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Star Trek: Generations

With the help of long presumed dead Captain Kirk, Captain Picard must stop a deranged scientist willing to murder on a planetary scale in order to enter a space matrix. With the help of long presumed dead Captain Kirk, Captain Picard must stop a deranged scientist willing to murder on a planetary scale in order to enter a space matrix. With the help of long presumed dead Captain Kirk, Captain Picard must stop a deranged scientist willing to murder on a planetary scale in order to enter a space matrix.

• David Carson
• Gene Roddenberry
• Rick Berman
• Ronald D. Moore
• Patrick Stewart
• William Shatner
• Malcolm McDowell
• 326 User reviews
• 104 Critic reviews
• 55 Metascore
• 2 wins & 4 nominations

• Capt. Harriman

• Science Officer

• Com Officer

• All cast & crew
• Production, box office & more at IMDbPro

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• Trivia The producers asked George Takei to come back and play Sulu one more time, and take the helm of the Enterprise-B. But Takei refused, because if Sulu had taken the helm, this would have meant temporarily reducing Sulu's rank, so that he could serve under Captain Kirk again. He felt that Sulu had worked too hard to earn his command to allow even a temporary reduction. A new character, Demora, daughter of Sulu, was created to speak Sulu's lines.
• Goofs As Worf climbs up the side of the 19th century ship, his right knee is red either from bleeding or from touching a part of the ship that may have been freshly painted. When he enters the bridge, the red color is missing.

Kirk : Captain of the Enterprise, huh?

Picard : That's right.

Kirk : Close to retirement?

Picard : I'm not planning on it.

Kirk : Well let me tell you something. Don't! Don't let them promote you. Don't let them transfer you. Don't let them do *anything* that takes you off the bridge of that ship, because while you're there... you can make a difference.

Picard : Come back with me. Help me stop Soran. Help make a difference again!

Kirk : Who am I to argue with the captain of the Enterprise? What's the name of that planet? Veridian III?

Kirk : I take it the odds are against us and the situation is grim?

Picard : You could say that.

Kirk : You know if Spock were here, he'd say I was an irrational, illogical human being for going on a mission like that.

Kirk : Sounds like fun!

• Alternate versions Fox-TV version removes some footage: During the crisis on the Enterprise B, Kirk starts to stand a number of times to offer a suggestion and then thinks better of it, sitting back down. Scotty leans over after this happens a few times and asks if there's something wrong with his chair. Scotty's remark is deleted. After Riker orders the computer to remove the plank, causing Worf to be dumped in the water, his follow-up exchange with Picard is missing - Picard: "Number One, that's 'retract' the plank, not 'remove' the plank." Riker: "Of course, sir. [shouting over the rail] Sorry!"
• Connections Edited from Star Trek VI: The Undiscovered Country (1991)
• Soundtracks Theme from 'Star Trek' TV Series from Star Trek (1966) Music by Alexander Courage Arranged and Orchestra Conducted by Dennis McCarthy (uncredited)

User reviews 326

• Nov 14, 2006
• How long is Star Trek: Generations? Powered by Alexa
• Who returns from the previous "Star Trek" movies?
• What is "Generations" about?
• In what year does this movie take place?
• November 18, 1994 (United States)
• United States
• Star Trek Generations
• Valley of Fire State Park - Route 169, Overton, Nevada, USA (Veridian III surface)
• Paramount Pictures
• See more company credits at IMDbPro
• $35,000,000 (estimated)
• $75,671,125
• $23,116,394
• Nov 20, 1994
• $118,071,125

Technical specs

• Runtime 1 hour 58 minutes
• Dolby Digital
• Dolby Surround 7.1

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Star Trek: The Next Generation

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Star Trek: The Next Generation , often abbreviated to TNG , is the second live-action Star Trek television series, and the first set in the 24th century . Like its predecessors, it was created by Gene Roddenberry . Produced at Paramount Pictures , it aired in first-run syndication , by Paramount Television in the US, from September 1987 to May 1994 . The series was set in the 24th century and featured the voyages of the starship USS Enterprise -D under Captain Jean-Luc Picard .

The series led to four spin-offs set in the same time period: Star Trek: Deep Space Nine , which it ran alongside during its final two seasons, Star Trek: Voyager , Star Trek: Lower Decks and Star Trek: Picard . It is also the beginning of a contiguous period of time during which there was always at least one Star Trek series in production, ending with Star Trek: Enterprise in 2005 .

• Main Title Theme  file info (arranged by Dennis McCarthy , composed by Jerry Goldsmith and Alexander Courage )
• 2.1 Starring
• 2.2 Also starring
• 3.1 Season 1
• 3.2 Season 2
• 3.3 Season 3
• 3.4 Season 4
• 3.5 Season 5
• 3.6 Season 6
• 3.7 Season 7
• 4.1 Remastering
• 5.1 Performers
• 5.2 Stunt performers
• 5.3 Production staff
• 5.4 Companies
• 6 Related topics
• 8 External links

Summary [ ]

Star Trek: The Next Generation moved the universe forward roughly a century past the days of James T. Kirk and Spock . The series depicted a new age in which the Klingons were allies of the Federation , though the Romulans remained adversaries. New threats included the Ferengi (although they were later used more for comic relief), the Cardassians , and the Borg . While Star Trek: The Original Series was clearly made in the 1960s, the first two seasons of The Next Generation show all the markings of a 1980s product, complete with Spandex uniforms .

As with the original Star Trek , TNG was still very much about exploration, "boldly going where no one has gone before". Similarly, the plots captured the adventures of the crew of a starship, namely the USS Enterprise -D . Despite the apparent similarities with the original series, the creators of TNG were adamant about creating a bold, independent vision of the future. The public did not widely accept the show on its own terms until the airing of " The Best of Both Worlds ", which marked a shift towards higher drama, serious plot lines, and a less episodic nature. This helped pave the way for Star Trek: Deep Space Nine and its two-year-long Dominion War arc and preceding build-up, as well as the third and fourth seasons of Star Trek: Enterprise . Star Trek: Voyager capitalized on the heightened crew relationships and familial bonds first seen on The Next Generation. DS9, on the other hand, balanced political intrigue, character development, and series-long plot threads with a rerun-friendly format.

As with the original Star Trek , TNG's special effects utilized miniatures, but due to great advancements in computerized effects and opticals, the show leaped ahead of its predecessor in terms of quality effects. This series marked the greatest surge in Star Trek 's mainstream popularity, and paved the way for the later televised Trek shows.

Four of the Star Trek motion pictures continued the adventures of the TNG cast after the end of the series in 1994. Star Trek Generations served to "pass the torch" from The Original Series cast, who had been the subject of the first six motion pictures, by including crossover appearances from William Shatner , James Doohan , and Walter Koenig ; it also featured the destruction of the USS Enterprise -D. Star Trek: First Contact , released two years later , was the first of the motion pictures to solely feature the TNG cast, transferred aboard the new USS Enterprise -E and engaging with one of their deadliest enemies from the television series, the Borg. Star Trek: Insurrection followed in 1998 , continuing certain character arcs from the series. In 2002 , Star Trek Nemesis brought some of these character arcs and plot threads to a seemingly definite conclusion, although some cast members expressed hope that future movies would yet pick up the story. Regardless, a new generation of actors appeared in 2009 's Star Trek , which created an alternate reality and returned the films' focus to Kirk and Spock .

On television, characters from TNG appeared in subsequent series. Recurring TNG character Miles O'Brien became a series regular on Star Trek: Deep Space Nine , as did Worf in DS9's fourth season . Jean-Luc Picard appeared in Deep Space Nine 's pilot episode , and supporting characters from TNG appeared occasionally on DS9 (specifically, Keiko O'Brien , Lursa , B'Etor , Molly O'Brien , Vash , Q , Lwaxana Troi , Alynna Nechayev , Gowron , Thomas Riker , Toral , and Alexander Rozhenko ). Reginald Barclay and Deanna Troi appeared several times each on Star Trek: Voyager , and Troi and William T. Riker appeared in the series finale of Star Trek: Enterprise , which was primarily a holographic simulation set during the TNG episode " The Pegasus ". However, Star Trek Nemesis was the final chronological appearance of the Next Generation characters for over 18 years, until Star Trek: Picard , which focused on the later life of Jean-Luc Picard. Riker, Troi, Data , and Hugh also appeared in Picard .

In 1994 , Star Trek: The Next Generation was nominated for an Emmy Award for Outstanding Drama Series. During its seven-year run, it was nominated for 58 Emmy Awards, mostly in "technical" categories such as visual effects and makeup; it won 18.

Main cast [ ]

Starring [ ].

• Patrick Stewart as Captain Jean-Luc Picard
• Jonathan Frakes as Commander William T. Riker

Also starring [ ]

• LeVar Burton as Lt. j.g. / Lt. / Lt. Cmdr. Geordi La Forge
• Denise Crosby as Lt. Tasha Yar ( 1987 - 1988 )
• Michael Dorn as Lt. j.g. / Lt. Worf
• Gates McFadden as Doctor Beverly Crusher ( 1987 - 1988 ; 1989 - 1994 )
• Marina Sirtis as Counselor Deanna Troi
• Brent Spiner as Lt. Commander Data
• Wil Wheaton as Ensign Wesley Crusher ( 1987 - 1990 )

Episode list [ ]

Season 1 [ ].

TNG Season 1 , 25 episodes:

Season 2 [ ]

TNG Season 2 , 22 episodes:

Season 3 [ ]

TNG Season 3 , 26 episodes:

Season 4 [ ]

TNG Season 4 , 26 episodes:

Season 5 [ ]

TNG Season 5 , 26 episodes:

Season 6 [ ]

TNG Season 6 , 26 episodes:

Season 7 [ ]

TNG Season 7 , 25 episodes:

Behind the scenes [ ]

Star Trek: The Next Generation was originally pitched to the then-fledgling Fox Network . However, they couldn't guarantee an initial order greater than thirteen episodes, not enough to make the enormous start-up costs of the series worth the expense. It was then decided to sell the series to the first-run syndication market. The show's syndicated launch was overseen by Paramount Television president Mel Harris , a pioneer in the syndicated television market. Many of the stations that carried The Next Generation had also run The Original Series for a long time.

According to issues of Star Trek: The Official Fan Club Magazine from early 1987, TNG was originally planned to be set in the 25th century, 150 years after the original series, and the Enterprise would have been the Enterprise NCC-1701-G. Gene Roddenberry ultimately changed the timeline to mid-24th century, set on board the Enterprise NCC-1701-D, as an Enterprise -G would have been the eighth starship to bear the name and that was too many for the relatively short time period that was to have passed.

Star Trek: The Next Generation was billed initially as being set 78 years after the days of the original USS Enterprise . [1] (p. 16) However, after the series' first season was established as being set in the year 2364 , this reference became obsolete as dates were then able to be set for the original series and the four previous films. When this happened, it was established that the events of the original series were about a hundred years before the events of TNG. With TNG's first season being set in 2364, 78 years prior would have been 2286 . Star Trek IV: The Voyage Home partly takes place during this year along with the shakedown cruise of the USS Enterprise -A .

On the special The Star Trek Saga: From One Generation To The Next , Gene Roddenberry commented, " On the original Star Trek , I practically lost my family from working so many twelve-hour days, fourteen-hour days, seven days a week, and I told them, 'You can't pay me enough to do that.' But then they said, 'Hey, but suppose we do it in a way in which' they call syndication, 'in which we don't have a network and we don't have all those people up there?' And Paramount was saying to me, 'And we guarantee that you will be in charge of the show.' "

Andrew Probert was first hired by Roddenberry in 1978 . However, not until 1986 , when Roddenberry was preparing to launch a new show, entitled Star Trek: The Next Generation , did he call upon Probert to take a lead design role. Everything had to be rethought, imagined, planned and redesigned. As the vision evolved in the designers' minds, the evolution was charted in successive sketches and paintings.

Among Probert's creations, in addition to the new Enterprise starship and many of its interiors including the main bridge , are many other featured spacecraft. The Ferengi cruiser , and even the Ferengi species, are Probert designs.

Roddenberry originally insisted on doing a one-hour pilot and assigned D.C. Fontana to write the episode, first titled Meeting at Farpoint . However, the studio was keen on having a two-hour pilot, mainly because they wanted something big and spectacular to launch the series, especially considering first-run syndication. Roddenberry himself volunteered to extend Fontana's script to two hours, eventually adding the Q storyline to it.

Ronald D. Moore commented, " Gene did not want conflict between the regular characters on TNG. This began to hamstring the series and led to many, many problems. To put it bluntly, this wasn't a very good idea. But rather than jettison it completely, we tried to remain true to the spirit of a better future where the conflicts between our characters did not show them to be petty or selfish or simply an extension of 20th century mores. " ( AOL chat , 1997 ) Rick Berman explained, " The problem with Star Trek: The Next Generation is Gene created a group of characters that he purposely chose not to allow conflict between. Starfleet officers cannot be in conflict, thus its murderous to write these shows because there is no good drama without conflict, and the conflict has to come from outside the group. " ( Captains' Logs Supplemental - The Unauthorized Guide to the New Trek Voyages , p. 8)

Roddenberry tried to recruit many production staff members from The Original Series to work on the new series. These included producers Robert H. Justman and Edward K. Milkis , writers D.C. Fontana and David Gerrold (who served as the main creative force behind the formation of the series), costume designer William Ware Theiss , assistant director Charles Washburn , composer Fred Steiner , set decorator John M. Dwyer , and writer John D.F. Black . Roddenberry also tried to bring back cinematographer Jerry Finnerman , but he declined the offer, being busy working on Moonlighting at the time. However, all of the above people finished working on the series after or during the first season.

Unit Production Manager David Livingston was responsible for hiring Michael Westmore for the pilot episode. ( ENT Season 3 Blu-ray , " Impulse " audio commentary )

Remastering [ ]

After several months of speculation and partial confirmation, StarTrek.com announced on 28 September 2011 (the 24th anniversary of the series premiere) that The Next Generation would be remastered in 1080p high-definition for release on Blu-ray Disc and eventual syndication, starting in 2012 . The seventh and final season was released on Blu-ray in December 2014 .

Cast and crew [ ]

The following people worked on The Next Generation ; it is unknown during which season or on which episodes.

Performers [ ]

• Antonio – background actor
• Charles Bazaldua – voice actor
• Terrence Beasor – voice actor (17 episodes, including the voice of the Borg )
• Libby Bideau – featured actress
• Brian Ciari – background actor: Cardassian ( TNG Season 6 or 7 )
• Amber Connally – background actress: child
• Phil Crowley – voice actor
• Vincent DeMaio – background actor: Enterprise -D operations division officer
• David Dewitt – background actor
• Gregory Fletcher – background actor Borg
• Dan Horton – background actor
• Carlyle King – voice actress
• Mark Laing – featured actor
• Daryl F. Mallett – background actor
• Tina Morlock – background actress
• Jean Marie Novak – background actress: Enterprise -D operations division officer
• Rick H. Olavarria – background actor (1988)
• Jennifer Ott – background actress: Enterprise -D command division officer
• Richard Penn – voice actor
• Judie Pimitera – background actress: Ten Forward waitress
• Paige Pollack – voice actress
• Jeff Rector – background actor: Enterprise -D command division officer
• Gary Schwartz – voice actor/ADR voice
• Beth Scott – background actress
• Steve Sekely – background actor
• Andrea Silver – background actress: Enterprise -D sciences division officer
• Oliver Theess – recurring background actor (around 1990)
• Richard Walker – background actor
• Harry Williams, Jr. – background actor
• Bruce Winant – supporting actor
• Stephen Woodworth – background actor

Stunt performers [ ]

• Laura Albert – stunts
• John Lendale Bennett – stunts
• Richard L. Blackwell – stunts
• John Cade – stunts
• Chuck Courtney – Assistant Stunt Coordinator
• Terry James – stunts
• Gary Jensen – Assistant Stunt Coordinator
• Lane Leavitt – stunts
• Pat Romano – stunts

Production staff [ ]

• Joseph Andolino – Additional Composer
• David Atherton – Makeup Artist
• Gregory Benford – Scientific Consultant
• Steven R. Bernstein – Additional Music Composer/Orchestrator
• Les Bernstien – Motion Control Operator
• R. Christopher Biggs – Special Makeup Effects Artist
• Howard Block – Second Unit Director of Photography
• Stephen Buchsbaum – Colorist: Unitel Video (Four Seasons)
• Alan Chudnow – Assistant Editor
• Marty Church – Foley Mixer
• Scott Cochran – Scoring Mixer: Advertising Music
• Robert Cole – Special Effects Artist
• Sharon Davis – Graphics Assistant
• David Dittmar – Prosthetic Makeup Artist
• Dragon Dronet – Prop Maker: Weapons, Specialty Props and Miniatures
• Jim Dultz – Assistant Art Director
• Shannon Dunn – Extras Casting: Cenex Casting
• Chris W. Fallin – Motion Control Operator
• Edward J. Franklin – Special Effects Artist
• Lisa Gizara – Assistant to Gates McFadden
• John Goodwin – Makeup Artist
• Simon Holden – Digital Compositor (between 1989 and 1994)
• Kent Allen Jones – Sculptor: Bob Jean Productions
• Michael R. Jones – Makeup Artist (early 1990s)
• Jason Kaufman – Prop and Model Maker: Greg Jein, Inc.
• Nina Kent – Makeup Artist
• David Kervinen – Visual Effects Illustrator: Composite Image Systems (4 Seasons)
• Andy Krieger – Extras Casting: Central Casting
• Tim Landry – Visual Effects Artist
• Lisa Logan – Cutter/Fitter
• Jon Macht – Post Production Vendor
• Gray Marshall – Motion Control Camera Operator: Image "G"
• Karl J. Martin – Digital Compositor
• Belinda Merritt – VFX Accountant: The Post Group
• John Palmer – Special Effects Coordinator: WonderWorks Inc.
• Frank Popovich – Mold and Prop Assistant
• Molly Rennie
• Chris Schnitzer – Motion Control Technician/Rigger: Image "G"
• Steven J. Scott – Digital Compositor
• Bruce Sears – DGA Trainee
• Casey Simpson – Gaffer
• Ken Stranahan – Visual Effects Artist
• Rick Stratton – Makeup Artist
• Greg Stuhl – Miniatures: Greg Jein, Inc.
• Tim Tommasino – Assistant Editor
• Peter Webb – Digital Compositor
• Gregory A. Weimerskirch – Assistant Art Director
• Bill Witthans – Dolly Grip

Companies [ ]

• Bob Jean Productions
• Movie Movers
• Newkirk Special Effects
• WonderWorks Inc.

Related topics [ ]

• TNG directors
• TNG performers
• TNG recurring characters
• TNG studio models
• TNG writers
• Character crossover appearances
• Undeveloped TNG episodes
• Star Trek: The Next Generation novels
• Star Trek: The Next Generation comics, volume 1 (DC)
• Star Trek: The Next Generation comics, volume 2 (DC)
• Star Trek: The Next Generation comics (IDW)
• Star Trek: The Next Generation soundtracks
• Star Trek: The Next Generation on VHS
• Star Trek: The Next Generation on Betamax
• Star Trek: The Next Generation on LaserDisc
• Star Trek: The Next Generation on DVD
• Star Trek: The Next Generation on Blu-ray
• Star Trek: The Next Generation pinball machine

External links [ ]

• Star Trek: The Next Generation at Wikipedia
• Star Trek: The Next Generation at Memory Beta , the wiki for licensed Star Trek works
• Star Trek: The Next Generation at the Internet Movie Database
• Star Trek: The Next Generation at StarTrek.com
• 2 ISS Enterprise (NCC-1701)

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Trek Marlin 6 Gen 2 Review: Beginner’s Dream Mountain Bike

The Trek Marlin 6 2023 is the newest iteration of the entry-level XC hardtail family designed for light trail riding, gravel paths, fire roads, and mixed-terrain commuting. 

The 2023 Gen 2 model is the same as the Trek Marlin 6 2022, only with different colors and a new name. Trek overhauled its naming system for the upcoming year, referring to the models by the number of generations there have been. So the latest version of a Trek bike has the highest ‘Gen’ number.

This Trek Marlin 6 review will cover the bike’s main specs and highlights, answer some buyer questions, and provide our verdict on who should buy one. 

How Much is the Trek Marlin 6?

Trek Marlin 6 price is $850 and sits in the middle of the price range of the five Marlin models. The cheapest model costs $630, and the most expensive is $1,330. Alongside the 820, the Marlin is Trek’s most affordable mountain bike family.

• Shimano Deore 10-speed drivetrain
• Rack and kickstand mounts
• Progressive sizing 
• Low-performance coil fork

Trek Marlin 6 Gen 2 Full List of Specs

Trek marlin 6 gen 2 full review.

In this section, we will cover the main features of the Trek Marlin 6 Gen 2 and what makes it stand out in the sub-$1,000 MTB category. 

Trek Marlin 6 Gen 2 is available in four modern paint jobs that will suit any type of rider.

What Type of Bike Is a Trek Marlin 6?

The Trek Marlin 6 MTB is a modern-looking cross-country hardtail with a 100mm coil suspension fork, perfect for beginner mountain bikers. Unfortunately, the rudimentary suspension limits the Marlin 6 to relatively mild trails. Nonetheless, it makes an excellent day-to-day bike for commuting, transport, and leisure.

Alpha Silver Aluminum Frame

Trek uses its Alpha Silver aluminum frame for the Marlin 6. Thanks to the company’s consistent design and materials innovations, these frames outperform the similarly-priced competition in compliance and comfort. 

Internal cable routing means Marlin 6 looks sleek and neat, while it also protects the cables from excessive wear and tear.

The frame has quick-release axles, tidy internal cable routing, and mounts for a rack and kickstand, allowing you to equip the Marlin for commuting or bikepacking. One unusual feature of this bike is the curved top tube on the smaller models (XS, S) that lowers the standover height for a better fit. 

Is the Trek Marlin 6 Good for Jumps?

No, the Trek Marlin 6 isn’t good for jumps. Unfortunately, as a cheap hardtail, this bike uses a low-performance coil-spring Suntour XCT 30 fork with 100mm of travel (80mm on XS). This fork performs poorly on bumpy trails but is adequate for day-to-day riding and light off-roading .

Thankfully, the fork has preload and hydraulic lockout settings, but the headtube isn’t tapered, meaning it will be harder to upgrade.  

Shimano Deore 10-Speed Drivetrain

The standout feature for us is the Shimano Deore M4100 10-speed drivetrain. The Trek Marlin 6 is one of the only bikes with this hardware at $850 or below. In addition, an 11-46t cassette and 30t chainring provide plenty of gearing for steep gradients. 

Shimano Deore 10-speed drivetrain is a standard in this price range across the industry, as it provides plenty of gear range and smooth gear shifting.

Generally, sub-$1,000 mountain bikes have cheaper drivetrains that shift poorly and lose efficiency quickly. However, Deore M4100 is durable and smooth-shifting , and the single chainring makes it easier to maintain. 

Tektro Hydraulic Disc Brakes

Another excellent inclusion for a bike of this price is hydraulic disc brakes. Although entry-level, Tektro’s HD-M275 brakeset with 160mm rotors performs well at this price range and for a bike of this spec. 

Hydraulic discs allow you to stop safely in wet weather and with plenty of power and reliability in most situations. However, if you plan on tackling advanced trails, neither this bike nor the brakes are adequate. 

2.20″ Tires and Progressive Wheel Sizing

The Trek Marlin 6 has Bontrager XR2 Comp tires for handling hardpack trails, gravel paths, and pavement where traction is relatively predictable. These XC-style tires roll fast and provide decent grip but will slip and slide in wet trail conditions. 

Even though the tires are not tubeless-ready, they are wide enough to provide plenty of traction in varying conditions that come with modern mountain biking.

The XS and Small sizes of this bike have 27.5″ rims, while the others use 29ers. Progressive sizing makes the Marlin fit more consistently across rider heights. Unfortunately, the wheelset and tires are not tubeless-ready. 

Trek Marlin 6 Gen 2 Sizing Chart

• XS — 4’9″-5’1″ / 145-155cm
• S —  5’1″-5’5″ / 155-165cm
• M —  5’5″-5’8″ / 165-173cm
• M/L — 5’8″-5’11” / 173-180cm
• L —  5’11”-6’2″ / 180-188cm
• XL —  6’2″-6’5″ / 188-195cm
• 2XL — 6’5″-6’8″ / 195-203cm

Who Is Trek Marlin 6 Gen 2 Best Suited For?

The Marlin 6 Trek MTB is best for beginner mountain bikers who want to start learning the skills and techniques of the sport on light trails. In addition, cyclists who want a bike for comfortable day-to-day use, running errands, and mixed-terrain commutes will enjoy the Marlin 6. 

We recommend the Marlin 6 Gen 2 to beginner to early-intermediate mountain bikers who mostly stay on light trails and rough dirt and gravel roads.

Again, this bike is limited by its cheap fork, so if you want a bike to grow into and challenge your mountain biking skills, you may want to check out one of the higher-end Trek MTBs. 

Other Trek Marlin Bikes We Reviewed:

• Trek Marlin 4 Gen 2 Review
• Trek Marlin 5 Gen 2 Review
• Trek Marlin 7 Gen 2 Review
• Trek Marlin 8 Gen 2 Review

Is Marlin 6 Gen 2 a Good Buy?

We think the Trek Marlin 6 Gen 2 is a solid choice at just $850. The new-style frame and geometry make it look like the real deal, even if it can’t handle hard riding. 

Most of the Marlin 6’s components are excellent for the price range, including Shimano’s Deore drivetrain, hydraulic disc brakes, durable Bontrager tires, and a quality frame with solid ride characteristics. 

Don’t miss out on this excellent deal if you’re looking for a cheap do-it-all bike that’s at home on pavement, light mountain trails, and everything in between.

Buy from Trek Bikes

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Trek Marlin Gen 3 review: Good bones

Solid fundamentals and outstanding geometry for XC newcomers, but also some inherent upgrade limitations.

When it comes to cross-country mountain bikes, the lion’s share of the attention is devoted to the high-end, short-travel, full-suspension machines like the Specialized Epic 8 , Trek Supercaliber , and Cannondale Scalpel . That’s perhaps as it should be for seasoned racers and/or buyers with deep pockets, but for newcomers coming from other cycling disciplines, kids, and the generally MTB-curious who will ultimately fuel the continuing survival (perhaps even growth?) of the segment, the aluminum hardtail is still where it’s at – and Trek’s third-generation Marlin line comes across as one of the better options out there.

The short of it: Trek’s entry-level aluminum hardtail mountain bike. Good stuff:  Fantastic frame geometry, excellent shifting, good tires, looks great, generous tire clearance, easy-to-live-with semi-internal routing, sort of a rear thru-axle. Bad stuff:  Mega-heavy fork with minimal adjustability, tubeless costs extra, limited upgrade potential.

Looking at what goes into Trek’s latest-generation Marlin, there’s not a whole lot that leaps off the page, which perhaps shouldn’t be entirely surprising given most buyers at this price point will probably be making their decisions based on spec and aesthetics. In that sense, the Marlin is exactly what you’d expect.

The frame is a TIG-welded aluminum affair with chunky weld beads that do without the additional hand-sanding that can sometimes go with a higher-end alloy chassis. The layout is low-slung with a highly sloping top tube that offers heaps of standover clearance, and straight-gauge tubing is featured throughout.

The hydroformed shaping on those tubes is much more dramatic than the outgoing Gen 2 Marlin. The top tube is squished down almost flat to help soften the ride of the front end while the down tube sports a rounded trapezoidal cross-section to minimize twist under load; both are notably flared where they meet the straight 1 1/8” integrated head tube to increase front-end strength. 

The seatstays are subtly flattened – presumably for the same reason as the top tube – and while the seat tube is basically round, it’s slightly curved to leave a bit more space for the rear tire with a welded-on gusset for the extension up top. Pretty standard stuff all around, so far.

The chainstays are where things get really interesting. They feature a bridgeless design to prevent mud build-up, and the S-bend at the bottom bracket is much more complex than before. Trek has also dropped both sides a bit as compared to the previous Marlin, and the changes help boost claimed tire clearance to a more useful 2.4” (up from 2.2”). 

Further back, the previous Marlin’s open quick-release dropouts have finally gone away in favor of a hybrid setup that Trek calls ThruSkew. Make no mistake: the hub dimensions are the same as before. But whereas the old Marlin uses the common quick-release skewer, the new one gets a thru-bolt arrangement that Trek claims is more secure than an open dropout while still saving production costs as compared to the oversized thru-axles found on more expensive bikes. 

Far and away the biggest improvement lies somewhat beneath the surface with vastly more modern and progressive frame geometry. Compared to the Gen 2, head tubes are dramatically slacker across the board – by almost 3°, in fact – the seat tube angles are more subtly steeper by about a degree, reach dimensions have grown by a 15-54 mm (depending on size), and bottom bracket heights have dropped a few millimeters.

Taken together, the changes are intended to place the rider is a more central position between the wheels, and they also push the front wheel further out in front for more confidence on steeper and/or more slippery terrain, similar to trends we’ve seen more generally elsewhere in the mountain bike space over the past several years. 

Impressively, Trek continues to offer the Marlin in seven frame sizes that are designed to accommodate a huge range of rider heights from 1.35 to 2.03 m (4’ 5” to 6’ 8”), with all but the two smallest sizes built around 29”-diameter wheels.

Other features include a conventional English-threaded bottom bracket shell, partially internal cable routing, and a big molded rubber guard for the driveside chainstay to keep things quiet and clean. There’s even a fair bit of versatility baked into the Marlin frame with mounts for a rear rack and kickstand, and there’s also an extra port in the down tube for a dropper seatpost should you decide to add one later. 

Trek says a raw medium Marlin frame tips the scales at about 1,800 g, plus another 100-150 g for paint. 

Trek offers the Marlin in four build kits, and for this review I went with a middle child to stick below that critical US$1,000 / AU$1,500 / £775 / €850 price point. In early April, Trek added new build options of the Marlin 7 (with a dropper post), 6, and 5, while still offering the pre-existing ones, which are themselves still current model year. It’s somewhat confusing, not least to dealers, but for clarity my test bike was the dropper-less Marlin 7 build kit.

For that fairly modest sum, Trek outfits the Marlin frame with a 100 mm-travel RockShox Judy suspension fork, a 1×10 Shimano Deore transmission with an FSA Alpha Drive aluminum crank, 23 mm-wide Bontrager Kovee tubeless-compatible aluminum wheels rolling on sealed cartridge bearing hubs and wrapped with 2.4”-wide Bontrager XT3 Comp tires, and Shimano MT200 hydraulic disc brakes with 180 mm-diameter front and 160 mm rear Shimano RT26 rotors. Finishing kit is pretty basic aluminum stuff all around, capped with a Bontrager Arvada saddle and Bontrager XR Trail Comp lock-on grips. 

It’s no lightweight in stock form at 14.12 kg (31.13 lb), but that’s pretty much par for the course.

Gone fishing

While there are definitely bikes that continue to push the envelope of just how long, low, and slack you can go, Trek has found a nice sweet spot with the Marlin and there’s a very good reason why this sort of thing has become so popular: it works. I’ve come to prefer this style of geometry on my personal bikes – both longer- and shorter-travel ones – because of how they provide more flexibility in where I put my weight in different situations and the added stability at higher speeds. But what really matters in the context of the Marlin is how that layout makes for a more forgiving setup than XC geometries of yesteryear.

If you chuck the Marlin into a corner that doesn’t have quite as much grip as you expected, the front end is more apt to just push a little – otherwise known as understeer – instead of immediately and unceremoniously dumping you onto the dirt. On steep descents, the Marlin allows you to stay centered over the bike instead of awkwardly shifting your weight rearward to keep you from feeling like you’re about to go over the bars. And yet on steeper climbs, the front end isn’t so long that you need to work to keep the wheel from lifting off the ground with each pedal stroke. 

In other words, the Marlin’s geometry leaves more room for error as you continue to learn how knobby tires work on dirt, but also more space to grow your skills without constantly having to pick yourself off the ground and wonder what went wrong. Put in simpler terms, the Marlin’s modern frame geometry also just makes it fun and confidence-inspiring to ride.

The Marlin frame is pretty good in the more traditional metrics, too.

It pedals about as you’d expect for a hardtail (at least compared to lower-end full-suspension bikes), with pleasant levels of snappiness and feedback when you get on the gas and impressively good frame stiffness. I was expecting a backboard-stiff ride quality given the straightforward aluminum hardtail frame and thick-walled, 31.6 mm-diameter seatpost, but even that was a pleasant surprise. The Marlin is still a hardtail, of course, but even with those 2.4”-wide tires inflated a smidgeon more than usual to keep from pinch-flatting on all the sharp rocks I have around here, it’s actually reasonably smooth over rough stuff. 

Bonus points to Trek for not following the lead of lower-end road bikes by routing the control lines through the upper headset bearing for absolutely no good reason whatsoever ( aside from misguided vanity ). The ports on the side of the down tube are clean-looking and effective, and although the foam tubing installed at the factory still allowed a bit of internal rattling on particularly bumpy sections of trail, it’s overall a very clean setup that won’t rub the paint off of the frame over time, either.

Build kit breakdown

It’s pretty easy for a product manager to do a good job on spec when the bike is an ultra-premium model with a five-figure price tag, but that task is far more challenging when you’re watching every last penny. Trek has gotten a lot of things right on the Marlin 7 Gen 3, but also left a fair bit of room for improvement.

Let’s touch on the high points first.

Trek likely saved a bit of cash in the drivetrain by speccing an FSA Alpha Drive crankset and KMC X10 chain instead of a 100% matched setup, but the Shimano Deore bits are there where it matters most and serve as a potent reminder that at this end of the market, Shimano absolutely obliterates the performance of its rivals. Individual shifts under normal pedaling efforts on the Marlin 7 were as smooth as could be, and even multiple shifts under harder efforts were consistently reliable. The whole setup was pleasantly quiet and feels impressively premium, too, and bonus points to Shimano for making the Deore pulley cage clutch a user-serviceable item. If there’s a better option than this at this price point, I’m all ears.

The Shimano MT200 hydraulic disc brakes are more ho-hum. The levers are weirdly long (probably because newer riders are more comfortable using two fingers instead of just one), but the lever action is light and snappy with a clearly defined engagement point and user-friendly mineral oil-based system. Pad clearance is fairly generous and it’s easy to set the calipers to run rub-free. MT200s aren’t exactly renowned for their power what with their two-piston format and fairly small pads, but the 180 mm-diameter front rotor helps boost the overall performance to more reasonable levels – a good thing since the RT26 rotors aren’t approved for use with metallic pad compounds. Overall, these aren’t going to blow anyone’s socks off, but they get the job done.

I usually don’t expect much for base-level mountain bike tires, but the Bontrager XT3’s tread design genuinely surprised me. The well-reinforced shoulder knobs and moderately squared-off profile offered grip through loose corners, with just enough intermediate tread for a smooth transition between being upright and leaned over. The center tread also sports a ramped leading edge and spacing that’s close enough that it doesn’t feel like you’re dragging an anchor behind you, but yet with enough open area to dig into softer dirt when available. They’ve even been wearing decently well, which is a good thing considering tires aren’t exactly cheap these days.

The Bontrager finishing kit was quite nice in general, actually. The Arvada saddle’s flat profile and firm padding offer good support, while the deep central channel keeps pressure off of your sensitive bits. The lock-on grips sport plastic, not metal, collars but still clamp tight and offer a secure hold with tacky rubber and a ribbed pattern that’s easy on the hands, and the aluminum riser bar is usefully wide at 750 mm. Heck, Trek even does size-specific widths here, with small bikes getting a 720 mm-wide bar and XS bikes getting a 690 mm one. 

As for the stem and seatpost, they’re nothing special. I do appreciate that the former is compatible with Bontrager’s handy Blendr system of accessory mounts, while the two-bolt head on the latter is definitely easier to adjust and more reliable than just about any single-bolt system out there.

The list of not-so-great stuff isn’t necessarily longer, but it unfortunately includes some major drawbacks.

The RockShox Judy suspension fork is about as basic as it gets, with a steel coil spring on one side and a non-adjustable damper on the other. Spring preload can be increased via a handy crown-mounted knob, but spring rate is fixed – and unfortunately, too stiff for my 73 kg (160 lb) body weight. Although it should be straightforward to swap to a softer spring, RockShox doesn’t offer any alternatives.

New riders might find the handy crown-mounted lockout knob to be a plus, but not when it comes at the expense of adjustable rebound damping as I’d take the latter over the former any day of the week. Coupled with that overly firm spring, I found the rebound to be too fast for my liking, and the fork did only a marginal job of keeping the front wheel planted on the ground when things got even remotely tricky. 

The wheels could stand some improvement for sure. The 23 mm inner rim width is on the narrow side – I run wider rims on my gravel bike – and although both the tires and rims are tubeless-compatible, Trek doesn’t use tubeless tape on the rims so that’s an additional conversion cost on top of the valve stems and sealant you already have to buy extra. Build quality was disappointing, too, with insufficient spoke tension on the rear wheel and enough popping and pinging to tell me neither wheel was properly de-stressed at the factory, none of which bodes well for long-term durability. And that external-cam front quick-release skewer? Have we learned nothing, bike industry? Mine came loose on the first ride and definitely needed an unusually high amount of lever force to keep it from happening again.

Another ding against the fork and wheels is their weight, as all three of them are seriously hefty items. RockShox doesn’t even bother to list an official weight for the Judy, but I can tell you its steel stanchions (and steel steerer!) push the actual weight of my test sample to just shy of 2.4 kg (5.29 lb). The wheels aren’t quite as egregious at around 2,300 g per pair, but the stock tires don’t exactly help matters at over 1 kg each. 

Upgrade conundrum

One thing that should be considered for bikes at this price point is the potential for upgrades. Oftentimes, these bikes are purchased as a stepping stone in hopes of becoming more proficient at the sport, and it’d be nice if the bike could grow with your skills to some degree. In that sense, the Marlin 7 is … interesting.

Tires should always be the first items on that list as they have the biggest effect on how a bike – any bike – performs. You can thankfully get decent replacements for under US$100 per pair, and given how heavy the stock rubber is on the Marlin, you can also lop off hundreds of grams of rotating weight in the process. So skid away with those stock tires, my friends, skid away.

Another obvious addition is a dropper seatpost, which Trek facilitates with that spare internal routing port. The PNW Components Rainier is widely regarded as working well and reliable, and it’s less than US$200. Given how heavy the Marlin is already, why add weight with the dropper, you ask? Simple: control. Given the choice between a hardtail with a dropper and a full-suspension bike without one, I’d choose the former every time – and I don’t think I’m in the minority.

On the surface, upgrading the wheels and/or fork isn’t as straightforward since Trek has unfortunately limited your options with the quick-release hubs and straight 1 1/8” steerer, as even mid-range components have moved on from those antiquated standards long ago. That said, Hunt (and likely others) still offers good aluminum wheels with quick-release hubs for a few hundred bucks, and there’s heaps of potential in the used market since parts with those outdated fitments can be had for a song – sometimes even at local community bike shops where there’s a good chance someone has donated parts that can be purchased for next to nothing. 

“On the front of the bike, thru axle costs are not only higher with hubs and axles, but also the forks themselves,” explained Trek mountain bike product manager Chris Drewes. “These costs trickle down to headset cost, and frame manufacturing costs as well. Rear quick-release saves cost in many ways. When you add in the cost of thru axles for frame manufacturing and thru-axle compatible hubs, there is a significant cost difference. That being said there are quite a few wheel manufacturers that offer endcap swaps with their higher-end wheels. Upgrading the Marlin, we see a lot of riders doing drivetrain/dropper post/cockpit upgrades rather than the bigger items like a fork or wheels.”

Would I have preferred that Trek gone with modern thru-axles and a tapered steerer? No question. But the reality is both are still the norm at this price range throughout the industry, and for a bike like the Marlin, I’m not sure I’d consider either a total deal breaker.

Sizing up some of the competition

There are a whole bunch of similar bikes at this price range – so many (and with so much international variation) that it’d be impossible for me to compare them all here. That said, it’s worth taking a look at how some of them fare versus the Marlin 7 Gen 3, keeping in mind that this is only a hypothetical look on paper as I haven’t actually ridden any of these other bikes.

First up is the Specialized Rockhopper Comp . Despite the similar frame and fork, it has a major weight advantage of over 1.5 kg, much of which is in the wheels and tires, which would likely make it feel fleeter on its feet than the Marlin. It’s also more XC-oriented in general with a 2° steeper head tube angle and shorter reach for quicker handling, and while those tires are substantially lighter, the faster-rolling tread won’t offer nearly as much grip, either. This is an interesting option if you’re seeking an aluminum hardtail with a longer-term eye on racing, but the Marlin strikes me as the better all-rounder.

Ok, and then there’s the Giant Talon 1 . Giant historically has offered unusually strong spec for the money compared to other mainstream brands, and it’s no different here. Although most of the components are comparable to the Marlin 7, the biggest upgrade here is the house-brand SXC32-2 RL fork. The stanchions are larger in diameter for more precise handling, and along with the steerer, they’re aluminum for dramatically lower weight than what comes on the Marlin. The air spring drops weight even further and adds critical adjustability, and the hydraulic damper also includes adjustable rebound, all of which should make for a far more capable front end that’ll offer more control and speed. 

Like the Rockhopper, the Talon’s frame geometry is on the more traditional side of things with a similarly steep head tube angle and short reach, but that fork alone is a big advantage over both the Marlin and Rockhopper.

Finally, there’s the Canyon Grand Canyon 5 . Consumer-direct outfits like Canyon often blow mainstream offerings out of the water in terms of value, and the Grand Canyon 5 makes a strong case for that here. The frame is still QR front and rear with geometry that isn’t quite as progressive as the Marlin’s, the Suntour fork features steel stanchions and a steel coil spring, and the wheels are similarly basic aluminum units. If the claimed weight is accurate, it’s actually heavier than the Marlin. 

However, you do get a proper Shimano external-bearing crankset and adjustable rebound on the fork, and at a price that undercuts the other three bikes mentioned here by about US$200-250. From a value perspective, this one seems tough to beat.

The final word

There’s a saying about buying a house that often comes to mind when comparing the pros and cons of various bikes: location, location, location. The idea there is that while you might be sucked into a home’s freshly renovated kitchen or additional bedroom, many of those features can be changed over time (albeit often at greater expense, but still). What you can’t change, however, is where the house is located.

What’s that have to do with bikes? In this case, location is analogous to frame geometry. Without question, the Marlin 7 Gen 3 isn’t the clear-cut best bike out there in terms of spec. If you want a more complete package straight out of the gate, there are obviously better options if you know where to look. But if you’re in it for the longer term, the Marlin’s frame geometry is so good that it’s hard to overlook. Despite the heavy fork and wheels, it’s the frame geometry that ultimately makes the Marlin so entertaining and capable – and arguably, the one most amenable to upgrades, quick-release dropouts and all. 

If your budget allows, though, I’d nevertheless strongly recommend saving up a few extra pennies and splurging on the Marlin 8. It costs US$300 more, but if you even think you’re in it for the long haul, you’ll thank me later for the substantial fork upgrades included there and the stock dropper seatpost, both of which will ultimately save you money later on. 

Whichever way you go, if you’ve exclusively been a drop-bar rider for the last few years and are thinking of heading to the dirt, there are plenty of good options available that won’t cripple you financially. Hope to see you out there!

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

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'Star Trek: The Next Generation': The Cast Now!

Posted: May 2, 2024 | Last updated: May 2, 2024

'Star Trek: The Next Generation': Where Is The Cast Now?

"Space... the final frontier. These are the voyages of the starship 'Enterprise'. Its continuing mission, to explore strange new worlds. To seek out new life and new civilizations. To boldly go where no one has gone before!" Wow! What an amazing cult classic! "Captain Picard" and his crew, consisting of both human and alien beings, traveled the galaxy on mysterious adventures audiences had never seen before! Since the series ended in 1994, the franchise and the original crew itself have changed a lot! Let's take a look at the crew members and what they're up to today!

"Deanna Troi"

"Deanna Troi" was a half-human, half "Betazoid" being who served under "Captain Picard's" command aboard the 'USS Enterprise-D' and 'USS Enterprise-E'. She served as the ship counselor, helping her fellow crew members with their various problems.

Marina Sirtis

After the series ended, Marina Sirtis moved on to star in all of the Star Trek spin-off films including Star Trek Generations, Star Trek: First Contact, Star Trek: Insurrection, and Star Trek: Nemesis. Much like the other stars on this list, Sirtis also starred in dozens of series later on in her career, such as NCIS, Family Guy, The Cleveland Show, and Grey's Anatomy. She is currently married to rock guitarist Michael Lamper.

"William Riker"

"William Thomas Riker" is probably most known for his longest campaign as an officer under "Captain Jean Luc-Picard" aboard the 'USS Enterprise-D'. Later on in the series, he accepts the promotion as Captain aboard the 'USS Titan'. "Riker" is romantically linked to "Deanna Troi," the starship's counselor.

Jonathan Frakes

Johnathan Frakes played the role of "William Thomas Riker" on the hit series Star Trek: The Next Generation. Before he went to space, he had already starred on a few popular shows like Hart to Hart, Highway to Heaven, The Fall Guy and many more. After the series ended, he moved on to star in several different television and movie productions such as well as all of the Star Trek feature films all the way up to 2002! He also hosted the show Beyond Belief: Fact or Fiction. Frakes is currently married to actress Genie Francis whom he met on the set of the TV mini-series North and South. The couple have two children.

"Lt. Commander Data"

"Lore" and "Data were both "Soong-type" androids created by "Doctor Nooniain Soong" and "Juliana Soong" at the Omicron Colony. "Lore" was the pure embodiment of A.I. having the first successful positronic brain. Due to his robotic nature, he had abilities the rest of the crew did not possess such as super strength and speed. "Lore" began feeling superior to his fellow crew members leading to him trying to destroy them. After a long and bitter conflict, "Lore" was eventually shut down and replaced by his brother "Data".

Brent Spiner

After The Next Generation, Spiner also went on to star in all of the Star Trek feature films. Since then, Spiner has starred in a number of different animated TV series such as Family Guy, The Avengers: Earth's Mightiest Heroes, and Star Wars Rebels. Brent has also appeared in smash hit series like The Big Bang Theory and Criminal Minds.

"Dr. Beverly Crusher"

"Dr. Beverly Crusher" is the crew's doctor aboard the 'USS Enterprise-D', and later 'USS Enterprise-E'.

Gates McFadden

Gates McFadden wasn't as active in show business as the rest of her co-stars after Star Trek: The Next Generation ended. However, she did star in all of the Star Trek feature films up until 2002. Over the course of her career, she also starred in a few other TV shows such as The Cosby Show, The Practice, and Mad About You. She is currently married to John Cleveland Talbot, and they have one son.

"Worf"

"Worf" is a Klingon (a fictional alien species) and is a Starfleet officer aboard the 'Enterprise-D', as well as the ships that came afterwards.

Michael Dorn

After the show ended, Michael Dorn moved on to star in several minor roles, like most of his co-stars. He also starred in all of the Star Trek films as well as numerous other movies such as Ali, The Santa Clause 2, Heart Of The Beholder, and Ted 2. As far as television goes, Dorn has made a name for himself in the animated TV show scene starring in series such as Family Guy, Winx Club, Transformers: Titans Return, Adventure Time and many more.

"Geordi La Forge"

"Geordi La Forge" is the pilot and chief engineer of the 'USS Enterprise-D' , and later the 'USS Enterprise-E'.

LeVar Burton

LeVar Burton hosted and produced the PBS kids show Reading Rainbow in 1983, before Star Trek: The Next Generation. Afterwards he starred in several different shows such as Murder, She Wrote and has also lent his voice to several different animated shows such as Family Guy, Batman: The Animated Series and Gargoyles.

"Wesley Crusher"

"Lieutenant Wesley R. Crusher" was the son of Lieutenant Commander "Jack Crusher" and "Dr. Beverly Crusher". After a long career on the 'USS Enterprise-D', he decided to leave the crew and join "Tau Alphan The Traveler" on his journey through space.

Wil Wheaton

Wil Wheaton was on Star Trek: The Next Generation for three and one-quarter seasons before leaving the show to pursue other projects. He made occasional appearances on the show, but eventually decided to attend acting school full time. He currently lives in Arcadia, California with his wife and two sons.

"Captain Jean-Luc Picard"

"Captain Jean-Luc Picard" is a Starfleet captain, archaeologist, and diplomat. During the series, he captains the 'USS Enterprise' (NCC-1701-D) with the help of his intergalactic crew! "Picard" himself played a large role in the series galactic history, discovering over 27 alien species throughout the entire franchise.

Sir Patrick Stewart

Sir Patrick Stewart's life was changed after playing the role of "Captain Jean Luc-Picard" in the hit sci-fi series. He would play the role of "Captain Picard" ever so often in spin-off movies like Star Trek Generations, Star Trek: Insurrection and Star Trek: First Contact. Stewart has also played a large part in the X-Men franchise as "Professor Charles Xavier". Because of his unique voice, he has been able to star as a voice actor in dozens of animated series and movies such as Family Guy, American Dad, Chicken Little, and Ice Age. Patrick currently live in Brooklyn, New York with his wife Sunny Ozell.

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• Marlin 5 Gen 2

Trek Marlin 5 Gen 2

Marlin 5 is a trail-worthy daily rider that's perfectly suited for everyday adventures, on and off the trail. A suspension fork, 2x8 drivetrain, and mounts for a rack and kickstand make it an ideal choice for new trail riders or anyone looking for a comfortable, stable commuter with the ruggedness of a real mountain bike. It's right for you if... You're new to the trail, and you're looking for a real mountain bike that doubles as a commuter—and you want it all at an exceptional value. The tech you get A lightweight aluminum frame with internal routing to protect your cables and add to the bike's sleek look, 2x8 drivetrain, a wide range of gearing so you always have the right gear for your terrain, powerful hydraulic disc brakes, and a terrain-smoothing suspension fork with a lockout. The final word Marlin 5 is a great ride for all your adventures. But it's also versatile, and Marlin 5 is a popular ride on college campuses, because the rack and kickstand mounts make it easy to accessorize and haul a load. Why you'll love it - It's a real mountain bike that's also perfectly suited to daily commutes, rides around campus, or just getting from A to B on any surface - Smaller frame sizes (XXS, XS, and S) have short-reach brake levers that make it easier and more comfortable for riders with smaller hands to brake confidently - Marlin models in XXS through S frame sizes have a curved top tube and a lower standover height that makes it easier for smaller riders to mount and dismount - Rack and kickstand mounts make it easy to accessorize, so your mountain bike can double as a rugged commuter - Like every model in the Marlin family, it's backed by Trek's lifetime warranty Wheel size: - Size XX-Small: 26-inch - Sizes X-Small – Small: 27.5-inch - Sizes Medium – XX-Large: 29-inch

Will my bike have a curved top tube?

Smaller frames (XXS-S) have a top tube that dips down as it approaches the seat tube. This design makes for a lower standover height, which is good for shorter riders because it allows them to straddle their bike more easily. The larger frames (M and up) have a straight top tube because taller riders with longer legs typically don’t have the same issues with standover height.

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

* Subject to change without notice.

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Trek Dual Sport 3 Gen 5 Review

Are you in the market for a new bike that can handle both the trails and the streets? Look no further than the Trek Dual Sport 3 Gen 5.

With its versatile design and top-of-the-line features, this bike is sure to impress even the most experienced riders.

Finding the perfect bike can be a daunting task, especially with so many options available on the market.

Whether you’re an avid cyclist or just starting out, it’s important to find a bike that meets your specific needs and preferences.

The Trek Dual Sport 3 Gen 5 is a bike that has been highly praised for its performance and versatility.

In this review, we will take a closer look at the Trek Dual Sport 3 Gen 5 and explore its key features, performance on different terrains, and overall value for money.

So, let’s dive in and see what this bike has to offer.

– Lightweight and durable frame made from high-quality Alpha Gold Aluminum.

– Dual Sport geometry provides a stable and agile ride on both paved roads and rough trails.

– Wide range of gears from the 1×10 Shimano Deore drivetrain for effortless shifting and smooth pedaling on various terrains.

– Shimano hydraulic disc brakes provide reliable stopping power in all weather conditions.

– Bontrager GR0 Expert tires with puncture-resistant technology ensure a smooth and worry-free ride.

– Integrated mounts for racks and fenders allow for easy customization and added functionality.

– Comes with a lifetime warranty for the frame, ensuring long-lasting durability and peace of mind.

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One of the standout features of the Trek Dual Sport 3 Gen 5 is its lightweight Alpha Gold Aluminum frame.

This frame not only provides excellent durability, but it also ensures a smooth and comfortable ride.

Whether you are cruising on pavement or tackling rough terrains, the frame of this bike will keep you stable and in control.

Another notable feature of the Trek Dual Sport 3 Gen 5 is its wide range of gears.

With a 1×10 Shimano Deore drivetrain, you will have no trouble finding the perfect gear for any type of terrain.

The smooth shifting and precise gear changes make it easy to navigate through hills, trails, and city streets with ease.

When it comes to braking power, the Trek Dual Sport 3 Gen 5 does not disappoint.

Equipped with Shimano hydraulic disc brakes, you can trust that this bike will come to a stop quickly and efficiently, even in wet or muddy conditions.

The reliable braking system enhances your safety and control, giving you the confidence to tackle any terrain.

In terms of comfort, the Trek Dual Sport 3 Gen 5 excels.

It features a Bontrager H1 saddle that provides ample cushioning and support, allowing for extended rides without discomfort.

The bike also comes with ergonomic handlebars that ensure a comfortable grip and reduce strain on your wrists and hands.

Versatility

Additionally, the Trek Dual Sport 3 Gen 5 offers versatility in terms of accessories and customization.

It has built-in mounts for racks, fenders, and other accessories, allowing you to personalize your bike to suit your specific needs and preferences.

Overall, the Trek Dual Sport 3 Gen 5 is a reliable and versatile bike that is well-suited for riders who enjoy both on-road and off-road adventures.

Its lightweight frame, wide range of gears, suspension fork, and powerful brakes make it a top choice among outdoor enthusiasts.

Whether you are a beginner or an experienced rider, this bike offers a comfortable and enjoyable riding experience.

So, if you are looking for a bike that can handle various terrains and provide a smooth ride, the Trek Dual Sport 3 Gen 5 is definitely worth considering.

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TREK SUPERCALIBER GEN 2 FIRST RIDE REVIEW – THE FASTEST XC RACE BIKE WE’VE EVER RIDDEN?

Trek's new cross country race bike has the speed racers dream of..

TREK SUPERCALIBER GEN 2 FIRST RIDE REVIEW

When Trek released the Supercaliber in 2019 with its integrated IsoStrut shock the wrecking crew was impressed by its light weight and strong acceleration calling it a full-speed-ahead cross-country race bike. It is truly a racers mountain bike and this was proven multiple times at the highest levels. Not one to rest on its laurels, Trek has introduced a second generation of the Supercaliber with a completely new frame with more travel and evolved features to take on the highest levels of racing.

Although it may look similar, this second-generation Supercaliber frame is entirely new. Geometry is revised with a 10mm longer reach, 1.5-degree slacker head angle, half a degree steeper seat tube angle, and 7mm taller bottom bracket height in the size large. The chainstay length also grows by 5mm. All of these updates combine for a 17mm longer wheelbase.

There are also now two versions of the frame: SLR and SL. The SLR is the lightest coming in at a claimed 200-250 grams lighter than the current 2,030-gram version while the SL is about the same weight. Both frames share the same new lightweight swingarm with an all-new floating brake mount that Trek says isolates braking forces from flexing rear stays for improved braking performance

The lighter SLR frame does not feature internal cable tunnels to save weight and is found on Supercaliber 9.8 SLR and 9.9 SLR models that come speced with a wireless drivetrain spec, carbon 1-piece bar/stem and carbon wheels. Supercaliber 9.6SL and 9.7 SL models feature frames with internal tunnels for easier cable routing along with alloy wheels and cockpit components. Two water bottles can fit on the frame – one on the seat tube and one on the downtube. We noticed that the new version has a standard headset and not the Nock Block style of the previous version too – we assume to save weight.

Trek’s IsoStrut suspension design is improved on the new Supercaliber increasing in travel and receiving an all-new RockShox SidLuxe IsoStrut. Rear wheel travel gets a bump from 60mm to 80mm while the front jumps 10mm from 100mm to 110mm. It is also compatible with 100mm and 120mm forks. The strut’s stroke increases by 7.5mm to 40mm to gain the travel – a move that Trek says does not sacrifice fitment or weight.

A higher linear leverage rate is also new and ideal for XC performance according to Trek. Sag can be set at the standard 25% for a good all-around feel, as low as 15% for more pedaling efficiency, or as high as 30% for added compliance. Anti-squat is also increased on the new model for better resistance to suspension compression while pedaling. The new IsoStrut is also easier to service requiring no special tools or clocking like the old one.

RIDE IMPRESSIONS

Trek will offer seven models of the Supercaliber starting at $4,200 and topping out at $11,700 for their highest-end build and our test model – the 9.9 SLR XX AXS . The size large hit our scales at 21.8 pounds. We passed the bike around to a few test riders each getting a couple of days on the new bike. After their first ride, one was already calling it the fastest bike he had ridden – that’s saying something given the recent crop of test bikes that have passed through our offices lately.

It’s extremely quick on acceleration both in and out of the saddle and with the suspension open. Some even joked that it felt somewhat similar to a lightweight eMTB. They are joking but the sensation isn’t far off. Seated pedaling is also incredibly efficient. The suspension is quiet but moves just enough over bumps and roots to keep you planted in the saddle and driving forward. The frame is solid under power without feeling overbuilt or too rigid too. It has a lively energy to it.

Descending is equally as impressive as the climbing performance. With the longer wheelbase, slacker head angle and increase in travel, we were able to get pretty aggressive on the Supercaliber. It’s still an XC race bike and reminds you of this when it runs out of travel but you can get away with a lot up until that point. This is no wannabe trail bike in XC clothing – it’s a full-on racer and a very capable one at that.

Cornering on flat turns takes a touch more careful front wheel weighting compared to steeper, shorter bikes but we adapted quickly. Our test bike came with 2.25” tires because the max tire size for the SID SL fork is 2.35”. We will be trying some higher volume tires soon that should greatly help with grip on our bone-dry So Cal terrain. Initally we set the suspension up the bike with 25% sag but also plan on trying the range as we test. With only a few rides under our belts, everybody who has ridden the new Supercaliber has come away seriously impressed and wants more time on it. Stay tuned to the pages of Mountain Bike Action for a full long-term review.

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Lighter Weight, More Travel - Trek Supercaliber Gen 2 First Ride 7

Increased travel, lighter slr frame options and a new rockshox sidluxe isostrut make the new trek supercaliber gen 2 a podium contender for any cross country racer..

T rek has been in the sub-100mm full-suspension XC bike category for several years, and in 2019, they released their first strut-designed Supercaliber featuring 60mm of rear travel and 100mm up front. Vital spent some time on the Gen 1 and praised its weight and sporty feel, but only 60mm of travel and steep (dare we say old) geometry left us wanting more. Enter 2023 and if imitation is actually flattering, the XC community confirmed as much on social media when Specialized released the 2023 Specialized Epic WC. Looking an awful lot like a Trek Supercaliber, the Instagram comments on the Specialized account giving Trek the nod were pretty entertaining. Specialized, however, wasn't using a strut design, but they had upped the ante with more travel (75mm rear) and slacker geometry; something we'd wanted in the original Supercaliber. Fast-forward five months and the new Gen 2 Supercaliber wins the travel battle (80mm rear), updates to modern XC geometry and slaps in a new, user-friendly RockShox SIDLuxe IsoStrut that is more serviceable than the FOX found on the Gen 1.

Big company drama aside, Vital had two test riders on the new Gen 2 Trek Supercaliber. Over the last few weeks, they've clocked some long local rides and even raced on the top-of-the-line, SLR 9.9 XX AXS model that we were sent. Our test bike is a World Cup XC-ready machine with a retail price of $11,699. Claimed weight for a size medium complete is 20.84 pounds. The base model Supercaliber Gen 2 starts at $4,199 and is a gallon of water heavier than our baller test bike. Trek offers 5 other XC weapons in the Supercaliber lineup, so let's get into what makes this Gen 2 Supercaliber different as well as our initial ride impressions.

Trek Supercaliber Gen 2 Highlights

• Increased travel: From 60mm to 80mm rear, 100mm to 110mm front
• Two levels of carbon frame: SLR and SL
• Improved IsoStrut suspension
• Updated geometry
• Floating brake mount
• S, M, ML, L, XL Sizes
• Weight as tested: 22.6lbs / 10.25kg - Size L with 2.4 Bontrager Sainte RSL XR front tire, Shimano XTR pedals, 2 bottle cages
• Prices from $4,199 to $11,699 (tested)

SLR SL or SL Models

Engineering Notes:

There are no differences in frame shapes between SLR and SL. Carbon laminate and cable routing features in the front triangle are the difference as the SLR and SL share the same swingarm.

The primary difference in the material is fiber aerial weight (FAW), modulus, and amount of material. The SLR has lower FAW material, additional higher modulus material, and overall less material (i.e. fewer plies).

IsoStrut Design

Trek Supercaliber Gen 2 Models, Prices and Claimed Weights

Trek Supercaliber Gen 2 Key Spec Features

• 9.9 SLR XX AXS - 20.84lb lightest build possible (size medium). Kovee RSL carbon wheels, XX SL AXS transmission, SID SL Ultimate fork, Fox Transfer SL dropper, Level Ultimate 4-piston brakes
• 9.9 SLR XTR - Kovee RSL carbon wheels, XTR drivetrain, Fox Factory 34 SC fork, Fox Transfer SL dropper, XTR 2-piston brakes, RSL bar/stem
• 9.9 SLR X0 AXS - Kovee Pro carbon wheels, XO AXS transmission, SID Ultimate fork, Reverb AXS dropper, Level Silver 4-piston brakes, RSL bar/stem
• 9.8 SLR GX AXS - SLR Frame, Kovee Elite 30 carbon wheels, GX AXS transmission, SID 110mm fork, Line dropper, Level Bronze 4 piston brakes, RSL Bar/Stem
• 9.8 SLR XT - SLR Frame, Kovee Elite 30 carbon wheels, XT drivetrain, Fox Perf. 34SC 110mm fork, Line dropper, XT 2 piston brakes, RSL Bar/Stem
• 9.7 SL - SL Frame, Kovee Comp 25 Wheels, GX AXS transmission, Reba RL 110mm fork, Line dropper, SRAM Level Bronze 2 piston brakes
• 9.6 SL - SL Frame, SLX/Deore drivetrain, Recon Gold RL 110mm fork, JD dropper, Shimano MT500 2 piston brakes

The Supercaliber uses a floating rear brake mount to isolate braking forces from the flex stays.

On the Trail and Race Course

Trek's focus on the Supercaliber is weight and going light may often mean trade-offs. Our test bike (SLR 9.9 XX AXS) is the only model in the new Supercaliber line with 2.2-inch Bontrager Sainte-Anne RSL XR tires front and rear. All the other models have 2.4 Sainte-Annes on both ends. Trek said this was to make the bike as light as possible. They also said that the SID SL Ultimate is technically only approved for tires up to 2.35 due to legal requirements around clearance. Many XC racers may not mind the stock 2.2-inch tires and SID SL Ultimate fork with 32mm stanchions as they chase seconds on the track, but it didn't take long for us to out-ride the waify configuration. For our riding style and terrain, the 2.2-inch front tire felt too sketchy, so we went outlaw and switched to a 2.4 Sainte-Anne (the same Bontrager model as our stock 2.2). We had no problems with clearance on the fork (it's literally 1.27mm wider than allowed), but perhaps muddy conditions could prove problematic. We left the stock 2.2-inch Sainte-Anne on the rear.

The SID SL Ultimate fork felt a bit flimsy in rough conditions for our 175 lb testers. It has a 32mm chassis and weighs 1352 grams. The next bike down in the Supercaliber line, the SLR 9.9 X0 AXS, comes with a much stiffer SID Ultimate (35mm chassis, 1476 grams). Whether the weight savings is worth it will depend on your terrain and priorities.

The two-position fork and shock lockout on the SID and SIDLuxe IsoStrut worked well. Some riders may instinctively want a middle setting, but we found the two positions to be ideal. In the open setting, the pedaling efficiency was stellar without the bike feeling harsh like a hardtail. GripShift suspension lockout control was easy to use and left room for a full-size dropper lever. Compared to other XC bikes, the lockouts on the Supercaliber are barely necessary because of the bike's efficiency, but more of a "nice to have" for out-of-the-saddle sprints or long, smooth stretches.

By the numbers, the Supercaliber's 80mm of rear travel puts the bike in between a standard 100mm/110mm XC bike and a hardtail. In reality, this speedster is closer to being the best of both worlds - great pedaling efficiency combined with reasonable comfort and descending capability.

Riding position on the Supercalber is aggressive, but not uncomfortable and both of our testers (5'10" and 6') felt very comfortable on our size large. The one-piece Bontrager bar/stem combo geometry is locked in, save trimming width or adjusting stem height on the steer tube, so finicky riders with specific cockpit tastes should be advised. Head tube angle has slackened by 1.5 degrees, reach has grown 10mm across sizes and chainstay lengths have grown making for a stable, planted ride. While the seat tube angle steepens by half a degree, the standover height drops with a lower intersection between the seat tube and top tube.

Even with their quest for weight savings, thankfully Trek spec'd a dropper post on all models. Neither of our testers ride fixed seatposts. Our test bike was decked out with all the best SRAM and RockShox components but had a FOX Transfer SL instead of the RockShox Reverb AXS (found on the 9.9 SLR X0 AXS model) because of the weight difference.

What's the Bottom Line?

Both Vital testers, who regularly race XC and often take on longer endurance rides and events, said they would buy this World Cup-winning bike. If you're not a cross-country racer, in its stock trim, our Supercaliber SLR 9.9 XX AXS probably isn't for you with svelte 2.2-inch tires and a 32mm SID SL fork. Our Supercaliber 9.9 SLR test bike has shaved every gram and is bred for the race track, ready to tackle most XC race courses. For those wanting a little more diversity out of the bike, Trek offers Supercaliber models in both SLR and SL frame constructions with 2.4-inch tires and RockShox SID forks using 35mm stanchions. These weapons should handle any cross-country terrain and will even let you dabble in some legit backcountry epics.

Hit up www.trekbikes.com to shop the new Supercaliber Gen 2.

View key specs, compare bikes, and rate the new Trek Supercaliber in the Vital MTB Product Guide.

Supercaliber Gen 2 FAQ Supplied by Trek

What is different about the frame compared to the previous generation of Supercaliber?

The frame is completely new to make it a more capable bike without sacrificing any of the speed. The travel has been increased from 60mm to 80mm rear travel and the front suspension has increased from 100mm to 110mm. The geometry has been updated with a slightly longer reach and slacker headtube angle. There are now two unique Supercaliber frames. There is a lightweight SL frame and a super lightweight SLR Supercaliber frame. The frames look identical, however, the SLR frame has a lighter carbon layup and does not have the internal cable routing guides on the mainframe. There is also a new RockShox SIDLuxe IsoStrut on all models.

What is the rear brake mount? What is the max rotor size?

160mm direct post mount. Minimum and maximum rear rotor is 160mm.

How much dropper post insertion does the frame have?

SM – 215mm MD – 225mm M/L – 250mm LG – 270mm XL – 330mm

What is the hub spacing?

The frame uses 148mm hub spacing and has a Universal Derailleur Hanger (UDH) for SRAM Eagle Transmission compatibility.

Which frame will be available as a frameset?

The lighter-weight SLR frame will be offered as a frameset.

What is the maximum fork axle-to-crown and/or travel?

The bike is designed for a 110mm travel fork, but it is compatible with 100 and 120mm forks. This allows the rider to choose the fork and travel that best suits their preference for geometry, weight, and performance. The maximum axle-to-race is 525mm.

Is there any downtube protection?

Yes. There is a clear 3M adhesive film placed on the underside of the downtube to protect the frame and paint from downtube strikes.

Is it compatible with SRAM T-Type transmissions?

Yes. It has a universal derailleur hanger that can be removed and a hangerless T-Type transmission used in its place.

What is the seat tube dimension?

Wheels & tires

What size tire is spec’d on the bikes?

All models get 29 x 2.4” tires except for the Supercaliber SLR 9.9 XX SL T-Type which has 29 x 2.2” tires on it to help save weight and because the new RockShox SID SL fork on that model has a max clearance for 29 x 2.35” tires.

Is it compatible with other wheel/tire sizes?

No. The bike is designed around fast-rolling 29” wheels on all sizes.

What is the maximum tire size?

Frame: 2.40" Fork: See manufacturer

Are these bikes tubeless compatible? What additional parts are required?

Yes. All models are tubeless out of the box. They include TLR strips, valves and sealant.

Can tubeless inserts be used with Supercaliber?

Yes, tire inserts can be installed if desired.

What type of bottom bracket does it use?

Like the previous generation, it uses a press-fit 92 bottom bracket.

Is it compatible with cranks with 30mm spindles?

Yes, but you'll need to supply your own 30mm bottom bracket and compatible crank.

What is the maximum chainring size? Minimum chainring size?

55mm chainline only. Min chainring is 30T, max chainring is 38T

Is the new frame compatible with the previous FOX IsoStrut?

No, the frame is only compatible with the new RockShox SIDLuxe IsoStrut due to several dimensional changes (eye-to-eye, stroke, diameter).

What is the recommended sag for the new RockShox IsoStrut?

New Supercaliber was designed around 25% IsoStrut sag for a balanced level of rider efficiency and suspension response. Riders can also adjust setup pressure throughout the 15-35% sag range, as marked on the new RockShox IsoStrut, to fine-tune their setup based on preference and riding conditions. Higher pressure/less sag = higher ride height and firmer and a more efficient pedaling bike, while lower pressure/more sag provides lower ride height and softer and more compliance through rough terrain.

Is there any special suspension setup knowledge needed for the RockShox IsoStrut?

There are sag gradients marked on the strut to help you easily set up and tune your preferred sag.

Also, the IsoStrut rebound has numeric labeling: 10 is slow rebound and 1 is fast rebound. Ya know, just like the podium, you're racing for. #1 is fastest and higher numbers are slower. (Hope that helps you remember.)

Are there IsoStrut air volume spacers?

Yes. However, installing the RockShox air volume spacers is different than FOX. A walk-thru is available on Trek U.

Can all sizes fit 2 water bottles?

Yes, all sizes can fit 2 water bottles – 1 on the seat tube and 1 on the downtube.

Are there any unique tools required for this frame?

There is a unique bushing tool needed for service. See the Supercaliber service manual for details.

What is the warranty?

Standard Trek warranty. Lifetime for the main frame of the original owner. More details here

View replies to: Lighter Weight, More Travel - Trek Supercaliber Gen 2 First Ride

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Trek’s Best Road Bike Ever Is the Third-Generation Domane SLR

Smooth, fast, and smart: The new Domane is everything a modern road bike should be.

The Takeaway: Higher performance, more features, more versatile: The third generation Domane is one of the best road bikes you can buy right now.

• Clearance for up to 38mm tires
• Internal storage system
• Improved aerodynamics save 12 watts
• 27 percent more compliant than the previous model

Price: $7,800 Weight: 18.9 lb. (54cm)

The third generation of Trek’s Domane is not just the best Domane, it is Trek’s best-ever road bike. And one of the best road bikes on the market right now.

Few bikes offer what the Domane SLR does: a bike that’s equal parts performance, comfort, practicality, and versatility. It’s more aerodynamic than the outgoing Domane (saving 12 watts at 4oKph) and takes at least a 38mm tire, and it has hidden fender mounts and sleek internal storage.

It has compliance-enhancing decouplers front and rear that work very well to improve both rider comfort and control, and that don’t detract from the bike’s pedaling efficiency or handling. The steering is light, and its handling precise, but with a mellower edge and more stability than a road-racing bike. That helps make it one of the best bikes on which to descend roads, as well as a capable all-road and light-gravel bike.

Style Road, All Road Material Carbon Tire clearance 38mm Drivetrain Shimano Ultegra Di2 Chainrings 34/50 Cassette 11-32 Brakes Shimano Ultegra Hydraulic Disc Wheels Bontrager Aeolus Pro 3v, tubeless ready, 25mm internal width Tires Bontrager 32 Hard-Case Lite, 32mm Handlebar Bontrager Pro IsoCore VR-CF Stem Bontrager Pro Saddle Bontrager Arvada

It is what a modern road bike should be: fast, crisp, useful, adaptable, and rider-friendly. The 32mm tires come stock on all but one model, a decision I couldn’t applaud more. Fat tires rule because they’re less prone to flats, can go more places, and don’t require you to dodge every groove and hole in the road. Not only do they ride smoother, Trek says its testing indicates they’re faster at speeds under 20mph (over 20 and the aero penalty takes over).

It is a touch heavy—it gains about 100 grams compared to the outgoing version—though it doesn’t ride that way. And it’s such a good and well-done bike, the extra weight seems worth it.

Trek Domane SLR 7

But if you’re a gram counter, know that the long-term review bike—a $7,800 Domane SLR 7 with Ultegra Di2 Carbon wheels and carbon handlebar—weighed just a touch under 19 pounds. That means the lower-end bikes will weigh even more. This new third-generation bike comes in 10 models priced from $2,300 to over $11k, plus the option to customize build and finish in Trek’s Project One program.

This is the bike most of us should ride. It’s entertainingly sharp and sporty, smooth, smart, and versatile enough for most forms of road riding—paved or gravel. And that’s why it’s one of the best bikes you can buy right now and why we chose it as the best bike of 2020.

Custom Options

There are 10 stock Domane models, but you can also customize in Trek’s Project One.

Big Clearance

The Domane officially fits 38mm tires. Unofficially, you can squeeze in 40s.

Now With Threads

The Domane uses a threaded T47 bottom bracket.

Flexy Tongue

The compliance of the rear IsoSpeed system is adjustable.

Burrito Carrier

Fit a repair kit and more inside the Domane’s down tube.

The 2020 Domane is the third generation of Trek’s venerable endurance—and race—frame. Jordan Roessingh, Trek’s global director or road product calls it “Our most versatile performance road bike ever,” which is the kind of thing you’d expect a person in his position to say. But it’s hard to argue with him when you look over the Domane’s details.

This system is up to 27 percent more compliant than the one found on the second-generation Domane, with a rubber elastomer providing damping to tame unwanted bounce. Compliance is pegged to frame size—larger bikes get stiffer IsoSpeed tongues, smaller bikes have softer tongues. Lower-grade Domane SL models continue to use the seat-tube adjustable IsoSpeed system from generation-two Domane models. This system does not have the size-specific tune or the damper.

The new Domane still uses Trek’s modified seatmast system—though the cap now fits inside the seat tube instead of over—with an internal binder for a sleeker look. The mast top comes in several lengths and two offsets.

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Most gen-three Domane models ship with 32mm tires. Bigger tires are more comfortable and offer better grip. And for most recreational riders, Roessingh says the 32mm tires are faster. According to Trek’s testing, says Roessingh, at speeds under 20mph, a 32mm is faster because it has less rolling resistance than a narrower tire. However, when speeds creep over 20mph, the aerodynamic hit of the bigger tire becomes a factor and begins to swamp the rolling resistance advantage of a wider tire.

The Domane can fit up to a 38mm tire with 4mm of clearance on all sides. That means you can shoehorn in a bigger tire—perhaps up to 40mm—though with less debris clearance. Like earlier versions, the new Domane has hidden fender mounts; with fenders, up to 35mm tires may be fitted.

Trek’s engineering elves managed to add a bit of free speed to the Domane by adding some aerodynamic features. Compared to the previous-generation frame, and with the same build, the new Domane saves about 12 watts at 40Kph (good for about one minute of time savings per hour). The aero gains are due to refined tube shapes, as well as new hose and housing routing.

The hose and housing routing is smart. The Domane’s front IsoSpeed system prevents Trek from stuffing hoses and housing along the fork steerer, a solution many other bikes employ. On the Domane, they enter the frame behind the headset, directed there by a simple hoop that clips into the faceplate of the bike’s Bontrager stem. The Domane is compatible with any bar and any stem, though only Bontrager stems work with the hose and housing hoop.

The Domane is the first bike to launch with Trek’s new internal storage system. It’s the same concept as Specialized’s SWAT box : Remove the panel under the bottle cage to access the inside of the down tube. Included with the bike is a cloth-covered organizer roll with spots for a tube, tire lever, Co2 cartridge, and inflator head. You can fit the organizer roll and a bit more—a few bars or gels, for example—though the amount of space varies with frame size. You can expect to see this system on more Trek models in the future.

Another new feature is a modified T47 bottom bracket system. Trek narrowed the width of the Domane’s BB shell by one millimeter (compared to the T47’s written standard) then added thicker flanges (a half millimeter on either side) to the BB itself. This gives the T47’s installation tool more material to bite on. Frankly, it’s a good modification: The standard T47 BB’s have very thin flanges and it’s easy to slip a tool when trying to install or remove one of the bottom brackets. Trek’s modification does not affect the system’s compatibility with cranks or bottom brackets.

Though an all-new frame in most ways, mainline Domane models carry forward the same endurance geometry. Through Trek’s Project One customization program, you can order a lower stack and longer-reach geometry that Trek calls H1.5.

The Domane Family

The new Domane line consists of 10 stock models priced from $2,400 to $11,299. All models have carbon frames and use disc brakes. If the stock builds don’t suit your needs, the new Domane is also in Trek’s Project One customizable-build-and-paint program. You can also purchase Domane frameset for $3,300.

There are two frame levels: SL with Trek’s 500-series carbon and SLR with 700-series carbon. SLR models get all the new features and are lighter. Lower-grade Domane SL models continue to use the seat-tube-adjustable IsoSpeed system from second-generation Domane models: This system does not have the size-specific tune or the damper.

Only SLR models get Bontrager’s IsoCore carbon bar which features a layer of vibration-damping material in the carbon. However, all models get IsoZone gel pads under the bar tape.

Following a growing trend, Trek did away with women’s-specific geometry and model designations in the new Domane line. Instead, the company added more sizes, more builds, and more color options to its mainline Domane models. So while Trek’s Domane WSD models go away, representatives argue that all riders get more options than before.

Some of the build adjustments from its women’s-specific models—shorter-reach and narrower bars, shorter stems, and shorter-reach brake levers—were incorporated into smaller sizes. The only thing not found in this new scheme are models that come stock with a women’s saddle. Buyers will need to work with their Trek retailer to get a saddle that suits their anatomy. I hope Trek retailers will swap for an equal-level Bontrager saddle at no charge.

Ride Impressions

I attended the Domane launch in Italy, where I had the opportunity to ride only a customized version of the Domane. Though it is possible to build the bike I rode through Project One (the price of the bike I rode would be approximately $11,600), it was not a mainline model with a stock build.

The day after Trek launched the new Domane, I received a Domane SLR 7 ($7,800 with black/silver finish) for long-term review. This model has Shimano Ultegra Di2 drivetrain (34/50 rings with 11-34 cassette) and brakes, Bontrager’s Aeolus Pro 3V tubeless-ready wheels, 32mm Bontrager R3 Hard-Case Lite tires, and a Bontrager IsoCore carbon bar.

On my scale, the Domane SLR 7 weighed 18.9 pounds (54cm). That’s not light for a nearly $8,000 carbon road bike in 2019. For comparison, my Cannondale SuperSix Evo Hi-Mod Disc Ultegra Di2 ($7,750) review bike weighs 17.1 pounds (54cm) with similar build, and a power meter. The Domane SLR 9 with the 28mm tires, higher-end wheels, and top-of-the-line drivetrain will be lighter than my review bike. But almost all other 2020 Domane models will likely weigh about 19 pounds or more.

The Domane has a lot of stuff going on; it’s the most feature-rich performance road bike you can buy right now. But adding stuff adds weight. Adding performance—aerodynamics, and compliance—can add weight. “The new [Domane] SLR and SL frames both gained about 100g when all the frame and hardware (IsoSpeed included) are rolled up,” said Roessingh.

But given how obsessive cyclists are about weight—despite constant reminders that weight isn’t a major influence on performance in most situations—if a brand is going to add weight, it better damn well pay off.

Based on my impressions of the Domane so far—ride and otherwise—it does. The weight is not a concern. Most important, it doesn’t ride heavy. The bike is quick and fast feeling; extremely stiff at the bottom bracket, with light and precise steering. On the steepest grades, yeah… it’s not as crisp and ethereal as a 13-pound climbing bike , but then it doesn’t feel like a 19-pound bike either. Before I knew its weight, I had it in my head that it weighed around 17.5 pounds—a typical weight for a bike with an Ultegra Di2 disc group.

But more significantly, the amount of time I spend on the type of grades where its weight might be noticeable or impactful is tiny. I suspect it’s the same for most riders who aren’t in the pro peloton.

And what you get for a bit of extra weight is Trek’s best road bike, and one of the best road, and more, bikes you can buy.

This is a stiff, quick, and high-performance bike. The steering is light and communicative, though not as fast as the typical road-racing bike. But the Domane also has a lot of BB drop (about 78mm, almost a centimeter more than a typical road bike), a bit longer chainstays (420mm), and a slightly stretched wheelbase. All of that gives it supreme stability.

On top of the geometry are the IsoSpeed decouplers, which not only add comfort to the rider but also help the rider stay centered on the bike and not bounced off line by bumps. And then there are the floaty and sticky 32mm tires. Friends, the Domane has been a great bike to descend with, but this new model puts it on a whole new plain. It descends like an anvil dropped from the ISS.

As much as I love to go downhill, I’m only a good, not great, descender on the road. But I’ve never felt more confident on the descents or had as much fun descending as I have on the Domane. Its limits are very high, but it’s also very communicative and very confidence-inspiring.

So, it rides great. But it’s also extremely smart and versatile.

I loved the SWAT box when Specialized launched it, and I love it here. It’s more, and more elegant, storage for your tools and spares and food. However, I have some worries about the integrity of the door. With a full bottle in the cage, there’s a concerning amount of flex and wobble in the door (Specialized’s doors are rock solid). I wonder how this will play out with tolerance drifts, and over the long haul. How will it hold up after a year of pounding? Time will tell, I suppose. And as much as it wobbled and flexed, it held firm and makes no noise. Trek’s representatives say they’ve tested the snot out of the system and its passed with flying colors. I hope it proves so reliable in the real world.

I also love the tire clearance. Swap the tires, and this is a good all-road or even gravel bike. Frankly, I think a lot of gravel bikes are over heavy and over slow. But a good set of mid-width gravel tires on this Domane and it’s a cracking machine for all but the most gnarly gravel roads. Put lighter skinnier tires on it, and it’s going to be a fast road bike (watch those pedals in the corners—the BB is LOW with smaller tires). I love that blend of road-race performance with all-road versatility.

I also love that the new Domane has aero touches (because improved aerodynamics are one of the few things that legitimately make you faster), that it doesn’t use a stupid or annoying proprietary bar and stem system, has fender mounts, and that Trek was able to give this bike so many features, and they made it look good.

Yes, it is a bit less sharp than a pure road-racing bike, and it might be a bit heavy, but then so am I. The Domane is a blend of versatility, practicality, and performance that no other bike currently offers. It’s the kind of bike we could all use in our life.

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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Cool Features

Tesla’s next-gen Dojo AI training tile is in production

Tesla’s next-gen Dojo AI training tile is in production, according to supplier Taiwan Semiconductor Manufacturing Company Limited (TSMC).

Tesla has been heavily investing in AI training compute power both through buying NVIDIA hardware and building its own under its Dojo program.

The first generation of its Dojo super computing platform went into operation last summer .

Shortly after, it was reported that Tesla had expanded its partnership with TSMC , a large semiconductor company that manufactures the Dojo chip for the automaker.

Top comment by skierpage

The D1 chip was okay, what's really impressive is putting 25 of them in an area the size of a dinner plate (the training tile) and supplying 15 kilowatts of power to it.

It remains unclear whether a full system will perform better than an Nvidia-based supercomputer cluster, but Nvidia is charging so much for its chips that if Dojo is only 20% as powerful at 10% the cost it could be worth doing. It's unclear whether Tesla has assembled a full working system.

Now, TSMC has confirmed that Tesla’s next-generation Dojo chip has entered production and they are working on tech that could deliver much greater power to Dojo in 2027 (via IEEE Spectrum ):

At TSMC’s North American Technology Symposium on Wednesday, the company detailed both its semiconductor technology and chip-packaging technology road maps. While the former is key to keeping the traditional part of Moore’s Law going, the latter could accelerate a trend toward processors made from more and more silicon, leading quickly to systems the size of a full silicon wafer. Such a system, Tesla’s next generation Dojo training tile is already in production, TSMC says. And in 2027 the foundry plans to offer technology for more complex wafer-scale systems than Tesla’s that could deliver 40 times as much computing power as today’s systems.

This new tile is likely going to be used for Tesla’s new planned $500 million Dojo cluster in New York.

Sperately, Tesla is building a new 100 MW data center to train its self-driving AI at Gigafactory Texas, but we were told that this system is going to use NVIDIA hardware.

Tesla’s Dojo program hasn’t been all smooth sailing. In December, we reported that two of the top executive engineers behind the program left the company .

FTC: We use income earning auto affiliate links. More.

Tesla is a transportation and energy company. It…

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