trek domane al 4 geometry

The All-New Trek Domane AL Gen 4 Gets a Half-Pound Lighter with More Room for Tires

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Now on its fourth iteration, the Trek Domane AL is packed with updates, a lighter frame, and room for larger tires. The new Gen 4 Domane comes in economical offerings for the most bang for the buck and looks like a gateway bike for other disciplines.

The Domane AL is Trek’s entry-level do-it-all road bike boasts the most versatility in its lineup. The frame is aluminum, the fork is carbon, and the accessory mounts are plentiful, meaning this bike can do much more than a local fondo.

Whats New — Trek Domane AL Gen 4

The Trek Domane AL is entering a new life in Gen 4, and it’s getting bigger all-road tire clearance (up to 38mm), a sleeker frame design with internal cable routing.

New Frame and Fork Material

Trek says the new Domane AL (complete bike) is around half a pound lighter than the previous Domane AL Disc model.

How? Mainly from the redesigned frame made with Trek’s 100 Series Alpha Aluminum and a new full-carbon fork.

Can it double as a gravel bike? Yes — Word from Trek is that the max tire size is 38mm, which seems true for most tires, though it depends on your rim width. We had zero problems getting a 40mm Maxxis Reaver tire rolling in the frame, but the chainstay clearance is slightly tight. It’s good that Bontrager makes the GR1 in a 35mm width; that tire on this bike would be fast and fun.

Don’t let the carbon fork fool you; it doesn’t make this bike less of an all-arounder. The fork and newly designed frame come with plenty of mounts for fenders, bag (top tube), and anything you can think of to improve your commuter or race.

Universal Derailleur Hanger

For the first time, Domane AL comes with a new thru-axle for Universal Derailleur Hanger compatibility. This design is the same UDH on Trek mountain bikes. This means fewer hangers around the basement and more cross-category compatibility with other bikes.

What’s That Handlebar?

The front end is more modern on the new Domane, thanks partly to the headset’s internal cable routing and an updated bar. The Trek Domane AL Gen 4 gets a modern road bar with a shorter reach and a 4mm flare between the hoods and drops.

Trek Domane AL Gen 4 Geometry

The geometry remains unchanged for the Domane AL from previous versions. The setup is the Trek endurance geometry, which isn’t too aggressive and laid back enough for newer riders to feel comfortable.

Available Sizes : 44, 49, 52, 54, 56, 58 and 60cm

Trek Domane AL Gen 4 Models and Pricing

The new Trek Domane AL Gen 4 comes in three different build options, starting at $1,200 and tops out at $2,000. All have the same updated 100 Series Alpha Aluminum frame and a new full-carbon fork.

The difference is in the components and hubs. All three bikes feature the same handlebar/stem, saddle, rims, and seatpost.

Where they differ is the top-end 105 version gets Bontrager Alloy sealed bearing hubs, and the Claris and Tiagra versions get Formula RX-512 alloy hubs.

Top Level Domane AL 5 Gen 4

• Groupset: Shimano 105
• Weight: N/A
• Price: $2,000

Mid Level Domane AL 4 Gen 4

• Groupset: Shimano Tiagra
• Weight: 22.82lbs/10.35kg
• Price: $1,700

Entry Level Domane AL 2 Gen 4

• Groupset: Shimano Claris
• Weight: 23.26lbs/10.50kg
• Price:$1,200

Trek Domane AL Availability

Those looking to test ride or purchase a Domane AL are currently available globally on Trekbikes.com and through Trek’s global network of retail partners.

Look for a review of the Trek Domane AL 3 shortly as we put it through the paces this fall alongside the new Bontrager Aeolus Pro 49V wheels.

Jordan Villella is the Racing Tech Editor for BikeRumor.com, specializing in cross-country mountain, gravel, road, and cyclocross. He has written about bicycles and bike culture for over fifteen years with no signs of stopping.

Before BikeRumor, Jordan raced professionally and wrote for MTBR and the now-defunct Dirt Rag Magazine. He’s covered the World Championships, World Cups, and everything in between — where he loves to report what people are riding.

Based in Pittsburgh, PA,  Jordan coaches cyclists of all abilities with  Cycle-Smart ; you can find him racing bikes around North America and adventuring with his family.

For an inside look at his review rides follow him on Strava .

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How about dropping weights in metric too. Can’t be that difficult.

Just added – thanks!

The “brake bridge” in the photos is for mounting fenders and need not be installed for normal use…the formed headtube is also not new, my 2018 Emonda ALR has a hydroformed headtube, also. Glad Trek is still making aluminum road bikes, though.

This formed headtube is a new formed headtube. I think even the first gen Domane AL had a hydroformed headtube too. But they’ve updated it with every iteration.

Pretty great that there’s a $1200 bike, even if it’s Sora

Crazy, over 23#!. my 30 year old steel slim chance is 19#, my aluminum co-motion tandem is only a pound heavier. I was selling Centurion Ironmans 30 years ago, steel, and only 20# at $550! Progress?

I stopped reading when it said headset cable routing.

Cables passing through the headset at this price level – INSANITY! The owner will never want to pay what it will cost to replace the bearings. A quick note, you wrote that it has: “a modern road bar with a shorter reach and a 4mm flare between the hoods and drops” I know you guys struggle with metric, but I assume you mean 4 degrees, because 4 mm is effectively nothing there.

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Trek Domane AL Disc 4 review: An astounding and affordable all-roader

Trek's new entry-level road bike combines an endurance fit with sporty handling and a whole bunch of versatility..

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

I simply love that some of the most interesting and versatile road bikes on the market currently sit at the budget end of the spectrum. And that’s exactly the case for Trek’s new Domane AL Disc, an all-road-esq bike based around a budget-minded aluminium frame. 

Much like Trek’s more premium carbon fibre Domane offerings, this new aluminium version aims to offer plenty of versatility via combining (super-)wide tyre clearance with a comfortable fit and a sporty road-bike feel. 

Put another way, the new Domane AL Disc slips snugly in between two other aluminium drop bar bikes in Trek’s range. There’s the more expensive, road-focused, and performance-oriented Emonda ALR ; and there’s the road-leaning gravel bike that is the Checkpoint AL . And I truly believe a bike like the Domane AL Disc is the right choice if you can’t decide between these two. That of course assumes you can actually find one to buy. 

At our recent Field Test the Victorian High Country’s endless alpine roads and gravel paths were the perfect place to cap off our testing of Trek’s latest affordable road bike. Let’s dive in.  

Budget frame with all the right bells and whistles

Story highlights.

What: Trek’s new entry-level and versatile road bike. || Key updates: Overhauled geometry to match carbon version, wide tyre clearance, disc brakes, plenty of mounting points for accessories, 32 mm tyres as stock.|| Weight: 10.45 kg (without pedals, 54 cm frame size) || Price: US$1,600 / £1,350.00 /AU$n/a || Highs: Huge tyre clearance, unique geometry is great for the purpose, quite comfortable ride quality, easy to service and upgrade, rides lighter than it feels to pick up, Shimano Tiagra just works, rim width, quality thru-axles.|| Lows: Basic and heavy frame, making the bike tubeless requires new tyres and a handful of parts, extremely heavy wheels (especially given the bike’s price), handlebar drop shape is too compact.

Like the Checkpoint AL, the new Domane AL Disc is built with Trek’s Alpha 100-series aluminium. Trek has kept rather quiet about the specifics of this tubing, but effectively it’s the company’s most affordable material blend with simple straight gauge tubes and only minimal smoothing (or none at all) of the welds throughout the frame. 

However, while the material may be price-point-oriented, the general construction is still quite impressive. The tubes have been formed into shapes to closely mimic those of the carbon Domane, the top tube is curved and flattened, while the down tube is almost rectangular in shape. Meanwhile, the chainstays have been dimpled to the extreme in order to provide an elegant sufficiency of tyre clearance. 

Up front there’s a fork with carbon fibre blades, but the rest of its construction, including the tapered steerer, is aluminium. With a modest build the Domane AL Disc frame and fork aren’t light and you can expect the frame to be well in excess of 1,400 grams. And there’s just no pretending this is a lightweight road bike once you add in a budget-minded build, wide tyres, and disc brakes. 

Despite that basic frame construction I was left positively surprised. I had expected a frameset that did almost nothing to assist with ride comfort, and I was wrong. Instead the Domane AL Disc did a respectable job at numbing vibrations and taking the edge off larger impacts. 

A big part of that ride quality is the result of a frame that’s more flexible – this bike does have a little more sway in key areas versus more premium offerings. I didn’t find this to impact on handling, but along with the high bike weight it creates a ride that feels less eager to jump forward with bursts of power. 

As stock, the Domane AL Disc is fitted with 32 mm tyres, and without question, these go a long way to making the bike feel as smooth as it is. 

Impressively the Domane AL Disc can go wider again. Trek officially suggests the frame can fit 35 mm tyres front and rear, just shy of the 38 mm figure it achieves with the latest carbon Domane. But as usual, that quoted figure is on the safe side, so much so that I managed to fit measured 42 mm Continental Terra Trail tyres into the frame front and rear, and the only touching point was the Tiagra front derailleur. And I’d bet a new Shimano GRX front derailleur and matching offset crank would fix this clearance limitation. 

The wide tyre clearance is matched with some adventure-friendly mounting points. In addition to the regular two bottle cage mounts inside the frame, there’s a third mount under the down tube. There are mounts for a Bento-type bag on the top tube. There’s a rack mount at the rear in case you plan on commuting or touring. And there are mounting points for full-length fenders front and rear, with the rear using a removable seatstay bridge for a cleaner look in case you only ride in fine weather.

The frame’s front triangle features internal cable routing for a clean look, with those cables then being run externally past the bottom bracket. That bottom bracket is a standard 68 mm English threaded variant, while the regular round 27.2 mm seatpost with external clamp is equally as common and easy to upgrade. Huzzah! 

Another neat trick found on many of Trek’s bikes is a space in the left chainstay for an integrated “DuoTrap” speed and cadence sensor. It is, however, sold separately. 

High-end geometry 

Trek offers this bike in seven frame sizes, all of which feature a modern take on a relaxed endurance-type fit. The stack figures offer a less aggressive riding position without placing the handlebars excessively high to negatively impact handling. The reach figures are kept shorter than the status quo which only assists in a more casual fit that should feel comfortable for most and confident once off the tarmac.  

Much like Trek’s existing Domane carbon bikes , this budget model offers geometry designed around the use of larger 32 mm tyres which would otherwise raise the bike’s height. This is most evident by the significant 80 mm of bottom bracket drop, a figure that’s lower than many gravel bikes (including Trek’s own Checkpoint). 

I found that bottom bracket drop quite noticeable. Where it can feel like you’re sitting on top of a number of endurance-type road bikes, it actually felt like I was in this one. The whole bike just felt lower to the ground, more stable, and more confident through corners. And that lower centre of gravity also made the bike feel like it’s lighter than its actual mass. However, do be careful of the lowered pedal clearance through corners if you’re used to a taller-standing bike. 

The head angle (71.3º for a 54 cm size) is also more in line with what you’d expect of a stable gravel bike versus a road bike. However, Trek has matched this with a longer-than-most 53 mm fork offset which helps to speed up the handling. The result sees the trail figure – a good indication of how quickly the bike steers – kept closely comparable to sportier road bikes. For example, the tested 54 cm sample offers a 61 mm trail figure with 32 mm tyres. And despite its wider tyres and relaxed fit, this still feels like a road bike. 

That slack head angle, long fork offset, and 420 mm chainstay length all work together to elongate the wheelbase to over a metre. And while the trail figure may be quite sporty, there’s just no hiding the sheer amount of stability on tap here.

The Domane AL Disc loves to go fast, but it just needs just that little more forewarning to get it turning. This somewhat slower attitude is exactly what most newer riders need and the result is likely to be a safer-riding bike. Meanwhile, that added front centre length provides generous toe clearance to the front wheel. 

A weight that aligns with the price 

OK, so the new Domane AL Disc ticks a lot of boxes, but it’s worth reiterating that it’s most certainly made to a price, and the needle on the scale will attest to that. With the only carbon fibre on the entire bike found in the front fork blades, this Domane AL Disc 4 (US$1,600 / £1,350.00 /AU$n/a) test sample weighs 10.45 kg without pedals. That’s not at all a small figure for a road-going bike. 

Trek offers the same Domane AL Disc frameset in two cheaper models starting from US$1,050 / £800.00 / AU$1,400, however, both of those feature mechanical actuated disc brakes. Those in certain countries will have access to a model priced above the one I tested: the Domane AL Disc 5 which features Shimano 105 shifting and brakes and sells for US$1,800 / £1,600 / AU$n/a.   

As tested, the AL Disc 4 features a full Shimano 2×10-speed Tiagra drivetrain and matching hydraulic brakes. And while the groupset is fairly weighty, its shifting and braking performance far surpasses its price point. Shifts are positive, fast and consistent. The affordable components mean that upkeep isn’t painful on the wallet.  

Gearing wise there’s an 11-32T cassette at the back, with a compact (50/34T) crank on the front. This is plenty of range for general rolling hills, however there were times that I wanted an even lower gear for getting the weighty bike up excessively steep inclines. It’s worth pointing out that the more expensive Domane Al Disc 5 (with an 11-speed 105 groupset) comes with a 11-34T cassette, and I feel that size is a much better match to a bike rolling on bigger 32 mm tyres. Thankfully the stock Tiagra derailleur can handle an 11-34T cassette and so making the switch is a relatively low-cost upgrade.

The braking performance from the Tiagra hydraulic disc brakes leaves little to complain about. The light lever feel and clear power modulation are significant improvements over the mechanical brakes fitted to cheaper models in Trek’s range. I understand this will upset those who use mechanical disc brakes, but I believe this aspect alone is worth spending more for. 

The rest of the build comes from Bontrager, Trek’s own component and accessory brand. All the pieces proved to be well suited and reliable choices for the bike’s intended purpose. 

Clearly built to take a beating, the stock wheels are anything but light. I weighed them at 2,270 g for the pair (1,050 g front, 1,220 g rear) which makes them the heaviest road wheelset I’ve seen in recent memory. At the centre are basic cup-and-cone loose ball bearing thru-axle hubs (made by Formula) and straight gauge spokes. On the outside sit aluminium rims with a surprisingly modern 21 mm internal width and tubeless compatibility (required rim strips are sold separately). Weight aside those are two good things.   

Those wheels may be tubeless compatible, but the provided Bontrager R1 Hard-Case Lite tyres are not. These feature a wire bead construction, good puncture resistance, and also carry a fair bit of weight in the process (460 g apiece). A bunch of the bike’s testing was done with Continental GP5000 TL 32 mm tyres, and not only did these knock about 200 g from the bike, they provided a noticeably faster-rolling and smoother (as a result of the more supple tyre construction) ride.

I’d say keep the Bontrager tyres if you plan on commuting, touring, or gravel riding with this bike, but consider swapping them out to a more premium offering if you’re seeking speed on the road. 

Bontrager’s own alloy handlebar and stem work just fine, although much like I mentioned in our Field Test review of the Emonda SL 6 Pro , I did find that my wrists would contact the top of the handlebar when riding in the drops. Similarly, the provided aluminium seatpost is wonderfully reliable and easy to adjust, however it does nothing to aid in seated comfort. More comfort awaits through an upgrade to an intentionally flexible carbon seatpost.

Bontrager’s own saddle gave little to complain about with a non-offensive shape matched with a good balance of softness and support. And I quite liked the grippy, thick and rubberised bar tape used here.  

Finally it’s worth mentioning that the tested Domane AL Disc 4 is available in three frame colours, and even the boring black option isn’t so boring. Kudos to Trek there for keeping things fun for all. 

Make it what you want 

Trek doesn’t have a whole lot of competition in this space at the moment when you consider that enormous tyre clearance, accessible geometry, and the relatively affordable asking price. The obvious competitor is Giant’s Contend AR , a bike I’ve reviewed and praised highly before. There’s also the new Orbea Avant to consider (a bike I tried and failed to get for review). From there the list gets pretty thin, at least for now. I’m betting we’ll see many more options in this versatile all-road space follow in mid-2021.  

Despite its significant weight being a shock for the asking price, I really enjoyed riding this bike. It’s proof that good geometry and a decent ride quality matter more than anything else. So much so that I tried to buy the test sample with plans of maxing out the tyre clearance and building myself a go-anywhere thrasher drop-bar bike.

However, those plans were foiled as Trek desperately needed the bike back due to pandemic-based consumer demand. I’ve since heard from a few sources that demand is greatly outpacing supply for the new Domane AL Disc, and that leaves me feeling happy-sad. I’m happy knowing that many likely newer cyclists have already ordered this great bike, but sad to think that many others will miss out. 

For more information, visit www.trekbikes.com .

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\"https:\/\/velo.outsideonline.com\/road\/road-racing\/richard-carapaz-roars-to-stage-win-in-tour-de-romandie-as-race-leader-juan-ayuso-blows\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"carapaz roars to stage win in tour de romandie as race leader ayuso blows\"}}\u0027>\n carapaz roars to stage win in tour de romandie as race leader ayuso blows\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"review: the cervelo aspero smooths its rough edges","url":"https:\/\/velo.outsideonline.com\/gravel\/gravel-gear\/review-cervelo-aspero-2\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/gravel\/gravel-gear\/review-cervelo-aspero-2\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"review: the cervelo aspero smooths its rough edges\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/gravel\/gravel-gear\/review-cervelo-aspero-2\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"review: the cervelo aspero smooths its rough edges\"}}\u0027>\n review: the cervelo aspero smooths its rough edges\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"not just pogi\u2019s water boys: uae emirates\u2019 new generation lays warning with asturian annihilation","url":"https:\/\/velo.outsideonline.com\/road\/road-racing\/not-just-pogis-water-boys-uae-emirates-new-generation-lays-warning-with-asturian-annihilation\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/not-just-pogis-water-boys-uae-emirates-new-generation-lays-warning-with-asturian-annihilation\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"not just pogi\u2019s water boys: uae emirates\u2019 new generation lays warning with asturian annihilation\"}}\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\/not-just-pogis-water-boys-uae-emirates-new-generation-lays-warning-with-asturian-annihilation\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"not just pogi\u2019s water boys: uae emirates\u2019 new generation lays warning with asturian annihilation\"}}\u0027>\n not just pogi\u2019s water boys: uae emirates\u2019 new generation lays warning with asturian annihilation\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"que mala for el bala: alejandro valverde\u2019s first us gravel race is foiled by a flat","url":"https:\/\/velo.outsideonline.com\/gravel\/gravel-racing\/alejandro-valverde-flat-tire-bwr\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/gravel\/gravel-racing\/alejandro-valverde-flat-tire-bwr\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"que mala for el bala: alejandro valverde\u2019s first us gravel race is foiled by a flat\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/gravel\/gravel-racing\/alejandro-valverde-flat-tire-bwr\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"que mala for el bala: alejandro valverde\u2019s first us gravel race is foiled by a flat\"}}\u0027>\n que mala for el bala: alejandro valverde\u2019s first us gravel race is foiled by a flat\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"cracking the giro d\u2019italia code: lessons from the training diary of a recent podium finisher","url":"https:\/\/velo.outsideonline.com\/road\/road-training\/lessons-from-the-training-diary-of-a-giro-ditalia-podium-finisher\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-training\/lessons-from-the-training-diary-of-a-giro-ditalia-podium-finisher\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"cracking the giro d\u2019italia code: lessons from the training diary of a recent podium finisher\"}}\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-training\/lessons-from-the-training-diary-of-a-giro-ditalia-podium-finisher\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"cracking the giro d\u2019italia code: lessons from the training diary of a recent podium finisher\"}}\u0027>\n cracking the giro d\u2019italia code: lessons from the training diary of a recent podium finisher\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"are \u2018bicarb systems\u2019 all hype or here to stay study points to big progress for baking soda performance-boosters","url":"https:\/\/velo.outsideonline.com\/road\/road-training\/are-bicarbonate-systems-all-hype-or-here-to-stay-evidence-points-to-big-progress-for-baking-soda-supplementation\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-training\/are-bicarbonate-systems-all-hype-or-here-to-stay-evidence-points-to-big-progress-for-baking-soda-supplementation\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"are \u2018bicarb systems\u2019 all hype or here to stay study points to big progress for baking soda performance-boosters\"}}\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-training\/are-bicarbonate-systems-all-hype-or-here-to-stay-evidence-points-to-big-progress-for-baking-soda-supplementation\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"are \u2018bicarb systems\u2019 all hype or here to stay study points to big progress for baking soda performance-boosters\"}}\u0027>\n are \u2018bicarb systems\u2019 all hype or here to stay study points to big progress for baking soda performance-boosters\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"hunger, freshness, faith: how tadej poga\u010dar and uae emirates plan to raid the grand tour history books","url":"https:\/\/velo.outsideonline.com\/road\/road-training\/hunger-freshness-faith-how-tadej-pogacar-and-uae-emirates-plan-to-raid-the-grand-tour-history-books\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-training\/hunger-freshness-faith-how-tadej-pogacar-and-uae-emirates-plan-to-raid-the-grand-tour-history-books\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"hunger, freshness, faith: how tadej poga\u010dar and uae emirates plan to raid the grand tour history books\"}}\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-training\/hunger-freshness-faith-how-tadej-pogacar-and-uae-emirates-plan-to-raid-the-grand-tour-history-books\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"hunger, freshness, faith: how tadej poga\u010dar and uae emirates plan to raid the grand tour history books\"}}\u0027>\n hunger, freshness, faith: how tadej poga\u010dar and uae emirates plan to raid the grand tour history books\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"7 new bikes we found at sea otter","url":"https:\/\/velo.outsideonline.com\/road\/road-gear\/7-new-bikes-we-found-at-sea-otter\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-gear\/7-new-bikes-we-found-at-sea-otter\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"7 new bikes we found at sea otter\"}}\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\/7-new-bikes-we-found-at-sea-otter\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"7 new bikes we found at sea otter\"}}\u0027>\n 7 new bikes we found at sea otter\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"the revival of the greenville cycling classic shows there are still enthusiastic bike racing fans","url":"https:\/\/velo.outsideonline.com\/road\/the-revival-of-the-greenville-cycling-classic-shows-there-are-still-enthusiastic-bike-racing-fans\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/the-revival-of-the-greenville-cycling-classic-shows-there-are-still-enthusiastic-bike-racing-fans\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"the revival of the greenville cycling classic shows there are still enthusiastic bike racing fans\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/the-revival-of-the-greenville-cycling-classic-shows-there-are-still-enthusiastic-bike-racing-fans\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"the revival of the greenville cycling classic shows there are still enthusiastic bike racing fans\"}}\u0027>\n the revival of the greenville cycling classic shows there are still enthusiastic bike racing fans\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"demi vollering becomes a nike athlete, reflecting her growing prestige","url":"https:\/\/velo.outsideonline.com\/road\/road-racing\/demi-vollering-becomes-a-nike-athlete-reflecting-her-growing-prestige\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/demi-vollering-becomes-a-nike-athlete-reflecting-her-growing-prestige\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"demi vollering becomes a nike athlete, reflecting her growing prestige\"}}\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\/demi-vollering-becomes-a-nike-athlete-reflecting-her-growing-prestige\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"demi vollering becomes a nike athlete, reflecting her growing prestige\"}}\u0027>\n demi vollering becomes a nike athlete, reflecting her growing prestige\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"alison jackson blasts to sprint win at la vuelta femenina","url":"https:\/\/velo.outsideonline.com\/road\/road-racing\/alison-jackson-blasts-to-sprint-win-at-la-vuelta-femenina\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/alison-jackson-blasts-to-sprint-win-at-la-vuelta-femenina\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"alison jackson blasts to sprint win at la vuelta femenina\"}}\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\/alison-jackson-blasts-to-sprint-win-at-la-vuelta-femenina\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"alison jackson blasts to sprint win at la vuelta femenina\"}}\u0027>\n alison jackson blasts to sprint win at la vuelta femenina\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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2024 Trek Domane AL 2 Gen 4 review: Budget all-road

An impressively versatile and previously-loved bike now held back by a pursuit of aesthetic-led design.

As a tech editor, I’m often more excited to test entry-level bikes than those with sky-high prices. Sure, a 7 kg superbike built with scrap from a space program (not really) is a hoot to ride, but it’s the balance of budget and function that intrigues me so much more about the lower end. 

Here, the assumption is often that those new to cycling will start with such a lower-cost bike. These bikes can make or break the future growth of cycling, and my hope is that the person buying such a bike has a positive experience that encourages them to stick around the sport we love so much.  

That’s where the Trek Domane AL comes in. I tested the previous iteration (released for 2021) and found it to be one of the best entry-level road bikes available. It offered a welcoming fit and confident handling without feeling dull. It provided ample tyre clearance to be used as either a road bike or light gravel bike. It was simple to keep well-tuned. Most importantly, it was an entry-level bike that I truly enjoyed riding. 

And that brings us to the latest iteration of Trek’s best-selling road bike. On paper, the new fourth-generation Domane Al retains a lot of what I liked in its predecessor, but it, of course, introduces a few new twists to the proven recipe. This is a solid bike, but as you’ll read, it fails to impress like the previous version. 

The short of it:  Trek’s most budget road bike, revamped, and still with class-leading tyre clearance. Good stuff:  Room for 40 mm tyres has this one ready for the gravel-curious. Solid build kit and frame will shrug off loaded commuting and mixed surfaces. Ready for fenders and a rack. Welcoming geometry and comfortable touch points. Bad stuff:  Disc brakes make for a heavy bike, and the mechanical disc brakes here aren’t stellar. Heavy wheels and tyres make the bike feel more sluggish than it wants to be. Through-headset cable routing makes no sense on a bike with mechanical gears and brakes. Ultimately cheap gearing and brakes for a bike that, while Trek’s entry-level, isn’t as affordable as it should be.

The new Domane Al explained 

In its modern form, the Domane Al is a dropbar bike that blurs the line between being an endurance road and an all-road bike – the latter being a category of bike that is designed with the versatility to split its time across tarmac and well-kept gravel roads. And with official room to easily clear 38 mm tyres (I comfortably fit measured 41 mm rubber in my sample), it certainly has the tyre clearance to go off-road. Still, look to the gearing and geometry, and it’s clear Trek still intends this one first and foremost for those wanting a road bike (get a gravel bike if your ambitions are predominately focused on riding off-road). 

As Trek’s most affordable road offering, the Domane Al offers a base-level aluminium frame (100 series Alpha in Trek speak) with a handful of more premium features. Many of the tubes are formed into angular shapes to handle specific forces and/or offer a unique aesthetic flourish. For example, the top tube tapers from matching the oversized head tube to that of the comparatively slender seat tube. Meanwhile, the oversized down tube is anything but round in its profile. 

Shapes aside, the most obvious new fancy feature is seen with the oversized headset bearings that now house four gear/brake housings within it which are then fed into the aluminium frame or full carbon fork. That full carbon fork on all price points of the Domane AL is new, too, included in an effort to save weight. 

With such generous tyre clearance, the frame has room and provision for full-length fenders (via a removable seatstay bridge) – with them installed, you’ll still comfortably fit 35 mm rubber. There are mounts for a top tube bag, and a third bottle cage can be mounted on the underside of the down tube. 

Component fitments are kept joyfully regular with an English threaded bottom bracket shell, a 27.2 mm seatpost, an external seatpost clamp, and flat mount brake calipers. And in a first for Trek, and perhaps a first for a road bike of this price point, there’s a Universal Derailleur Hanger (UDH) – a now-standard concept from the mountain bike world that not only ensures you can buy a replacement derailleur hanger anywhere, it also means the frame is ready for newer T-mount type derailleurs (first seen with SRAM Eagle Transmission ).

However, there is one exception to easy component fitments, and that’s the cable routing through the headset – I’ll return to this. 

More quality features include a small adjustable chain-catcher that’s ready in case of a shifting mishap. And then the provided thru-axles offer a nice conical interface, with a removable handle that contains a 4 mm hex key for use across the bike (for adjusting bars, seatpost, etc.) 

I’m happy to say that Trek has made no changes to the geometry since the previous iteration. Across the seven sizes, the Domane AL is intended to put the rider in a more relaxed position than a race bike. The bike also balances a longer wheelbase for stability with relatively quick steering angles to keep it feeling zoomy (61 mm trail figure in a 54 cm with 32 mm tyres). And as Trek has done with Domane for a number of years, the bike sits comparatively low to the ground with a 80 mm bottom bracket drop in the assumption you’ll be running larger-volume tyres (32 mm as stock). 

If the parts dangling off it weren’t enough proof that this bike exists to hit a certain price point, then its weight certainly offers that confirmation. A 56 cm frame is quoted to weigh 1,518 g, while the matching carbon fork sits at 475 g. All told, the base-model Domane AL 2, as tested, strained my scales at 10.42 kg without pedals or cages, and while that’s far from light, it does shave about 200 g off its predecessor. 

As tested, the base-model Domane AL 2 (US$1,200 / €1,200 / £1,125 / AUD$2,000) is built with a mix of Shimano’s entry-level Claris components and a few even cheaper non-series bits for a 2×8 gearing setup. The Tektro disc brakes are of the mechanical kind with a design that pulls both brake pads simultaneously to clamp onto the disc rotor (a design concept shared with the more premium TRP Spyre brake). Meanwhile, Trek’s componentry house brand, Bontrager, is responsible for all the other pieces, including a gravel-inspired handlebar with a subtle amount of flare, a well-padded and welcoming short-nose saddle, and a simple but effective twin bolt alloy seatpost.

Potholes will be fearful of being hit by the Paradigm SL wheels, and the Bontrager R1 Hard-Case Lite wire-bead tyres that are ready to ride through a river of broken glass bottles. The build may be heavy, but it’ll take more knocks than a door. 

Step up to the Domane AL 4 at US$1,700 / €2,000 / £1,875 / AU$N/A and you’ll see the bike get a welcome upgrade to Shimano Tiagra 2×10 shifting and matching hydraulic disc brakes. Meanwhile, all the other bits are the same as the base model. This is the model I tested in the previous iteration and the one I sought to test again. Alas, it’s unfortunately not offered within the small island of Australia. As I’ll come to explain, this one is worth the extra expense if it’s available in your region. 

Finally, spending US$2,000 / €2,300 / £2,150 / AU$N/A gets you the Domane AL 5. This top-tier option has Shimano’s new 105 12-speed mechanical groupset , while the rest remains the same as above. 

Handling and versatility

Riding the Domane AL is a familiar and welcoming experience. Straight from the box, it offers a comparatively upright but not cramped riding position, and it can be easily (and cheaply!) tuned to offer a more leisurely or aggressive fit. 

The stock stem length (100 mm in the size tested) and new 80 mm reach handlebar left me without complaint, but my initial impressions were that it made the reach feel longer than expected, especially given how upright the position otherwise is. Those wanting a truly relaxed ride may need to swap out to a shorter stem length, while those wanting a truer road bike experience can use the 45 mm of stem spacers provided for fine-tuning the stem height.

I found my 54 cm Domane AL sample handled best with the handlebars lowered by 25 mm (lower handlebar height helps to put more weight on the front tyre and lowers your centre of gravity), however, what fits you best should be the priority. 

Either way, the Domane AL fits the way an endurance-type road bike should, and it’s a far more inviting experience for newer riders than bikes that try to mimic pure race bike geometry. It’s a fit that should have mountain bikers feeling at home, and likewise for those fresh to cycling. 

It’s easy to make a road bike stable, but make it too stable and the bike can become dull to corner with and a little lifeless in finding a rewarding flow. Trek’s proven geometry figures strike a nice balance between easy-riding stability and reactivity. The Domane AL has a longer wheelbase and slacker head angle to ensure it’s not nervous like a race bike, but then, a longer fork offset helps to reduce the trail figure for a ride that remains rewarding to dip into high-speed corners. 

In reviews, we often cover the ride quality of a frame (basically, how smooth the bike feels). The Domane AL is by no means a rattle-can like aluminium bikes of the distant past, but equally, its relatively basic tubing does mean you’ll feel the edge of larger bumps. However, so much of how this bike rides and handles is seemingly intertwined with the stock wheel and tyre setup, something I cover in the following section. 

As a budget offering, you can expect this bike to lack the same level of polish as more premium options. The welds are fairly consistent but aren’t made to look pretty. Likewise, the candy red paint (a black/grey option also exists) offers a premium look, but closer inspection shows it lacks a mirror polish. And then, every time I looked at the crooked Domane logo on the top tube I was further reminded that this was Trek’s budget offering. 

Regardless of how it rides, the Domane AL is certainly robust enough for thumping down a gravel road. Likewise, the room for actual 40 mm tyres means you can equip it for proper off-road use. However, like many road-going bikes, that larger tyre makes the gearing taller (harder), and therefore you’ll probably be wishing for easier gearing on loose steep climbs. Similarly, the frame geometry isn’t ideally optimised for such big rubber, and at least for smaller sizes, you’ll be hitting your toes against a wider front tyre (aka toe overlap) when turning at low speeds. Thankfully, no such toe overlap issues were present with the stock 32 mm tyres in the tested size 54 cm. 

When weight matters 

Physics tells us that the bike’s weight often makes a negligible difference to one’s speed. Still, one of the joys of a pure road bike is the whippy and reactive sensations earned through a light bike, and while it may not result in a huge difference in the Strava rankings, it sure can make a difference in how big of a grin you carry up the hill. 

It’s here where the Domane AL and its excess mass tend to disappoint. There’s no other way to put it, but in its stock form this bike just feels sluggish and hesitant to move. No doubt the basis for such blame comes from the disc brakes, a complaint that my colleague Caley Fretz recently articulated with his review of the more race-orientated Trek Emonda ALR . I won’t repeat that rant, but disc brakes carry increased cost and increased weight, and in an effort to save money, there’s an even bigger trade-off in the weight. However, this is an increasingly pointless argument as rim brake bikes become forever harder to find, and when you do find them, you can bet you’ll be limited to a far narrower tyre width. 

OK, so the new Domane Al is only available with disc brakes and that’s absolutely not going to change. Plus, those disc brakes are why this bike can fit gravel-sized tyres. Thankfully there is good news here as so much of this slug-like-biomimicry is simply related to the provided tyres and wheels. 

Weight is one negative to the stock Bontrager Paradigm SL wheels. Although more obvious was the penalty in rolling resistance and ride quality from the Bontrager R1 Hard-Case Lite wire-bead tyres (quoted and measured at 32 mm). Here, the provided tyres and wheels have the bike feeling more like an urban commuter than a sporty road bike, and one riding friend remarked that they noticed how suddenly slow(er) I was while testing this bike!

Swapping the wheels to some mid-priced Shimano 105 carbon wheels and performance-type 28 mm road tyres dropped an entire kilogram from the bike. More obvious than the weight was the night-and-day difference in the ride quality and rolling resistance. Suddenly the Domane Al felt like a road bike should – it was reactive to input and didn’t slow as noticeably when the road inclined. Equally, the wooden ride quality caused by the stiff tyres was now softened, resulting in a ride that simply felt smoother for an equivalent tyre pressure. 

Spending the value of a bike on wheels and tyres will of course always transform the ride. It’s often the best upgrade you can do to any bike, and that’s no different here. Even if the budget doesn’t allow for new wheels, changing from the stock 470-gram wire-bead tyres to a more performance-oriented folding tyre will significantly improve your average speed and feel on the bike. 

Now the stock wheels and tyres hold back the bike from being the road bike the Domane AL wants to be, but there are customers who they’re well suited for – notably commuters. Those with aspirations of riding to work during the week and enjoying the sights on the weekend will be well served by the stock wheels and tyres, just don’t expect to ride efficiently with them. 

Shifting, braking, and internal guidance  

Testing such budget bike models is always interesting – sometimes they pleasantly surprise me, other times I’m left wondering about particular specification choices. For the Domane AL 2, it’s a mix of both. 

Sitting below Sora, the Shimano Claris shifting is Shimano’s most budget dropbar option to earn an actual model name. If you were to compare it to Shimano’s mountain bike groupsets, you’d be looking at what used to be Acera (now replaced by CUES). It’s so budget, in fact, that Shimano only offers it in a mechanical brake configuration where it can be connected to rim brakes or as seen here, mechanical disc brakes. 

With both brake pads simultaneously clamping onto the disc rotor, in theory, the provided brakes are pretty good amongst a sea of ever-cheaper mechanical options. However, in practice, I was reminded once again just how stubborn the stock pads and rotor are to bed in for full power. The brakes were downright dangerous for the first 30 minutes of riding, and even once fully bedded in, the power was more comparable to a rim brake than a hydraulic disc brake system. 

While the braking power isn’t great, the Claris brake hoods are at least comfortable to hold. That’s a nice change from what the cheapest stuff used to feel like. Meanwhile, the shifting never failed to find the desired cog, but in doing so, it lacks the smoothness of Shimano’s 10-, 11-, and 12-speed shifting systems. The bigger bother was the square taper crankset that was flexy enough for me to hear the chain rub against the front derailleur when riding out of the saddle. 

Related, I found myself out of the saddle more often as the combination of the compact (50/34T) front gearing and 11-32T cassette don’t provide quite low enough gearing given the sheer weight of the bike and the larger 32 mm tyres. Adding salt to the wound, this gearing will only become a bigger issue if you choose to increase the tyre size further. 

One of our growing complaints with many modern road bikes is that the ever-increasing integration of components and hiding of cables has brought great complications to tuning how a bike fits and how easily it is serviced. Here, Trek at least gets the former right. 

The Domane AL now hides the cables through the headset but thankfully not through the handlebar or stem. As a result, there are no limitations or barriers to adjusting the height of the handlebars, the length of the stem, or the position of the saddle. All this stuff remains traditional and simple to swap and change – no advanced mechanical know-how or specialist tools are required. This semi-concealed design also means you can still box the bike for travel without much of a hiccup. Even better is that you’re unlikely to need to make any component changes as the provided parts offer a comfortable position straight from the box. 

OK, so that concealed cabling may look nice (that’s fundamentally its core purpose), but it absolutely introduces future servicing complications. Changing brake or gear outer cables is certainly more of a fiddle, but hardly a stress compared to the nightmare that will be incurred if you were to ever wear out or rust away a headset bearing that the fork steers on. Here, all the gear cables and brake cables will need to be disconnected (and likely replaced) along with the bartape in order to swap that simple bearing – a service that is likely to cost at least an extra hour of professional labour. 

Worse yet, the bearing durability is now compromised because the elements are welcome to enter through the holes for the brake and gear cables. Indeed a sweaty session on the indoor trainer or a soggy ride out on a gravel road will see contaminants begin to reach the final seals of those bearings. 

All of this is to say that I strongly believe clean aesthetics is not enough reason for brands to utilise concealed cabling on entry-level bikes – a complaint not at all exclusive to Trek. These lower-cost bikes don’t have wireless electronic gears, but rather still use mechanical gears that need smooth paths for the cables to flow. Meanwhile, the bike tested also has steel cables for the brakes, and you can bet that the marginally increased lengths of required cabling come at the cost of increased friction, greater cable compression, and therefore reduced brake efficiency. Hydraulic disc brakes help a lot here, but even then, you still have mechanical shift cables to weave. 

So what’s the answer? Well, you’re locked into this with the new Domane Al. It’s the one thing I think is an obvious (and significant) downgrade from the previous iteration of the Domane AL. And it’s one area where I think the new Specialized Allez Sport keeps things more practically modest (well worth consideration at this price point). Unfortunately for many at this price point, the effort of making such budget bikes look more premium comes at a practical cost, and Trek is joined by the likes of Orbea, Scott, and an increasing number of others in this trend.

The wrap 

Modern bicycles have improved in so many ways. The durability is impressive. The ability to run wide tyres for mixed terrain removes limitations of where and how you can ride your own bike. And no doubt, bikes are more ergonomic and better for the body than before. 

Still, I look at the combination of disc brakes and concealed cabling on a bike built with Shimano’s most entry-level gearing and can’t help but think how much better this bike could be if it had an even simpler frame and a decent rim brake. The braking would be comparable, it would be far lighter, and it would either be significantly cheaper or better equipped. 

Again, that’s not a complaint unique to Trek, but the base-model Domane AL 2 is a prime example of a bike that arguably lacks value where it matters. Indeed it’s a good bike in many aspects, but it carries a hefty asking price for a bike running shifting parts that previously came with bikes costing half as much just a handful of years ago. 

Spending more for the Shimano Tiagra-equipped Domane AL 4 immediately solves all of my issues related to the brakes and shifting. Still, it doesn’t solve for the sluggish tyres and increased complexity of the through-headset cable routing. Either way, if you do decide a Trek Domane AL is right for you, then just know that you’ll be at a speed disadvantage until you at least change the tyres. And as with any bike with through-headset cable routing, be prepared for bigger service bills through the ownership of such a bike. 

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2023 Trek Domane AL 4 Disc Review

Trek has been a leading manufacturer of high-quality bikes for over 40 years. With their latest release, the Domane AL 4 Disc, they have once again raised the bar for road bikes.

In this review, we will take an in-depth look at the 2023 Trek Domane AL 4 Disc, examining its features, performance, and overall value.

Whether you are a seasoned cyclist or just starting out, this bike has something to offer for everyone.

So, let’s get started and see what makes the 2023 Trek Domane AL 4 Disc stand out from the competition.

If you’re in the market for a new road bike, the 2023 Trek Domane AL 4 Disc might just be the perfect fit for you.

With its impressive features and sleek design, this bike is sure to turn heads on your next ride.

The 2023 Trek Domane AL 4 Disc is a high-performance road bike that is designed for endurance riding and long-distance cycling.

This bike features a lightweight and durable aluminum frame with a carbon fork for enhanced stability and control.

The Domane AL 4 Disc also comes equipped with a Shimano Tiagra drivetrain that provides smooth and reliable shifting, as well as hydraulic disc brakes for powerful and consistent stopping power in any weather conditions.

– Lightweight and durable 100 Series Alpha Aluminum frame with a carbon fork

– Shimano Tiagra 2×10-speed drivetrain featuring a 11-32t cassette and 50/34t chainrings for smooth and reliable shifting

– Hydraulic disc brakes for powerful and consistent stopping power

– Wide 700x32c Bontrager R1 Hard-Case Lite tires for added stability and comfort on rough roads

– Compatible with DuoTrap S for easy integration with your cycling computer

– Rack and fender mounts for added versatility

– Perfect for endurance riding, long-distance cycling, and commuting.

Frame and Fork

The 2023 Trek Domane AL 4 Disc boasts an 100 Series Alpha Aluminum frame with a carbon fork, making it both lightweight and durable.

The frame is designed with Trek’s Endurance Geometry, which provides a comfortable and stable ride, even on longer rides.

Brakes and Drivetrain

Equipped with Shimano Tiagra hydraulic disc brakes, this bike offers reliable stopping power in all weather conditions.

The 2×10 Shimano Tiagra drivetrain provides a wide range of gears from its 11-32t cassette and 50/34t chainrings for tackling any terrain, and the compact crankset makes climbing hills a breeze.

Wheels and Tires

The Domane AL 4 Disc comes with tubeless ready Bontrager Affinity Disc wheels and 700x32c Bontrager R1 Hard-Case Lite tires, which provide a smooth and stable ride on both paved and unpaved roads.

Additional Features and Conclusion

This bike also comes with a number of additional features that make it stand out from the competition.

The bike also has hidden fender and rack mounts, making it easy to add fenders for rainy day rides or racks for commuting.

Overall, the 2023 Trek Domane AL 4 Disc is a solid choice for anyone looking for a versatile and reliable road bike.

Whether you’re a beginner or an experienced rider, this bike is sure to impress.

Order online and have it shipped to your local dealer for final assembly!!

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Trek Domane Frame Geometry (2017-2023)

The geometry chart below applies to all Trek Domane frames from the following:

• Years: 2019, 2020, 2021, 2022, 2023
• Models: Trek Domane SLR 9, 7, 6, SL 7, 6, 5
• Frame material: Carbon

Source : Trek

Learn more about what the frame geometry measurements mean here.

Trek Domane vs others

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Alex Lee is the founder and editor-at-large of Mr. Mamil. Coming from a professional engineering background, he breaks down technical cycling nuances into an easy-to-understand and digestible format here.

He has been riding road bikes actively for the past 12 years and started racing competitively in the senior category during the summer recently.

Mr. Mamil's content is for educational and entertainment purposes only. The content is not a substitute for official or professional advice. Please do your own due diligence.

Mr. Mamil participates in the Amazon Services LLC Associates Program, an affiliate advertising program designed to provide a means for us to earn fees by linking to Amazon.com and affiliated sites. We also participate in various other affiliate programs, and at times we earn a commission through purchases made through links on this website.

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© Mr. Mamil, 2023

Gear-obsessed editors choose every product we review. We may earn commission if you buy from a link. How we test gear.

The New Trek Domane: A Great Bike Made Better

The new Domane is everything great about the old bike, plus lighter and quicker.

The Takeaway: Trek’s best road bike gets faster, lighter, quicker, and better

• Frames are 300 grams lighter
• Slight aerodynamic improvements
• Compatible with any bar and stem

Price: $3,500 (SL 5) to $13,200 (SLR 9 eTap, tested) Weight: 19.7lb. (SL 5) to 16 lb. (SLR 9) 16.8 lb. as tested (SLR 9 eTap 52cm)

Trek Domane MK.4 Gallery

Trek Domane Generation Four—What is New

My biggest knock against the third-generation Domane was the weight. It was an excellent and feature-rich bike but a little hefty. So, I am happy to report that one of the most significant changes to the fourth generation frame is it is lighter by about 300 grams (more than half a pound. A large part of the weight savings came from simplifying the bike’s signature rear IsoSpeed Decoupler and eliminating the IsoSpeed Front system that debuted in the previous generation Domane.

When asked why Trek eliminated IsoSpeed Front, Jordan Roessingh, director of road bikes, stated that much of the system's benefit—which never offered the same compliance improvement as rear IsoSpeed—was made redundant by riders' increased adoption of higher volume tubeless tires run at lower pressures. Combined with the system’s weight penalty, Trek decided the juice was not worth the squeeze and punted IsoSpeed front into the dustbin of history.

Meanwhile, at the rear, Trek removed the adjustment from the SLR’s top tube IsoSpeed. All frames now have fixed compliance. Reggie Lund, a design engineer at Trek, said that it found, “A lot of our riders were never taking advantage of the adjustability on the previous generation bike,” so they decided to remove the feature which simplified and lighted the frame. Roessingh stated that the new Domane’s fixed compliance is in line with the previous generation SLR’s IsoSpeed set to the most compliant position.

SL-level frames also see a change to their rear IsoSpeed system. Trek has multiple iterations and generations of IsoSpeed. While third-generation Domane SLR frames had adjustable top tube IsoSpeed, third-generation Domane SL frames had non-adjustable seat tube IsoSpeed. SL and SLR fourth generation Domanes get the new non-adjustable top tube IsoSpeed.

Roessingh said that one of the drawbacks of the third-gen Domane’s non-adjustable seat tube IsoSpeed was that the system got more rigid as the seat tubes got shorter. In short, smaller and likely lighter riders experienced a rougher ride than larger riders. Top tube IsoSpeed eliminates this compromise and lets Trek tune compliance per frame size, said Rosseingh, so all riders experience similar levels of comfort.

Another signature feature of carbon framed Domane models that went to the dustbin was Trek’s No Cut semi-integrated seat mast. Instead, all models now use a seat post, although a proprietary D-shaped post instead of being round. Thankfully, Trek offers two lengths (280 and 320mm) and two offsets (five and 20mm) to help riders dial in fit. The seatpost clamp hides under a snap-on cover on the top tube, which helps clean up the lines of the new Domane.

Another way Trek cleaned up the Domane’s appearance is with a new stem with a cap that hides the hoses and housing before they enter the frame through the upper headset cover. But while the bike appears to have fully integrated routing, you can swap stem lengths without pulling the hoses or housing. The bike is compatible with a standard handlebar, and riders can use standard stems. However, if you want to install a standard stem, you will need to acquire a different upper headset cover from Trek, and you will probably want to zip-tie your hoses and housing together underneath the stem.

Trek’s Domane stem comes in sizes 60 to 130mm in minus-seven degree rise and 60 to 100mm in plus-seven degree rise. The faceplate features a single bolt mount for a computer/light/camera. Unfortunately, the Domane stem’s one-bolt mounting standard is different from Trek’s one-bolt mounting system for the Madone and Emonda and also different than any of the other stems with this feature (3T, Cervelo, Fizik, Specialized, Felt, Easton).

Trek also states that the new Domane is more aerodynamic than the previous generation due to the updated shape of the fork, downtube, seat tube, seat stays, and more-integrated cables in the front. However, Trek did not provide any data on the aerodynamic improvements. When I asked Roessingh for time or watt improvements, he told me, “I don’t think we have a specific claim other than saying we do know the bike is faster. But it’s not a huge amount so it’s not a claim we’re labeling as one of the headlines of the launch.”

One small new feature added to the Domane is a mount in the top tube for a feed bag. What has not changed is the Domane has clearance for up to a 38mm tire, hidden fender mounts, the threaded (T47) bottom bracket, and the in-frame storage accessed through the hatch in the downtube.

SL and SLR frames are compatible with mechanical drivetrains. But, there is a catch outlined in Trek’s FAQ, “The frame does not have a front derailleur housing stop, which means that you are limited to front derailleurs with a built-in stop, like Shimano toggle front derailleurs.” That means the frame is not compatible with SRAM or Campagnolo mechanical-shift drivetrains.

Trek Domane Four—SL Versus SLR

There are two grades of Domane frame: SL and SLR. According to Roessingh, “SL and SLR are essentially identical from a feature set perspective and frame shape perspective.” The biggest difference is the carbon: The SL uses Trek’s “500 Series” carbon while the SLR uses “800 series” carbon. That material difference results in a 200-300 gram reduction in frame weight. According to Trek, this puts the SL frameset at 2,500 grams and the SLR frameset around 2,200 grams.

Trek Domane Four—RSL for the Racers

Although Trek’s professional racers ride a Domane in some events, typically the cobbled classics, they do not ride the standard frame. Instead, they use the Domane RSL (Race Shop Limited). It is the frame ridden to victory in the 2022 Paris-Roubaix Femmes by Elisa Longo Borghini , and it has a few notable differences from the mainline frame.

The primary distinction is fit. The RSL fame is much lower and longer than the SL and SLR Domane. Using a 56cm frame as an example the RSL’s reach is 21mm longer (395 versus 347mm) while the stack is 43mm shorter (548 versus 591mm). The RSL also has a much shorter trail length (51mm compared to 61), likely because of the increased weight the RSL’s geometry places on the front wheel.

Other changes include eliminating the top tube bag mounts and in-frame storage hatch—you do not need those things when you have a fleet of team cars behind you—and the fender mounts. These changes help shave weight off the frame compared to the standard Domane. The RSL frame also has less tire clearance—its maximum tire width is 35mm instead of 38mm—but will fit larger chainrings (RSL: 2x 54/40, 1x 54T; SLR and SL: 2x 52/36, 1x 50T) than the SL and SLR models. Another noteworthy difference: The RSL is only compatible with electronic shifting.

Trek only offers the RSL as a frameset ($4,200) and only in sizes 52 to 60cm, four fewer sizes than the mainline frame. Claimed frameset (frame and fork) weight is 1600 grams for the RSL. On paper, that makes the RSL a whopping 600 grams lighter than the SLR. But when I fact-checked that weight delta with Roessingh, he told me, “The way we measure ‘frameset” weights in those metrics isn’t apples to apples. It includes a bunch of hardware and components. The RSL frame weight is only about 100g lighter than the SLR’s.”

Trek Domane Mk.IV—Geometry

Most of the Mk. IV Domane models carry forward the Mk. III’s endurance geometry with no changes. It is a shorter reach and a taller stack fit, with a longer wheelbase and mellower handling than a race bike. Trek offers nine sizes, from 44 to 62cm.

The RSL version previously mentioned features a lower and longer fit race fit that is even more aggressive than the Madone and Emonda race bikes with the brand’s H1.5 geometry. The RSL is only offered in five sizes, from 52 to 60cm.

Trek Domane Mk.IV—Builds, Prices, and Weights

Trek’s rolling out the new Domane with 11 models: five SL builds priced between $3,500 to $7,500 and six SLR models priced at $8,000 to $13,200. Only one model, the $3,500 SL 5, has a mechanical shifting drivetrain (Shimano 105); all the rest have electronic drivetrains from Shimano and SRAM. The SL 5 is also the only 11-speed bike; the rest are 12-speed.

All models come with Bontrager tubeless-ready wheels and Bontrager’s R3 folding-bead, tubeless-ready tires in 32mm.

Claimed weights start at 8.93Kg (19.7 lb.) for the SL 5, with the lightest complete bike coming in at 7.25kg (16 lb.). One interesting note on prices and weights: For the same relative equipment level— Ultegra Di2 versus Force eTap AXS —most Shimano-equipped bikes are less expensive and lighter than the SRAM-equipped bikes. There is a big “but” because all SRAM-equipped Domanes from the SL 7 eTap and up have power meters while the Shimano builds have standard cranks. The other exception is the SL 6 ( Shimano 105 Di2 ) and SL 6 eTap ( SRAM Rival eTap AXS )—the Shimano bike is $600 cheaper but slightly (10 grams) heavier.

As always, the Domane will eventually, though not immediately, find its way into Trek’s Project One customization program for riders who want to pick their parts and paint. Trek also offers the SL ($2,499), SLR, and RSL (both $4,200) framesets for purchase.

Trek Domane Mk.IV—Ride Review

Trek’s Domane has been a favorite of mine since the first generation, but the third generation was flat-out amazing. Comfortable, practical, and fun, it had most of the speed of a race bike without the bullshit that makes race bikes so limited and limiting. It fits big tires! You could run any bar and stem! It could store a burrito in the downtube! And it was fast .

So when Trek told me they were sending me the new, fourth generation, Domane I hoped and prayed that they found a way to make it better without messing up what made it so great. And friends, my hopes and prayers were answered because riding the fourth generation Domane was like reacquainting with a dear old friend, but one who lost a bunch of weight and now goes to therapy. Because this bike is everything the gen-three Domane was, but better.

You can read what I said about the third-generation Domane when I reviewed it and when I wrote it up as our 2020 Bike of the Year and take all of the good stuff and apply it to the new, fourth-generation Domane. But my complaints about it being a little heavy are gone. And with the weight reduction, the gen-four Domane unlocks new performance levels.

The biggest difference is the new bike is quicker, snappier, and just flies. When you hear someone talk about a comfortable road bike, it usually suggests a bike that is squishy and slow feeling. But when you get on a bike that is fast, quick, and communicative but also floats and coddles the rider like a newborn baby, well, that is a special bike. And that is what the new Domane is: Special. A great bike made better. A bike for the modern road rider: Freaking fast, wonderfully comfortable, and oh so practical.

A gear editor for his entire career, Matt’s journey to becoming a leading cycling tech journalist started in 1995, and he’s been at it ever since; likely riding more cycling equipment than anyone on the planet along the way. Previous to his time with Bicycling , Matt worked in bike shops as a service manager, mechanic, and sales person. Based in Durango, Colorado, he enjoys riding and testing any and all kinds of bikes, so you’re just as likely to see him on a road bike dressed in Lycra at a Tuesday night worlds ride as you are to find him dressed in a full face helmet and pads riding a bike park on an enduro bike. He doesn’t race often, but he’s game for anything; having entered road races, criteriums, trials competitions, dual slalom, downhill races, enduros, stage races, short track, time trials, and gran fondos. Next up on his to-do list: a multi day bikepacking trip, and an e-bike race. 

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Trek Checkpoint Vs. Trek Domane: A Helpful Guide To Choose

Trek has created two amazing bikes built for adventures, both on and off-road. The Checkpoint and the  Domane are two of Trek’s best-selling bikes. But which one is right for you?

The Trek Checkpoint is primarily a gravel bike with enough flexibility to be ridden like a road bike while the Domane is primarily a road bike that was created to be taken off-road, as well. The extra ruggedness of the Checkpoint comes at a higher price tag than the Domane. We’ll go over the different components of some of the models of each, starting with the price. 

This article will examine the differences between the Checkpoint and the Domane. We’ll take a look at all of the components from frame material, geometry, brakes, gearing, wheels, and price points to help you understand the differences between the two bicycles.

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Domane Vs Checkpoint 

Let’s take a big-picture look at some of the similarities and differences between the Domane and the Checkpoint.

Trek Domane Models

Here’s a select number of Domane variants and what they offer.

This is Trek's entry-level road bike with a respectable groupset for its price. A perfect choice for those dipping their toes into the world of road cylcing.

Trek Checkpoint Models

Here’s a select number of Checkpoint variants at different price points.

This is Trek's entry-level gravel bike. It's a solid choice for all beginners and most enthusiasts. It has reliable shifting and powerful brakes.

The Checkpoint has more mounts to hold your gear, while the Domane primarily has just a few for water bottle cages. The Checkpoint also has wider tire clearance to adjust the tire’s size to fit the terrain, while Domane has thinner, faster tires. 

The Trek Checkpoint is primarily a gravel bike with enough flexibility to be ridden like a road bike. The Domane, however, is primarily a road bike that was created to be taken off-road, as well.

We’ll go over the different components of some of the models of each, starting with the price. 

Price Points

Budget is always an important consideration when purchasing a new bike. Both the Checkpoint and the Domane are available in a variety of price points.

The prices of the Domane run from around $1000 to over $8000, depending on the model. The lower-end models will have aluminum frames, which costs less to produce. They’ll also have lower-end components, such as Shimano Claris.

High-end components, such as Shimano 105 are available at higher price points. Your bike will still shift fine, it just won’t have as many gears, and the gearing might be a little bit heavier. 

The prices of the Checkpoint, on the other hand, run from $1699 to over $12,000. The base Checkpoint model is a little more money than the base Domane because it comes standard with hydraulic disc brakes and Shimano GRX, which are better suited for gravel. 

The geometry of both the Checkpoint and the Domane is similar, but there are some differences.

Because the Domane is more geared towards road racing, the stack and reach are slightly shorter than on the Checkpoint. This geometry makes it a little more responsive, which some may interpret as twitchy. Although the Domane is marketed as a race bike, Trek also points out that the overall geometry of this bike is for endurance, so it is more comfortable for longer rides. 

On the other hand, the Checkpoint has a slightly longer frame with a higher stack and longer reach . It’s a slight difference but will make the Checkpoint feel a little bit more stable in rough conditions such as loose gravel and sharp turns. 

The interesting point on the geometry of these bikes is that the Domane has a lower bottom bracket than the Checkpoint. A lower bottom bracket means a lower center of gravity, which offers a bit of stability. Conversely, the higher clearance on the Checkpoint gives the bike a little more room for rough terrain. 

If you want a little bit more of a race bike, go for the Domane, but if you want a little more of a gravel bike, go for the Checkpoint . 

Frame Material 

Both the Domane and the Checkpoint entry-level variants are made of aluminum, and if you want to opt for a full carbon bike, you need to spend at least 3300 dollars on the Domane SL5, whereas the cheapest full-carbon Checkpoint SL6 starts at 4000 dollars.

Generally, entry-level bikes are made from aluminum to give them a lower price. Aluminum provides a snappy ride, but it can feel harsh and bumpy, too. You might wear out a little bit faster with aluminum unless your bike comes with a carbon fork and seat post, which will help absorb some of the road chatter. 

If you want a smoother, more compliant ride, you’ll want to invest a little bit more into a carbon frame. It’s lighter, more comfortable, and easier to handle, but they do cost more. 

Both types of frames are suitable for road and gravel; it just depends on your budget and your personal preference.

the Domane, like most road bikes, is geared to keep your perfect cadence, whether going uphill, downhill, or speeding across the flats . It has chainrings in the front, known as a 2x, and a cassette in the back with various cogs.  

The entry-level Domane uses Shimano Claris, which is only an eight-speed bike. This is fine if you’re a beginner, but a more seasoned roadie will want the 11 or 12-speed cassette in the higher models. The higher-end Shimano parts are also lighter, which will help you shave off a little weight on the bike, too. 

The Checkpoint, on the other hand, has more options. Some of the models come in a standard 2x drivetrain. However, a few models also come with the option of using a 1x drivetrain .

A 1x drivetrain on the Checkpoint is significant because it limits the number of gears you have and also means you need to tailor the gears even more specifically to your terrain.  So you’ll either have gears aimed towards keeping that perfect cadence on the flats, gears that will get you uphill easily, or that will give you more speed heading downhill.

Hydraulic disc brakes give you the most stopping power. The Domane offers rim brakes on their cheapest model, which is probably just fine if you are a beginner mainly riding flat roads or at least in good weather conditions.

 However, if you’re hitting gravel or steep descents, you’ll want the higher-end Domane with the hydraulic disc brakes or the Checkpoint, which comes standard. 

The best thing about these bikes is the tire clearance. Trek turned the Domane into an all-road bike by giving it wider tire clearance. So if you want to ride on the road with an occasional gravel ride, you can simply swap out your road wheels for a pair of gravels in 38. 

Beware though that the entry-level Domane has a smaller clearance because of the caliper brakes. It’s not going to be suitable for any serious gravel riding.

If your primary goal is gravel with occasional road rides, you can put up to 45c wheels on the Checkpoint, but swap them out for a pair of slicks when you meet up with your roadie friends. 

Final Thoughts

If you’re primarily an adventurer at heart, the Checkpoint is a better option as it is mainly built for exploring trails, but if you’re first and foremost a speed lover, you should probably opt for the Domane. Once you’ve decided, which one best suits your riding style, you can go up the component charts as far as your budget and needs allow you to.

Happy pedaling!

Sam Benkoczy

Hi, I'm Sam. I own and maintain 6 e-bikes, 15 regular bikes (road bikes, folding bikes, hybrid bikes, city bikes among others). I learned about bikes from my local bike mechanic as well as from bike maintenance courses. I love being out there in the saddle, and using my bike as a practical means of transportation. You can also find me on my YouTube channel at youtube.com/bikecommuterhero Say hi to me at [email protected].

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• Rider Notes

2022 Trek Domane AL 2

An aluminum frame endurance bike with mid-range components and rim brakes.

Manufacturer Price

For This Bike

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Based on frame geometry and build specs.

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

Domane AL 2

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4'11" – 5'3"

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5'3" – 5'7"

5'5" – 5'9"

5'8" – 6'0"

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6'2" – 6'5"

• 6'0", size 56cm, Just right

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

Read Review

Sep 2023 · Alvin Holbrook

Big tire clearance and lower weight give the new Trek Domane AL generation 4 all-road bike credibility both on road and on dirt.

Apr 2023 · Suvi Loponen

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

Jan 2023 · Josh Croxton

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

Easy to use storage compartment with neat & organising tool wrap

Simplified Isospeed vibration damping

38mm tyre clearance

Power meter included

Neat, low-maintenance integrated cockpit

Oh boy is it pricey

I would hope for top-spec tyres at this price

Oct 2022 · James Spender

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

Over-engineered

The new Domane is everything great about the old bike, plus lighter and quicker.

Aug 2022 · By

The Trek Domane SLR 9 certainly wins the prize for the most striking paint job. Thanks to its bright Project One colour scheme, you can’t miss it. But can the bike also outshine the competition in terms of all-road performance with its IsoSpeed system and new Shimano DURA-ACE Di2 groupset? We compared it with six of this year’s best all-road bikes to find out.

Best performance in most scenarios

Lots of long-distance comfort

Very convenient thanks to storage compartment

Mounting points for mudguards

Limited seat post adjustability

Front cable routing takes a bit of getting used to

Jun 2022 · Simon Withers

In these days of ever-increasing bike prices, Trek’s entry-level Domane is still refreshingly affordable

Great handling

Excellent component specification

Willing ride

The handlebar can transmit vibration at high tyre pressures on rough stuff

Last updated June 28 Not listed for 670 days

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The Best Road Bikes for Racing and Endurance

Hit the pavement with these five dynamic picks

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

Shopping for a new road bike can be as fun as it is nerve-wracking. There are hundreds of options, from practical picks to WorldTour-level bikes ridden by the pros. The sheer number of builds, features, and specifications can confuse even the most avid riders.

Fortunately, we have a team of experts who spend their days obsessing over what exactly makes the best road bike for racing, recreation, and endurance. We tapped them to test this year’s crop of 42 bikes all over the world to help you make the right decision.

At a Glance

• Editor’s Choice: Cannondale SuperSix EVO ($8,300)
• Best High-End Performance Race Bike: Specialized Tarmac SL8 ($14,000)
• Best Value: Trek Domane AL ($1,699)
• Best Fast Road Race Bike: Scott Foil RC Pro ($8,999)
• Best Endurance/Performance Hybrid: Lauf Uthald ($4,690)
• Best Versatile Aero Bike: Giant Propel Advanced SL 0 ($12,500)
• Best Sequel: Cervelo Soloist Ultegra Di2 ($6,800)

How We Test

Meet our lead tester, how to choose a road bike.

All gear in this guide was tested by multiple reviewers. If you buy through our links, we may earn an affiliate commission. This supports our mission to get more people active and outside. Learn more .

Editor’s Choice

Cannondale supersix evo.

$8,300 at Cannondale

Test bike: SuperSix Evo Hi-Mod 2 (56 cm) Weight: 16.1 lbs

Pros and Cons ⊕ Lightweight ⊕ Comfortable ⊕ Relatively aerodynamic ⊗ The rider will feel more small bumps and vibrations at the saddle in comparison to the previous generation bike

The SuperSix Evo is Cannondale’s updated lightweight racer. It’s not quite as aerodynamic as the American brand’s aero-at-all-cost SystemSix or as smooth as the Synapse all-road bike, but it is far more comfortable, lighter, and still offers agile handling considering its extremely fast pace. Though this new iteration doesn’t represent the same performance leap as the first model, the upgrades to this version make the bike easier to work on and generally more aerodynamic.

Much of those aero gains are found at the front end. On the previous SuperSix, Cannondale made the well-intentioned decision to route the cables largely internally but in front of the headset bearings, which added bulk to an otherwise slim-tubed bike. It also limited just how much the bars could turn left or right. In the latest system, the cables are routed through the headset bearings using a triangular steerer tube. This allowed Cannondale to make the headtube area much more slender, making for a trimmer, more aerodynamic (and therefore faster), profile.

There are three different tiers of carbon frame construction within the SuperSix Evo family. Most riders will be happy with the standard carbon option, though the Hi-Mod and Lab71 frames are even lighter (and more expensive). We tested the SuperSix Evo Hi-Mod 2, which featured a Shimano Ultegra Di2 drivetrain, Hollowgram R-SL 50 wheels, and a Vision aero carbon handlebar. One small downside: in our 51-centimeter test model, we found the bike to be a touch less compliant at the saddle than the previous generation. Swap from the stock 25-millimeter tires to 28 millimeters or wider, however, and you’ll get one of the best fast road bikes you can buy today.

Read the Full Review

Best High-End Performance Race Bike

Specialized tarmac sl8.

$14,000 at Specialized

Test bike: Specialized S-Works Tarmac SL8 Dura-Ace Di2 Weight: 14.72 lbs

Pros and Cons ⊕ Energetic on the uphill ⊕ Stable on the downhill ⊗ Pricey

There’s no denying that there’s a lot of hype surrounding the Tarmac SL8 race bike —you’re just as likely to see it at the group ride as on your favorite influencer’s Instagram account—and we’re here to report that the hype is real.

The eighth generation of Specialized’s Tarmac comes with all the customary claims of being lighter, smoother, and stiffer. What makes this bike stand out from the competition is how it rides. Its low weight makes it feel eager up punchy climbs, and the frame’s stiffness provides direct, confidence-inspiring steering. As a whole, this bike will make you want to ride farther than you have before.

Specialized offers the Tarmac SL8 in an ultra-lux S-Works model (with their lightest-weight 12R carbon frame) and a range of build kits using a less expensive 10R carbon frame. Both are available in myriad drivetrain configurations from SRAM and Shimano and a range of colorways that we noticed invoked jealous commentary from cycling friends. While our test bike was a top-spec S-Works model—which nets a top-tier drivetrain and wheels alongside their best frameset—the standard Tarmac frames are still among the lightest road bike frames available.

All of this comes at a price—$14,000, to be exact, which is the biggest drawback to the new Tarmac. But if you’re willing to shell out, we recommend models with the less-costly 10R carbon frame, as it offers the same stiffness, compliance, and ride quality as the ultra-luxe S-Works. Those start at $6,500 and still net you a race-ready bike with electronic shifting. Trust us—your bank account will thank you.

Trek Domane AL

$1,700 at Trek

Test bike: Domane AL 4 Gen 4 (56 cm) Weight: 22.8 lbs

Pros and Cons ⊕ Extremely affordable ⊕ Versatile ⊗ Heavier compared to other options

The aluminum Trek Domane (pronounced ‘dough-MA-knee’) is the brand’s least expensive way to get into road cycling. It is also one of the most popular first road bikes out there, thanks in part to its ability to wear several hats. Some cyclists will use this endurance road bike as a swift recreational ride, while others might use it for commuting. For the fair price of $1,699, the iteration we recommend—the Domane AL 4—does both competently.

Much of the Domane’s long-time popularity comes thanks to a comfortable riding position, generous tire clearance, and predictable, composed handling. None of that changes in this iteration. While the Domane offers a choice between several carbon-framed builds, our recommendation is for the Domane AL (AL for its aluminum frame), which offers all of this capability in an unassuming and budget-friendly package.

The Domane is an endurance bike with geometry to match, placing the rider more upright than most road bikes, and ensuring the handling is approachable rather than aggressive. This makes the bike stable-feeling on fast downhills without feeling clunky on the climbs. The generous 38-millimeter tire clearance means you could reasonably ride gravel aboard the Domane AL as well. The touch points—the handlebars, the saddle, and even the bar tape—are high-quality and help the bike feel more than the sum of its parts.

Best Fast Road Race Bike

Scott foil rc pro.

$9,000 at Scott

Test bike: Foil RC Pro Weight: 15.9 lbs

Pros and Cons ⊕ Extremely confidence-inspiring at high speeds ⊗ Pricey and aggressive geometry make it a non-option for some cyclists

What goes up must come down, and going down is when we fell in love with the Foil RC, designed with the singular purpose of going fast. Not only is it stable and confidence-inspiring at the highest speeds, but it gives you enough feedback to feel the speed, too. Its one-piece bars and overall lateral stiffness deliver a responsive ride that makes you want to push harder on every bend of the descent. Its unique seat post provides the comfort of a thin seat post with the aero benefits of a deeper aero-foiled post. The benefit is that the bike rides so comfortably that we felt more confident more quickly than we did while riding many others while going that fast.

Aero bikes are normally heavier than other options, due largely to their larger tube shapes that optimize for aero efficiency first and low weight second. However, our medium-sized Scott Foil RC Pro was light enough that even our climbing-focused testers were happy with its uphill performance.

The Scott Foil RC features an aggressive fit and handling geometry, so it’s not for beginner cyclists. Further, while the Foil RC is less pricey than many other aero road bikes, its high performance comes at a cost. $4,799 nets you the bike itself. An upgrade to carbon wheels will cost you extra, which makes the Foil RC a worthwhile proposition for only a select few. But those riders will be treated with one of the fastest-feeling, confidence-inspiring race steeds available today.

Best Endurance/Performance Hybrid

Lauf uthald race wireless.

$4,690 at Lauf Cycles

Test bike: Uthald Race Wireless Weight: 17.5 lbs

Pros and Cons ⊕ A comfortable, high-value option that will work well for most cyclists ⊕ Easy to maintain ⊗ Out-of-the-box experience takes some getting used to

The Lauf Uthald is either an anomaly in the road bike world or a bike ahead of its time. Lauf calls it a “fast performance bike,” its spec sheet labels it an “endurance road bike,” and the overall package challenges several performance bike norms. Our verdict: The Uthald (Icelandic for “endurance”) is a versatile ride that would work for a wide swath of riders. First, the frame geometry makes it slightly slower to turn than the race bikes on this list and more settled in a straight line at speed. Further, its fit geometry isn’t quite as back-breaking as a race road bike, and not as upright as many endurance bikes. This makes it a great option for riders who want to ride long distances on the road without sacrificing comfort.

Lauf aimed to make the Uthald both versatile in its handling and easy to maintain for the end user, and they succeeded. The traditional stem and bar are easy to swap for fit; the threaded bottom bracket is easy to replace when it wears out; and the bike comes with a high-end but easy-to-fix SRAM Universal Derailleur Hanger (UDH).

As much as the bike’s geometry stands out, its value is what’s truly unique. A complete Lauf Uthald Weekend Warrior Wireless starts at $3,490 which nets you a Uthald frame, a carbon bar and seat post, and DT Swiss alloy wheels. The SRAM Rival AXS drivetrain with wireless electronic shifting does its job wonderfully and comes equipped with a power meter to boot. Overall, the Uthald is a hard-to-beat value proposition with some of the most sensible features on the market.

Best Versatile Aero Bike

Giant propel advanced sl 0.

$12,500 at Mike’s Bikes $12,500 at Giant

Test bike: Propel Advanced SL 0 Weight: 15.2 lbs

Pros and Cons ⊕ Some of the best aerodynamics we tested ⊕ Very light and stiff ⊗ Fully-internal cable routing makes fixes more difficult

Giant set out to improve the aerodynamic efficiency of the 2023 Propel while also making it more of an all-around performer. This bike is still intended to slice through the air, and makes use of truncated airfoil tube profiles everywhere it matters: namely, the down tube, seat testing tube, seatstays, head tube, and fork blades. However, the Propel also now strikes a much more svelte-looking profile that further blurs the lines between the all-out aero machine it’s supposed to be and semi-aero lightweights like Giant’s own TCR Advanced SL.

Even without wind-tunnel testing, it was clear from our first pedal stroke that the Propel Advanced SL 0 is a proper rocket ship. It’s easy to bring up to high speeds and requires less effort to hold them. During group rides, we inadvertently kept riding away from our buddies on non-aero road bikes.

Perhaps more important to everyday riders is how the Propel feels when going fast—it’s a glorious bike to ride. It’s tangibly light and stiff—not just for an aero bike, but for a good road bike, period. The Propel is a wonderful partner on long climbing days and when you feel inspired to attack steep pitches. Sharp stabs at the pedals are rewarded with quick bursts of speed with no hint of delay or hesitation. The handling is equally precise and responsive. It feels somewhat buzzy and electric, but without being harsh or unwelcoming like many other aero road bikes. It’s a veritable eager puppy, always up for another go and brimming with more energy than you.

There’s a smorgasbord of great choices in this category right now. If you’re after the ultimate aero gains, you’ll either have to head into a wind tunnel or do some instrumented on-road testing to find out which offers the most performance for your particular body. However, if you’re the type of roadie that wants to go fast without giving up much in the way of other performance aspects—such as comfort and handling—the Propel is an incredible machine.

Best Sequel

Cervelo soloist.

$6,800 at Backcountry $6,800 at Competitive Cyclist

Test bike: Soloist Ultegra Di2 Weight: 16.5 lbs

Pros and Cons ⊕ Precise handling ⊕ Exceptional power transfer ⊗ Harsh ride on bumpy roads

For 2023, Cervelo revived its game-changing Soloist franchise with an impressive list of updates and improvements that make for a compelling race bike at a fair price. The new Soloist is equipped with a completely redesigned frame, featuring a new carbon layup that has increased stiffness and reduced weight. The bike’s aerodynamics are also far better, with the incorporation of Cervelo’s latest Squoval Max tube shapes.

The cockpit includes Cervelo’s “externally integrated” two-piece handlebar and stem system, which provides a clean and aerodynamic cockpit but still allows tinkering—the cables run underneath the stem and through the headset bearings. It’s not perfect, but the system allowed for easy fit adjustments, and the ergonomic design of the bars provided a comfortable grip.

During testing, the Soloist proved to be incredibly responsive and fast. The bike’s new frame design made for exceptional power transfer, and the tube shapes minimized drag. The bike’s handling was also noteworthy, with precise cornering and stability at high speeds. One thing to note: while we expect a stiff ride from such a machine, it was notably harsh on less-than-perfect roads.

With its upgraded frame design and aerodynamics, the Soloist is a force, and one we’d happily toe a start line with. It might become the most popular Cervelo among self-funded racers for years to come.

What is the difference between a road bike and a gravel bike?

A road bike is designed first and foremost to be ridden on harder surfaces. That generally means roads and bike paths, but chip-sealed, cracked, and pothole-littered roads can be ridden in a pinch on a road bike, too.

A road bike will typically offer a lightweight frame, wheels, and components to match. Almost every road bike these days features a drop handlebar that curls from the top down, as it offers the rider several hand positions while riding. The tires are almost always narrow, typically ranging from 25 millimeters to 38 millimeters, and have essentially zero tread on them in the name of more efficient riding.

Road bikes don’t come with suspension, but they don’t need it for performance on pavement—modern road bikes are smoother and more comfortable to ride than ever. You’re likely not going to find suspension or even wider tires on a road bike, as that’s the territory of a gravel bike.

A gravel bike, which is designed for riding on dirt and gravel roads first, will prioritize grip and comfort for the seat and handlebars. It will do so at the expense of weight and speed on smooth roads and tarmac. Be sure to see our Best Gravel Bikes of 2024 guide for more information.

If you know you want to ride mostly on-road, and you don’t intend to carry any extra gear, then a road bike is the right choice. Choose the gravel bike if you know you want to ride predominantly gravel and dirt paths, or if you’re uncertain exactly where your riding will take you.

What type of road bike do I need?

There are two broad categories of road bikes: race road bikes and endurance road bikes. Each of those has subcategories that can quickly become confusing.

The type of road bike that is best for the majority of riders is an endurance road bike, occasionally called an all-road bike. An endurance road bike emphasizes comfort and approachable handling. They’re typically easier to manage as the speeds increase and offer up to 38 millimeters of tire clearance to smooth your ride. Further, they’re more likely to have mounts for fenders, racks, or even additional water bottle cages. All-road bikes offer as much as 40 millimeters of tire clearance but retain handling characteristics optimized for riding on roads.

The flashiest road bikes are typically race bikes. They’re more likely to place the rider in a lower, more aerodynamic body position that emphasizes speed over comfort. The frames are lighter and offer stiffer riding to help you go faster. Further, the handling is typically more responsive, sometimes bordering on twitchy. Race road bikes typically feature 25 to 28-millimeter-wide tires, and ditch any feature that doesn’t make the bike easier to ride quickly.

Not all race bikes are the same, however. Some are aero road bikes, which have deeper tubes and rims that prioritize aerodynamics and out-and-out speed. Others are called climbing bikes, which prioritize low weight and stiffness at the expense of aero efficiency.

How much do I need to spend on a road bike?

Most of the bikes we’ve tested qualify as high-end bikes, which can cost as much as a used car. However, there are some fantastic road bikes at a more affordable price point. Budgeting to buy a road bike isn’t just buying the frame. Getting the most out of your road bike requires having the right accessories. At a minimum, you’ll need a quality set of bike lights and a well-fitting helmet in the name of safety. Further, you’ll need to budget for a decent set of pedals, and matching shoes if you want to use clip-in style pedals rather than a more accessible flat pedal.

At the entry-level, one can expect to pay anything between $1,000 to $2,000, depending on what features the bike offers. Clothing, including a jersey, shorts, a helmet, and clip-in shoes can cost anything from $150 to $300. Those accessories we mentioned? Expect to pay $100 to 150 at a minimum, and more depending on your specific needs.

How do I choose the right size road bike?

Road bikes come in a range of sizes to fit riders of all heights. This size range is usually expressed in centimeters, though sometimes you’ll find an XS to XL range.

To figure out the correct size for you, go for a test ride. That means standing over the top tube of the bike (sometimes referred to as a crossbar) to see whether you can comfortably stand with both feet flat on the ground. The top tube can touch you, but the bike is a better fit if it doesn’t.

The right-size road bike will place your arms at roughly a 90-degree angle from your torso without feeling uncomfortable. Your knees will have a slight bend in them at the bottom of your pedal stroke. Most importantly, the bike will feel comfortable to maneuver around.

Of course, the best course of action is to go to a trusted bike shop to have a bike properly sized and fit. Having another set of eyes to help you find the correct size bike will ensure your money is well-spent. They’ll help you determine the right bike for you based on your riding experience, mobility, and needs, and they’ll help you determine proper sizing for features like handlebars, saddles, and even your frame.

• Number of Testers: 5
• Number of Bikes Tested : 42
• Longest Test Ride: 142 miles

Five dedicated riders from around the world put 42 bikes through their paces on varied terrain and across hundreds of collective miles—from west Texas to Steamboat Springs, Colorado to Glasgow, Scotland. The road bikes we tested—ranging from entry-level to ProTour worthy—were chosen to encapsulate the best range of bikes on the market today. Yes, we tested road bikes from all the major road bike brands, but we also tested the small brands to cover all bases.

Our test rides included local loops, big days out, group rides, and everything in between. After each ride, we asked each reviewer to judge a bike on the following criteria: Who is it best suited for, and what type of riding was it designed for? What were its strengths, what were its weaknesses, and was there anything that made it stand out above the competition? Every reviewer not only took the time to ride each bike to assess its performance but also built them out of the box and maintained them through weeks of testing to learn more about their ins and outs.

Alvin Holbrook is a tech editor for Velo. He’s been in the bike industry for almost a decade and covers road, gravel, and e-bikes. When he’s not geeking out over bike gear, he uses his background in urban planning to cover stories about active transportation, policy, tech, and infrastructure through the Urbanist Update series. He lives in San Antonio, Texas with his wife and an ever-growing stable of bikes and kitchen utensils.

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• Feb 23, 2023

2023 Trek Domane AL 4 - A Smooth and Comfortable Ride for Endurance Cyclists

2023 Trek Domane AL 4, a bike designed for endurance cyclists who value comfort and reliability. This road bike is built with Trek's proprietary Alpha Aluminum frame, which is lightweight and strong, and features a range of components from trusted cycling brands. Let's dive in and take a closer look at what this bike has to offer.

Design and Features

The Trek Domane AL 4 is designed with endurance cycling in mind, so its features are tailored to provide a comfortable ride over long distances. The bike's Alpha Aluminum frame is designed for durability and lightness, with internal cable routing for a clean look. The frame also features a tapered head tube, which provides extra stiffness and precise steering.

The Domane AL 4's fork is a Domane carbon disc fork with a tapered steerer tube, which provides excellent handling and stability. The bike's flat-mount disc brakes are a Shimano Tiagra hydraulic disc system, which provides reliable stopping power and excellent modulation in all weather conditions. The brakes are also designed with a flat-mount system, which makes them more aerodynamic and lightweight.

The bike's drivetrain is a Shimano Tiagra 4700 10-speed system, which is reliable and efficient, with a wide range of gears for tackling hills and descents. The Shimano Tiagra 4700 groupset also includes a compact 50/34 crankset and an 11-34 cassette, which is perfect for endurance riding.

The Trek Domane AL 4 also comes with Bontrager's tubeless-ready wheels and tires. The wheels are Affinity Disc, with 24 holes and a 21mm width, while the tires are R1 Hard-Case Lite, with a wire bead and 60 TPI, measuring 700x32c. The tubeless-ready system provides a smoother ride and reduces the risk of punctures.

Part specs:

Frame: Alpha Aluminum, DuoTrap S compatible, internal cable routing, flat-mount disc, 142x12mm thru-axle

Fork: Domane carbon disc, tapered steerer, flat-mount disc, 12x100mm thru axle Drivetrain: Shimano Tiagra 4700, 10 speed

Shifters: Shimano Tiagra 4700, 10 speed

Front Derailleur: Shimano Tiagra 4700, braze-on

Rear Derailleur: Shimano Tiagra 4700 Crank: Shimano Tiagra 4700, 50/34 (compact) Bottom Bracket: Shimano RS500, 68mm, threaded

Cassette: Shimano Tiagra HG500, 11-34, 10 speed

Chain: KMC X10, 10 speed

Brakes: Shimano Tiagra hydraulic disc, flat-mount

Wheels: Bontrager Affinity Disc, Tubeless Ready, 24-hole, 21mm width, Presta valve Tires: Bontrager R1 Hard-Case Lite, wire bead, 60 TPI, 700x32c

Handlebar: Bontrager Comp VR-C, alloy, 31.8mm, 100mm reach, 124mm drop Stem: Bontrager Elite, 31.8mm, Blendr-compatible, 7 degree

Seatpost: Bontrager alloy, 27.2

Geometry and Fit

The Trek Domane AL 4's geometry is designed to provide a comfortable ride over long distances. The bike's Endurance geometry features a longer wheelbase and a more upright riding position, which puts less strain on your back and neck. The bike also features a slightly taller head tube, which helps to reduce the amount of stress on your hands and shoulders. This makes the Domane AL 4 a great choice for riders who want to spend hours on the road without sacrificing comfort.

The bike comes in a range of sizes, from 47 cm to 62 cm, so finding the perfect fit should be easy.

I highly recommend taking the time to get properly fitted before purchasing a new bike.

Ride Experience

So, how does the Trek Domane AL 4 ride? In a word, it's fantastic. The bike's IsoSpeed decoupler helps to smooth out rough roads and absorb vibrations, giving you a more comfortable ride. The bike's handling is smooth and predictable, and the hydraulic disc brakes provide excellent stopping power. The bike's Shimano Tiagra 10-speed drivetrain offers a wide range of gears, making it easy to tackle hills and descents with ease.

One thing to note is that the Trek Domane AL 4 is not a race bike. It's designed for endurance riding, so it's not going to be the fastest bike on the road. However, if you're looking to do longer rides, the bike's comfortable ride and reliable components make it an excellent choice.

Maintenance and Upgrades One of the great things about the Trek Domane AL 4 is that it's easy to maintain and upgrade. The bike's components are all from trusted brands, which means that you can easily find replacement parts if needed. The bike's frame is also DuoTrap S compatible, which means that you can add a wireless sensor to track your speed and cadence.

If you're looking to upgrade the bike, there are plenty of options available. You could upgrade to a carbon fiber seatpost to reduce weight and improve comfort or switch to a higher-end groupset for even smoother shifting. The bike's tubeless-ready system also allows you to upgrade to higher-quality tires for even better performance.

Overall, the 2023 Trek Domane AL 4 is a fantastic bike that offers a comfortable ride, reliable components, and a sleek design. It's an excellent choice for cyclists looking to take their riding to the next level and tackle longer rides. The bike's geometry and design are tailored to provide a comfortable ride, while the Shimano Tiagra groupset and hydraulic disc brakes provide reliable and efficient performance. If you're in the market for a new road bike, the Trek Domane AL 4 is definitely worth considering.

Actual weight

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Commentaires

• Domane AL 5 Gen 4

We'll take care of you. Period.

It's our mission to provide you with world-class hospitality every time you visit us online or in-store. We're always here to help you. It's the Trek way.

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All bikes ordered online ship for free to your local Trek shop for professional assembly. Participating retailers will even deliver your new ride to your doorstep!

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'Credibility both on road and on dirt'

'Added capability makes the Trek Domane AL a worthwhile choice for someone looking to dabble in both road bike and gravel bikes. While the bike is still a road bike at heart, its features make it capable enough to ride lighter gravel frequently [...] The gravel bike tyre clearance, mounts for racks and mudguards, and a full carbon fork are nice upgrades to a bike that I think will make a lot of people happy.'

'Tracks nicely across all surfaces'

'A certifiable all-road, any road, dirt road, gravel road bike [...] an excellent value as a solid all-road bike with plenty of room to upgrade key components [...] love the top tube mounts [...] very premium looking bike for a reasonable amount of money.'

"Most bang for the buck"

"The frame is aluminium, the fork is carbon and the accessory mounts are plentiful, meaning that this bike can do much more than a local fondo."

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Trek Domane 2019

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