy than before. For me, it’s just right. Rolling at 55-60 psi with the R3 32c tires offers plenty of comfort and the IsoSpeed is icing on the cake. I appreciate Trek’s approach and the simplification this decision provides.

Domane SLR does gravel

With 38mm tire clearance, the new Domane is ready for all the local gravel routes and a wide variety of gravel tires on the market. With IsoSpeed, tubeless gravel tires and wide rims, comfort is outstanding. Instead of removing the Bontrager R3 tires, I decided to mount up a set of WTB Vulpine 36c tires to the Zipp 303 S Carbon wheels and give it a go. These tires measure out to 36.5mm and there’s plenty of clearance for even wider rubber.

I didn’t hesitate taking the Domane everywhere I ride other gravel bikes with even wider tires. Road approaches led to rolling gravel and winding singletrack. Across all terrain, the Domane responded with an adeptness I hadn’t imagined. One one of my first gravel rides, I hit a segment I’ve ridden nearly 150 times and got the third best time ever. I was floored. The Domane is not only fast and efficient on the road, but gravel too.

On singletrack, it feels just as capable as it does on wide-open gravels. The only thing I miss from my Open WIDE is the added flare from the ENVE SES AR Bars . Well, and I do miss a little more rubber to charge even harder on rough terrain. But, standing climbs, fast flats and descents are all tackled with capability beyond anticipation with an “endurance” bike. If you can find the right treads, I’d max them out at 38c and find yourself a second set of gravel wheels ( Bontrager Aeolus Pro 51 or Pro 3V are both great choices for easy swapping).

For gravel or other long rides, the downtube storage is a huge bonus. With a flat kit in there and a few other small items, you can get away without a saddle bag and augment it with food or other items in jersey pockets. This storage compartment remains water-tight and keeps mud and dirt at bay. Plus, it includes a sleeve that’s set up to quietly carry tools and a flat kit.

Alas, not everything is perfect

Now that I’ve showered the latest Domane with praise, it’s time to be nit-picky a little bit. Ultimately, my biggest grip is with the handlebar selection. In my opinion, an endurance/gravel bike should not have traditional drop bars. The Bontrager Pro IsoCore VR-SF bars included here feel like a miss-spec. Not only are compact drop bars more wildly popular, they would feel better on this bike and put riders in a more versatile position when riding in the drops. The C-curved drops feel dated and out of place on a bike like the Domane. Why the shorter and more comfortable-dropped Bontrager Pro IsoCore VR-CF bars weren’t spec’d is beyond me.

The proprietary seatpost and IsoSpeed system is greatly simplified from the adjustable one from years past and provides excellent compliance and comfort without sacrificing efficiency. However, after a few creaky rides, I had to empty a sinful amount of carbon paste on the post and seat tube to keep it from creaking. Thankfully, it did fix it. On top of that, the oddly-short seatpost for a 56cm size is a little baffling.

Fit: I’m 5’11” and 175 lbs, riding the 56cm. With the stock tires, running tubeless, I settled on 55 psi front and 60 psi rear. 

• A beautiful combination of aerodynamics, efficiency and comfort
• Handles as adeptly as most race bikes
• Versatile tire clearance for all terrain
• Simply flies down curvaceous descents
• Tons of fun on gravel too
• Downtube storage is an added bonus
• Dropped a ton of weight over previous model
• R3 tires are versatile and grippy
• STABLE at speed without any twitchiness whatsoever
• Creaky seatpost required a ton of carbon paste
• Short seatpost maxes out at just over a 30″ saddle height on a 56cm frame
• Why the compact drop VR-CF bars weren’t spec’d is beyond me

The Bottom Line: Trek Domane SLR 9 AXS Gen 4

It’s hard to imagine a better overall “bike” on the market today. The Gen 4 Domane has all the right mix of aerodynamics, comfort and speed to enjoy anything you can throw at it. At speed, it’s a hammer and it just devours mountain descents with Italian-like precision. It does yield a little to pure climbers when the roads tick upwards, but that’s only a mind game since the overall package is just so delightful.

Buy Now: Visit TrekBikes.com

I settled right into the new Domane like an old friend. The geometry and spec delivered a near custom-fit for my body shape and riding style. Above all, this bike is just plain fun to ride -- everywhere. While it shines on all terrain, I love the responsive, race-like handling without any twitchiness that's sometimes associated with a fast-handling bike. It's the right combination of all the things to elevate this bike to the top of the endurance bike class, in my mind. The Domane SLR 9 AXS is expensive, but the same performance can be had at lower price points.

• Ride Quality 10
• Handling 10
• Descending 10
• Pedaling Efficiency 10
• Aesthetics 10
• Parts Kit 9

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A native of the Pacific Northwest, Jason quickly developed a love for the outdoors and a thing for mountains. That infatuation continues as he founded this site in 1999 -- sharing his love of road biking, mountain biking, trail running and skiing. With extreme attention to detail, he has been a technical product manager for top 10 web properties, eCommerce businesses and SaaS companies for 20+ years. The combination of outdoor experience and technical savvy gives him a unique perspective that is channeled into every gear review. Utah's Wasatch Mountains are his playground. He rigorously tests every product and usually uses them beyond their intended purpose -- just for the sake of testing. (Note: Jason receives sample products in exchange for authentic reviews. He is not paid, nor influenced to share anything other than his honest opinions.)

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Please, 55 psi front and 60 psi rear on road tires or gravel tires?

That was with the stock Bontrager R3 TLR 32mm tires on the Bontrager Aeolus RSL 37 wheeset. When I ran the WTB Vulpine 36’s on the Zipp 303 S wheelset, I ran 38 front and 40 psi rear. You can do it!

i’m in Austin TX, i’m riding my Cervello P5TT bike, I’m about to buy a new road bike, one i won’t need to upgrade as i “want” more features. happy to spend the price tag of the Trek SLR9 gen 4, (there is a little wait on it though) just wondering if you would recommend looking at anything else in the same category ? TIA

You have some good rolling terrain and rough roads/gravel out there in TX. I can’t imagine a more versatile overall bike than the new Domane SLR 9. With it, you can ride everywhere, or just the road, if that’s all you typically ride. Trek really has checked off all the boxes here — it’s responsive and light, but also comfortable and smooth. I honestly don’t know of another overall bike I’d recommend over the Gen 4 Domane.

Thanks for the first class analysis. One question I have. If you had to choose, which bike would you choose: the classic Domane or the electronic Domane +? Which did you enjoy more?

I am currently faced with the choice of which version to buy. I have some reservations about ebikes, but the prospect of riding more flexible routes and more distance in the same amount of time and still getting out there is appealing to me.

Does the + really ride like a classic bike?

Curious to hear your feedback. Jan

Thanks for the kudos and a great question about the Trek Domane+ SLR vs. the Trek Domane SLR. Both are awesome bikes for sure and the Domane+ does have many of the great features of the acoustic Domane, but it doesn’t ride like the regular Domane.

Reasons to buy the Domane+ SLR: – Covering more terrain – A little help on longer climbs – It looks and feels as close to a regular Domane as it possibly can (but it can’t match it)

Reasons to buy the Domane SLR: – MUCH lighter – Smoother overall ride – Snappier and more lively ride feel – You don’t have to worry about running out of battery (~2 hours with lots of climbing like we have here in Utah) – Handles much more adeptly – Based on your country, the Domane+ may not have the level of assist that it does in the USA (28mph here, which is great)

I really, really liked riding the Domane+. It was a really fun bike. But unless I REALLY needed an eBike, I would choose the regular Domane every time.

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

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Cancellara’s new ride

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

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

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

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

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

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

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

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

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

Claimed weights are listed as (lb/kg):

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

trekbikes.com

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

(Probably including this one.)

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

Didn’t know that Cancellara even played golf!

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

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

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

^ Have you gotten those kids off your lawn yet?

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

Nice. You sir just won the comments today.

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

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

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

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

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

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

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

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

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

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

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

Hopefully the rear suspension damping control would be effective.

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

So that’s basically a preload adjustment?

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

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

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

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

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

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

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

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

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

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

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

and yes, its very very plush

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

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

+1 for the Boone SLr version

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

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

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

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

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

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

I want one.

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

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

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

What color looks best? white or blat black?

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Trek Domane SLR headset / front IsoSpeed decoupler creaking

Moderator: robbosmans

Post by sennder » Wed Jul 04, 2018 5:25 am --> by sennder on Wed Jul 04, 2018 5:25 am

• I've confirmed that it's not the cable (creaking was present when I removed the cables).
• I don't think it's the handlebar (the creak seems to be coming from the frame)
• It's not the saddle or the bottom bracket (the bike creaks when I'm not on it simply by putting weight on the hoods or by turning the bars sharply left or right)
• It's not the QR skewers either
• Loosening the top cap and the stem bolts stops the noise, but returns once retightened

by » Wed Jul 04, 2018 5:25 am --> by Weenie on Wed Jul 04, 2018 5:25 am

Post by monkeytusmc » Wed Jul 04, 2018 6:51 am --> by monkeytusmc on Wed Jul 04, 2018 6:51 am

Post by sennder » Wed Jul 04, 2018 7:19 am --> by sennder on Wed Jul 04, 2018 7:19 am

monkeytusmc wrote: ↑ Wed Jul 04, 2018 6:51 am Everything you describe would point me to the headset bearings, especially when you mentioned that it went away when you loosened it. I don’t know if you use any spacers upfront but once I had a Trek madone and I changed the spacer sand had some creaking following that. Might want to check there. Good luck man. It’s very difficult sometimes. Sent from my iPad using Tapatalk

Post by jekyll man » Wed Jul 04, 2018 9:19 am --> by jekyll man on Wed Jul 04, 2018 9:19 am

Post by sennder » Wed Jul 04, 2018 9:33 am --> by sennder on Wed Jul 04, 2018 9:33 am

jekyll man wrote: ↑ Wed Jul 04, 2018 9:19 am There was a post on here about a creaky domane front end a few weeks ago. might have been from richtheroadie? edit found it: https://weightweenies.starbike.com/foru ... 9#p1404029

Post by henryj30 » Fri Jul 06, 2018 2:43 am --> by henryj30 on Fri Jul 06, 2018 2:43 am

Post by sennder » Fri Jul 06, 2018 3:26 am --> by sennder on Fri Jul 06, 2018 3:26 am

henryj30 wrote: ↑ Fri Jul 06, 2018 2:43 am Is this creaking just annoying or can it lead to catastrophe? I am having the same noise on my new fuji sl Di2 but everything appears and feels rock solid. Sent from my SAMSUNG-SM-G890A using Tapatalk

Post by sennder » Fri Jul 06, 2018 8:32 pm --> by sennder on Fri Jul 06, 2018 8:32 pm

Post by sennder » Tue Jul 10, 2018 6:07 pm --> by sennder on Tue Jul 10, 2018 6:07 pm

Post by bullymad » Tue Jul 10, 2018 8:49 pm --> by bullymad on Tue Jul 10, 2018 8:49 pm

Post by sennder » Tue Jul 10, 2018 9:22 pm --> by sennder on Tue Jul 10, 2018 9:22 pm

bullymad wrote: ↑ Tue Jul 10, 2018 8:49 pm Hi, I have a Domane Sl 2017 but whether I had mine as a comparison or not a gap anywhere from the bottom of the headtube to the top of the stem cap would be wrong. If it was mine I would be in contact with Treks tech dept to discuss what the shop has done. I do get the odd knock from the front end going over some rough ground but I guess that would be normal. Here's a bad quality, zoomed in off another pic of my bike to show you how it should be (hopefully). Look forward to your progress Sent from my TA-1012 using Tapatalk

Post by asiantrick » Tue Jul 10, 2018 10:38 pm --> by asiantrick on Tue Jul 10, 2018 10:38 pm

Post by sennder » Tue Jul 10, 2018 11:50 pm --> by sennder on Tue Jul 10, 2018 11:50 pm

asiantrick wrote: ↑ Tue Jul 10, 2018 10:38 pm Hope you get this issues resolved. It must be extremely frustrating. Time to find a new bike shop!!!

Post by bullymad » Wed Jul 11, 2018 5:32 am --> by bullymad on Wed Jul 11, 2018 5:32 am

Post by sennder » Wed Jul 11, 2018 6:15 am --> by sennder on Wed Jul 11, 2018 6:15 am

bullymad wrote: ↑ Wed Jul 11, 2018 5:32 am Hi, unfortunately I couldn't say as I haven't needed to take the headset apart. I've had it for a year now and it's only been used in dry weather. The only problems I had were with the Vision wheels that came with the bike. Fingers crossed for the Warranty replacement as I think to fix this everything needs to be replaced. Is there a third Trek dealer near you to try out once you get a replacement frame? Sent from my TA-1012 using Tapatalk

by » Wed Jul 11, 2018 6:15 am --> by Weenie on Wed Jul 11, 2018 6:15 am

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2023 Trek Domane SLR review: A tauter ride, but some curious loose threads

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..

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Story Highlights

What it is: The fourth generation of Trek’s groundbreaking endurance road bike.|| Frame features: 800-series OCLV carbon fiber construction, IsoSpeed rear pseudo-suspension, down tube storage compartment, built-in chain watcher, T47 threaded bottom bracket, front and rear fender mounts, three bottle mounts, top tube feed bag mount, fully concealed cable routing.|| Weight: 1,193 g (claimed, 56 cm frame only); 427 g (claimed, fork only); 7.54 kg (16.62 lb) as tested, 52 cm size, without pedals.|| Price: US$13,200 / AU$18,500 / £13,400 / €14,500.|| Highs: Superb rear-end ride quality, stiff and efficient-feeling under power, excellent handling, sleek aesthetics, competitively weight.|| Lows: Ride quality still a little imbalanced, creaky IsoSpeed/seatpost area, exposed headset bearing, internal housing rub, disappointing tires.

The Trek Domane has been one of the best-selling endurance road bikes since it first arrived on the scene way back in 2012, largely owing to its innovative IsoSpeed rear pseudo-suspension system. IsoSpeed lives on in the bike’s fourth generation, and it’s not only more cleverly package than ever, but it’s housed in what is clearly the most performance-packed iteration to date. 

The last few months have proven the latest Domane SLR to be a formidable competitor in the hotly contested all-road market. But part of me wonders if some of the earlier versions’ approachability has been lost in the never-ending quest for more speed, and there are a couple of disconcerting missteps that proved annoying during testing, and somewhat concerning for the long haul, too.

A primer on the latest Domane

IsoSpeed has defined the Domane since its inception, and the brilliance and elegance of its design still has no equal in the industry. 

Most bikes offer rear-end comfort with a combination of seatpost and seat tube flex; that phenomenon has been well understood for quite some time. But by adding a physical pivot at the seat cluster, IsoSpeed allows the seatpost and seat tube to bend far more under bump loads than with a more typically rigid connection. Later iterations of IsoSpeed would introduce a level of adjustability to the system so that riders could more carefully fine-tune the ride quality to their preferences (and weight), and Trek would eventually introduce a front-end analog to help balance out the comfort level between the two ends.

Whereas the previous Domane’s rear IsoSpeed system had an adjustable spring rate that allowed riders to tweak the flex characteristics to their liking, this latest version has a fixed tune that Trek says is roughly the same as the old version’s softest setting (since that’s apparently where most people ran it, anyway). The change yields a more neatly visually integrated and appealing arrangement since all of the flexy bits are now entirely tucked away inside the top tube. 

In addition, there are big changes with the seatpost – or rather that it has one at all. Up until now, all higher-end Domanes used Trek’s so-called no-cut seatmast design, with a carbon fiber cap or seatpost stub that clamped to an extended seat tube stub. According to Trek, that was only way to get as much flex from the system as its designers wanted. However, this latest L-shaped IsoSpeed architecture allows for all of the desired flex while using a more conventional (and far more convenient) telescoping seatpost.

But what happened to Front IsoSpeed, you’re wondering? Based on steerer tube flex, that system was never as effective as the corresponding rear design, and with the move from standard 28 mm-wide tires to 32 mm-wide ones, the added air volume supposedly cancels out Front IsoSpeed’s nominal comfort gains so Trek says there wasn’t any point in using it anymore. 

As you might expect, those structural simplifications result in some healthy weight savings, which is more than welcome since the third-gen Domane wasn’t exactly light. According to Trek, the fourth-generation Domane frameset sheds about 300 g (0.66 lb). Claimed weight for a painted 56 cm frame is 1,193 g, and the matching fork adds another 427 g – still not exactly feathery, but not bad at all, particularly when you consider all of that IsoSpeed hardware hidden inside.

Nevertheless, that figure becomes a little more palatable when you consider everything else that comes along with it.

As before, the Domane sports nominally aero tube shaping, although it’s more pronounced now with more aggressively flat-backed profiles that presumably cut through the air with greater efficiency. Trek has also retained the convenient storage hatch in the down tube located under the bottle cage mount, with plenty of room for snacks and repair essentials, and even perhaps a layer or two depending on how carefully you pack. 

The previous generation’s semi-concealed cable routing has been more refined this time around with a fully hidden setup that enters the frame through the upper headset bearing and tucks in against the steerer tube, instead of the separate port behind the stem and more exposed cabling used on the old Domane. Headset bearing replacements will still be a pain (more on this in a bit), but thankfully, those control lines are at least run along the underside of the bar and stem – not through them – so swapping either of those components will be a mostly trivial process measured in minutes instead of hours.

Tire clearance is officially unchanged, although that’s not a big deal considering it was already very good. Trek says just about any 700c tire with a 38 mm hot stamp on it will fit, and prior experience has not only demonstrated those claims to hold true, but that they’re often pretty conservative. Thoroughly hidden front and rear fender mounts are integrated into the frame and fork, and even with those installed, you can supposedly still fit 700×35 mm tires underneath without any trouble. 

Geometry-wise, it’s an interesting mix of road racer agility and endurance bike stability.

Up front, the steering is almost as quick as the Madone – quicker in some sizes, in fact – although that’s tempered somewhat by the more stretched-out rear end and longer wheelbase. And in a clear nod to stability, the bottom bracket drop is a ground-scraping 75-80 mm as compared to the Madone’s 68-72 mm figure. As expected, the rider position is more relaxed than what Trek uses on its road racing bikes, with more upright stack and shorter reach dimensions across the board. Neither is remotely extreme, though, so most riders shouldn’t have much issue achieving a reasonably aggressive position should they want one.

Trek sent to me a flagship Domane SLR 9 eTap model to test, built with the company’s fanciest 800-series OCLV carbon fiber blend, a SRAM Red eTap AXS wireless electronic groupset, and speedy Bontrager Aeolus RSL 37 aero carbon clinchers wrapped with 32 mm-wide Bontrager R3 Hard-Case Lite tires. Completing the spec sheet are a carbon-railed Bontrager Verse Short Pro saddle and a Bontrager Pro IsoCore carbon fiber handlebar.

Actual weight for my 52 cm sample is 7.54 kg (16.62 lb) without pedals or accessories, and retail price is a heady US$13,200 / AU$18,500 / £13,400 / €14,500.

Still dominant?

I think I’ve ridden every generation of Domane at this point, and have always been struck by its unusually smooth ride quality (at least out back). Simply put, IsoSpeed works just as it’s claimed to, and the extent of its effectiveness is something that can only be fully appreciated in person.

That still carries through to this fourth-generation model, although the overall feel isn’t the same as in years past.

The rear end is still astonishingly comfortable, and far more so than you’d expect given the chunky-looking chain- and seatstays. Smaller-amplitude stuff is wiped out almost completely, and even nastier square-edged impacts are impressively neutralized. Basically, the way you ride IsoSpeed is to stay seated on just about everything and let the bike do the work for you. There’s also an admirable lack of bounciness while pedaling, and yet despite the obvious flex in the system, I was surprised by the amount of (good) textural feedback coming up through the rear end. Mind you, it’s nowhere near as as talkative as many other bikes out there, but it’s an acceptable tradeoff for the cushiness.

Despite losing the Front IsoSpeed system, this new Domane also strikes me as more balanced than before. The rear end is still more comfortable than the front – as has been the case with every Domane since its inception – but it’s not as stark a contrast as it used to be most of the time. I can’t say if this is due to the larger stock tires (which I ran at just 52/54 psi front/rear for my 73 kg build) or the semi-flexy Bontrager IsoCore carbon handlebar, but either way, ditching the weight and complication of the Front IsoSpeed system is a welcome update.

I say “most of the time”, though, because while the Domane does feel more balanced to me on tarmac, the huge down tube, top tube, and head tube proportions make for an absolutely punishing experience if you hit anything remotely substantial. Whereas that rear IsoSpeed setup can just flex more when needed, there’s no such relief up front, and huge jolts come up through your hands if you’re not paying attention and slam into something at speed.

Overall, the impression I get is this latest-generation Domane has a sportier personality to it and it no longer seems content to just be a comfy endurance road bike. Instead, it’s looking to provide a lot of comfort to riders who want to be out all day, but who also aren’t willing to completely give up a more performance-minded feel.

Whether that’s a good thing will depend on your perspective, but it’s something to keep in mind regardless.

Sticking to that whole performance front, the new Domane is indeed very eager under power. As you’d expect given the proportions of the thing, it’s very stiff and efficient-feeling when you step on the gas, with nary a hint of flex down below. It’s a similar story up front with that huge head tube area confidently resisting any undue twisting when you rise out of the saddle for a sprint or steep uphill pitch. 

The Domane’s diet plan has paid dividends, too. Granted, 7.54 kg is still a touch on the heavy side for a top-tier carbon fiber road bike with a SRAM Red eTap AXS groupset and shallow carbon fiber clinchers, but it’s a sizable improvement nonetheless and more than fair given everything Trek has packed in here. That rear end genuinely does ride better than just about anything else out there, and while the down tube storage hatch undoubtedly adds a few grams, I’d argue it’s more than offset by the convenience factor. 

Put another way, I never finished a test ride complaining about the bike’s weight.

Nor did I have any complaints whatsoever about the Domane’s handling. The quick steering geometry may seem odd for a bike in this category, but it does work. The Domane feels agile and nimble, and eagerly turns into corner when asked. After that initial response, though, that more stretched-out rear end and the longer wheelbase work together to slow things down so you never feel like you’re diving too hard toward the apex; just initiate the turn and let the tires take a set, then carve your way through. It’s wonderfully intuitive.

A bike and a half

The official tire clearance figures naturally raise the question of if the Domane can also serve as a light-duty gravel bike. In short: absolutely. In fact, that’s how I ended up spending much of my time on this thing.

As is typical for Trek, those clearance figures are rather conservative, and a set of 40 mm-wide Schwalbe G-One Allrounds (39 mm actual width on these Bontrager rims) went on with no issues whatsoever. Although some people might not be fully comfortable with how close things start to get to the SRAM front derailleur battery, there’s room to spare everywhere else. Assuming conditions aren’t too muddy, I suspect most people wouldn’t have any problems.

Either way, the Domane proved to be right at home on dirt roads and smoother gravel stretches. That somewhat firm ride on the road tires smoothes out with the increased air volume of the gravel ones, and the longer wheelbase lends an air of confidence when you start sliding around a bit. The more road-like frame geometry also makes for a bit of a rally car feel in terms of handling on loose surfaces, and while some might interpret that as scary, more skilled riders will likely just find it to be a lot of fun. 

A Domane wouldn’t be my first choice if you’re primarily looking for a gravel bike, but if you’re after more of a mixed-terrain rig or your “gravel” is more like a network of decently maintained dirt roads, I’d certainly consider it.

As much as Trek nailed a lot of the fundamentals here, I was surprised by how many issues I encountered with my test sample.

For one, that IsoSpeed system may be super cushy, but mine also creaked incessantly. In fact, it was so loud on bigger bumps that it almost seemed like the frame was coming apart. Going along with that was persistent seatpost slipping, which I was only able to (mostly) remedy with a generous helping of friction paste and by slightly over-torquing the binder wedge. Trek says this is a known issue with bikes from early production runs and simple to fix.

“This is a known issue as we discovered supply wasn’t making it to spec. We have since made changes to compensate for the manufacturing variations. If this happens to a customer, we direct them to a local Trek dealer who can easily/quickly swap out the new, correct part for free and get them back riding on the road without the issue.”

Regular CyclingTips readers will already know I’m no fan of fully internal cable routing, although the setup Trek uses here is worthy of some light praise. The lines don’t actually go through the bar or stem, so both are blissfully easy to swap if necessary. And as compared to the layout of the previous-generation Domane, this one looks way cleaner.

That said, headset bearing replacement is still a concern with any routing setup where the lines pass through the upper bearing. Of course, that’s only a problem when it comes time to replace the bearing. But unfortunately, that’ll likely be a more frequent job given that this upper bearing is almost completely exposed to the elements (and the lower one isn’t much better). As is the case with any bike that has a similar layout, replacing headset bearings often requires new brake hoses (or at least fittings), new bar tape, and a lot of labor, so if you regularly ride in the wet and are considering a Domane, I’d advise either setting aside a sizable chunk of money for regular bike shop visits or getting really good at doing the work yourself. 

“The logic behind the design is that we’ve noticed we infrequently see our customers change their headsets,” a representative from Trek replied when I asked about this. “We’ve also seen very few related issues. For example, for all our road bikes dating back to 2013 with similar integration as Domane, we’ve received approximately ten warranty issues related to this.”

That may very well be, but just because customers don’t change their headset bearings doesn’t mean they shouldn’t be changed, and just because something isn’t submitted for a warranty claim doesn’t mean there isn’t a maintenance issue inherent to the design. Would it really be that hard to add a couple of lip seals here?

I may not win the war on hidden cable routing (sadly, that ship has sailed), but I’m still going to scream from the rooftops that brands should at least pair those rats’ nests with either more durable headset bearings or better seals. In this case, there’s neither.

Speaking of internal routing, I also noticed the rear brake hose rubbing inside the frame when turning the bars at not-overly-extreme angles. Will this be an issue over time? That’s hard to say, but most experienced shop mechanics will probably have tales to share of brake and derailleur lines slowly sawing through poorly protected areas of various mountain bike carbon fiber frames over the years. I can’t say for sure that this will happen here – and this certainly isn’t an issue limited to Trek – but it’s something I worry about regardless, particularly given it’s potentially inside the frame where no one will be regularly looking for it. 

This particular test bike was also a convenient reminder that threaded bottom brackets can still creak, as mine occasionally did under particularly hard pedaling. That said, threaded systems are at least easy to fix (a layer of plumber’s tape and some grease does wonders) – and I would have, had one of the dozen cup tools in my tool cabinet actually fit. 

For the most part, there aren’t too many surprises here. 

The SRAM Red eTap AXS stuff is great, and Trek has wisely gone with the versatile 2x configuration with 46/33T chainrings and a 10-33T cassette that provides a mountain-taming 1:1 climbing ratio. 

The Bontrager wheels are excellent: light and snappy, modestly aero, super stable in crosswinds, incredibly easy to set up tubeless, reliable DT Swiss hub internals. You get the point.

I can’t say I was a fan of the Bontrager R3 Hard-Case Lite tires wrapped around them, though. They’re decently grippy, and prior experience has demonstrated them to be impressively long-lasting. But they’re also tangibly slow (confirmed by our friends at Bicycle Rolling Resistance ) with a thick and stiff casing that makes for a less-than-inspiring ride quality. The bike deserves better.

It was a similarly mixed bag on the finishing kit.

That Bontrager Verse Short Pro saddle? Awesome. Tons of support for all-day riding and an excellent shape that minimized soft-tissue pressure and chafing. I’d almost put this head-to-head with a Specialized Power, in fact. It’s good stuff.

But that handlebar… pass (at least for me). I generally love traditional-bend bars, but this one just never felt right in my hands. The 75 mm reach dimension should be fine but it feels short in reality, and the drops feel oddly deep with a curvature that doesn’t mesh well with my large-sized palms. And the corresponding tape was pleasantly grippy, but almost too grippy if you don’t like to wear gloves, and could’ve used more padding. 

Details matter

Overall, I think Trek did a great job on the core attributes of this fourth-generation Domane. It’s back to a more reasonable weight after a couple of generations of overindulgence, it’s very unusually comfortable, the handling is superb, and it’s no stranger to going fast. The convenience of those double fender mounts and the extra bottle and bag mounts – not to mention the down tube storage – are big plusses, too. 

In short, it’s a lovely bike to ride all day, and on a wide range of road surfaces.

Bikes are more than just short-term thrills, though, and the creaking and slipping in the seatpost area, the exposed headset bearing, and that internal brake hose rub just make me wonder about what issues might persist long-term. I’ve heard from Trek dealers that a retrofittable part revision has since corrected the seatpost problem, but those other two concerns still give me pause. If Trek can address those as well, I’d happily declare this Domane a winner. But until then, I’d carefully wear the pros and cons before plunking down your wallet on this one.

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

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\"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"key takeaways: li\u00e8ge-bastogne-li\u00e8ge 2024\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/key-takeaways-liege-bastogne-liege-2024\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"key takeaways: li\u00e8ge-bastogne-li\u00e8ge 2024\"}}\u0027>\n key takeaways: li\u00e8ge-bastogne-li\u00e8ge 2024\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"kona bikes bails on sea otter classic with no explanation","url":"https:\/\/velo.outsideonline.com\/news\/kona-bikes-bails-on-sea-otter-classic-with-no-explanation\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/news\/kona-bikes-bails-on-sea-otter-classic-with-no-explanation\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"kona bikes bails on sea otter classic with no explanation\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/news\/kona-bikes-bails-on-sea-otter-classic-with-no-explanation\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"kona bikes bails on sea otter classic with no explanation\"}}\u0027>\n kona bikes bails on sea otter classic with no explanation\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"sea otter randoms: limited edition saddle, updated ritte, salsa e-bike and more","url":"https:\/\/velo.outsideonline.com\/road\/road-gear\/sea-otter-randoms-limited-edition-saddle-updated-ritte-salsa-e-bike-and-more\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-gear\/sea-otter-randoms-limited-edition-saddle-updated-ritte-salsa-e-bike-and-more\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"sea otter randoms: limited edition saddle, updated ritte, salsa e-bike and more\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-gear\/sea-otter-randoms-limited-edition-saddle-updated-ritte-salsa-e-bike-and-more\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"sea otter randoms: limited edition saddle, updated ritte, salsa e-bike and more\"}}\u0027>\n sea otter randoms: limited edition saddle, updated ritte, salsa e-bike and more\n \n \n \n \n \n\n \n \n \n \n \n\n \n "}]' > >", "name": "footer-menu", "type": "link"}}'>advertise >", "name": "footer-menu", "type": "link"}}'>privacy policy >", "name": "footer-menu", "type": "link"}}'>contact >", "name": "footer-menu", "type": "link"}}'>careers >", "name": "footer-menu", "type": "link"}}'>terms of use >", "name": "footer-menu", "type": "link"}}'>site map >", "name": "footer-menu", "type": "link"}}'>my newsletters manage cookie preferences privacy request healthy living.

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• April 25, 2024 | Prep Begins For ‘Star Trek: Strange New Worlds’ Season 3 Finale; Cast And Directors Share BTS Images
• April 25, 2024 | Jonathan Frakes Sees Opportunities With Streaming Star Trek Movies, Weighs In On “Filler Episodes”
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• April 24, 2024 | ‘William Shatner: You Can Call Me Bill’ Documentary Arrives On VOD On Friday

CelebWatch: Shatner Gets “Weird” + Pine Goes To “Moscow” + Nimoy Wraps “Fringe” + Quinto On The “Margin”

| April 12, 2010 | By: Anthony Pascale 19 comments so far

Shatner pitches "Weird or What" in Cannes

We will find in May if William Shatner’s new sitcom Bleep My Dad Says gets picked up, but one Shatner show that is definitely going on the air is Weird or What , a new documentary series Shatner is co-producing an hosting. The show description press release make it sound a bit like Leonard Nimoy’s In Search Of :

in Weird or What? William Shatner will investigate and analyze all that is weird in the world, including everything from paranormal phenomena to weird and wonderful creatures, from medical oddities to mysterious disappearances, and bizarre natural disasters to mystical monster attacks.  

The show has been sold to Discovery Channel in the US and History Channel in Canada. Today Shatner is at the MIP TV convention in Cannes today selling  the show to the world. Variety reports that production company Cineflix has successfully sold the show to "nearly every territory". At the event Shatner described the show:

We’re looking at weird circumstances but we’re presenting them in a light-hearted, jaunty way. We’re not taking ourselves too seriously.

Chris Pine headed to Moscow as Jack Ryan

Last year Chris Pine, the new Kirk, was tapped as the new Jack Ryan, to head up another big Paramount franchise. New details have emerged on this next film based on the Tom Clancy character. Pajiba reports the following story synopsis for the next Jack Ryan film (now with the working title of "Moscow"):

The movie will pick up with the Jack Ryan not long after his stint in the Marines, before he’s joined the CIA, while he’s a Wall Street stock broker, an occupation that will play heavily into the script. In the Clancy novels, Jack Ryan was a successful financial analyst in Baltimore for Merrill Lynch. In the new movie, he will have transplanted to Moscow to continue his financial advising, not for Merill Lynch (which has been absorbed by Bank of America), but for a billionaire employer. It is that billionaire employer who eventually sets Jack Ryan up to take the fall for terrorist plot designed to collapse the U.S. economy. After that, Ryan must race against time to clear his name, reveal the terrorist plot, and save his wife, who has been taken hostage by the billionaire employer.

No word yet on when "Moscow" will go in front of cameras or be released, but probably following Pine’s work on the next Star Trek .

Nimoy’s last day as an actor? + honored as space inspiration

Spock Prime, Leonard Nimoy has recently stated he is ready to back into acting retirement. This would mean his last job as an actor would be reprising his role as William Bell in the season finale  JJ Abrams’ Fringe . And yesterday, Nimoy tweeted " Finishing work on Fringe today. Really good experience. The two parter will air in May." Today he tweeted that his back home. Speaking of Twitter, in just four days TheRealNimoy has picked up almost 33,000 followers.

But Mr. Nimoy is still out and about. On Thursday Leonard is being honored by the Space Foundation at the National Space Symposium in Colorado. Nimoy is being presented with the Douglas S. Morrow Public Outreach award for being an inspiration to people around the world "to explore the wonders of science, space, and technology." And a reminder, next Friday the original Spock is headed to the Vulcan, Alberta, Canada (the official Star Trek capital of Canada) to unveil a bust of himself, and then he is off to the Calgary Entertainment Expo for the weekend.

Quinto on NYSE floor

Finally we come to the new Mr. Spock, Zachary Quinto. The actor is currently in New York  filling out his resume as a producer an actor in Margin Call , a film set in the world of the stock market. Last week Zach tweeted this pic of himself with his Before the Door production company partners.

While he has been in New York, Quinto has been a frequent Twitterer, sending gems like this one last Thursday:

the t-shirt i was wearing today smelled. so i bought a new t-shirt. now it smells. already. why you got to be so smelly t-shirts?

But no worries, Zach was cleaned up all nice by the next night…

Jeez, that photo of Nimoy is fierce! :D

I cant wait to see nimoy and the shat at vegas will miss them when their gone

Shats new show sounds fun–long as they dont make fun of believers cuz that could be bad n sad–

Like a jaunty “In Search Of…”

If I see one more word with quotes around it I’m going to “scream”.

Has Shatner seen Star Trek 11 yet?

How really cares. I don’t. maybe I did at one point. But I don’t now. Let it go. For crying….out….loud

“We’re not taking ourselves too seriously.”

In contrast to some of today’s Hollywood actor wannabees, Shatner can afford to not take himself too seriously. :)

Nimoy looks like an old, and very wise Spock on that photo. Acting retirement surely would be a waste of material…

#6 No, he’s busy having a life. :))

The two shows should be combined to form a show called “Weird Fringe”, and in the first show William Shatner could focus on mysteries of Mr.Spock’s bowl haircut.

Wow whats up with Quinto’s nerdball galsses….First we see a hobo Spock and now dork Spock.

ZQ’s follow up tweet is hilarious!

Nimoy always look cool…kinda badass…you wish Fringe would throw a evil Spock beard on him! Shat looks kinda pudgy…a jolly old type… I was really hoping Mr Nimoy would make it in the new MI movie as Paris…maybe a evil Paris with a beard!

Jack Ryan before Star Trek or after???

From everything I’ve seen of Ben Affleck, he’s pretty impressed with himself. Chris Pine will be 1000 times better than him.

Quinto needs a fashion adviser.

I think Quinto should do a music video as Bilbo Baggins

Alec Baldwin was a great Jack Ryan. Tough act to follow (and I’m a big Ford fan).

16. Yeah! xD lol

Quinto is always dressed stylish, cool and modern- I love it. Zach, just rub some patchouly on yourself and get back to work please!!!!!!!! And Bleep Jack Ryan!

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National House of the Fans of Mexico in Moscow

No comments · Posted by Alex Smirnov in Entertainment , Sports

The Gostiny Dvor (The Old Merchant Court), built in the 1790s-1830s, is a historical monument located in the heart of Moscow (Il’inka Street, 4), a few hundred meters from the famous Red Square. Today, it is a large recreation, business and retail center.

During the 2018 World Cup in Russia , this building houses the National House of the Fans of Mexico (from June 14 to July 15). The entrance is free. Here you can taste national Mexican cuisine, get acquainted with the culture of this country and of course watch football. The Gostiny Dvor on Google Maps . Photos by: Nefer .

The House of Mexico in Moscow is open daily from 12:00 to 00:00. Concerts and evening activities are held until 02:00.

The hall is quite large and can accommodate several thousand people. Here you can see colorful installations in the form of painted football balls. Every ball represents one of the participating countries.

Accessories for the Day of the Dead, which takes place on November 1-2 and is dedicated to the memory of the dead.

Small exhibition “Mexico in Photos”.

Scene for musical bands.

Colorful football souvenirs from Mexico.

And this ball symbolizes Russian-Mexican friendship.

Mexico’s national team has already made a stir in this World Cup by defeating the national team of Germany in the group stage. However, this is by far not the biggest upset in the history of World Cup – 5 Biggest Upsets in World Cup History .

Tags:  Moscow city · World Cup 2018

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