trek madone slr 9 2019

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Speeding on the Madone SLR really is very addictive. It's impossible to go out for a gentle jaunt. It wants hammer-time all the time. How it stacks up against other aero bikes needs some proper independent wind tunnel testing, but my seat-of-the-chamois impression, along with speed and power data from regular testing loops, confirms that it's easily comparable to the key rival aero bikes in this sector.

Some bikes just look fast, the Madone actually is fast. A regular proving ground for testing bikes is my local chain gang. Where better than a power hour to put a race bike through its paces, with rolling terrain, some punchy climbs and some fast drags, and people a lot fitter and faster than I am to keep up with? The Madone has given me the best advantage yet, not only allowing me to keep up but also slice a massive two minutes off my PB for the 40km route.

It's clearly insanely fast at high speeds. Get it up to 30kph and the speed really ramps up as you pile on the watts. But it doesn't feel quite as snappy at lower speeds, out of tight corners, and the weight holds it back on steeper gradients.

Handling and geometry

The Madone's handling is race-focused, as you'd expect. The new H1.5 geometry, which replaces the previous choices of slammed H1 and relaxed H2, is well judged. It provided a comfortable fit with a bit of stretch to the handlebar.

I shuffled a few spacers about – an easy task as the aero spacers are split – to get my desired position, a bit lower than standard. In the drops, it's an aggressive position but it's comfortable on longer rides too, but then I am used to race bike geometry which certainly helps.

The new two-piece bar and stem allow more fit adjustment than before, with the angle of the handlebar adjustable to suit your preference. The bar is a comfortable shape with the swept back design providing manageable reach to the hoods and drops.

It's a handlebar intended to be ridden in the drops or hoods the majority of the time – there's no tape on the tops. You can still cruise along gripping this section if you really want. The narrow 38cm width is good for reducing drag and keeping your arms tucked in, but might not be everyone's cup of tea. On a bike of this price, you can easily spec the bar width to suit your requirements.

Better brakes

The biggest improvement over the previous generation Madone, in my opinion, is the change from the custom designed integrated brakes with the head tube flaps (Vector Wings, in Trek speak) to disc brakes.

You'll have your own preference of braking system, and Trek is still offering the Madone SLR with rim brakes. In fact, it's one of the few brands still to offer rim brakes – many rival brands have fully embraced disc brakes with their latest aero bikes.

Compared to the slightly finicky integrated brakes of the previous Madone, the hydraulic disc brakes are easy to live with and required no maintenance during my time with the bike. Power is plentiful and lever feel is perfect for meting out the power smoothly in every situation. I experienced some occasional noise in damp weather but never for long.

Another benefit of disc brakes is increased tyre clearance, with 28mm tyres supported. That's a good option if you want to increase comfort. By contrast, the rim brake Madone only takes up to a 25mm tyre.

Fast and comfortable? Fast or comfortable?

I remember riding some of the first generation aero bikes and coming away impressed with the speed compared with regular road bikes, but less taken with the reduced ride comfort. Big aero tubes aren't good for building compliance and comfort into a bike.

Trek's solution, rolled out with the last Madone and upgraded with adjustability on this second generation bike, is the same IsoSpeed decoupler first developed for the Domane, an endurance bike designed to tame the cobbles of Paris-Roubaix.

Trek has now integrated the IsoSpeed decoupler into the top tube, from its previous location in the seat tube, and made it adjustable, allowing you to choose how soft or firm it is.

The IsoSpeed decoupler basically allows the seat tube and seatpost to move independently of the frame in a controlled manner, with a new elastomer bumper to control the rebound. Undo a couple of bolts and you can move a small slider to choose the firm, soft or somewhere-in-between setting.

If you're going from smooth crit circuits to bumpy normal roads you might adjust it frequently. Or, as in my case, you might play around with it for a few rides then just leave it in the softest setting.

Does it work? Yes, it does. How much compliance does it actually provide? Trek says: 'Compliance at the saddle of a 56cm frame ranges from approximately 119N/mm to 175N/mm depending on the slider's position. According to these figures, the new Madone is capable of both more compliance (+17%) and less compliance (-22%) than its predecessor.'

What does that mean on the road? In my experience the IsoSpeed softens bigger impacts, say if you clip the edge of a sunken drain or pothole when you're in a peloton and can't read the road ahead of you.

But make no mistake, the Madone still provides a very firm and hard ride. It just doesn't seem to be sensitive enough to smooth out poorly surfaced roads, the type where the top layer of tarmac has eroded away, or worse still, surface dressed roads. It's easy to overlook when you're galloping along, but on casual rides I found it a bit tiring.

Frame design

If there's an award for the biggest aero down tube, the Madone wins hands down. No other aero bike goes to such extremes to reduce drag as the Madone with massive profiles at the fork, down tube, seat tube and stays, all intended to reduce drag as much as possible.

The two-tone paint job gives an air of quality, a sparkly gloss paint over matt black. It's one of a handful of stock colour options too, and there's also Trek's Project One where a world of custom paint schemes awaits.

Integration is a key buzzword in bike design these days, and with the Trek Madone it's the IsoSpeed decoupler hidden away underneath the top tube, and a new aero handlebar and stem with greater fit adjustment than the old one-piece aero handlebar.

All cables and hoses are routed inside the Madone, right from the front where they are hidden inside the handlebar and stem and into the frame. The only exposed cabling is just where they exit ahead of the derailleurs and callipers.

The Di2 junction box is hidden inside the handlebar for easy charging and gear tweaking.

Aero handlebars are a prime method for reducing frontal surface area, which is why nearly all aero bikes now feature them. The downside is the limited fit adjustment. Trek's new handlebar uses a design that splits the stem, allowing the angle of the handlebar to be adjusted with a range of +/-5 degrees. Under the stem are four bolts you can loosen to adjust the tilt of the handlebar. Computers and other accessories can be bolted to the front of the handlebar using a GoPro-style mount.

As I said earlier, the Madone uses Trek's new H1.5 geometry. This replaces the previous low and stretched H1 and slightly more upright H2 options. The 56cm model, for example, has an effective top tube length of 559.9mm – we might as well call that 560mm – a head tube of 151mm, a stack of 563mm and a reach of 391mm. Trek says it hits the sweet spot, and I would tend to agree.

The seatpost is an integrated design and is easy to adjust with bolts at the back, but you do want to pay close attention to the manual and the recommended torque settings. The saddle clamp is nice and easy to set up, with individual bolts for adjusting the fore-aft and tilt, and there's a choice of setback to tune your position.

For £10,000, this Trek Madone needs to be the ultimate bike, and it nearly is but for a couple of issues. It's specced with the sort of kit you'd expect on this level of bike, including the Shimano Dura-Ace Di2 groupset, which is flawless.

However, I can't help but question the 50/34-tooth compact chainset on a race bike – surely a 52/36 would have been better, Trek?

The 11-28 cassette is largely standard even on race bikes these days, and I appreciated it on some hillier rides.

Bontrager's Aeolus XXX 6 wheels enhance the aerodynamic performance greatly. They look fantastic and they sound great when you sprint the Madone up to speed. The wide profile provides a good base for the 25mm Bontrager R4 320tpi tyres too, and the wheels are tubeless-ready should you want to ditch the inner tubes. I found the wheels a bit of a handful in strong crosswinds but they were never erratic, you just have to be prepared.

I had zero issues with the Bontrager Montrose saddle nor the two-bolt seat clamp, which as I said above provides easy angle and fore-aft adjustment.

All the parts build up to a 7.7kg weight for the size 56cm bike tested. For comparison, the Specialized S-Works Venge in the same size and with similar parts tickled the scales to 7.15kg, so the Madone is carrying a bit of timber.

The Venge is the main rival that springs to mind because it's the aero bike I tested most recently. The Venge is lighter, cheaper (not by much), includes a dual-sided power meter, has more easily adjustable handlebar and stem, and the ride quality is a notch above the Madone. If it was my money, that's where it would be heading.

Other aero bikes we could throw into the ring include the Cervelo S5 Disc and Cannondale SystemSix (we haven't reviewed these bikes yet), Giant Propel Advanced SL Disc (we tested the £3,000 Propel Advanced Disc last year) and Bianchi Oltre XR2 .

> Buyer's Guide: 18 of the best and fastest 2019 aero road bikes

The XR2 is a good comparison because it also attempts to provide extra compliance by infusing the carbon layup with a special vibration-damping material, and it does provide a pretty smooth ride. It's not in the same ballpark when it comes to aerodynamics and integration, though.

Another rival comes from Trek itself: the recently introduced Madone SL, which brings the price down by virtue of using cheaper carbon fibre, though it still comes out of the same mould so you're getting the same aero performance and IsoSpeed decoupler. That range starts off at £3,600 which, if you love the look of this Madone but want to save a bit of cash, could be the bike for you.

The Madone SLR 9 Disc is ferociously fast and will enable you to smash PRs and dominate road races, with striking looks, some clever integration and a faultless build, but the firm ride makes it a chore to ride on regular roads at less than race pace, and it's a bit portly too. Those gripes aside, it's a very impressive bike, but I'm left just wanting a bit more refinement and finesse.

Seriously fast aero race bike with great handling, but not the smoothest and not the ultimate spec it should be

road.cc test report

Make and model: Trek Madone SLR 9 Disc

Size tested: 56cm

About the bike

List the components used to build up the bike.

700 Series OCLV Carbon, KVF (Kammtail Virtual Foil) tube shape, Adjustable Top Tube IsoSpeed, Micro-adjust seatmast, tapered head tube, BB90, flat mount disc brakes, 12 mm thru-axle, invisible cable routing, control centre, precision water bottle placement, Aero 3S chain keeper, DuoTrap S-compatible

Madone KVF full carbon disc, carbon tapered steerer, carbon dropouts, hidden cable routing, flat-mount disc brake, 12 mm thru-axle

Bontrager Aeolus XXX 6 Tubeless Ready Disc, 12 mm thru-Axle

Bontrager R4 320, 320 tpi, 700x25 c

Max tyre size

28 c Bontrager tyres (with at least 4 mm of clearance to frame)

Shimano Dura-Ace Di2, 11-speed

Front derailleur

Shimano Dura-Ace Di2, braze-on

Rear derailleur

Shimano Dura-Ace Di2

Shimano Dura-Ace, 50/34 (compact)

Bottom bracket

Shimano Dura-Ace, 11-28, 11-speed

Shimano Dura-Ace

Not included

Bontrager Montrose Pro, carbon rails

Madone carbon seatpost, 25 mm offset w/integrated light mount

Madone-specific adjustable aero VR-CF, internal cable routing

Bontrager tape

Madone-specific internal cable routing

Madone integrated, stainless cartridge bearings, sealed, 1-3/8in top, 1.5in bottom

Shimano Dura-Ace flat-mount hydraulic disc

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

Trek says, "Madone SLR 9 Disc is the hero of the road disc revolution. Advanced road bike aerodynamics, our lightest OCLV Carbon layup, adjustable compliance and a Shimano Dura-Ace Di2 electronic drivetrain make it the final stop in your search for a top-of-the-line aero road bike.

"A lightweight 700 Series OCLV Carbon frame with Kammtail Virtual Foil aerodynamic tube shaping and road-smoothing Adjustable Top Tube IsoSpeed, KVF full carbon disc fork, 12 mm thru axles, an adjustable aero bar and stem, a 2x11 Shimano Dura-Ace Di2 electronic drivetrain, Tubeless Ready Bontrager Aeolus XXX 6 wheels, a micro-adjust Madone seatmast and Dura-Ace flat-mount disc brakes."

Where does this model sit in the range? Tell us briefly about the cheaper options and the more expensive options

Sits right at the top of Trek's aero bike category, it doesn't get better than this.

Frame and fork

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

Exceptional quality, as you'd expect and hope at this price.

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

Highest grade 700 OCLV is used to make the frame and fork.

Tell us about the geometry of the frame and fork?

Uses Trek's new H1.5 geometry which splits the difference between the slammed H1 and laid back H2.

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

The stack and reach are predictably aggressive given it's a race bike, with a long reach and low stack. The new H1.5 cuts a nice compromise between the previous very slammed H1 and upright H2 geometry. I found the fit very good, only moved some spacers to lower the handlebar.

Riding the bike

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

Yes and no. It's not the smoothest ride on rough road surfaces, but the position makes it comfortable on longer rides.

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

It sure doesn't lack the stiffness you want in a race bike.

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

Extremely well for sprinting out of corners and attacking mates.

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

How would you describe the steering? Was it lively neutral or unresponsive? Quite laid back.

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

Handling is a highlight, with good stability at high speeds, and it's pretty docile at lower speeds.

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

You could go up to 28mm tyres, which might certainly impart a bit more comfort for dealing with crappy road surfaces.

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

I'd like to see a 52/36t chainset and a power meter included at this price.

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

No changes.

The drivetrain

Wheels and tyres

Your summary

Did you enjoy riding the bike? Yes

Would you consider buying the bike? No

Would you recommend the bike to a friend? Probably

How does the price compare to that of similar bikes in the market, including ones recently tested on road.cc?

There are quite a few impressive rivals at this price and it compares well against those, but the lack of a power meter is a glaring omission.

Use this box to explain your overall score

I love the speed and handling and looks, but it's not the smoothest ride and the spec doesn't make it the ultimate bike it needs to be at this price.

Overall rating: 7 /10

About the tester

Age: 31   Height: 180cm   Weight: 67kg

I usually ride:    My best bike is:

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

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

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

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12 comments.

Steve I really feel for you mate.  You'd hope for a few months of silence for that sort of cash and for Trek to maybe support you a little more.

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[quote=ktache]<p>Steve I really feel for you mate.&nbsp; You'd hope for a few months of silence for that sort of cash and for Trek to maybe support you a little more.</p>[/quote]

Thanks ktache

It's a shame because it is a really nice bike otherwise. But, all for naught with poorly made press fit BB.

I have a 2019 Madone SLR 9 eTap. From the first day, bottom bracket creak.

Movement of the bearing on the non drive side has destroyed the frame.

Trek has been quite reticent about taking care of this problem.

Utterly disappointing.

Why is the reviewer comparing it to the 2013 Oltre XR2? The Oltre XR4 is the current model and has been since 2016.

Is this another of these Road.cc recycled articles?

10,000 pound for a reinforced plastic bike!  I bet any money the people at Trek are laughing so much that there must be concerns for health and sanity within the company, not as concerning of course for the loonies that would actually buy something like this at this price.  This bike probably costs pennies to make and the profit margin must be astronomical, nice one Trek.

Trek are not alone of course while people are willing to purchase this 5 minute wonder craze madness at prices that are totally immoral.

The world has gone totally mad, I tell you, you will be telling me next that Boris Johnston will be the next leader of the country, Ha, Ha, Ha, it's so crazy it's not even funny.

Please will somebody wake me up as this dream has become seriously bad and not funny.

yupiteru wrote: 10,000 pound for a reinforced plastic bike!  I bet any money the people at Trek are laughing so much that there must be concerns for health and sanity within the company, not as concerning of course for the loonies that would actually buy something like this at this price.  This bike probably costs pennies to make and the profit margin must be astronomical, nice one Trek. Trek are not alone of course while people are willing to purchase this 5 minute wonder craze madness at prices that are totally immoral. The world has gone totally mad, I tell you, you will be telling me next that Boris Johnston will be the next leader of the country, Ha, Ha, Ha, it's so crazy it's not even funny. Please will somebody wake me up as this dream has become seriously bad and not funny.  

It isn't £10,000 for reinforced plastic.  The Trek frame probably costs less than half the total.

I've read that a lot of people spend £15,000+ on a wedding. Now that is barmy.

Q: Which component would you recommend changing to improve the product? A: None.  Wheels - 6/10....but then again better wheels would no doubt increase the price and lower the already paltry 5/10 value for money score. 

I don't drive.

I have never learned to drive.

I hate cars.

I think they're not only poluting the planet, but also making people selfish and entitled.

But if I were given ten grand to spend, Brewster's Millions style, on a one-off purchase of a form of private transportation, I'd buy something like a Volkswagen Up over this. Even just to park on my drive as an ornamental feature. Or to take apart and admire the engineering of thousands of parts.

£10,000 is simply a ludicrous amount of money for a bicycle. And this one is not even nice to look at.

Plus Trek screwed over Greg Lemond.

handlebarcam wrote: I don't drive. I have never learned to drive. I hate cars. I think they're not only poluting the planet, but also making people selfish and entitled. But if I were given ten grand to spend, Brewster's Millions style, on a one-off purchase of a form of private transportation, I'd buy something like a Volkswagen Up over this. Even just to park on my drive as an ornamental feature. Or to take apart and admire the engineering of thousands of parts. £10,000 is simply a ludicrous amount of money for a bicycle. And this one is not even nice to look at. Plus Trek screwed over Greg Lemond.

It’s only ludicrous if you can’t afford it.

Htc wrote: handlebarcam wrote: I hate cars. I think they're not only poluting the planet, but also making people selfish and entitled. £10,000 is simply a ludicrous amount of money for a bicycle. And this one is not even nice to look at.

True. Once you get above a subsistence level of income and start to be able to afford non-essential "luxuries", there are those who will question how you spend your money. I for example think it is ludicrous to spend £1,000 on a mobile phone, with a useful life of 2 years, after which it is extremely difficult to recycle, but plenty of i-phone users would disagree. There are those who who spend £10,000 on a cruise after which they have nothing to show but a few selfies, or spend £10,000 on a hifi component or camera, or £2k per year on golf club membership, and why not if they have the cash and that's their interest?  But in the context of any of these, a bike, which will probably still be giving somebody some use 15 years from now,  (hence, unlike your unused VW UP, mitigating  the pollution caused by its manufacture and eventual disposal) doesn't seem to be a bad choice.

You could argue that consumerism in general might be screwing the planet, but I'd put bikes a long way down the list of problem items!

Htc wrote: It’s only ludicrous if you can’t afford it.

If you want to try to redefine the word "ludicrous" out of existence, well... that's pretty ludicrous in itself.

It may be expensive, but, I mean this is not a bike you would buy if you're not into cyclism and if you don't have the money to afford it. Inform yourself about high-end bike prices, and you will see that they can price up 16k sometimes. Everything can be expensive when it is high-end. Wanna buy a high-end TV or a high-end gaming PC, 3K at least. Same thing goes about cars!

Imagine you drive in a Porsche and I tell you "woah men at this price I'm better off buying a house" it's the exact same thing. Of course a car is more useful then a bike, but this bike however isn't something you would buy  just to ride occasionnally in the week-end, it's totally for those who practices regularely, and whom are into competition.

Anyways I'm surprised this is only rated 3.5 haha

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Trek Madone SLR 9 Disc 2019 Review

The Best. Le Meilleur. The latest generation of the Trek Madone SLR 9 Disc promises to be even faster, more aerodynamic and lighter. With its oversized tubing and eye-catching paint scheme, the 2019 Trek Madone SLR 9 Disc definitely stands out, and thanks to the IsoSpeed suspension, supposedly even aero bikes can be comfortable. Has Trek succeeded in doing so, and will it be enough to beat the competition?

For an overview of the test fleet head to the group test : The best aero bike of 2019 – 3 race machines head-to-head

The Trek Madone SLR 9 Disc 2019 gets you a lot of bike for € 11,499; no other bike in the test field features tubes as massively oversized. Rather than looking clumsy, however, the Madone looks as if the whole thing has been popped out of a single mould, thanks to the harmonious design and the organic shapes. The gorgeous matt black frame, paired with glossy logos and colour accents screams speed. Only when examining it closely will you discover Trek’s individually adjustable IsoSpeed damper, which is designed to provide adjustable flex between the frame and seat tube for comfort. The designers have done a great job of integrating the damper into the overall design. As with the competition, integration is one of the key aspects of the Madone. Cables and hoses are routed internally through the cockpit and the frame and the Di2 junction box is hidden in the handlebars. The chain catcher, as well as the cadence and speed sensor, are hardly visible, and the aerodynamic transition between frame and fork is much smoother when turning than compared to the competition.

No matter the light – the Madone looks imposing

Trek has also installed a steering block to prevent damaging the internal cables. The integrated seat post (ISP) is beautifully colour matched and the adjustment is easily accessible. The only drawback is the open design on the back, which is susceptible to collecting dirt. A cover would have been nice. On a positive note, the saddle clamp has an attachment point for Bontrager’s Flare RT tail light, which slots in beautifully under the saddle for increased visibility and safety on the road.

The cockpit of the Madone is definitely a highlight. The cables and hoses are routed through the bars and disappear directly into the frame. The handlebars are clamped from below with four bolts, which requires some practice if you want to avoid unsightly gaps. Advantage: the angle of the handlebars can be adjusted individually and when everything is in place, you have a great looking, tidy cockpit. We liked the slightly flared drops off the bat, offering a great compromise between an aerodynamic position on the hoods and control in the drops. Besides looking clean, the stem is horizontal with the ground – the #slamthestem community will be happy. For those who want to mount their GPS device on the cockpit, Bontrager has got an appropriate option in its catalogue of accessories. With regard to the hefty price tag, we would have expected this – as with Specialized – to be a part of the standard spec.

The Trek Madone SLR 9 Disc 2019 in detail

The Madone doesn’t disappoint when it comes to the components, offering a mix of the high-end Shimano DURA-ACE groupset and Bontrager’s own XXX carbon components. The DURA-ACE Di2 R9170 comes with a compact 50-34 crankset and an 11-28 cassette, 160mm brake rotors, and 60mm deep Bontrager Aeolus XXX 6 tubeless ready wheels, which in combination with Bontrager’s 25mm wide R4 320 tyres provide the lightest wheel-tyre combination in the test field. The geometry of the Madone is new: the H1.5 geometry now offers only one geometry variant which is meant to provide “the best of both worlds,” instead of the race-oriented H1 and the more comfortable H2.

Drivetrain Shimano DURA-Ace DI2 Wheels Bontrager Aeolus XXX 6 Brakes Shimano DURA-ACE 160/160 mm Tires Bontrager R4 320 Weight 7.63 kg Price € 11,499

If the standard colours of the Madone aren’t flashy enough for you, for an additional € 1,200 the one-off Trek Project One ICON paint job, only available for the Madone, might be the ticket. The “regular” Project One finishes are available as well for € 600.

Anyone expecting sluggish and cumbersome handling due to the sheer volume of the frame will be taught otherwise right from the get go. The Trek Madone surprises with its nimble and agile handling and gets up to speed very quickly thanks to the stiff frame and the light wheelset. When pedalling you can feel the efficiency, which is a joy when climbing too. The Madone isn’t only fast, but also sounds that way. Thanks to the large volume of the frame, the whoosh of the Madone announces itself like a low flying jet.

Tuning Tips:

• 140 mm rear brake rotor for better braking balance
• matt black carbon rims for a more matching look
• steerer spacers must go
• semi-compact crank instead of compact crank

The geometry of the Trek Madone SLR 9 Disc 2019

Going downhill, cornering and also on the straights, the Madone impresses with its confidence inspiring stability in all situations. It corners like it’s on rails and the Trek even makes quick direction changes feel easy. Hard braking never feels uncontrolled whereby we would actually have preferred a 140 mm rotor instead of the 160 mm rotor at the rear, for a better distribution of braking power.

When it comes to comfort, the Madone easily puts the competition in its wake, thanks to the IsoSpeed shocks. Individually adjustable, they offer a high degree of comfort at the rear, which is almost at the level of a comfortable non-aero bike. Vibrations, bumps and potholes are muted by the IsoSpeed shock, making even long rides a joy. Despite all this extra comfort, Trek manages to keep the weight of the size 56 at 7.63 kg, slightly lighter than the Cannondale. The front is a lot stiffer, but the fork and a slightly flared handlebar combined do a great job of absorbing vibrations and bumps. We’re going to go out on a limb and say we would try Paris-Roubaix on the Madone.

A great feature for the mechanics who want to tinker with the Madone is the opening beneath the bottle cage, which gives access to the cables in the frame.

The 2019 Trek Madone SLR 9 Disc convinces with its absolutely outstanding riding characteristics in all aspects. The stability combined with first-class agility and the incredibly high level of comfort for an aero bike not only ensures fast times but also good times. The sprightly but composed handling conveys a lot of confidence and gladly forgives occasional rider errors. Despite the IsoSpeed shocks, Trek manages to keep the weight of the size 56 down at 7.63 kg. The Madone is a masterpiece of engineering. Trek has created an aero bike for everyone – from beginners to professionals, everyone wins, and it’ll make a lasting impression at the café too. A deserved best-in-test for the € 11,499 Trek.

– best handling in test – comfort – integration of the IsoSpeed shock

– compact cranks – missing cover for the ISP adjustment – is no longer in our garage

Uphill | Downhill | Stability | Comfort

For more info head to: trekbikes.com

The test fleet

All bikes in test Cannondale SystemSix Hi-MOD DURA-ACE Di2 | Specialized S-Works Venge 2019 | Trek Madone SLR 9 Disc 2019

This article is from GRAN FONDO issue #010

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Words: Photos: Benjamin Topf

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TriTech for the Masses

2019 Trek Madone SLR – First Look

Yesterday we shared the new BMC Timemachine ROAD – a bike 5 years in the making. And at 5 years BMC is delivering a new bike in the timespan we typically expect for generational gaps between new frames. But Trek it seems doesn’t except “typical” expectations. What others took 5 years to do – they decided to do in 3. Meet the all new Trek Madone SLR – a bike that starts with the still front of the pack 2016 Madone and pushes the boundaries yet again.

The Trek Madone SLR

The first thing to know about the new Madone is that there is not one new frame being introduced, but in reality two. Yes you will be able to get a Madone with either disc or rim brakes (something almost unheard of with the latest generation of super aero bikes). And while some may see that as a fairly easy offer – the truth is quite the opposite. Trek is producing two sets of frames with two sets of forks both of which are aero optimized for their specific needs. (The flip side is that while the last Madone was offered in both H1 and H2 geometries, the new SLR gets a single goldilocks H1.5 geometry.) So where did Trek start with this new bike – the new Madone aims to be the best all-around race bike and a refinement of the current Madone. Trek engineers wanted to improve comfort, fit, integration, and overall refinement over the current Madone while keeping or bettering it aerodynamically and at the scales.

Did they succeed? Lets start with aerodynamics. Final new Madone numbers show an average of 3216g across a -12.5° to 12.5° yaw sweep vs the current Madone at 3202g. A 14g difference that was within Trek’s project goal and within a wind tunnel’s experimental error band.

And at the scales Trek had to deal with adjustable compliance technology, a rebound damper, split bar and stem, and a redesigned aesthetic that they believe make this the best all-around race bike but also add quite a bit of weight. The disc brake bike was assigned a target of 7.5kg. The result is that the rim brake bike matches the current Madone (7.1kg), and the all-new disc brake bike that weighs in at 7.5kg depending on paint scheme.

Knowing that Trek hit their goals – lets dive into what’s new with this bike. And it all starts with the new Top Tube Adjustable IsoSpeed. Adjustable IsoSpeed was first released on the seat tube of Trek’s Domane line. Top tube IsoSpeed on the Madone SLR is adjustable to customize the compliance to rider preference and terrain.

The Madone Adjustable Compliance technology is comprised of two frame elements integrated into each other just like the Domane SLR but has been rotated into the top tube for aerodynamic advantage. This method also aids in more uniform compliance for all frame sizes. Lastly, Trek has implemented hardware on the back of the seat tube that offers rebound damping characteristics to the bike. The two frame elements are connected by the IsoSpeed Decoupler and the bolted joint at the front. In between the two frame elements is a vacant space with an adjustment slider that can move along the entire path. The seatmast element utilizes the IsoSpeed Decoupler to transfer the aft deflection of the upper aero section of the seatmast to an upward deflection of the lower seatmast element. The vacant space allows the lower seatmast to deflect in the upward direction while the main frame top tube element remains independent from the lower seatmast. The slider contacts both the lower seatmast element and main frame top tube element to limit the upward deflection of the lower seatmast per the rider’s preference. If the slider is towards the front of the frame, a rider will experience more compliance because of the greater vacant space that allows the lower seatmast to deflect more. If the slider is near the back of the frame towards the IsoSpeed Decoupler, a rider will experience less compliance because the slider is inhibiting deflection in the vacant space in front of it.

The result is that the new Madone is up to 17% more compliant over its predecessor when set to the most compliant setting and 21% stiffer in the stiffest setting. Top Tube IsoSpeed is damped to rebound in a smooth and controlled motion providing the rider more stability. Rebound is reduced by 13% on the New Madone SLR over the current Madone.

The new IsoSpeed is applied to Trek’s new H1.5 geometry. H1.5 is meant to split the difference between the aggressive positioning the pros use and the slightly more relaxed geometry us meremortal age groupers are looking for.

The previous Trek Madone was one of the first truly integrated aero road bikes and the Madone SLR builds on that legacy. Trek’s bar and stem for the new Madone has been separated into a more traditional, yet still proprietary system. This new set up offers 40 possible configurations versus the 26 possible configurations when considering the H1/H2 frames. Riders also get the added benefit of +/-5 degrees of bar roll to allow deeper fit refinement. The -7deg stems offer the industry standard set up and the -14deg stems are intended to allow current Madone H1 riders to match their same fit as well as offer more flexibility to new consumers. Stems are offered in 90mm to 130mm lengths in both -7° and -14° angles. The bar receives one additional width size and is offered in Variable Radius Compact Flare (VRCF) fit in widths from 38cm to 44cm. With these expanded options, changing fit is now easier and more affordable.

As on the current Madone and now again on the new Madone, the IsoSpeed system once again frees up the seat post to use the Kammtail Virtual Foil technology. The seat post head continues to use an independent pinch bolt and rail clamp system to allow for infinite tilt and setback adjustment. Also, new for the seat post is an integrated internal wedge design to provide a cleaner look to the back of the seatmast. No more external wedge clamp design and now the back of the seatmast will be fully painted. The post now comes with four color options as well as full customization through Trek’s P1 program. Lastly, to integrate safety into the design, a Flare R light mount has been designed to clip onto the back of the seat post head and offers a clean and integrated look.

Those looking to go a little more in-depth on the new technologies and testing protocols can check out the new Madone’s white paper here .

The new Madone SLR is available in 4 builds today. All SLR frames are built with Trek’s 700 Series OCLV Carbon and are available in multiple color ways (with some paint options having an upcharge of $500). At the top we have the Madone SLR 9 Disc starting at $11,999.99. The SLR 9 gets Shimano Dura-Ace Di2, Bontrager Aeolus XXX 6 wheels, and a Bontrager Montrose saddle with carbon rails.

Next is the SLR 8 rim brake model starting at $7,499. For that you get Bontrager Aeolus Pro 5 wheels, Shimano Dura-Ace (mechanical), and a Bontrager Montrose Elite saddle with titanium rails.

The SLR 6 Disc rounds out the last two models and is available in both mens and womens models for $5,999.99.  Women specific touchpoints like saddle, handlebar width and stem length that are spec’d to fit most women better from the start. Both models get a Bontrager Aeolus Comp Disc wheelset and Shimano Ultegra mechanical. The womens version gets a Bontrager Ajna Elite with titanium rails and the men get a Bontrager Montrose Elite saddle with titanium rails.

You can check out the full range of bikes at https://www.trekbikes.com/us/en_US/madone-slr/ .

Our Thoughts

With such a short hiatus between new bikes we are seriously impressed with the amount of innovation in this new bike. And we are even more excited to see if (and hopefully how) this IsoSpeed technology is applied to the next generation Speed Concept (which has been on the market for 5 years now! Stay tuned for an in-depth review in the coming months as we get a chance to have some seat time with this new bike. And until then keep an eye on AeroGeeks.com for the latest from the Tour and Eurobike.

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Trek Domane SLR 9.9 Project One first ride review

Eye-burstingly expensive but bum-coddlingly comfortable

Rob Spedding

Incredible levels of comfort, potential gravel-dabbling versatility and the adjustable IsoSpeed system is genuinely useful

Very expensive, even for base-level models

The third generation of the Trek Domane carries the revised rear IsoSpeed layout first seen on the new Madone , has massively increased tyre clearances, features neat integrated storage, and has a host of aero-improvements that make it a true — and truly comfortable — super bike.

• The 2020 Trek Domane gets more aero, more adjustable and goes disc-only
• Trek’s cheapest ever Madone is here
• Best road bikes 2019: how to choose the right one for you

2020 Trek Domane SLR9.9 Project One key specs

• Updated frameset with top-tube mounted IsoSpeed system
• Semi-internal cable routing
• SRAM Red eTap AXS groupset
• Bontrager Aeolus XXX 4 wheelset
• Bontrager R3 28mm tyres
• Project One bikes start at £9,650 / €10,500

More comfortable, more aero, more faster-er

The headline figures for the new Trek Domane SLR are impressive — Trek claims the bike is up to 27 per cent more compliant than the previous flagship Domane, “one minute per hour faster” than the last model and the top-end Project One version we were given to test around the roads of Padova, Italy, has a £9,650 / €10,500 ($ N/A) price tag.

I’m not expecting you to feel sorry for me but that last figure is actually one of the problems with bike launches — we get to ride the toppest of top-spec machines and, with few exceptions, they’re always impressive. And Trek will be pleased to hear that their flagship Domane Mk. III is impressive.

I’m going to start with the faster claim. While not an overtly aero bike in the same vein as the Madone, Trek has generally cleaned up the Domane to make it more slippery.

There’s nothing instantly obvious — no Kammtail seat tube, air-slicing fork designs or minuscule clearances between tyre and frame. Cables, however, are now almost entirely internal which will go some way to reducing drag.

Almost entirely internal? Trek has opted to only internalise the cables from the top tube back, which is something that I’m happy to support. Should you want to swap your bars or, you know, travel with your bike, there’s no battling with a complicated, proprietary internally-cabled stem and bar system.

Is this setup faster than the last Domane? Well, the external ‘cabling’ on this rider surely negated any aero gains from the bike but, I was lucky enough to ride last year’s Madone SLR at its launch and that, genuinely, felt like a rocket ship. Even when I was feeling rinsed, I’d look down at my Wahoo and be amazed at the speeds I was sustaining.

The Domane didn’t quite perform such miracles and doesn’t have the same accelerative oomph as the Madone but, honestly, it feels fast enough, not least for an endurance bike.

Our test model was rolling on Bontrager’s excellent Aeolus XXX 4 47mm-deep aero wheels — these are stiff, stable and quick and complement the frame well.

We’re used to bike brands telling us how their latest and greatest bikes are lighter than ever before but the new Domane has put on around 200g over the previous iteration, but then the same — at the very least — can probably be said for me compared to when I rode that Madone.

I can’t say that the Domane felt like a slouch on the climbs — I did and our Italian ride guide Allesandro will vouch for that — but it isn’t necessarily designed to be a KOM-killer in the same vein as the Emonda . You’ll have to wait for the climbing verdict of someone far skinnier for a definitive view of the Domane’s ascending attributes.

Tyre-wise, you can fit rubber up to 38mm-wide on the new Domane with 4mm of clearance on either side, and all bikes below the 9.9 we were riding will ship with new 32mm tyres.

It’s de-rigueur to point a comfort bike at potholes and the Domane, with its front and rear IsoSpeed, does a truly excellent job at soaking up all but the biggest hits

These, claim Trek, roll faster than narrower tyres in almost all conditions and help contribute to the Domane being their most versatile road bike ever. Could the Domane be a road and gravel machine rolled into one? Certainly, the journalists who took the Domane on a hard, fast and technical gravel ride seemed impressed.

For the road ride, we were running standard 28mm rubber and this was in no way detrimental to the Domane’s main selling point — its comfort.

• Best road bike tyres in 2019: everything you need to know

Okay, the Italian roads we were riding were, on the whole, pretty good but there were still opportunities to test the bike’s compliance. It’s de-rigueur to point a comfort bike at potholes and the Domane, with its front and rear IsoSpeed, does a truly excellent job at soaking up all but the biggest hits.

The star of the Domane’s cushioning show is the adjustable toptube IsoSpeed damper... you can tune your Domane from racy stiff to smooth operator in just a couple of minutes

When we did encounter a rutted, broken asphalt descent the Domane handled it with aplomb — the compliance encourages you to descend faster and brake later than you might on a more rigid machine.

The star of the Domane’s cushioning show is the adjustable toptube IsoSpeed damper, which debuted on the Madone in 2018. Undo a couple of allen bolts below the top tube and a slider is revealed — move it forwards and you add more flex, backwards and the bike stiffens up.

As with the Madone, this really does work and there’s a tangible difference, meaning you can tune your Domane from racy stiff to smooth operator in just a couple of minutes. It’s worth mentioning that the top tube-mounted IsoSpeed system is only available on SLR models, although the SL’s will inherit the tuneable seatpost IsoSpeed currently found on the outgoing range toppers.

The front end IsoSpeed isn’t tuneable but does a good job of isolating shocks through the bars and the bars themselves are carbon IsoCore models. These have a layer of elastomer within the carbon which Trek says adds another 20 per cent of cushioning to the front end.

Elsewhere, our test build was decked out with SRAM’s Red eTap AXS 12-speed groupset . We love it, simple as that and, of course, the fancy Project One pearlescent paint is always a hit with any MAMIL who once lusted after a TVR Chimera .

2020 Trek Domane Mk. III early impressions

Obviously, we want to spend a lot more time on the new Domane and will be getting our hands on one back in the UK soon but first impressions are good.

It’s an excellent bike that does a very good job of catering for both fans of speed and connoisseurs of comfort. Of course, we’re also keen to test the more affordable — though the base Tiagra-equipped model comes in at a pricey $2,499 / €2,299 / £2,100 — 2020 Domane SL models as these are likely going to be more relevant to more riders. Watch this space.

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Trek Madone range: Which model is right for you?

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Despite being named after Lance Armstrong’s favourite training climb , the wind cheating Trek Madone is destined for flatter terrain. The aero bike within the brand's wide ranging collection received a major overhaul in its sixth iteration, launched for 2019.

Whilst the outline of the bike does not look dissimilar to the 2015 launched fifth version, a lot has changed when we explore the top end Trek Madone SLR in greater detail.

In the past, the Madone models were split into SLR (top end), SL (middle) and 9 Series (entry level) versions. For 2019, there is just one SL model, at £3600, and the rest are SLR - where a frameset is £4000.

The geometry has been adjusted as well. Trek splits its fits into 'H1' - low and agressive, and 'H2' - a little more relaxed.

>>> Trek Madone SLR 9 Disc review

For 2019, the surviving SL uses an 'H2' fit whilst the SLR offers an 'H1.5' geo. This was developed alongside Drops women's team, sponsored by Trek during 2018, and means there's a choice of low and high-stack stems provided to help riders fine tune the perfect fit.

In addition, the two piece aero bar can be tilted to +/-5 degrees, something that's very rarely possible on an integrated cockpit. The cables are hidden, which looks great and cuts resistance further, and the new models have 'Blendr' compatibility, which allows you to use Trek's system to mount your cycling computer and lights with minimal disruption.

Typically, aero bikes are not known for their comfortable ride quality. However, whilst Trek has offered a rear IsoSpeed decoupler on its Madone for some time, the new SLR provides an adjustable top tube decoupler.

The IsoSpeed system was introduced for the brand's endurance Domane, and creates flex in the frame which helps to dampen out road buzz. This new adjustable top tube version is tweaked via a 2.5mm Allem key and allows riders to switch between a level that's 17 per cent more compliance, vs one which is 21 per cent stiffer, than the previous 2015 model.

Moving the position of the decoupler reduces rebound caused by the flex, and it also allows for a better level of consistency across all frame sizes - formerly, smaller frame sizes suffered due to a shortening of the spring involved in the movement.

Continuing into the 2019 range is Trek's windtunnel tested Kammtail Virtual Foil (KVF) tube shaping, which employs a truncated-tail design to slice through the wind.

Trek no longer produces women's specific frames , instead offering the Madone SLR in women's and men's builds, the former of which comes specced with narrower handlebars and a women's saddle.

Trek Madone SLR & SL 2019 models

The SLR models differ from the sole surviving SL by virtue of the H1.5 fit, top tube IsoSpeed Decoupler, and the use of a higher end carbon - 700 OCLV ( more on OCLV here ).

There are rim and disc brake models on offer, and all versions useBontrager Aeolus Comp 5 wheels. If you want to personalise your Madone SLR, you can do so with a Project 1 paintjob, too.

The SL, by comparison, has the old IsoSpeed decoupler, H2 fit, and uses 500 OCLV carbon which will be fractionally heavier.

The spec options are:

• Trek Madone SL6 (rim): Shimano Ultegra, £3600
• Madone SLR 6 Disc: Shimano Ultegra, £5400 (£5950 with P1 paint)
• Madone SLR 6 (rim): Shimano Ultegra, £5500 (with P1 paint)
• Madone SLR 7 Disc: Shimano Ultegra Di2, £7550
• Madone SLR 8 Disc: Shimano Dura Ace, £7750
• Madone SLR 8 (rim): Shimano Dura Ace, £6750 (£7300 with P1 paint)
• Madone SLR 9 Disc: Shimano Ultegra Di2, £10,000 (£10,550 with P1 paint)
• Madone SLR 9 (rim): Shimano Ultegra Di2, £9550
• Madone SLR 9 eTap Disc: SRAM eTap, £10,550
• Madone SLR frameset: £4000

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Trek Madone SLR 9 Disc eTap

Madone is in a class of its own.

Madone SLR 9 Disc eTap pairs the aerodynamics and ride quality of the ultimate race bike with the reliability of SRAM’s fully wireless Red eTap electronic drivetrain. It’s built with our best Madone OCLV Carbon frame, Adjustable Top Tube IsoSpeed, flat-mount hydraulic disc brakes, and Bontrager Aeolus 6 XXX Carbon wheels.

A lightweight 700 Series OCLV Carbon frame with Kammtail Virtual Foil aerodynamic tube shaping and road-smoothing Adjustable Top Tube IsoSpeed, KVF full carbon fork, an adjustable aero bar and stem, a 2×11 SRAM Red eTap wireless electronic drivetrain, Tubeless Ready Bontrager Aeolus XXX 6 wheels, a micro-adjust Madone seatmast, and flat-mount hydraulic disc brakes.

Madone offers a complete aero braking solution, whether you prefer the weight savings of direct mount rim brakes or the all-weather stopping power and additional tire clearance of disc brakes

It's right for you if...

You want every advantage in speed and handling, and want a bike with the best tech available: our highest-end Madone frame, hydraulic disc brakes, and a full SRAM Red eTap wireless drivetrain

The final word

Madone SLR 9 Disc eTap is built with the fastest road bike frame we make, but what sets this model apart is the fully wireless SRAM Red eTap electronic drivetrain.

The aero advantage

Discover more.

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Wilson announced as the oldest member of Trek's new factory program

• Rider Notes

2021 Trek Madone SLR 9

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

Manufacturer Price

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

Madone SLR 9

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• 5'11", size 56cm, Fits small
• 5'7", size 52cm, Just right

Dec 2022 · Sam Challis

The new Madone is leaner, meaner and wickedly quick

Very fast ride feel

Smart componentry design

Light weight

Narrow bars take some getting used to

Vulnerable in gusty conditions

Read Review

Jun 2022 · Matt Hansen

The frame features striking new tube shapes and radical rear triangle

Mar 2022 · Ben Delaney

The Greek god of the winds invoked at three points on the sprinter's bike.

What’s better than Trek’s Madone SLR? How about a Madone SLR that’s lighter? Or one with a different bottom bracket? If either of those sound good to you, then you’ll want to check out the 2021 Madone SLR. The SLR addition to the Madone name gives the indication that this isn’t your average Trek. In […]

Dec 2019 · Symon Lewis

Cycling Weekly has shown that the Trek Madone is one of the fastest aero bikes available today, but has the update with discs made it even better? I certainly think so

Ride quality

Performance

Jun 2019 · David Arthur @davearthur

Seriously fast aero race bike with great handling, but not the smoothest and not the ultimate spec it should be

Mar 2019 · Warren Rossiter

Winner of best superbike in our annual Bike of the Year awards is the latest evolution of Trek’s flagship aero bike

Groundbreaking comfort, stunning handling and seriously rapid

Five-figure price tag

Nov 2018 · Manuel Buck

Das Beste. The Best. Le Meilleur. The latest generation of the Trek Madone SLR 9 Disc promises to be even faster, more aerodynamic and lighter.

Last updated July 26 Not listed for 268 days

• Madone SLR 9 Disc

2019 Trek Madone SLR 9 Disc eTap

• Description

Bike Specifications

Professional reviews.

The 2019 Trek Madone SLR 9 Disc convinces with its absolutely outstanding riding characteristics in all aspects. The stability combined with first-class agility and the incredibly high level of comfort for an aero bike not only ensures fast times but also good times. The sprightly but composed handling conveys a lot of confidence and gladly forgives occasional rider errors. Despite the IsoSpeed shocks, Trek manages to keep the weight of the size 56 down at 7.63 kg. The Madone is a masterpiece of engineering. Trek has created an aero bike for everyone – from beginners to professionals, everyone wins, and it’ll make a lasting impression at the café too.

Manuel Buck, Gran Fondo Please note the specific model reviewed may be different.

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First Ride: 2019 Trek Madone SLR 9 Disc

When aero and compliance work in harmony.

As they have done since the Lance days, Trek Bicycles used the Tour de France to roll-out a new Madone road bike. We received our Madone SLR 9 bike just a few days ago and had to wait until the embargo lifted today before we could say anything about it.

When we first pulled our new Madone SLR 9 out of the box, owing to its fancy paint scheme we figured that someone at Trek had mistakenly sent us a bike from their in-house Project One build/paint program. Although not everyone loved the color scheme, there was no denying that it was a work of art. The good news? The bike, with what’s called a Matte Dnister Black/Gloss Sunburst finish was actually a production color. Wow!

What makes the bike so unlike all the other aero bikes is its use of Trek’s proprietary IsoSpeed rear suspension (borrowed from the Domane and previously referred to as the Isospeed Decoupler). Although Trek will never use the word “suspension”, the design does provide an ambitious amount of rear end travel (or compliance) when the rider is seated.

The Madone used by the Radio Shack squad.

The is the Madone race bike ridden by Jens Voigt – it was the last of the hardtail versions.

This was the first version of a Madone using the IsoSpeed suspension, but unlike the new version, the Isospeed was located at the seat tube cluster and was non-adjustable.

The new Madone revels with a collection of KammTail Virtual Foil shaped tubes and fork.    Trek is making the bike available in four different models with the price of the entry-level Madone SLR 6 starting at $5999. There is also a women’s version and a rim brake version (the SLR 8) which starts at $7499. The Madones are available in eight sizes and although originally made famous for their production at the Trek factory in Waterloo, Wisconsin, the OCLV Carbon frames are now made in Asia.

What has taken the place of all the old carbon manufacturing floor space is basically a giant paint shop where the Project One bikes are finished. The color options out of Project One are nearly endless and although they are a definite up-charge they provide first-rate paint to create your own personal look. Our bike was finished off with a Project One paint scheme (a $500 upcharge) which is basically a P1 stock finish that doesn’t require a special order – or additional $1000.

This is what the Isospeed system looks like when it is unbolted from the top tube. From the seat cluster to the stem, there are some small caps and covers that give the bike a bit of a jigsaw puzzle feel. With a 98.1cm wheelbase, the bike cornered well with the Isospeed providing added traction that allows the rider to stay seated and pedaling.

As has become all the rage this year, the Madone too runs all the cable internally through the stem, but luckily they don’t spec a fixed, one-piece bar stem combo. The carbon aero bar has a slight rear sweep to it which minimizes discomfort due to the sharp edges.

For more info: Trek Bikes

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• Madone SLR 9 eTap

Trek Madone SLR 9 eTap

Madone SLR 9 Disc eTap pairs the aerodynamics and ride quality of an all-new 800 Series OCLV Carbon frame with the smoothness of SRAM's most advanced electronic drivetrain, RED eTap AXS. It's the first-ever wireless electronic groupset with a 12-speed cassette. Saddle up for the quickest and smartest shifting of your life. It's right for you if... You want every advantage in speed and handling, and want a bike with the best tech available: our best-ever Madone frame, a SRAM RED AXS power meter, and a top-of-the-line, 12-speed SRAM RED eTap AXS wireless electronic drivetrain that shifts with crisp precision. The tech you get Our lightest-ever 800 Series OCLV Carbon frame with Kammtail Virtual Foil aerodynamic tube shaping and road-smoothing Adjustable Top Tube IsoSpeed, KVF full carbon fork, an adjustable aero bar and stem, a 2x12 SRAM RED eTap AXS wireless electronic drivetrain, Tubeless Ready Bontrager Aeolus XXX 6 wheels, a micro-adjust Madone seatmast, and RED flat-mount hydraulic disc brakes. The final word Madone at it's finest. You get the most advanced aero carbon frame we've ever made, aero components, and a 12-speed SRAM RED eTap AXS electronic drivetrain and power meter. It's eTap evolved to be smoother and more intuitive, and you can personalize every setting using the AXS app. Why you'll love it - 800 Series OCLV Carbon is the lightest laminate we’ve ever made, and it makes Madone faster on any terrain, in any conditions - Comes with a SRAM Red AXS power meter for more effective training rides from the start - Adjustable Top Tube IsoSpeed lets you adjust compliance to your preference, and it's damped with an elastomer so it rebounds in a smooth, controlled, stable motion - A separate bar and stem with an aero carbon faceplate gives you great adjustability without compromising on aerodynamics - Madone Project One ICON paint schemes make the ultimate race bike a true piece of artwork

Pedals sold separately

Due to supply-chain issues, specs are subject to change without notice..

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Results have arrived, trek madone slr 9 road bike - 2019, 52cm, item #brd27543, condition: certified pre-owned what's this, fit range: 5'4.2" - 5'6.1" sizing guide, every certified pre-owned bike passes our multi-point inspection.

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The chart below provides a general suggested range of heights and is not exact. Sizing may vary across brands.

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