trek madone 9 2019

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Trek Madone 9.0 review

A magic carpet ride — if you can fit within the parameters

Ben Delaney / Immediate Media

Ben Delaney

Tangibly fast and blatantly comfortable, very good braking for aero calipers, well-thought-out integration

Steep price, tight fit parameters, toe overlap

The Trek Madone is the most comfortable aero bike I've ridden by a long shot, and its ultra-clean front end and massive, sculpted tubing deliver not only a fast but a luxuriously quiet ride. There are no sloppy cables whistling in the wind here.

The catch? This magic carpet comes with a tight fit window: the front end is a touch high for a race bike, the seatmast's vertical adjustment is limited, and the front wheel has toe overlap and a limited turn radius. But if you fit, you will fly.

• Tunnel test video: How slippery should your aero road bars be?
• How to ruin an aero road helmet (don't do this!)
• 10 of the best deep aero wheels lab tested

Trek Madone 9.0 highlights

• Same frame and fork as $12,000 / £12,000 / AU$13,499 Madone 9.9
• Normal stem and adjustable aero handlebar
• Shimano Ultegra group with Madone Aero brakes
• Bontrager Aeolus Comp Tubeless Ready 50mm wheels
• 50-62cm sizes, four color options
• $3,999 / £3,500 / AU$5,499

One Madone that breaks (a little) free of certain fit constraints

In late 2015 Trek overhauled the Madone as an ultra-aero race machine, with not only cables but the brakes themselves hidden from the wind. The bike received plaudits from several cycling outlets includin g BikeRadar for its aero performance and its comfort, thanks largely to Trek's IsoSpeed flex design, which allows the seat tube and seatmast to flex as one.

But while the bike managed to avoid the typical pitfall of early aero bikes — they're fast, but they ain't comfy — it did proceed with a typical aero compromise of ergonomic adjustability in favor of an ultra-clean integrated bar/stem that is demonstrably faster.

For context, most major companies with a high-end aero bike sell it with some form of integrated bar/stem, for the same reason: it's aerodynamically faster than a round bar and normal stem by a significant margin. Most companies claim at least a 4-watt improvement. (A good aero bike has a total drag number in the 70-watt range.)

And while integrated bar/stem cockpits work well for many riders, some people would prefer particular bar shapes, or bar angles, or at least the ability to make changes. With an integrated design, you get what you get.

The Madone 9.0 is the first Madone to come with separate bar and stem components. Yes, it's marginally slower in a wind tunnel, but you can easily adjust the bar angle or, like I did, replace the stock stem as needed.

Front and rear fit constraints — versus the competition

Like most of the other Madone bikes, the 9.0 comes in Trek's H2 fit. The lower H1 fit is only available in Project One, which adds $1,500 to the price.

As such, the Madone 9.0 has a slightly taller stack height than other aero bikes. Stack is the vertical difference between the top of the head tube and the center of the bottom bracket. Front-end height comparisons are often done with head-tube measurements, but this doesn't account for differences in various bikes' bottom bracket heights.

For comparison in size 56cm bikes, Canyon's Aeroad has a stack of 55cm, Specialized's Venge ViAS a 56.4cm and Cervélo's S5 a 56.5cm to the Madone's 58.2cm.

All the Madone sizes have a relatively tight saddle adjustment window. The 56cm bike has a saddle height range of 67-76cm.

For me, at 6ft with short legs, I had the saddle all the way up to 76cm and a 120cm stem all the way down, and would have appreciated another centimeter or two of handlebar drop. Fit, of course, is highly personal — just be sure the bike always fits you, whatever it is!

Aero brakes: decent power and, gasp, a delight to work on

Trek isn't the first company to experiment with hiding the brake calipers from the wind, but I believe they have done the best job thus far. By extending the frame's front section to house the front brake cable, Trek reduced drag substantially compared with bolting a standard caliper on the front of the fork.

The little cuckoo-clock panels flip open when you turn the bars, allowing the brake and housing room to move. (No cuckoo bird pops out, though, unfortunately.)

I hate rim calipers positioned underneath a frame's bottom bracket. At best, they are a chore to work on, and quickly gather grime. At worst, they are a literal drag, causing brake-pad rub when out of the saddle. Trek keeps the Madone's rear brake where it should be — up on the seatstays.

The power is decent for a rim brake. A Dura-Ace caliper it ain't, but modulation is predictable. The spectrum of aero brakes runs from horrible/dangerous to pretty good. These are pretty good. I tested the bike quite a bit with carbon wheels as well, where the power is adequate when used with SwissStop pads.

Perhaps most surprising to me was how easy it is to work on the brakes. Swapping and then adjusting the pads is easier than on most standard calipers. Seriously. In the absence of a barrel adjuster, Trek has a screw to adjust width on each side, and another to adjust toe angle.

Ride quality: a magic carpet

By now, you have probably seen enough aero-drag graphs and charts to understand that aero shapes are faster than round shapes, especially at higher speeds. I did not take the Madone into a wind tunnel, but my friend Dan Cavallari at VeloNews did. You can get his data and conclusions versus the Specialized Venge ViAS here . I did take the bike out for a few hundred miles, often on fast group rides and solo jaunts, and the thing is tangibly faster than a round-tubed bike with box-section wheels. During the year I switch between a number of test bikes, and the back-to-back rides really highlight differences.

Two things stand out with the Madone. It's fast! (Of course, your body position is the major factor here. But with that normalized, the Madone is perceptibly quick.) And two, it is more comfortable than many standard road bikes, never mind aero bikes, thanks to the full-flexing seatmast and seat tube.

I have an older Scott Foil that I love racing crits on, and while I ride it on dirt roads, it's not my first choice for mixed-surface riding. The Madone, on the other hand, I'd take on any ride.

With Trek's stout BB90 chassis, you still get plenty of firm pedaling efficiency when in and out of the saddle.

The wheel depth of the Bontrager Aerolus Comp 5's is manageable in crosswinds. I rode the bike on many gusty days and did a few days with Mavic's new 65mm Comete Pro Carbon SL tubeless wheels . On one fast group ride, I managed to plow straight into a pothole deep enough to crack the Mavic rear rim . After checking everything out — and opening the rim brake caliper — I rode back home without incident. Would I have crashed on a stiffer aero bike? Who knows. But I can say it is nice to have a forgiving frame underneath you when unexpected bumps and holes appear.

Wheels and components

The Bontrager Aeolus Comp 5 wheels can be set up tubeless but come with 25mm standard clinchers and tubes. Although not as light as all-carbon hoops, the aerodynamics of the metal-rim-with-carbon-fairing design are very similar. And you get the more consistent braking of an alloy track. A downside is that they can take in water at the spoke holes. (There is a hole on the side to release the water.)

Current-edition Shimano Ultegra continues the Japanese company's fine tradition of an excellent second-tier group that for all intents and purpose functions very much like Dura-Ace but with a few more grams. My one gripe with the mechanical Ultegra is how the inner shift lever on the lefthand control can pop slightly outside the primary brake lever on rattling roads. It doesn't affect performance at all, but it's annoying. Dura-Ace levers don't do this.

One curious spec choice is the compact 50/34t crank. When paired with the 11-28t cassette this is a great everyday setup, but it seems like amateur racers, in particular, would be drawn to such an aero bike. They might want, if not necessarily need, a 52/36t crankset. If this is a concern, it is likely that your local Trek dealer could swap it out for you. I suspect that, like the H2 geometry, Trek studies customer fit data carefully, and makes decisions based on the bulk of rider numbers.

Bottom line: Certainly the most comfortable and among the fastest aero bikes on the market

The Trek Madone fuses two seemingly incompatible traits: it is a very fast and very comfortable bike. The 9.0 build is the most inexpensive — but still not cheap — model, and the only one with separate and therefore adjustable stem and handlebar.

If you want to look at third-party aero numbers, check out Dan Cavallari's VeloNews piece where he put the top-end Madone against the top-end Specialized Venge ViAS in the A2 Wind Tunnel and found the Venge to be faster . For context, A2 found both to be faster than Cervélo's S5.

The fit, as discussed, is Trek's H2 geometry, which is slightly higher at the front end than other aero bikes. As with Trek's Emonda, a lot of riders will get toe overlap on the Madone, because of its short and sharp front end. So investigate carefully before you buy — but if everything fits, I doubt you will be able to find a bike as fast and comfortable as this one.

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Trek Madone SLR 9 Disc 2019 Review

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

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

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

No matter the light – the Madone looks imposing

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

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

The Trek Madone SLR 9 Disc 2019 in detail

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

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

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

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

Tuning Tips:

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

The geometry of the Trek Madone SLR 9 Disc 2019

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

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

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

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

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

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

Uphill | Downhill | Stability | Comfort

For more info head to: trekbikes.com

The test fleet

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

This article is from GRAN FONDO issue #010

GRAN FONDO Cycling Magazine is published in a digital app format in both English and German. Download the app for iOS or Android to read all articles on your tablet or smartphone. 100% free!

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Words: Photos: Benjamin Topf

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

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

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

Handling and geometry

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

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

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

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

Better brakes

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

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

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

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

Fast and comfortable? Fast or comfortable?

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

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

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

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

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

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

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

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

Frame design

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

road.cc test report

Make and model: Trek Madone SLR 9 Disc

Size tested: 56cm

About the bike

List the components used to build up the bike.

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

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

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

Bontrager R4 320, 320 tpi, 700x25 c

Max tyre size

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

Shimano Dura-Ace Di2, 11-speed

Front derailleur

Shimano Dura-Ace Di2, braze-on

Rear derailleur

Shimano Dura-Ace Di2

Shimano Dura-Ace, 50/34 (compact)

Bottom bracket

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

Shimano Dura-Ace

Not included

Bontrager Montrose Pro, carbon rails

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

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

Bontrager tape

Madone-specific internal cable routing

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

Shimano Dura-Ace flat-mount hydraulic disc

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

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

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

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

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

Frame and fork

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

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

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

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

Tell us about the geometry of the frame and fork?

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

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

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

Riding the bike

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

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

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

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

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

Extremely well for sprinting out of corners and attacking mates.

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

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

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

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

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

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

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

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

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

No changes.

The drivetrain

Wheels and tyres

Your summary

Did you enjoy riding the bike? Yes

Would you consider buying the bike? No

Would you recommend the bike to a friend? Probably

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

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

Use this box to explain your overall score

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

Overall rating: 7 /10

About the tester

Age: 31   Height: 180cm   Weight: 67kg

I usually ride:    My best bike is:

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

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

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

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12 comments.

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

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

Thanks ktache

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

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

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

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

Utterly disappointing.

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

Is this another of these Road.cc recycled articles?

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

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

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

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

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

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

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

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

I don't drive.

I have never learned to drive.

I hate cars.

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

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

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

Plus Trek screwed over Greg Lemond.

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

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

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

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

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

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

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

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

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

Anyways I'm surprised this is only rated 3.5 haha

Latest Comments

Freeman is a nasty little snake who needs to be prevented from having any air time, especially on an outlet such as this. 

I was thinking same.

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Otherwise law-abiding? 

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Trek Madone SLR 9 Disc eTap

Madone is in a class of its own.

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

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

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

It's right for you if...

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

The final word

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

The aero advantage

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Disc Brakes and (Much) More for Trek's New Madone

It might look the same on the outside, but underneath it's an all new Madone

Underneath the Madone SLR's familiar face is a long list of updates and improvements. The addition of a disc brake option is the most significant, but Trek's team also updated the bike's bump-absorbing IsoSpeed seat tube, made the cockpit more adjustable, updated the geometry, and freshened the Madone's graphics and colors.

Many Madone Models

In sharp contrast to some of the new aero bikes that have rolled out recently, Trek offers the new Madone in a bunch of options: rim or disc brakes, for electronic and mechanical drivetrains, and in women's and men's builds.

The Madone SLR version comes in eight models that range in price from $12,500 to $6,000. All SLR models use an integrated seat mast, and are equipped with the same Madone-specific bar and stem. All models get tubeless ready wheels, 50/34 chainrings and 11-28t cassettes. The Madone uses the BB90 bottom bracket system.

A revised Control Center is located under the downtube bottle-cage mount and holds the Di2 junction box and battery. It also anchors the rear brake hose to prevent it from rattling in the Madone's sizable downtube.

All Madone SLR models are made with Trek's highest grade OCLV700 carbon fiber composite. At this time, the Madone SLR models are made overseas and not in Trek's Wisconsin factory.

The top-of-the line Madone SLR 9 Disc comes with Shimano's Dura Ace Di2 disc group , Bontrager Aeolus XXX 6 Disc wheels, 25mm Bontrager R4 320tpi tires, and carbon-railed Bontrager Montrose Pro saddle. With standard paint, this SLR 9 Disc is $12,000; choosing one of the "premium" paint schemes adds $500. Note that, unlike some of its competitors, this model is not equipped with a power meter.

The SLR 8 ($7,500; $8000 with premium paint) is a rim-brake model. It's built with Shimano Dura Ace mechanical drivetrain, Bontrager Aeolus Pro 5 wheels, 25mm Bontrager R3 tires, and Bontrager Montrose Elite saddle.

The SLR 6 Disc has the biggest range of models. This model is built with Shimano Ultegra mechanical group, Bontrager Aeolus Comp 5 Disc wheels, 25mm Bontrager R3 wheels, Bontrager Montrose Elite saddle. It is available men's and women's build. With standard paint, the SLR 6 Disc is $6000; with premium pain it's $6,500.

Men's and women's builds use the same frame, with the same geometry—only finish and some parts (saddle for example) are changed for the women's builds.

In addition to these prebuilt models, Trek offers the Madone SLR through its Project-One custom parts and paint program. P1 bikes will be offered with more parts options, and huge range of paint customization options.

The $4,000 Madone SL 6 is a carry over of the previous generation's frame, though built with lower-grade OCLV500 carbon. This model is rim-brake only, with standard bar and stem compatibility. It's built with a Shimano Ultegra mechanical drivetrain , Bontrager Aeolus Comp 5 wheels, 25mm Bontrager R2 tires; Bontrager Montrose Comp saddle, and Bontrager stem and aero-top handlebar.

The Madone SLR disc frame weighs 1,112 grams; the rim-brake frame weighs 1,131 grams (weights are for a 56cm frame with seat post, but no paint). Note that the rim-brake frame weighs more than the disc brake frame. Fork weights are 421 grams for disc, and 378 grams for rim.

The Madone SL frame weighs 1,112 grams with seat post and the fork adds another 376 grams.

Trek claims a complete SLR 9 Disc weighs 7.405 kg (16.32 pounds). The SLR 8 with rim brakes has a claimed weight of 7.087kg (15.62 pounds)

Disc Brakes

Like almost all new disc-equipped bikes, Trek uses Shimano's flat-mount caliper attachment standard (Dura Ace and Ultegra calipers come only in this style), with 12x142mm (rear) and 12x100mm (front) thru axles.

With disc brakes, the new Madone has slightly more drag (3,216 grams compared to 3,202) than the previous generation (rim-brake-only bike). The 14 gram difference met Trek's design goal of 30 grams or less of the previous generation.

That drag difference is averaged across a -12.5-degree to 12.5-degree yaw sweep, which is a little narrower than most brands test–Specialized tests -15 degrees to 15 degrees and Cannondale tested its new SystemSix (and its competitors) between -20 and 20 degrees. Trek claims that its range is suitable, saying that it is the most common yaw a rider experiences based on real-world data-collection studies."

The wind angle you experience on the road is subject to many factors, perhaps none greater than your fitness. The faster you ride, the straighter the wind you experience becomes. At some angles the new Madone SLR Disc is faster than the previous generation Madone with rim brakes; but at most angles tested, it is a tiny bit slower.

Trek did not provide any information about the Madone's performance relative to its competitors. Not that it would have mattered anyway as the aero category has been completely upended this week.

A molded-in tube guides the front brake hose for easier assembly or replacement.

Maximum officially allowable tire width for the disc brake Madone is 28mm, which, in the new aero disc world, is on the smaller side. The new Venge, for example, can take up to 32mm-wide tires.

New Rim Brakes

While disc brakes seem to have established themselves as the standard for high-end road bikes, rim brakes still have their fans. Trek didn't neglect the trusty, light, and elegant rim brake when designing the Madone SLR. In fact, it made a new one.

The biggest noticeable change is that the front brake has been relocated to the back of the fork, which improves the (rim brake) frame's aerodynamics slightly (Trek did not provide aero testing data). The new front brake is five grams lighter than the one fitted to the previous Madone; the new rear brake is the same weight as the previous brake design.

An updated brake-arm design provides independent spring tension adjustment, and independent adjustment of arm position. The latter allows the rider to easily adjust the brake arms to accommodate (external) rim widths of 23 to 28.5mm without fiddling with the brake cable. Maximum, official, tire size on the new Madone SLR for rim brakes is 25mm.

Somewhat crazily, the front-brake housing goes down the front of the fork steerer, then goes into a hole in the steerer above the lower headset bearing, then out the crown. I assume Trek's engineers have done their homework, but I have to admit that a hole in the fork steerer so close to the crown gives me a little pause.

More Adjustable IsoSpeed, Now With Damper

Borrowing an idea first seen on the Domane SLR, the Madone's IsoSpeed Decoupler, which allows the seat tube more freedom to flex now offers rider-adjustable stiffness (it was fixed in the previous generation). The slider is located under the top tube, and is adjusted by loosening a single bolt.

At the extremes of the adjuster's position, the Madone SLR can be up to 22 percent stiffer, or up to 17 percent softer than the previous Madone frame. The minimum and maximum vertical compliance numbers vary slightly by frame size, but all sizes have very similar values.

Another significant update to the Madone's IsoSpeed Decoupler is the addition of a small damper. This is the first time a damper has been added to any of Trek's IsoSpeed-equipped bikes. The damper is a bit of squishy material that, when displaced by a bump, slows the IsoSpeed's return to its original position. The Madone's white paper claims the "damper is reducing the amount rebound magnitude after impact by as much as 13 percent."

The should help reign in some of the bounciness that could occur when riding an undamped IsoSpeed equipped bike. This will be particularly welcome now that the Madone's IsoSpeed can provide more vertical deflection. I would suspect Trek will add the damper to future versions of its other IsoSpeed equipped bikes, the Domane and the Boone.

Revised Cockpit

The previous generation of Madone arrived with a sleek, integrated carbon bar and stem, which limited bar position options, and made changing stem length more involved (because the whole unit had to be replaced). It also offered fewer stem-length/stem-angle/bar-width/bar-shape options than a two-piece system.

For the new Madone SLR, Trek's product team has developed a two-piece bar and stem that maintains the same aerodynamic properties of the one-piece system, but offers a much wider range of fit combinations (40 versus 26 for the one-piece). Additionally, the two-piece system provides +/- five degrees of bar roll.

Stems are offered in -7 degrees and -14 degrees rise, and in 90, 110, 110, 120, and 130mm lengths. The new Madone bar has back-swept tops (the old bar had straight tops) and comes in 380, 400, 420, and 440mm (center to center) widths. All bars have 93mm reach and 123mm drop–note that Bontrager measures reach a bit differently than other brands, so its reaches look long in comparison.

Though it's now a tw0–piece system, the controls still run through the middle of the stem, so a stem swap still requires uninstalling the brake and derailleur cables/wires/hoses/housings from the frame.

The Madone's "seat post" has been updated as well. The clamping system is now an internal wedge for a cleaner look compared to the previous Madone, and a light mount for Bontrager's Flare R rear light has been integrated as well. The standard post has 25mm of offset; an optional post with 5mm offset will be available.

New Geometry

For several years, Trek has offered its flagship road frames in two geometries. H2 gave riders a little more stack and reach relative to standard road racing geometry. H1 however was intended for limber professional racers. It had very long reaches and very low stacks.

The Madone SLR comes in a new geometry Trek calls H1.5 and it's almost exactly half way between H1 and H2 geometry. It also bring's Treks sizing more in line with its competitors' standard road geometry.

Trek offers stock versions of the new Madone SLR models in standard paint schemes or in fancier premium–AKA Project One Now–paint that incurs a $500 upcharge.

For example, the top-of-the line Madone SLR 9 Disc comes in black with red accents as its standard paint. But you can also get it in a few premium colors: neon yellow and black, sunburst and black, and the Trek Segafredo team replica design.

Related: I'd like to congratulate Trek for using the largest logo I've ever seen on a frame. The down tube logo used on the Trek Segafredo and Trek DROPS team paint is a sight to behold.

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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• Rider Notes

2018 Trek Madone 9.0

A carbon frame aero bike with high-end components and rim brakes. Compare the full range

Manufacturer Price

Cycle Limited

2018 Madone 9 - 56cm

In Stock: 56cm

Madone 9.5 H2 - 2018, 54cm

In Stock: MD

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

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🐐 Estimated

Do you have this bike? Help other riders make a decision about which size will work for them by sharing your own size and fit notes. Report your fit

Dec 2019 · Symon Lewis

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

Ride quality

Performance

Read Review

Jun 2019 · David Arthur @davearthur

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

Jul 2018 · Dan Cavallari

Trek has fine-tuned its IsoSpeed Decoupler, improved the fit, and added disc brakes, making this edition of the Madone even better.

It might look the same on the outside, but underneath it's an all new Madone

Jul 2018 · Philippe Tremblay

New aero road bike gets features for increased comfort, customization and aerodynamics

Feb 2018 · Peter Stuart

The Trek Madone 9 is a rather special aerodynamic redesign of the flagship Project One bike.

Feb 2018 · James Huang

The Madone is the oldest model name in the current Trek road lineup, with the first dating back to 2003. That nameplate has worn several hats in that time, but it’s always represented the best that road bike Trek had to offer. The latest generation is no different, offering cutting-edge aerodynamics, an incredible level of […]

Dec 2017 · Ben Delaney

An exceptionally smooth and fast aero bike, but with a relatively tall front end, toe overlap and limited saddle-height adjustment. Buy if you want a comfortable aero bike with an adjustable handlebar

Tangibly fast and blatantly comfortable, very good braking for aero calipers, well-thought-out integration

Steep price, tight fit parameters, toe overlap

Last updated February 15 Not listed for 2,270 days

TriTech for the Masses

2019 Trek Madone SLR – First Look

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

The Trek Madone SLR

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Our Thoughts

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

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First Ride: 2019 Trek Madone SLR 9 Disc

When aero and compliance work in harmony.

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

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

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

The Madone used by the Radio Shack squad.

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

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

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

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

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

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

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2019 Trek Madone SLR 9 Disc eTap

• Description

Bike Specifications

Professional reviews.

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

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

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What are you looking for?

• Trek Madone SLR 9 2019

157cm - 164cm

162cm - 169cm

167cm - 175cm

172cm - 181cm

178cm - 186cm

184cm - 191cm

189cm - 196cm

Bike summary

Bike components.

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

Suspension Fork

Madone KVF full carbon, carbon tapered steerer, carbon dropouts, Madone integrated brake

Rear Derailleur

Shimano Dura-Ace

Front Derailleur

Shimano Dura-Ace, braze-on

Shift Levers

Shimano Dura-Ace Di2, 11 speed

Shimano Dura-Ace, 11-28, 11 speed

Shimano Dura-Ace, 50/34 (compact)

Bottom Bracket

Not included

Bontrager Aeolus XXX 6 Tubeless Ready

Bontrager R4 320, 320 tpi, 700x25c

Madone aero, integrated

Madone specific internal cable routing

Madone specific adjustable aero VR-CF, internal cable routing

Bontrager tape

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

Bontrager Montrose Pro, carbon rails

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

Bike geometry

Model overview.

Madone SLR 9 is part of the Trek Madone model. Trek launched 360 bikes of this model so far. You can get a glimpse at all models from 2019 , by clicking on this link .

Model range prices

Trek Madone SL 6 2019 is the cheapest bike model and costs 4199 $ . Trek Madone SLR 9 Disc 2019 is the most expensive one and costs 12299 $ .

When cycling always take safety very seriously. Wear a helmet, obey the traffic rules and wear hi-vis clothes. In short, take care of yourself so others can take care of you.

Average price for Aero bikes

According to our math, the average price for a trustworthy Aero bike is 4211 $ . However, even though the average price of an Aero bike is lower, you might still be able to get a top-quality bike. To sum up, when you purchase your bike, make sure to check if it has reviews, and also do some components research.

Furthermore, this bike was made available in 2019 for 11799 $ . Comparing the average cost of an Aero bike to this one, you will see that Madone SLR 9 price is 180.19 % higher .

Average weight for Aero bikes

On a deeper look, we notice that the average weight of an Aero bike is 7.34 kg (16.18 lbs) . An easier bike will give you a big advantage in climbs. However, a heavier bike can gain speed when you descend.

Weighing 7.2 kg (15.87 lbs) , the Madone SLR 9 model is slightly lighter than average. To sum up, it’s 1.94% lighter than the average weight of Aero bikes.

Internal Cable Routing

Another thing to mention, is the internal cable routing of this bike. In conclusion, this helps you too, keep the bike cables in mint condition, and also it looks better. No more cables, surrounding the bike.

Madone SLR 9 components

Fork material.

When it comes to the fork, this bike has a carbon one, so, it’s a great addition to the bike’s value. However, carbon forks should be regularly inspected for damage because even the smallest crack could cause the fork to fall apart.

Wheels size

As for the wheels, Trek Madone SLR 9 2019, has a 700c carbon model. There is no doubt, that 700c wheels are very popular on all road bike models. However, these wheels don’t perform so well when passing over obstacles.

Nothing is more important on a bike than its ability to brake properly. Trek Madone SLR 9 is equipped with Rim brakes. Rim brakes are cheaper than hydraulic brakes, and also easier to maintain. However, they have problems in wet conditions.

Madone SLR 9 comes in 7 sizes , that range from 157 cm – 196 cm (5.15 ft – 6.43 ft) . In conclusion, finding one for you shouldn’t be a problem.

Trek Madone models from 2024

Trek madone models from 2023, trek madone models from 2022, trek madone models from 2021, trek madone models from 2020, trek madone models from 2019, trek madone models from 2018, trek madone models from 2017, trek madone models from 2016, trek madone models from 2015, trek madone models from 2014, trek madone models from 2013, trek madone models from 2012, trek madone models from 2011, trek madone models from 2010, trek madone models from 2009, trek madone models from 2008, trek madone models from 2007, trek madone models from 2006, trek madone models from 2005, trek madone models from 2004.

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• Madone SLR 9 Disc

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rosemary loves a blackberry

• August 31, 2019 Setlist

rosemary loves a blackberry Setlist at Smena, Moscow, Russia

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