trek rsl aero road handlebar

Trek Madone Gets More Affordable with All-New SL Gen 7 and RSL Aero Bar

While still expensive, the new bike is thousands less.

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Want to go fast for less? Trek’s new Madone SL Gen 7 looks to deliver SLR performance at a (much) lower price point. The new Madone SL Gen 7 frame looks nearly identical to the SLR, with only a few tweaks and a brand new RSL Aero Bar.

The question is: Do you want a Trek Madone SL Gen 7 for $2550 less than the SLR Gen 7, or do you really need to save 300g?

Trek Madone SL Gen 7 — Frame details: 

The Trek Madone SL Gen 7 has (almost) all the bells and whistles of the Madone SLR and is available at nearly half the price. 

What are the bells and whistles?  The Trek Madone SL Gen 7 frame takes cues from the Madone SLR, including the new IsoFlow design. This unique hole in the frame’s seat tube replaced the IsoSpeed damping system on the previous Gen 6 version. 

The new IsoFlow system still provides some vertical compliance, but more impressively, it eliminates excess weight and is a claimed 60 secs faster per hour over the Gen 6 model. 

The slippery frame combines a refined Kammtail (Kammtail Virtual Foil) shaping for the tubes and a new narrower handlebar. Trek claims the new narrower bar/stem saves 9.7w alone, not including the frame aerodynamics.

The Madone SLR arrives with the RSL bar stem combo, and the Trek Madone SL Gen 7 mimics that with an all-new RSL Aero bar. 

All-New Bontrager RSL Aero Bar

The new Trek RSL Aero bar is a narrow road bar aimed at creating a slippery front end without the fixed limitation positioning of a bar/stem combo.

It’s shallow (124mm drop) with an 80mm reach and a slight flare in the drops. The top of the RSL Aero bar is narrow, 3cm narrower at the tops vs. the drops.

Trek measures the RSL Aero bar from the tops, so finding your size can be tricky if looking aftermarket. For example, a 42cm wide bar is 42cm wide at the drops, which means the tops where the shifter mount are 39cm.   

Q: So What’s Different? A: Carbon 

The new Trek Madone SL Gen 7 uses 500 Series OCLV carbon fiber, Trek’s middle-tier carbon. The SLR uses 800 series OCLV carbon for maximum weight reduction. You can also find the more robust 500 series on the Trek CheckPoint SL and Domane SL.  

The frame bits remain the same (excluding the carbon) and they include a T47 threaded bottom bracket and proprietary seatpost. The seatpost wedge assembly is reversible to allow for a larger range of saddle height adjustment on a single seatpost. The stock seatpost is a 0° offset, but aftermarket 20mm offset versions are available from Trek. 

Trek Madone SL Gen 7 Geometry 

The Trek Madone SL Gen 7 uses the same race-oriented H1.5 geometry as the SLR. H1.5 is Treks Pro-Tour level race geometry, but it’s not point-and-shoot. Most roadies should find the steering and corning precise but manageable. 

The sizing covers an extensive range, starting with 47cm and growing to 60cm. The seat tube shaping can make for some challenges, so there are two different seat masts, one with a length of 150mm (short) and 200mm (Tall). The geometry chart above shows the minimum and maximum saddle rail height with both options for every size. Bike sizes 47-54 will ship with the short post installed, and bikes 56-60cm will get the tall. 

Trek Madone SL Gen 7 Specs: 

The new Trek Madone SL Gen 7 comes in two 12-speed Shimano builds: SL7 with Ultegra and SL 6 with 105. Though the groups and price structure change accordingly, a few specs remain the same throughout. SL 7 and 6 come with the cockpit, the new Bontrager RSL Aero-OCLV Carbon bar, and the RCS Pro – 7° stem.  

For tires, both roll on Bontrager R3 Hard-Case Lite 120 tpi, 700x25c treads. The 25c tires are narrow compared to most modern road specs but ride well after setting up tubeless. The R3 Hardcase tires are a great mix of high performance with real-world puncture protection, though we prefer the 28c version. 

For saddles, the Madone SL Gen 7 comes with the Bontrager Aeolus Comp. We reviewed the Aeolus a while back, and it remains one of our favorites for road riding.

The Aeolus Comp uses steel rails, making it more cost-effective in the spec but keeping the same shape as the Aeolus Pro and Elite — Plus you can use all your Bontrager BlendR compatible accessories.

Trek Madone SL 6 Gen 7 

• Groupset: Shimano 105 Di2 12-speed, 105 50/34 chainset and Shimano 11-30, 12-speed cassette
• Wheels : Bontrager Aeolus Elite 50 , OCLV Carbon, Tubeless Ready
• Weight: 8.40 kg / 18.52 lbs* Size 56
• Paint: Deep carbon smoke + Crimson

Trek Madone SL 7 Gen 7

• Groupset: Shimano Ultegra Di2 12-speed, Ultegra 52/36 chainset and Ultrgra 11-30, 12-speed cassette
• Weight: 8.00 kg / 17.80 lbs Size 54 (tested, real weight out of the box)
• Wheels: Bontrager Aeolus Pro 51 , OCLV Carbon, Tubeless Ready
• Paint: Dark carmine red + Plasma

Trek Frameset SL7 

• Frame, fork, and seat post only 
• Color: Dark carmine red

Trek Madone SL Gen 7 Pricing:

• Trek Madone SL 6 Gen 7: $5,499.99
• Trek Madone SL 7 Gen 7: $6,499.99
• Trek Madone SL Gen 7 Frameset: $3,799.99

Trek Madone SL Gen 7 Availability: 

The new Trek Madone SL Gen 7 is available online and from your local Trek Dealer. The Madone SL Gen 7 is not yet available for Trek Project One paint, but stay tuned… 

Look back for a full review as we take the Trek Madone SL7 Gen 7 through the paces this fall. 

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

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

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

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

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Could you possibly expand on the 300g increase in weight between SL and SLR options?

Are you referencing a frame-only figure or comparing similarly equipped completed bikes? As such, does it include the proprietary seatpost, or handlebar/stem – none of this is known from your article.

Whatever the case, a listed frame weight would add a lot of useful info to this article.

300g must be the frameset. According to the Trek website, the difference between an complete Ultegra-level SL and SLR gen-7 Madone is 0.52 kg.

I second this question!

Were working on getting some frame weights, thanks!

We’re really testing the limits of the word “affordable”

Road cycling is now purely for rich white men these days. Not like back when Lance was winning and people from all sorts of socioeconomic groups got excited and would buy a trek 1.1 to do group rides. Now it’s all people on 5000+ dollar bikes scowling in pastel kit who show up to the ride in their leased Audi. I have a BMW so I’m superior to them though.

There are plenty of very competent aluminum bikes available for a fraction of what this costs, similar to the Trek 1.1 you cite. I agree with Tom below, if you think all road cycling is white men on $5k+ plus bikes then you’re probably not a participant yourself.

Ummm… Caucasians rank pretty far down in a list of ethnicities in the US ranked by household income.

Agreed, though I somewhat applaud Trek’s effort to make the new Madone SL at least more competitive price-wise. I could be wrong but a similarly spec’d Madone SL 7 undercuts Giant’s Propel Advanced SL & Specialized’s Tarmac SL8 Pro by at least $1500 or more.

Still significantly higher than Canyon’s mid-tier Aeroad.

hey, if you want to have instant gratification with the latest hardware, be prepared to pay for it. My road bike cost me $4500, my last one about the same. Just be patient, look for deals, buy used stuff where possible, and it can get done for not an insane amount of money

Applause for a slipper cockpit without the limitations of one-piece bar/stem combos (although those do look purty).

Generalize much? you boys obviously don’t get out much. My big group ride is majority black/hispanic, with a mix of professionals, landscapers, contractors, bus drivers etc.

Yeah, one has to wonder if the commenter that implied that cycling is full of racists is even a cyclist.

FYI the spec for the tires are nontubeless. Whoever is riding the bike better have a good life insurance policy.

If you’re the type that builds custom (because like building a pc it saves money), the 300g is worth $800

If you’re building with new parts, building a frame set up is usually more expensive.

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Bontrager RSL Aero Road Handlebar - 2024

An OCLV Carbon road handlebar with an ergonomic and aerodynamic shape. - OCLV Carbon construction is ultra-light, compliant, and durable - Aero profile top section reduces drag on the leading edge and is UCI-legal - Ergonomic backsweep reduces rider drag for extra aerodynamic speed and comfort - Hoods measure 3cm narrower than drops - 6-degree flare provides ample wrist clearance for sprinting - Brake lever position guides for spot-on control set-up

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Trek Bontrager RSL Aero Road Handlebar

The RSL Aero Road Handlebar is built with the same Race shape as Madone, which is equipped with a shorter reach and hoods that are 3cm narrower than the drops. This moves you into a more comfortable ergonomic riding position that greatly reduces rider drag for an extra aerodynamic advantage. A 7.5-degree drop camber allows for ample wrist clearance and control, so you don’t lose any power or comfort in explosive sprinting moments. Product details - OCLV Carbon construction is ultra-light, compliant, and durable - Aero profile top section reduces drag on the leading edge and is UCI-legal - Ergonomic backsweep reduces rider drag for extra aerodynamic speed and comfort - Hoods measure 3cm narrower than drops - 7.5-degree drop camber provides ample wrist clearance for sprinting - Brake lever position guides for spot-on control set-up - Electronic shift compatibility only - Race Fit puts riders into a more comfortable ergonomic riding position

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Bontrager RSL Aero Road Handlebar

An OCLV Carbon road handlebar with an ergonomic and aerodynamic shape. - OCLV Carbon construction is ultra-light, compliant, and durable - Aero profile top section reduces drag on the leading edge and is UCI-legal - Ergonomic backsweep reduces rider drag for extra aerodynamic speed and comfort - Hoods measure 3cm narrower than drops - 6-degree flare provides ample wrist clearance for sprinting - Brake lever position guides for spot-on control set-up

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Bontrager RSL Aero Road Handlebar

An OCLV Carbon road handlebar with an ergonomic and aerodynamic shape. - OCLV Carbon construction is ultra-light, compliant, and durable - Aero profile top section reduces drag on the leading edge and is UCI-legal - Ergonomic backsweep reduces rider drag for extra aerodynamic speed and comfort - Hoods measure 3cm narrower than drops - 6-degree flare provides ample wrist clearance for sprinting - Brake lever position guides for spot-on control set-up

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I also found it easy and secure enough on the flattened aero section to hold the bars there when climbing or just cruising. It is one of the major benefits of the 6066-T6 alloy aluminium used, which is very sturdy. This is partly due to the material, but also helped by the increased clamping area, which is the foundation for a sturdy bar. It does not have any real feeling of flex when pulling hard, but despite this I did not feel too much road buzz through them. It makes them very comfortable to use.

Assisting this comfort is the slight flare in the drops, which allows for extra stability when sprinting or descending. It is certainly not massively pronounced when you look at them, but you can certainly feel it when riding in the drops. Aside from this slight flare, they are a regular compact bar, with a 123mm drop and 93mm reach.

The most important element of any aero bar is the aerodynamics. Bontrager claim that they will save you "23 seconds per hour compared to traditional round bars". This is a slightly vague claim and unfortunately not one that we can verify given that budget approval for the road.cc wind tunnel is has not yet been forthcoming. However, they feel quicker and given the stability from the flare, certainly makes it feel like you can go faster whilst still staying in maximum control.

As well as an aero shape, hiding cables also has an important part to play and internal cable routing is included in these bars, with holes on either side next to the shifters and a single hole behind the clamping area. Fitting internal cables is a challenge at the best of times and these are no exception, in fact I found these slightly more difficult than others I have fitted in the past. The holes are fiddly, which took me a long time to fit, but once through the rest of the installation was easy.

Coming in at 345g (claimed weight is 340g) makes them fairly heavy for handlebars of this price, but as with all things aero, the weight is secondary to the aerodynamic function. In terms of price, the RRP is £69.99, which is remarkably cheap for aero bars, even if they are made from aluminium.

Overall, I was impressed with these handlebars, offering a decent level of aerodynamics but with the practicalities that the extra clamp area presents. I found them stable, yet without the excess feedback that you often get with stiff bars and a fair price coming in at £69.99. Perhaps I would like to see better internal cable routing as the initial setup is fairly fiddly and the weight could be lower, but all in, I enjoyed using these bars.

Nice bars at a decent price, a good option for DIY aero conversions

road.cc test report

Make and model: Bontrager Race Lite Aero handlebars

Size tested: Black , 42cm

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

'Shaped from 6066-T6 aluminum, these bars are proven to save up to 23 seconds per hour compared to traditional round bars. Internal cable routing helps to further calms turbulent air, and is compatible with electronic shifting systems from Shimano and Campagnolo.'

These are big claims and especially when it comes to the more technical aspects, such as the 23 seconds per hour, not something that I can really test. However, I certainly found them to be comfortable and a strong performing bar.

Tell us some more about the technical aspects of the product?

Custom butted 6066-T6 alloy construction

Variable-Radius Compact Flare (VR-CF) design adds flare to the drops for increased wrist clearance and a more ergonomic drop shape

Compatible with clip-on aero bars

Aero drop bar profile is more aerodynamic compared to traditional round bars

Internal cable routing for Di2 and standard housing

Laser-etched brake lever position lines for spot-on control setup

UCI-Compliant

Once they are on, they work very well, providing a comfortable ride but without having too much flex when really pulling hard. The only aspect that has marked them down is the holes through which the cables are routed, which could do with being a little easier to use.

I can't make any specific claims regarding the aerodynamic features, given that I have no access to a wind tunnel, but they are good looking, comfortable and stiff bars that I enjoyed using.

Where most aero handlebars are carbon to cut down on the weight, the fact that these are made from 6066-T6 alloy means that you'll worry far less about hidden damage. If I were to take a big fall on these, I would be happy using them for the rest of the ride, rather than worrying about them snapping in half.

Like most aero features, you sacrifice on the weight to gain on aerodynamics. At 345g, these are no exception.

The slight flare on the bars, combined with a compact design creates a comfortable ride. The bars are also stiff enough that there is no flex when pulling hard, but do not allow too much buzz through the bars as a result, meaning that you don't get shaken to death on uneven surfaces.

With an RRP of £69.99, they are no cheap as far as handlebars go, but are the cheapest aero handlebars that are readily available, making them a good deal.

Tell us how the product performed overall when used for its designed purpose

The bars worked well, the aerodynamics certainly felt like they were performing well, but without a wind tunnel it is always difficult to work out exactly how effective they are. Away from this though, I found them comfortable to use and sturdy in the hands, without giving too much feedback from the road.

Tell us what you particularly liked about the product

I really liked the slight flare and also the general look of the bars. It meant that not only was it comfortable to use, but that they also looked really good on my bike.

Tell us what you particularly disliked about the product

The holes at the rear of the bars for the internal routing could have done with being a bit larger. It was difficult to feed the wires through compared to others I have used in the past.

Did you enjoy using the product? Yes.

Would you consider buying the product? Yes.

Would you recommend the product to a friend? Yes.

Use this box to explain your score

Really good bars coming in a strong price for the aero market. For anybody who is looking to go more aero, but without breaking the bank on handlebars, these should certainly be on your list.

Overall rating: 9 /10

About the tester

Age: 27   Height: 6 ft   Weight:

I usually ride: Cannondale Supersix Evo 6   My best bike is:

I've been riding for: Under 5 years   I ride: Every day   I would class myself as: Experienced

I regularly do the following types of riding: commuting, club rides, sportives, general fitness riding, fixed/singlespeed, mtb,

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George is the host of the road.cc podcast and has been writing for road.cc since 2014. He has reviewed everything from a saddle with a shark fin through to a set of glasses with a HUD and everything in between. 

Although, ironically, spending more time writing and talking about cycling than on the bike nowadays, he still manages to do a couple of decent rides every week on his ever changing number of bikes.

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I sell Bontrager stuff and generally like it......but when it's near impossible to set up mechanical shifting on any Trek with a slammed stem without monstrous shifting friction (and even damaged housing from trying to fit it in there) I belive these bars should carry a "electronic only" label.

Also smacked my wrists when sprinting.

both the mechanic and rider agree, Bontrager Race VR-SF over RL aero any. single. day.

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One frustration with the aero bars is the lack of real estate left & right of the stem for a GPS mount (I know you can buy a 3D printed mount, but I don't want to). Is there a reasonable allowance for a GPS mount?

Rixter wrote: One frustration with the aero bars is the lack of real estate left & right of the stem for a GPS mount (I know you can buy a 3D printed mount, but I don't want to). Is there a reasonable allowance for a GPS mount?

Honestly try one, they're like £7 off ebay and are so much better, I will have one on every bike I build.

"they feel quicker"

Yeah, of course they do!

£70 well spent.

I have these bars - really just to try whether a flatter top section was more comfortable for me rather than for any kind of aero gains. I like them.

I just tried using the internal routing with new Sram shifters - I found it really really hard to fit the cables without scuffing them whilst going through in and out and once I had fitted them the routing into the shifters for the gear cables was too kinked to allow for proper shifting.

Maybe OK for Shimano, perhaps easier with your shifters further down the bars but for me it just didn't work.

23sec in 1 hour would be closer to 0.75% no?

23sec/hr? You're being taken for a ride! To achieve that - close to 1% - you'd have to cut the drag of the entire bike and rider by close to 2% (drag rises by the square of speed). But the bike is at best about a fifth of total drag, so to get that kind of speed benefit from a bike modification alone means taking 10% off the drag of the bike. If you really believe that changing handlebars reduces the drag of your bike by 10%, then by all means send £70 to Bontrager. Or, better, send me £50 and I'll send you an "I'm Faster" certificate signed by my cat, who I'm told is a world-famous aerodynamics expert.

thisdell wrote: 23sec/hr? You're being taken for a ride! To achieve that - close to 1% - you'd have to cut the drag of the entire bike and rider by close to 2% (drag rises by the square of speed). But the bike is at best about a fifth of total drag, so to get that kind of speed benefit from a bike modification alone means taking 10% off the drag of the bike. If you really believe that changing handlebars reduces the drag of your bike by 10%, then by all means send £70 to Bontrager. Or, better, send me £50 and I'll send you an "I'm Faster" certificate signed by my cat, who I'm told is a world-famous aerodynamics expert.

23 seconds doesn't seem a huge amount over the distance you can cover in an hour. And seems backed up by similar claims by other manufacturers, as well as "real world" tests by websites and magazines (one in the current issue of Cyclist that I read last night for example).

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Season:2024

Brand:Bontrager

Code:BONTRSLAEROBAR2024

Positioned for power

The RSL Aero Road Handlebar is built with the same Race shape as Madone, which is equipped with a shorter reach and hoods that are 3cm narrower than the drops. This moves you into a more comfortable ergonomic riding position that greatly reduces rider drag for an extra aerodynamic advantage. A 6-degree flare allows for ample wrist clearance and control, so you don't lose any power or comfort in explosive sprinting moments.

Product details

• OCLV Carbon construction is ultra-light, compliant and durable
• The aero profile top section reduces drag on the leading edge and is UCI-legal
• The ergonomic backsweep reduces rider drag for extra aerodynamic speed and comfort
• Hoods measure 3 cm narrower than drops
• 6-degree flare provides ample wrist clearance for sprinting
• Brake lever position guides for spot-on control set-up
• Electronic shift compatibility only
• Race Fit puts riders into a more comfortable ergonomic riding position

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Bontrager RSL Aero Road Handlebar

745889484373

The RSL Aero Road Handlebar 410MM/440MM DEEP SMOKE is available at the following locations.

The item will be transferred to the location you choose during checkout.

If the item is not currently available to view at your desired location, please call your nearest store to arrange for it to be transferred.

• Description
• Specification
• Reviews (0)

An OCLV Carbon road handlebar with an ergonomic and aerodynamic shape. - OCLV Carbon construction is ultra-light, compliant and durable - The aero profile top section reduces drag on the leading edge and is UCI-legal - The ergonomic backsweep reduces rider drag for extra aerodynamic speed and comfort - Hoods measure 3 cm narrower than drops - Brake lever position guides for spot-on control set-up - Electronic shift compatibility only - Race Fit puts riders into a more comfortable ergonomic riding position OCLV Carbon construction Trek's patented carbon fibre process delivers a handlebar that's light, compliant and strong. Crafted for speed An aerodynamically shaped top section reduces drag on the leading edge yet is still UCI-legal. Flared drops 6 degrees of flare provides ample wrist clearance for explosive sprints while in the drops. Race Fit Race Fit is built with a shorter reach and a control width that's 3 cm narrower than the drops. This moves you into a more comfortable ergonomic riding position that greatly reduces rider drag for an extra aerodynamic advantage.

Please note: Manufacturers can sometimes change the specification of the products from time to time.

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BONTRAGER RSL MTB HANDLEBAR/STEM REVIEW

Review by Nic Hall

Bontrager’s RSL line (Race Shop Limited) are their highest end carbon components with crossover products in road, gravel, and mountain biking. We received their latest integrated bar/stem combo to put to the test. Being that it is e-bike certified, we stuck it on one of our test e-mtbs and got to work.

THE LAB RSL components have been an enviable piece of kit we have seen on several XC and gravel bikes, but now Bontrager is bringing the line to enduro and trail bikes. The newest MTB bar/stem combo is laid up in OCLV carbon, which is Trek’s proprietary layup that is supposed to offer extremely light weight while retaining compliance and strength. The combo is available in several sizes from XC specific 90mm stem x 750mm bars with a 13 degree stem drop to the more gravity focused 35mm stem x 820mm bars, and comes in every color as long as it is matte black.

Bontrager has designed the stem to work with both their Knock Block system headset, as well as a standard unit. Cut guides are printed on the bar to allow you to customize your length, along with shifter and brake position lines to get a perfect cockpit setup. All hardware is titanium, and the decals are a sweet premium-looking gloss gold over the matte carbon. They also feature Trek’s Blendr integration – a small screw port on the front of the bars that allows the integration of Blendr lights and computer mounts that are available separately.

THE DIRT Leaving the bars at 820mm is a bit wide for our preferences, so we cut them down to a still wide 800mm to see how they would fare on our Specialized Levo SL. Our bar had a 27.5mm rise, 35mm stem, and 7 degrees of backsweep and 6 degrees of upsweep – numbers that are quite different to “standard” bars, but proved to be comfortable still. Since the stem is integrated, install and setup time is minimized but of course you lose bar roll adjustability, so you better be happy with the angles. Once installed, the combo looks amazing – It is clean and svelte without looking too far from the future.

Weight is considerably lighter than comparable high end separate bar and stem combos at an impressive 247g. For comparison, the RaceFace Next R bar is 215g for just the bar and 160g for the Aeffect R stem. This comes at a price though, with the RSL combo coming in a good amount more expensive at $350 in the US or a whopping £399 in the UK.

Once out on the trail, the RSL bar has a good feel, with enough damping to keep your hands from taking too much abuse. It provides this reasonable comfort while remaining stiff enough to yank around an e-mtb without issue. The sweep and rise were comfortable for my taste as I usually run a slightly forward roll on my bar, but it won’t suit everyone. The bar survived a full week of trail work and e-shuttle abuse with no noticeable damage, but we will need more time with the bar to really put it to the test.

The Wolf’s Last Word

Price: £399.99 /$349.99 Weight: 247g (820mmx35mm tested) Website: Trekbikes.com

Simplicity of install Ultra-light Compliance and durability

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Bontrager Aeolus RSL VR-C Integrated Bar/Stem Aero Handlebar

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Upgrade your cockpit and enjoy a tidier setup with the Bontrager Aeolus RSL VR-C Integrated Bar/Stem Aero Handlebar . The weight saving benefits of opting for a single carbon component over a bar and stem combination are obvious, but it's the aerodynamic gains that really make the upgrade worthwhile.

With a lightweight OCLV carbon fibre construction, Bontrager has created a compliant but seriously stiff cockpit that absorbs chatter and makes sprinting in the drops even more efficient. In the wind tunnel, this cockpit is 10% faster than it's predecessor, saving seven watts which could be the difference in besting your 10-mile TT or not. The neat look is boosted by integrated cable management which keeps your cables and hoses neatly out of the way, while the broad, ergonomic tops feel great in-hand. The included Blendr mount allows you to install a Garmin bike computer and Bontrager Ion light (both sold separately).

• OCLV Carbon construction is ultra-light, compliant and durable
• Integrated bar/stem design improves aerodynamics and saves weight
• Proven in the wind tunnel to save 7 watts, making it 10% faster than its predecessor
• Integrated cable management system held secure with M4 hex bolt, 5 Nm torque
• Variable Radius Compact (VR-C) design allows longer reach and drop
• Includes Blendr mono and duo bases with mounts for Ion light and Garmin computer
• Approved for use with carbon or alloy steerer
• Manufacturer's claimed weight: From 279 grams (size 38cm x 8cm), to 302 grams (size 44cm x 12cm)
• Stem Rise: -7 deg.
• Drop: 124mm
• Drop Flare: 0 deg.
• Reach: 100mm

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Bontrager RSL Aero Road Handlebar

745889484373

The RSL Aero Road Handlebar 410MM/440MM DEEP SMOKE is available at the following locations.

The item will be transferred to the location you choose during checkout.

If the item is not currently available to view at your desired location, please call your nearest store to arrange for it to be transferred.

• Description
• Specification

An OCLV Carbon road handlebar with an ergonomic and aerodynamic shape. - OCLV Carbon construction is ultra-light, compliant and durable - The aero profile top section reduces drag on the leading edge and is UCI-legal - The ergonomic backsweep reduces rider drag for extra aerodynamic speed and comfort - Hoods measure 3 cm narrower than drops - Brake lever position guides for spot-on control set-up - Electronic shift compatibility only - Race Fit puts riders into a more comfortable ergonomic riding position OCLV Carbon construction Trek's patented carbon fibre process delivers a handlebar that's light, compliant and strong. Crafted for speed An aerodynamically shaped top section reduces drag on the leading edge yet is still UCI-legal. Flared drops 6 degrees of flare provides ample wrist clearance for explosive sprints while in the drops. Race Fit Race Fit is built with a shorter reach and a control width that's 3 cm narrower than the drops. This moves you into a more comfortable ergonomic riding position that greatly reduces rider drag for an extra aerodynamic advantage.

Please note: Manufacturers can sometimes change the specification of the products from time to time.

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• Add 30 days free insurance during checkout
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Trust our 14 years of experience in the bicycle insurance industry. Our comprehensive, customisable, and competitively priced coverage includes easy online quotes, fast claims handling, and expert customer service.

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Free 10 day bike insurance on your new bike!

We offer 10 days free cover with all new bikes purchased, provided by our insurance partner VeloLife. You will be covered for the first 10 days of ownership against theft and accidental damage, so you can purchase with confidence.

Give yourself the comfort of no obligation free insurance, make sure you have peace of mind from the moment you leave the store. If anything happens to the bike in the first 10 days of ownership, know you are covered!

• Find out more

Weight Weenies

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New aero handlebar, Bontrager RSL?

Moderator: robbosmans

Post by Visqu » Mon Nov 02, 2020 6:06 am --> by Visqu on Mon Nov 02, 2020 6:06 am

• S-Works SL stem (100mm) along with a Future Stem faceplate and the Venge accessory mount (165g)
• 3T Superergo Ltd 420mm (175g), reach 77mm

by » Mon Nov 02, 2020 6:06 am --> by Weenie on Mon Nov 02, 2020 6:06 am

Post by cyclespeed » Mon Nov 02, 2020 8:23 am --> by cyclespeed on Mon Nov 02, 2020 8:23 am

Post by robbosmans » Mon Nov 02, 2020 8:27 am --> by robbosmans on Mon Nov 02, 2020 8:27 am

Post by Visqu » Mon Nov 02, 2020 8:31 am --> by Visqu on Mon Nov 02, 2020 8:31 am

robbosmans wrote: ↑ Mon Nov 02, 2020 8:27 am I don’t get the “gain more hand positions with the longer reach” part

Post by Andrew69 » Mon Nov 02, 2020 8:46 am --> by Andrew69 on Mon Nov 02, 2020 8:46 am

Visqu wrote: ↑ Mon Nov 02, 2020 6:06 am So which is it, 100mm or 93mm, or has there been a running change?

Post by Visqu » Mon Nov 02, 2020 8:52 am --> by Visqu on Mon Nov 02, 2020 8:52 am

Andrew69 wrote: ↑ Mon Nov 02, 2020 8:46 am Visqu wrote: ↑ Mon Nov 02, 2020 6:06 am So which is it, 100mm or 93mm, or has there been a running change?

Post by Visqu » Mon Nov 02, 2020 8:56 am --> by Visqu on Mon Nov 02, 2020 8:56 am

Post by TobinHatesYou » Mon Nov 02, 2020 9:43 am --> by TobinHatesYou on Mon Nov 02, 2020 9:43 am

Visqu wrote: ↑ Mon Nov 02, 2020 6:06 am So which is it, 100mm or 93mm, or has there been a running change? If someone has these, could you please take a measument (center-center)?

Post by Visqu » Mon Nov 02, 2020 9:47 am --> by Visqu on Mon Nov 02, 2020 9:47 am

TobinHatesYou wrote: ↑ Mon Nov 02, 2020 9:43 am Visqu wrote: ↑ Mon Nov 02, 2020 6:06 am So which is it, 100mm or 93mm, or has there been a running change? If someone has these, could you please take a measument (center-center)?

Post by FlatlandClimber » Mon Nov 02, 2020 10:13 am --> by FlatlandClimber on Mon Nov 02, 2020 10:13 am

Post by Visqu » Mon Nov 02, 2020 10:18 am --> by Visqu on Mon Nov 02, 2020 10:18 am

FlatlandClimber wrote: ↑ Mon Nov 02, 2020 10:13 am My LBS says, that the reach is 100mm, when comparing it to another handlebar (like Aerofly II has 80mm). I will be able to tell you exactly within the next 10 days, when my bike finally arrives

Post by Visqu » Mon Nov 16, 2020 8:23 am --> by Visqu on Mon Nov 16, 2020 8:23 am

FlatlandClimber wrote: ↑ Mon Nov 02, 2020 10:13 am

Post by FlatlandClimber » Mon Nov 16, 2020 8:49 am --> by FlatlandClimber on Mon Nov 16, 2020 8:49 am

Post by Visqu » Mon Nov 16, 2020 9:35 am --> by Visqu on Mon Nov 16, 2020 9:35 am

FlatlandClimber wrote: ↑ Mon Nov 16, 2020 8:49 am What can I answer for you? The reach is *almost* 20mm more than that of my 80mm bars, so the truth might be 93mm and 100mm. One very interesting bit is, that the bar is surprisingly deep section. Apparently it doesn't test so fast, but it sure looks very fast.

Post by LewisK » Mon Nov 16, 2020 9:49 am --> by LewisK on Mon Nov 16, 2020 9:49 am

Visqu wrote: ↑ Mon Nov 02, 2020 6:06 am Hi, I'm contemplating on moving to an aero cockpit for my Tarmac SL6 and I'd prefer not to increase cockpit weight. While at it, I'd also like to increase bar reach to gain more difference in hand positions between the tops and the hoods and I've also noticed that I need slightly more reach on the hoods when riding aero. My current cockpit is this: S-Works SL stem (100mm) along with a Future Stem faceplate and the Venge accessory mount (165g) 3T Superergo Ltd 420mm (175g), reach 77mm Lately I've been looking at the new Bontrager Aeolus RSL integrated handlebar, it's pretty light at ~290g and the shape looks appealing, no flare though. This bar has pretty long reach (100mm) and to compensate while still gaining some length, I've been thinking that a 90mm stem lenght would work nicely with it and I'd get all bases covered. https://www.trekbikes.com/us/en_US/equi ... m/p/32627/ But then I saw this: So which is it, 100mm or 93mm, or has there been a running change? If someone has these, could you please take a measument (center-center)? I've also been looking at the XXX VR-CF Aero bar and Extralite Hyperstem+Alpitude but the resulting weight loss is minimal in comparison to my current system and cost is about the same as the RSL integrated solution. Any other cockpit suggestions, aero and long reach? 3T Aeronovas are no longer available but I have one on my De Rosa that's still WIP. Edit. Modified title to better reflect content.

by » Mon Nov 16, 2020 9:49 am --> by Weenie on Mon Nov 16, 2020 9:49 am

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Bontrager RSL Aero Road Handlebar

745889484373

The RSL Aero Road Handlebar 410MM/440MM DEEP SMOKE is available at the following locations.

The item will be transferred to the location you choose during checkout.

If the item is not currently available to view at your desired location, please call your nearest store to arrange for it to be transferred.

An OCLV Carbon road handlebar with an ergonomic and aerodynamic shape. - OCLV Carbon construction is ultra-light, compliant and durable - The aero profile top section reduces drag on the leading edge and is UCI-legal - The ergonomic backsweep reduces rider drag for extra aerodynamic speed and comfort - Hoods measure 3 cm narrower than drops - Brake lever position guides for spot-on control set-up - Electronic shift compatibility only - Race Fit puts riders into a more comfortable ergonomic riding position OCLV Carbon construction Trek's patented carbon fibre process delivers a handlebar that's light, compliant and strong. Crafted for speed An aerodynamically shaped top section reduces drag on the leading edge yet is still UCI-legal. Flared drops 6 degrees of flare provides ample wrist clearance for explosive sprints while in the drops. Race Fit Race Fit is built with a shorter reach and a control width that's 3 cm narrower than the drops. This moves you into a more comfortable ergonomic riding position that greatly reduces rider drag for an extra aerodynamic advantage.

Specification

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• Add 30 days free insurance during checkout
• Complete your purchase
• Receive welcome docs by email
• Ride with peace of mind

Why Sundays?

Trust our 14 years of experience in the bicycle insurance industry. Our comprehensive, customisable, and competitively priced coverage includes easy online quotes, fast claims handling, and expert customer service.

• Policy Wording
• Terms of Business
• Privacy Policy

Free 10 day bike insurance on your new bike!

We offer 10 days free cover with all new bikes purchased, provided by our insurance partner VeloLife. You will be covered for the first 10 days of ownership against theft and accidental damage, so you can purchase with confidence.

Give yourself the comfort of no obligation free insurance, make sure you have peace of mind from the moment you leave the store. If anything happens to the bike in the first 10 days of ownership, know you are covered!

• Find out more

• Bontrager RSL Aero Road Handlebar

30 Day Unconditional Guarantee

For Trek, Bontrager and Electra products, if for some reason you're not 100% happy with your purchase, you can return it within 30 days for a refund - no questions asked!

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More options

Best road handlebars: How to pick the right option for your needs

With so many options available, how do you choose the best road bike handlebars?

Alloy Budget

Alloy classic curve, alloy compact, carbon aero, carbon budget, carbon classic curve, carbon compact, fully integrated, how to choose the best road bike handlebars for you.

1. Quick List 2. Alloy Aero 3. Alloy Budget 4. Alloy Classic Curve 5. Alloy Compact 6. Carbon Aero 7. Carbon Budget 8. Carbon Classic Curve 9. Superlight 10. Fully Integrated 11. Riser 12. How to choose

Road bike handlebars all do the same thing when you drill down into it. They all offer multiple hand positions, attach via a stem to your fork's steerer, and have your shifters mounted to them. Beyond that, they are a good way to make more subtle changes to the ergonomics of your bike, and I've found can have more of an impact than you might expect, especially with a swap to some of the best bar tape too . Differences in drop, reach, bend shape, and flare can have big implications for comfort, especially on longer rides, and given the bars are one of the key leading edges on a bike there are significant aero gains to be won, too. What's more, swapping from alloy to carbon can save you grams as well, if you're that way inclined. 

There are uncountable options available on the market, and given that ergonomics are a very personal thing I've steered clear of suggesting one bar is 'better' than another. Instead, I've picked some out that I've enjoyed using to illustrate distinct categories within the market, as well as some alternatives. If none of them floats your boat then we've also got a guide to the best gravel handlebars too that have options with more flare, more cushioning, and a greater emphasis on ergonomics. It can be a confusing landscape, so at the bottom of the page I've put together an explainer on reach, curve and drop, plus answered some common questions that crop up when discussing handlebars.

+ Aero gains on the cheap - 40cm narrowest - Limited real estate for lights

Wing-shaped bars have long been the preserve of carbon fibre aficionados, and therefore those with deeper pockets. There are though, if you know where to look, aerodynamic options made of aluminium like the Vision Trimax Aero. You get the same wing shape, if a little less dramatic, as the brand's Metron bars. There are cable groves for Di2, as well as a larger internal cable tunnel. You get a 125mm drop, a 90mm reach, and a 7-degree forward sweep. Sadly though for an aerodynamic bar you can't go narrower than 40cm, so be prepared to turn your hoods inwards.

Other alternatives

+ Incredibly low RRP - 40cm narrowest option - A little hefty

Considering you can pick a set of these bars up for less than a tenner if they're on offer they're very hard to overlook. The finish is a uniform texture, and the indents at the bend for cables and hoses (external only) aren't finished that well, but once they're wrapped you'll never see this and they look no different from more premium options. There is a weight penalty though; they're 68 grams heavier than the more premium Zipp Service Course 70 for the same width, plus the extra weight of the spare cash in your wallet.

+ Classic shape - Pricey for alloy - 42cm narrowest

The classic curve bar is an endangered species, but one you still see on pro bikes. The Deda100 Deep is an archetypical bar, with a sloping section down to the hoods, a very deep 145mm drop, and a 95mm reach. They won't be to everyone's liking, but if you're building up a bike with old-school vibes they're a great choice. If the drop is too much for you Deda also makes a shallower drop version, but that wouldn't fulfil your dreams of being a mid 90's pro no, would it? Aside from the shape, the only real downside is the price. On the upside, they are light at 254g for a 42cm bar. It's worth noting that Deda measures from the outside not the centre of the tube, so a 42cm bar is equivalent to a 40cm. 

+ Comes in narrow widths - No internal routing

The Deda zero100 RHM, which stands for 'rapid hand movement' typifies what most of you would think of as a normal, quality modern alloy handlebar. It's got a classic compact shape, though with a slightly rounder lower section than some. Regardless it's going to leave the hoods in a straight line forward rather than having them on the curve of the bar, as is the modern way. There's no internal routing, but there is a groove pressed into the underside of the round top section to allow you to run the cables more flush for better ergonomics. As a bonus, unlike many options, these come in widths as narrow as 38cm, which is great for riders looking for free aero gains.

+ Aero + Lightweight - Expensive - Nowhere to clamp anything I've fitted these up to my gravel bike, despite the fact they are very much road bars (I'm doing so at my own risk). Ergonomically they are excellent, with the main portion of the drops narrowed for an aero advantage, before flaring out at the ends. This really locks your hands in place when in the drops, though is less suitable to those with larger paws. They do come in 38cm wide too, which is great for narrower riders or just those looking to get even more aero. The main drawback, beyond the high RRP, is the fact that the bars flatten out immediately after the clamp area leaving no room at all for clipping on lights or computers; stem mounts only here!

+ Budget price, for carbon + Comfy tops - No internal routing In days of yore the phrase 'budget carbon' was synonymous with cheap fakes and a sense of unease. Carbon parts are well established now, and these Brand X bars will have passed all the relevant safety tests. If you're looking to shave off a few grams (these are 228g for a 42cm wide option), they're a relatively affordable way to do so. I like the shape of the tops a lot, which have been slightly flattened and feel great, and while a lack of proper internal routing may irk fans of expensive mechanic bills, the deep channels underneath in lieu of actual holes do a good job and mean you don't have to bleed your brakes if you want to swap them out for a similarly externally routed set.

+ Last of its kind - 40cm narrowest If you thought classic curve alloy bars were hard to find then just wait until you try and find carbon versions... The WCS Carbon Neoclassic from Ritchey is, as far as I can tell, the only carbon classic curve handlebar left on the market. I'm sure someone in a forum somewhere will immediately comment to the effect that I'm wrong, but I can handle that. In any case, if you want classic carbon, this is it, and you'd better not want anything narrower than a 40cm. If you're dead set on weight savings then these make sense, but for a classic bike restoration, or anything other than a high performance machine where every gram counts then the alloy options from Deda and the like probably make more sense to me. Other alternatives

+ Very light + Internal routing - 40cm narrowest - Not clip-on bar compatible 220g for a 42cm handlebar is appreciably light. It's not crazy like the Darimo Eclipse, but it's light, with a pretty standard compact drop shape and round tube profile throughout. Unlike budget options like the Brand X, you get fully internal routing, which does make life more fiddly but is a more svelte solution. You can't go narrower than 40cm, and you will have to fork out over £300 if you're paying full price, but this is a pro-tier product. One thing to be aware of here, and with many other superlight options, is you often cannot clip on TT extensions as only the stem clamp area is suitably reinforced, so if you're a triathlete then maybe look elsewhere and take the weight penalty for the aero gains. Other alternatives

+ Crazy light + Custom options available + Good width range - Expensive These are light, crazy light. A 42cm set of bars is only 131g, with a 38cm option that I ride clocking in at a bananas 124g. That's about the same as a large sneeze. These are truly bike bling, they're the preserve of the ultra-weight weenies, and unless you've optimized other cheaper aspects of your bike first they are likely overkill given they are a hair shy of €400. That doesn't stop them, and similarly, superlight carbon parts are extremely desirable. They do come in a wider than normal array of widths, which is really heartening to see as too often riders end up with too-wide bars, and if you want to use them with clip-ons you can request a custom set that is specially reinforced. Madly, given that they are produced in small batches, you can contact Darimo directly and see if you can get them even lighter... Go on, I dare you! 

+ Maximal aero gains - Harder cable routing - Expensive

The majority of top-end race bikes nowadays come with a fully integrated cockpit, meaning the bar and stem are a single piece. This saves weight but primarily adds aerodynamic benefits. We do still see many pros opting to use separate systems, and while many are semi-proprietary you can still pick up an aftermarket option if you want to really go all out on aero. They're not cheap, with this option from Vision clocking in at just under $690, and they are certainly more of a pain to work on, but if you want the best frontal area then this is the way to go. 

+ Helpful for taller riders + Narrow widths - Look a bit funny Having a bike that fits you is imperative, but for various reasons, you may find the front end of the bike just isn't high enough for you. Maybe you're really tall, or maybe like me, you've had back issues that mean you can't get into a super low position on certain bikes. Riser bars like these from ControlTech add 10mm of height to the front end and come in a 38cm wide option which isn't always easy to find. There's a bit of a visual penalty, but can you put a price on comfort?

There is every chance that you've gone over the products in the quick list and still aren't totally sure what you're after. I get it, there are so many options, and it's tricky to work out what you're after. My advice is to really hone in on what you like and don't like about your current setup and go from there. 

If you have a set of alloy ergo bars and just want to make your bike lighter then think about swapping to carbon. If you're not fussed about weight but want some aero improvements then an alloy aero bar is the section to look at. If you want to be able to get a little lower then look up the drop figure for your bars and find something in the same market segment with a similar shape but a larger drop. A bit of forethought up front will stop you from feeling bemused when faced with such an array of options. 

Because there isn't really a perfect handlebar I've also curated a few more options for each category below, to save you scrolling endlessly through online retailers. 

From a price-performance ratio, this is probably the most cost-effective of all the categories. You get the added benefit of increased aerodynamics, without the burdensome cost of carbon. Sure, there will be a weight penalty, but above a relatively sedate 15kph aerodynamics trumps weight, and as the relationship between speed and air resistance isn't linear, but a square, the faster you go the benefits multiply.

If the Vision Trimax Aero doesn't float your boat then you could look at the Prime Doyenne Aero, which is relatively cheap, has internal cable routing, a pronounced wing top section, and the drops extend rearwards further than many. If you don't want such a wing shape, the PLT Compact Ergo from Pro is more of a traditional ergo drop, but with a more subtle flattening of the tops that's halfway between an aero bar and something ergonomically instigated. It doesn't have internal routing, but smaller riders may like this as it comes in a 36cm width. If you want a bit of a flare to the drops then the Bontrager Elite Aero VR-CF could be up your street. It's got a 4-degree outward sweep and semi-internal cable routing if you want to keep the front end a little neater.

If price is your number one priority then it's really hard to look past the budget options from Brand X. Not just the model above, but the compact version with ergonomic shaping on the tops. They'll be totally functional, pass all required safety tests, and may be a little heavy. If you want something affordable but from a more well-known brand then there are plenty of options out there, though they may be a little more expensive than the truly budget Brand X offerings.

Deda has the Zero RHM, a classic ergo drop that comes in under £30 at full price, and at the time of writing is discounted, though getting narrower widths will be tricky. Similarly, you could go for the Comp Curve from Ritchey, which is similarly priced but comes in a 38cm option, or the Compact Vero from FSA which is a hair deeper and has more reach than the Ritchey option, but only by a few millimetres. 

Are you building up a classic bike? Want traditional round drop bars but don't fancy the Deda Zero100 Deep? Well, I can't say I blame you necessarily, as they are extremely deep. You could try the Zero100 Shallow, which is basically the same but, you guessed it, shallower, and probably better suited to more riders.

Failing that there's the perennial Ritchey Classic Neoclassic, which has the advantage of coming in silver for those of you who've been hoarding vintage campagnolo groupsets, or there's the Zipp Service Course SL-88 which has a 3-degree outward sweep to the drops for those who prefer a little bit of flare. Finally, you could also try the Energy Traditional bar from FSA which has a 2-degree outsweep down below. 

I suspect this is going to be the main event for many of you, especially if you're putting together a bike from the ground up. It's where there are the most options out there, and consequently where there is the most potential for confusion. I will allay any fears though; having tried a tonne of compact drops over the years they are all extremely similar. Unless you go for something from the fringes with a lot of flare, a lot of reach, or a larger drop they will all feel relatively similar, so you can focus more on things like weight, or which brand logo you want peeping out either side of your stem.

The Prime Doyenne Lightweight Alloy bar is especially useful for smaller riders as it comes in a 36cm width, which isn't always easy to find, and has a reasonable price tag too. The similarly priced Short Reach Bars from Specialized will also work for most applications and come in an all-matte finish, in contrast to the glossy mid-section of the prime. 

If you want something a little more radical then take a look at the WCS Skyline from Ritchey. The tops are ovalised and backswept, which I've always enjoyed on other Ritchey handlebars. The main point of difference though is the drops, which feature a much more angled shape, giving you a long, flat section in the hook of the drops if that's where you like to spend a lot of time riding.

While alloy aero bars may offer performance advantages at a lower price point, for those with deeper pockets or a greater obsession with weight carbon aero bars are the way to go, if you're not going all in on an integrated cockpit.

If the Pro Vibe option isn't to your tastes then you could cosplay at being Wount Van Aert with a set of Vision Metron 4D bars. There's a 'Flat' version with flat, wing-shaped hoods, or an ergo version where there is a slight rise after the clamp area, leaving the wings to slope downwards. To my mind the flat version makes more sense, as if you're buying aero bars you're not planning on spending a great deal of time on the tops anyway, so making them more ergonomic is a little daft. Also be aware the drops kink outwards near their terminus at the base of the curve, putting the base of the drops wider for descending control, but keeping the frontal area more narrow. 

Prime has the Primavera bar, which is noticeably cheaper than most other options, has internal routing and comes in a greater range of widths (down to 36cm). Given that opting for a narrower bar will probably save you more watts than swapping from a round to an aero top section, this could be the best bang for your buck of any carbon bar. The only downside is the drops truncate rapidly after the curve, so you'll be riding more in the hook of the bar than on the bottom section unless you opt for some bar extenders (a useful upgrade if you want to ride more on the flat section).

Finally, you could opt for the EC70 bar from Easton. It doesn't do anything that the others don't, but it is another option that's more competitively priced than options from the likes of Pro and Vision. You can't get narrower than 40cm, but you do get a giant "EASTON" logo across the whole winged section so everyone will know which brand you're riding. 

In all honesty, there isn't really anything that matches the Brand X option for budget carbon. The next closest thing would be the Prime Primavera X-Light, which is a great option but double the price. It is similar in shape, on the curve at least, to the WCS Skyline from Ritchey, with a much more angular profile, which may appeal to some.

Bad news, sports fans... From my extensive searching if you want a classic drop bar made from carbon you're limited to the Ritchey WCS Carbon Neoclassic.

In a similar way to the alloy compact segment, this is where most carbon bars fall on the bell curve, so there are more options to choose from, and also as with the alloy bars, they will all to some degree feel relatively similar. 

If you need a jumping-off point the Ritchey Carbon Evocurve is as good a place as any. I really enjoy the Evocurve shape, and it's especially good if you spend a lot of time on the tops. It has internal routing, though on carbon bars nowadays this is basically ubiquitous. 

The S-Works Shallow Bend bar is just a carbon copy (pun intended) of the alloy version mentioned above. It's a very bread-and-butter shape with a straight top section and a pretty impressive weight at 200g for a 42cm wide bar. 

The Enve Compact Road bar has a more pronounced flattening of its upper section, though not to the same degree as any of the aero offerings, but unlike many others it's flared, and has a curve that extends rearwards for a lot longer. If you like spending time at the end of your drops rather than inside the curve then these may well be the choice for you.

These are definitely going to be the bling-est upgrades you can make to your bike, but unless you're building a bike with low weight being the absolute priority (I'm thinking hill climb bikes here), you will likely get a greater performance advantage from going aero instead.

While the Darimo option is bonkers light, Schmolke has several options that are almost as feathery, but in a wider array of shapes. Ironically, Lightweight makes the heaviest of the superlight, sub 200g bars with its KOMPAKTBÜGEL (yes, it is all capitalised for some reason). 

Any of these will be sure to raise some eyebrows at the cafe, and all will put a dent in your wallet.

There's every chance that if you have an integrated cockpit it's because it came on your new bike. Given how many of these systems are proprietary or at least semi-proprietary if you're looking to replace it the best place to start is probably with the original component manufacturer. 

If you want to add a one-piece system to your bike and it has a separate bar and stem combo on it at the moment then you're more free to choose from any options. The Vision option listed above is one of many, but instead of that, you could easily go for the incredibly space-age-looking Pro Vibe Evo, which gets used in the pro peloton, or the new Roval Rapide cockpit, also now a mainstay on the bikes of Specialized sponsored teams. 

While most integrated cockpits prioritise low drag, the Roval Alpinist is an integrated bar and stem combo with the look of more traditional round profile bars, but weighs in at 220g for a 42cm x 110mm set, which is lighter than many standalone bars!

Riser bars are going to be more of a fit consideration than anything to do with aero or weight. If the ControlTech set doesn't do it for you, then Specialized has the Hoverbar that comes as standard on all its Roubaix models but is also available aftermarket. Likewise, you could opt for the Ritchey WCS Ergomax, perhaps the most ergonomically sculpted of all the Ritchey bars, with gentle swooping curves and ovalised tops, along with a slight flare. 

Finally, Surly has its Truck Stop Bar, with a whopping 30mm of rise. It only comes in widths of 42cm or wider, however, but could be the answer if you've accidentally bought a bike with a steerer tube totally chopped down.

What width handlebar do I need?

The basic rule of thumb is to opt for a bar that's the same width as the bony protrusions on the top of your shoulders, but this isn't the full story. For greater control or confidence over rougher terrain a wider bar may be better for you, though too wide and you'll come into fit issues as you'll effectively be having to lean further forward. Likewise, a narrower bar will be both lighter and reduce your frontal area meaning you're more aerodynamic. 

The best thing to do, in an ideal world, is to consult a bike fitter. For years I laboured under the misapprehension that I needed 40cm bars, going as wide as 44cm on my gravel bike. My fitter put me on 38cm bars and I've yet to look back.

Bear in mind that width is generally measured at the centre of the tubes at the hoods, but Deda for example measures outside to outside, and also bear in mind that any flare will make the drops wider than the hoods. 

What is reach and drop?

Reach is the distance from the horizontal part of the handlebar to the furthest edge of the drops and determines how far away the levers will be placed. Bigger riders will need a more extended reach while shorter riders will be more comfortable with a smaller figure. 

Drop refers to the distance from your tops to your drops. Most people are better suited to a shorter drop because it doesn't require quite as much flexibility, but a lower front end should theoretically result in a smaller frontal area, which in turn requires fewer watts for faster speeds. All in moderation though, as saving 10 aero watts won't benefit you if you lose 20 due to discomfort. It's also worth bearing in mind the most aero position is with your forearms horizontal while holding the hoods, but again this is harder to maintain for longer distances.

Which shape of drops should I choose?

The shape of the drops varies from brand to brand, but they are roughly divided into three categories. Compact, traditional, and ergo. 

Traditional bars are what you expect to see on old school road bikes with a long gentle curve which creates a deep drop and a low position. Compact bars are a bit straighter and put the hoods flatly in line with the tops; the bend into the drops is tighter, meaning it’s also higher. Ergo bars seem to fall somewhere in the middle and feature a flat spot part of the way down the drop.

Bar shape is highly personal, and you want to look for bars which create the least amount of bend in your wrist when you grab the drops — how you like to position your hoods will also come into play.

Are carbon handlebars better than aluminium ones?

Better in what way? They are certainly lighter, but grams matter less than drag coefficients. Carbon is easier to shape into unusual forms to really cheat the wind, so carbon aero bars and particularly single-piece cockpits are technically going to be 'better', as they are lighter, stiffer, and the most aero, but they are almost always far more expensive. The best price-to-performance ratio will come from alloy aero bars, but for many of us switching bars is more about ergonomics than speed.

What is meant by 'clamping diameter'?

The clamping diameter is in regards to the diameter of the very central portion of the handlebars, where the stem clamps onto them. For the most part, road handlebars are 31.8mm (you can view this as 'normal'). Older bars sometimes come in 25.4mm, but this is unusual, and more common on more classic-style bars, or very old-fashioned steel options to pair with quill stems. 

If you are changing handlebars and ordering yourself some new ones, you will need to make sure the handlebar diameter matches the stem clamp size to ensure the bars and stem will fit properly together.

Which handlebar will fit the most accessories?

If you like to clamp lights, computers, bar bags, a bell etc on your bars then a simple set with a horizontal top and round tubing will be the best. Aero bars, and even ergonomically shaped options, reduce the real estate available onto which you can clamp things. Look at the Pro Vibe bars for example; without a Pro-branded very slimline computer mount there is nowhere to mount anything.  

Do all handlebars have internal cable routing?

No, but it's becoming increasingly more common. If you don't have internal cable routing then you can still use bars without access ports worry-free, but if you require cable routing then you need to make sure your new bars have the required holes. Some bars have exit ports before the stem clamp, some within the stem clamp area, and some both, so cross-check with your current bike to avoid any fitting issues. 

What's the point of curved handlebars?

If you're coming to the road (and gravel) riding from flat bars you may be wondering why the silly-looking bars. The short answer is just to provide multiple hand positions, which comes in handy on longer rides. You can hold the hoods, you can hold the tops, and you have several different options down below with the curved portion. All of these move your wrists and hands about and help to reduce fatigue. 

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Will joined the Cyclingnews team as a reviews writer in 2022, having previously written for Cyclist, BikeRadar and Advntr. There are very few types of cycling he's not dabbled in, and he has a particular affection for older bikes and long lasting components. Road riding was his first love, before graduating to racing CX in Yorkshire. He's been touring on a vintage tandem all the way through to fixed gear gravel riding and MTB too. When he's not out riding one of his many bikes he can usually be found in the garage tinkering with another of them, or getting obsessive about tyres. Also, as he doesn't use Zwift, he's our go-to guy for bad weather testing... bless him.

Rides: Custom Zetland Audax, Bowman Palace:R, Peugeot Grand Tourisme Tandem, Falcon Explorer Tracklocross, Fairlight Secan & Strael

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The Successors of St. Stephen of Perm

In memory of three holy hierarchs of perm.

Maria Marchenko

Here I am, O Lord, send me. Here I am, O God, in good time. And I shall glorify Thy Name, Here I am, O Lord, here I am.

Though the rays of Christ’s light did struggle through into the depths of the pagan forest, there were still many villages that, as before, had not yet heard the Gospel. Now, after the death of St. Stephen whom they hated, the pagan priests who were scattered across the Urals and had seemingly lost ground, hoped to get even with the newly-established Church of Perm. Among their plans were to bring their former flock back to the old beliefs, destroy the altars erected by St. Stephen, and resume their economic exploitation of the peace-loving Zyryans [“Zyryane”: the old-fashioned Russian name for the Komi—the people of what is now the Komi Autonomous Republic, belonging to the Finno-Ugric family.—Trans.]. Most of the shaman priests came from the Vogul people [“Voguly”: the obsolete name of the Mansi—the indigenous people living mainly in the Ob River basin in Western Siberia and related to the Finno-Ugric family; now most of them live in the Khanty-Mansi autonomous area within Russia’s Tyumen region.—Trans.] who converted to Orthodoxy very reluctantly.

The new diocese’s link to the Moscow Metropolis seemed (and was in many respects) nominal and illusory; in the late fourteenth century it was still extremely far from there to the Grand Prince (and the Metropolitan) of Moscow. The defenselessness of local clerics in the face of a hostile and often aggressive population frightened the newly-arrived priests and jeopardized the clergy who were Zyryan converts. Moreover, the new diocese needed not just priests but missionaries who were ready to put their lives at risk in open conflicts with the rebellious Ostyaks (the Khanty and the Mansi). It needed monks who were not bound to their families and children. This caused a shortage of clergy.

Another threat came from local government officials ( zemsky dyaks ) who as secular masters were gradually taking over the authority of bishops who governed the huge territory. This territory fell under the patronage of the Grand Prince of Moscow primarily under the auspices of the religious solidarity of Moscow and the newly-converted people of Perm, but the laws of the development of Muscovy demanded rendering to Caesar the things that are Caesar's, and sometimes these demands took cruel and even bloodthirsty forms.

The Archbishopric of Novgorod was indignant with Moscow, believing that the self-seeking Muscovites had lawlessly appropriated the territories that had belonged to the See of Novgorod from time immemorial 1 . Thus, some dishonest Church figures from among the ambitious lobbyists for Novgorod imperialism were ready to help the pagans who resisted the Muscovite expansion.

Thus St. Stephen’s work was threatened with serious danger. However, leaving the people of Perm physically, the holy hierarch had promised to remain with the Zyryans spiritually after his repose, provided they remain faithful Orthodoxy and keep their love for it. That is why after his repose, missionary work in his diocese was continued by three worthy successors: Sts. Gerasim, Pitirim and Jonah.

But Isaac, St. Stephen’s immediate successor in the diocese of Ust-Vym 2 , spent most his archpastoral ministry in Moscow, because being close to senior representatives of the Church hierarchy was his top priority as a hierarch. It is unknown whether his intercessions with the Metropolitan for the newly-converted Zyryans were successful; but what is known is that the name of Isaac was all but forgotten in the annals of Perm history, and his memory was almost erased and replaced by his immediate successors’ missionary exploits; because they preferred to share in the sorrows and joys of their flock in situ rather than send them exhortations from faraway Moscow.

St. Gerasim, the betrayed and murdered bishop

St. Gerasim’s self-sacrificing missionary endeavors, along with his consistent and energetic policy in the administrative sphere not only set the region’s development on the most progressive path but also provoked the envy of the less talented or charismatic functionaries of the state machine. The latter, wishing to get even with St. Gerasim who, in their view, exceeded his authority, decided to make use of the Vogul people’s deadly hatred for him. Officially, the local government officials who acted in collusion were right—St. Gerasim organized “groundwork at the bishop’s residence for the construction of a church” and entered into “conflict with the prince’s administration over disputed land ownership.” 5 In all probability, the bishop wanted to expand his estate (the bishop’s settlement [ vladychny gorodok .—Auth.] on the territory of which a bishop was equal to a feudal lord) without the secular authorities’ permission and get a part of the population involved in the work (compulsory but made to appear voluntary) on renovating a dilapidated church in Ust-Vym.

What made St. Gerasim firmly demand obedience to himself of the Prince of Moscow’s subjects in matters that were subject to Church jurisdiction? The fact is that the holy bishop presumed “in all fairness” Moscow government officials’ progress, along with cultural development and improvement in living conditions of inhabitants of humble Zyryan villages were the direct and immediate result of the success of Orthodox mission; and, therefore, there was nothing more important both for Moscow functionaries and local pastors than expanding the territory around the bishop’s residence and repairing the crumbling church.

But St. Gerasim’s opponents thought otherwise. Through slander they made a member of his household, a baptized Vogul, begin to hate him, and persuaded the man to murder the bishop for patriotic reasons, standing up for his people whom St. Gerasim supposedly persecuted. The most cynical thing about this treacherous murder was that it was committed by someone whom the saint had once taken into his home for care and for spiritual guidance. According to St. Gerasim’s plan, this Vogul would have eventually become a pastor and a missionary among his fellow-tribesmen.

On that fateful day, during a prayer service, the madman waited until St. German turned his back, grabbed his omophorion and strangled him with it. This is how the Vychegda-Vym Chronicle, written by the clergy of the Ust-Vym Monastery of the Archangel Michael in the late sixteenth century, recounts his tragic murder: “Bishop Gerasim of Perm has been murdered several stadia [an ancient measure of length, about 185 meters.—Trans.] from the bishop’s settlement, in the place called Mys 6 .”

St. Pitirim the Martyr

Chudov Monastery was known as the royal monastery, and its abbot would become a close advisor to the Grand Prince of Moscow. As abbot of Chudov Monastery St. Pitirim may have baptized the future Grand Prince Ivan III of Russia (1462—1505) in infancy, and after the news of the martyrdom of St. Gerasim of Ust-Vym had reached Moscow, the Metropolitan chose him as candidate, not without the influence of, or rather, on the initiative of the Grand Prince. St. Pitirim must have been shocked by St. Gerasim’s martyrdom; there was invisible warfare on the metropolia’s eastern frontiers, and representatives of the senior Moscow clergy were becoming its victims. By that time the fratricidal war between Princes Vasily II the Blind and appanage Prince Dmitry Shemyaka was already raging in Rus’. Its battlefront was precisely in Perm, and the bishopric couldn’t avoid “hostilities”. The future holy hierarch willy-nilly had to engage in bigtime politics. Well aware of this, he consciously and readily took the bishop’s duties on himself with humility and made his way to St. Gerasim’s bereaved flock.

In those first months, scrupulous analytical work to determine the strategy for future missionary work was carried out in the bishop’s office, St. Pitirim’s desk was covered with maps that he and his companions had drawn and marked. Long-time residents of the bishop’s quarters from among the clergy who had concelebrated with St. Gerasim reported to St. Pitirim what, when and how the people of Perm had been evangelized, in which districts of the region the inhabitants were the least enlightened by the missions of Sts. Stephen, Gerasim and their disciples, and where the pagan high priests whom St. Gerasim exposed had fled. It was finally decided to start a missionary campaign in the area of the Vashka basin, settled by the Udoren people. It was there, in the area called Udora, that the bastion of paganism (contemporary to St. Pitirim) was concentrated; it was there that the spiritual leaders of idol-worship and their followers had settled after being banished by St. Stephen several decades before.

By his personal example St. Pitirim instructed his priests how to find words that would reach the hearts of ordinary people. Those were the words of consolation and support, words that really staggered a populace who lived by the laws of vendetta and in the wildest pagan ways: “And he baptized and converted many, since those people were ignorant and notorious for their cruel customs; the blessed man enlightened and taught them in faith with great humility.” According to the Vychegda-Vym Chronicle, the success of the mission was full and unconditional: “Bishop Pitirim converted the Udoren people at the Vashka River to the holy faith, gave them abbots and priests, and erected holy churches there.”

Wandering across his diocese’s outlying districts, the holy bishop didn’t forget the people of Perm who made up the heart of his flock. St. Pitirim would often give targeted support to residents of Zyryan settlements, generously distribute alms from his private sources, and, most importantly, intercede with the Grand Prince to reduce the amount of tribute the people of Perm were obliged to pay.

Over his tenure the holy bishop visited Moscow several times to take part in the events that would be epoch-making for his contemporaries. The first of them was associated with the Synod of the Russian Bishop’s anathema of Prince Dmitry Shemyaka, who had blinded Grand Prince Vasily II of Moscow (1425–1462) in order to seize power and remove his most dangerous and legitimate rival from the political scene. It is remarkable with what unanimity Church figures (monks, like St. Gregory of Pelshem, as well as bishops) took Prince Vasily’s side in this political struggle.

Later, the modern historian Alexander Zimin (1920–1980) would say that Shemyaka fell victim to his own defeat. If the outcome of that conflict had been different, history with its historiographers would have taken his side 7 . However, the rigor of the hagiography’s heroes casts serious doubts on this hypothesis. The White Lake Monastery elders allowed Vasily to break his vow of not laying claim to Moscow, giving him full freedom to act. The Church hierarchs came to the capital occupied by Vasily to demonstrate their loyalty to him. One of the senior Church representatives of great authority who showed unconditional support for Vasily was Bishop Pitirim. He knew like no one else how much suffering Shemyaka’s ruinous campaigns had caused ordinary Russian people. Engaging the Perm Diocese’s most hardened enemies (the Vogul people and the inhabitants of Vyatka) for his purposes, Shemyaka scored repeated successes in his acts of banditry—blood was shed, and people in St. Pitirim’s flock were dying. Later Shemyaka took vengeance on the people of Perm by executing the Perm captains Emelka Luzkov and Euphemius Ezhvin for their willingness to fight on the side of the people of Veliky Ustyug, whose lands were being ravaged by his regiments 8 .

A few years later, Bishop Pitirim preached to the people of Vyatka who had cooperated with the rebellious prince’s excessive ambitions, and his words had a direct effect: Having laid siege to Ust-Vym in 1450, the Vyatchane’s army suddenly withdrew, leaving the town intact. The population of Perm remained indifferent to Dmitry’s calls. Everything seemed to indicate that the prince’s cherished ambitions were crumbling to dust, and the uncompromising and energetic Bishop Pitirim had largely contributed to that.

Shemyaka was determined to capture the bishop during one of his trips and by means of persuasion or promises force him to repeal the anathema against him. It remains unknown whether Dmitry hoped that psychological contact and mutual understanding might come during their talk tete-a-tete, or whether he believed in his own powers of persuasion, or had prepared some arguments which would justify his aggressive policy in the lands of Russia’s north, or perhaps meant to influence the bishop by threats and promises. 9 In any case, his main aim was to win St. Pitirim over.

This is how the Vychegda-Vym Chronicle describes this event: “In 6960 (1452) the cursed Shemyaka caught Bishop Pitirim on his way to Moscow, brought him to Ustyug, put him in jail and tortured him there; but the hierarch stood firm and did not repeal his anathema.” While in Ustyug in 1452, Dmitry followed all the movements of the Russian Church’s authoritative hierarch closely; and as soon as one of the prince’s spies reported St. Pitirim’s scheduled trip to Moscow, with the departure date and accompaniment (the bishop preferred to travel light, caring more about speed of travel than safety), Shemyaka didn’t fail to make use of such favorable circumstances.

St. Pitirim spent several months in confinement. Since the bishop yielded to no persuasion and flattering promises had no effect (Shemyaka saw in St. Pitirim a severe exposer of his heinous crimes, personal cruelty and dissoluteness), the prince’s arguments took another turn: he considered a prison cell, short rations, and threats of reprisal to be faster and safer means than heart-to-heart talks and attempts at self-justification. But that was in vain: St. Pitirim’s thoughts, words and deeds were only: “I am ready to die.” And St. Pitirim would have done his archpastoral duty and shown the cunning prince that he would not find the bishop to be a reed shaken with the wind (Lk. 7:24). However, this time God saved His servant’s life: The Muscovite army that was moving towards Uglich forced Dmitry to hastily retreat to Veliky Novgorod—the last bastion of anti-Moscow sentiment. St. Pitirim was released and resumed his archpastoral ministry with new enthusiasm.

The most important event St. Pitirim took part in was the Church Council of 1448 at which the Metropolitan of Moscow was elected and his appointment was confirmed without the Patriarch of Constantinople’s approval, for the first time in several centuries. In effect, the approval of the Synod of Russian Bishops of Bishop Jonah of Ryazan as the Metropolitan of Moscow meant the beginning of Russian autocephaly. This event seemed uncanonical to many hierarchs of the age, and the legitimacy of Jonah was questioned. Under the current circumstances (the falling away from Orthodoxy of Constantinople’s protégé Isidore, disorder in the Byzantine Empire) St. Pitirim couldn’t remain indifferent and expressed his stance with his characteristic straightforwardness and firmness: There shall be Russian autocephaly! With all the disadvantages that “breaking the cord” (connecting the Russian Church with Constantinople) entailed, now there was no alternative.

St. Pitirim’s life ended at the height of his archpastoral activity. Many years before, when he was being consecrated, standing by the gravestone of his predecessor in the Perm diocese St. Gerasim, St. Pitirim had been well aware that he could hardly expect a peaceful repose on his bed, surrounded by grateful disciples. The archpastoral ministry in a Perm that had not yet submitted to the Prince and the Metropolitan of Moscow was fraught with risks. On August 19, 1455, soon after a successful missionary journey to Great Perm and Cherdyn, after the end of the Sunday Liturgy at the Church of the Annunciation in Ust-Vym, St. Pitirim together with other clergymen and parishioners headed for a field between the Vym and the Vychegda to hold a prayer service 10 . But several miles away the Vogul Prince Asyka and his son Yushman were lying in ambush. Perhaps they decided to get even with St. Pitirim for baptizing the Vogul people living along the Pechora River, or they just seized the opportunity to make short work of their long-time antagonist in the person of the Bishop of Perm during another raid: “They were angry with the holy father because, contrary to their wishes, he tried his best to convert pagans to Orthodox faith and baptize them 11 .”

According to one version, some of the Vogul people found out about St. Pitirim’s plans by making inquiries with someone from a group of “heathen” who “had sailed up the Vychegda for a certain undertaking… in five days’ walk distance, in the place called Yur 12 .” When the whole procession appeared in the field of vision of Asyka’s detachment, the heathen rushed towards the defenseless worshippers from their hiding. Seeing the enemy, the holy bishop instantly ordered his companions to escape, hoping at the cost of his life to cover their retreat to the fortifications of Ust-Vym. St. Pitirim realized that he was the main target of the heathen attack and it was unlikely that his flock would be pursued. The holy hierarch met his death without murmuring, without making any attempts to defend himself: “And, seizing the saint with fury, they took turns beating him, tormenting him and putting the innocent man to death.” 13 The bishop’s body, which lay unburied for forty days, remained incorrupt, and his relics were enshrined at the Church of the Annunciation in Ust-Vym to the left of St. Gerasim’s shrine.

St. Jonah, baptizer of Great Perm

Over the course of St. Jonah’s tenure in the bishopric of Perm the political situation in the region considerably improved: Moscow, in the person of Vasily the Blind and his heirs, completely crushed the opposition of local pagan princelings who would gather savage hordes to lay waste to peace-loving Zyryan towns and villages, along with the envious raiding bands of Novgorodians 15 (in fact no less pagan) who threatened the region’s development. The prayers of the holy men were answered, and St. Jonah died in advanced old age with a sense of accomplishment: The clouds that had been gathering over St. Stephen’s legacy were scattered by the labors and prayers of the holy men. “What lies in store for Perm?” the venerable elder Jonah asked himself on his deathbed in 1472. But the answer didn’t come immediately: New Christians would be born; they too would pray to Christ in this land and in the churches consecrated by him and his predecessors, after his death, after the death of his successor, and so on till the end of time. St. Jonah’s remains were laid to rest in the shrine containing the relics of Sts. Gerasim and Pitirim.

The the ministry of these three holy hierarchs of Perm who contributed to the enlightenment of the pagan tribes in northeastern Russia’s border regions in the fifteenth century is a story of how at the right time and place, there were men found in the Russian Church who fearlessly answered the Lord’s call, Whom shall I send, and who will go for us?: Here am I; send me (Is. 6:8).

Maria Marchenko Translated by Dmitry Lapa

Pravoslavie.ru

1  In 1385, “the Bishop of Novgorod was very angry with Pimen: how dared he establish a diocese in Perm, the age-old dominion of Novgorod? And he sent soldiers to take the Perm Diocese by force of arms.”

2  The so-called “bishop’s settlement” at the confluence of the Vym and the Vychegda Rivers.

3  The Vychegda-Vym Chronicle, p. 25.

4  M.B. Rogachev. The Perm Diocese in the Fourteenth and Fifteenth Centuries. P. 45.

5  The Vychegda-Vym Chronicle, p. 25.

6  Ibid.

7  A.A. Zimin. A Knight at the Crossroads: the Feudal War in Russia in the Fifteenth Century. Moscow, 1991.

8  It was the danger of war from Dmitry Shemyaka, threatening Great Perm, that caused Vasily the Blind to introduce the institution of “chief officer of the local administration” (namestnik) on that territory In 1452, Princes Ermolai and Vasily of Vereya became the first chief officers of the local administration.

9  You can always offer a metropolitan diocese to an unduly ambitious bishop.

10  According to another version, the assault took place on his way back from one of his missionary journeys: “The saint was seized during a journey like a defenseless lamb.”

11  The Tale of the Bishops of Perm. P. 72.

12  Ibid, p. 71.

13  Ibid, p. 73.

14  The Vychegda-Vym Chronicle. P. 26.

15  The Vychegda-Vym Chronicle in a solemn manner announces the military campaigns of Grand Prince Ivan III and the success of the military commander (voevoda) Prince Daniel of Kholm as an event that was directly related to the lives of the people of Perm // The Vychegda-Vym Chronicle, p. 26.

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