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trek madone 7

Trek’s Seventh Generation Madone Blends Radical Design and Performance

Trek's new Madone is made to go fast and win races.

Takeaway: A pure-bred road race bike designed to win at the WorldTour level. With its latest Madone, Trek ditches the IsoSpeed decoupler for the new lighter weight, more aerodynamic, and visually radical IsoFlow seatmast.

  • Drops weight and gains efficiency.
  • Proven geometry remains unchanged from the gen-6 model.
  • Flared bars for reduced drag.
  • Three SRAM and three Shimano build kit offerings.

Trek Madone SLR 9 eTap Gen 7

Madone SLR 9 eTap Gen 7

Trek’s Madone is an iconic bike. First launched in 2003, the Madone has evolved massively over the past two decades. The platform’s most significant technological leap came about in 2014 when Trek debuted the Emonda, its dedicated lightweight bike. The Emonda freed the Madone from having to strictly be a light bike, allowing aerodynamics to become its primary focus.

trek madone

To deal with the notoriously stiff and uncomfortable ride of early aero bikes, Trek’s engineers incorporated an IsoSpeed decoupler, similar to the one used on the brand’s Domane endurance bike. With IsoSpeed, the bike’s seat tube moved independently from the top tube and seat stays, allowing it to absorb road chatter and small bumps. The resulting sixth-generation Madone was incredibly fast against the wind while also receiving praise for its ride quality. But the downside was the added weight.

With the new seventh-generation Madone, Trek set an ambitious goal of reducing weight without sacrificing the comfort and aerodynamic properties of the old bike. The most obvious place to shed grams was the IsoSpeed system, now replaced by the visually striking IsoFlow.

trek madone

According to Trek, function drove IsoFlow’s development. Aided by computational fluid dynamics (CFD), Trek sought to overhaul the entire aerodynamic package of the Madone. The result was a new generation of Trek’s Kammtail tube shapes, including a smoother head tube, a down tube better optimized for use with and without bottles, a taller bottom bracket area, and the radically designed seat tube.

The new Madone is bold and will not be mistaken for any other bike. But it definitely won’t please riders who prefer a more traditional aesthetic. Trek deserves props for pushing the design language of a bicycle forward. Though its looks won't please everyone, I’m happy to see something other than a cookie-cutter, dropped-stays, aero-ish, all-around-er that seems so popular amongst bike designers.

trek madone

The new seat mast set-up is well-designed, offering easy and consistent height adjustment. But the best detail was in the seat clamp, which allowed for fore and aft adjustment independent of saddle tilt. It’s a small detail that makes setting up the bike much easier, as it allows for minor saddle angle tweaks while leaving it clamped in place.

These changes account for roughly half of the aerodynamic improvements of the new bike. Trek claims that the new Madone saves riders 19 watts of pedaling energy at 28 mph, but just half of that savings (9.3 watts) is from improvements to the frame. The remaining watt savings come from changes to the rider position due to the new flared handlebar design. The Madone SLR handlebar measures a traditional width in the drops, but the bar's flare positions the hoods inward by 30mm. This narrower hood location puts the rider in a more aerodynamic position when riding, thus saving watts.

trek madone

Thankfully for riders that are particular about their contact points, Trek made the new bike compatible with standard 1-⅛” stems so riders can set up their cockpit however they like. However, changing to this would give up a large chunk of the Madone’s claimed aero benefits unless riders choose a narrower-than-normal bar width.

trek madone

More importantly for pro riders and weight weenies alike, the new frameset is now two-thirds of a pound lighter than its predecessor. Our 56cm test bike came in at 16.2 pounds which is pretty svelt for an aero bike with 51cm deep clincher wheels and disc brakes. A big part of the weight saving comes from the new IsoFlow design. The cantilevered design of the seat tube and IsoFlow allows for engineered flex in the new Madone. This design is how Trek maintains the Madone’s celebrated ride quality.

Trek stuck to its H1.5 geometry as used on the previous generation Madone. It conceived this as a meeting point between Trek’s old racing-focused H1 geometry and its more relaxed H2 angles. The wheelbase on our 56cm bike was only 983mm, nearly a centimeter shorter than the Specialized Tarmac SL7 and Giant’s TCR, and 13 mm shorter than Canyons Ultimate. Combined with a relatively steep 73.5-degree head tube angle and a 58mm trail figure, you get a bike that will dive into corners as hard as you’re willing to push it.

trek madone slr geometry

Pricing and Build Options

There is no getting around the fact that as the top-of-the-line road racing bike from Trek, the Madone is not cheap. The move to electronic-only groups on all builds of the Madone does the price no favors as well. While equivalent new models of the Madone only get $200 more expensive for 2023. The entry-level build for the 2023 Madone SLR 6 (with Shimano 105 Di2) comes in at $8,000. That is a $1,100 increase over the 2021 Madone SLR 6 equipped with mechanical-shifting Shimano Ultegra. Top-of-the-range Dura-Ace and Red eTap builds retail for $12,750 and $13,200, respectively.

Trek offers the new Madone in six builds, three with SRAM (Red, Force, and Rival eTap) and three with Shimano (Dura-Ace, Ultegra, and 105 Di2). All of the Madone builds ship with the new integrated cockpit; Dura-Ace and Red-equipped Madones ship with Bontrager Aeolus RSL 51 wheels, while all other builds get the slightly heavier Aeolus Pro 51.

Ride Impressions

The new Madone has an exceptionally smooth ride, lacking the characteristically dead and harsh feel of past aero bikes. But the mellow ride is not without an edge. The Madone does an exceptional job of balancing all-day comfort with the agility and aggression needed to be a top-tier race bike. Under sharp accelerations, especially at speeds under 25 mph, the Madone felt impressively stiff. But accelerations from the high 20s into 30+mph territory felt a bit more muted, which is not inherently a bad trait. A twitchy bike is not helpful when you’re going that fast.

trek madone

Once the Madone is up to speed, it just wants to stay there. I was impressed with how quickly and easily the bike would get rolling up to 20-22 miles per hour. Combined with the gentle ride quality, it felt like the new Madone would constantly surprise me with how fast I was going. The sensation of speed on this bike is almost sneaky, you get used to what 25mph feels like on a road bike, but on the Madone, the same pace feels calmer and less frantic, at least in a straight line. Throw the Madone into a corner, and it instantly feels sharp and aggressive.

trek madone

As a racer, I very much enjoyed the Madone’s willingness to corner aggressively, but it did expose one of the bike's faults. The 25mm tires shipped on our test biker are simply too narrow. Trek claims that the Madone can fit tires up to 28mm, but this feels short-sighted. Wheel brands such as Reserve, Enve, and Zipp now design around a 28mm tire as the default width. There is plenty of space in the frame for wider tires, so Trek is likely very conservative in its stock tire choice and maximum tire width recommendation.

trek madone

Even riding the stock 25mm tires with pressures as low as 65 psi front and 75 psi rear, the narrow rubber still felt like it was missing grip, with the back end stepping out multiple times when exiting a corner. It was also discouraging that a road bike selling for over thirteen thousand dollars does not ship with tubeless compatible tires or the proper bits to easily set up the Bontrager Aeolus RSL 51 wheels as tubeless.

trek madone

Another thing missing from the bike was a computer mount. Usually, it is not something I would expect a brand to include, but the bars require a Trek-specific part. Given the complete bike’s price tag and Trek’s integrated cockpit, it should come with a computer mount. I sourced a Blendr mount from my local Trek store, but it was not without its issues (it rattled loose during a training crit and fell off). It is possible to entirely avoid this proprietary part by using a standard 1-⅛” stem and handlebar but making this swap would involve cutting hydraulic houses and would not be cheap.

trek madone

I was also pleased to see Trek continue using the T47 bottom bracket standard on this bike. A threaded bottom bracket shell is a win for mechanics everywhere. However, the latest Madone is now only compatible with electronic shifting. We can argue whether it's bike brands like Trek (releasing electronic-only high-end bikes) or component brands like SRAM and Shimano (no longer developing high-performance mechanical road groupsets) or if consumers are just voting with their dollars. But the result is that we are witnessing the death of mechanical shifting from high-end racing bikes. And that's a little bit sad.

trek madone

Ultimately this Madone, like the versions that have come before, was conceived and designed to meet the needs of World Tour professionals. Everything about the bike, from how it rides, to how much it costs, reflects that niche design requirement. Aside from a small pool of professional racers, very few people will likely make the most of this bike’s capabilities. It’s analogous to the way most drivers will not benefit from driving a Formula One car. It’s a pure-bred race bike designed to win at the highest level. If that’s what you’re looking to do—or you just want to own a bike with that ability—then the Madone should be on your shortlist.

Headshot of Dan Chabanov

Test Editor Dan Chabanov got his start in cycling as a New York City bike messenger but quickly found his way into road and cyclocross racing, competing in professional cyclocross races from 2009 to 2019 and winning a Master’s National Championship title in 2018. Prior to joining Bicycling in 2021, Dan worked as part of the race organization for the Red Hook Crit, as a coach with EnduranceWERX, as well as a freelance writer and photographer. 

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Meet the new Trek Madone

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Our fastest road bike ever. Period.

The holy grail of road bike engineering is a perfect balance of aerodynamics, light weight and comfort. With the seventh generation of the Trek Madone, the mad scientists at Trek’s laboratories may have finally found the sweet spot for what we can proudly, and unequivocally, call our fastest road bike ever.

The secret is hiding in plain sight. Each frame is sculpted with IsoFlow technology, which splits the seat tube, creating a funnel beneath the seat mast that smooths and accelerates air through the frame while also creating flex near the saddle to smooth out those bumps in the road, so you can ride even farther. 

IsoFlow is both eye-catching and revolutionary. You can see it at work already for the Trek-Segafredo men’s and women’s teams at some of the biggest races of the year, including the Tour de France. If you love speed, you’re going to love this bike.

trek madone lse

The full bike and a good look at IsoFlow.

trek madone lse

A cockpit built for speed.

Trek engineers didn’t stop at IsoFlow to improve the Madone’s aerodynamics. Painstaking research went into the frame, cockpit and rider position to make sure that riders got every ounce of free speed possible. The result? The new Madone is 19 watts faster than the previous generation at 45 kilometers an hour. That’s a savings of approximately 60 seconds per hour. 

trek madone lse

A split seat post helps eat bumps in the road.

trek madone lse

A more comfortable position means longer games of "tag."

Power, comfort and control

Riders are now placed in an even more ergonomic riding position compared to the previous Madone, thanks to an overhauled cockpit that features a shorter reach and hoods that are 3 centimeters narrower than the drops. Combined with IsoFlow, riders can expect to feel faster late into their long efforts.

trek madone lse

Climb or descend like the best.

trek madone lse

Lighter than ever

It may not beat the mountain-eating Émonda , but the new Madone has always been plenty snappy on steep gradients, and it’s even more so now. The new Madone is around 300 grams lighter than the previous version, again thanks to IsoFlow, as well as our best and lightest OCLV Carbon. Take on your hometown’s killer climb (you know the one) without fear.

trek madone lse

No detail overlooked.

trek madone lse

Coming to a peloton near you.

You want a lighter, faster, more comfortable road bike? Well here it is. The Madone compromises nothing to give you the ultimate ride. There’s simply nothing like it. 

trek madone lse

Our fastest road bike ever

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Radical new Trek Madone SLR released ahead of Tour de France

New Trek Madone SLR is lighter, more aero, and yes, it has a giant hole in the seat tube

A rear-side on image of a light blue Trek Madone

Let’s be honest, the release of the new Trek Madone is no great shock to anyone; the radical-looking seattube first spotted at the Dauphine is pretty hard to hide from even the most inattentive fans. But today's the day it becomes official from Trek, so here we have it, the new Trek Madone SLR. The 7th generation all-out aero bike from the Wisconsin megabrand. There are some big changes to cover compared to the old Madone, which naturally featured in our list of the best aero bikes , but this remains a road bike focussed on cheating the wind in every way it can.

The headlines are, as per the new bikes officially released pre-Tour from Scott and Pinarello , that the new Madone SLR is faster and lighter than ever before. How much lighter? How much faster? Let’s dig into the details and find out.

That seattube 

Let’s attack the yawning chasm beneath the rider before we do anything else. Trek has ditched the isospeed system, whereby a tuneable pivot allowed the seatpost to flex in favour of what is now dubbed isoflow. The isoflow frame design not only saves a great deal of weight from the frameset, it allows for smoother airflow around the rear of the bike, improving the aerodynamic profile. 

Comfort hasn’t been done away with, as the now cantilevered, flying seatpost provides much needed flex that cannot realistically be achieved by the small seatpost extensions that come with horizontal- and near-horizontal top tubes. 

What’s more, in a telling admission from Trek, most Madone riders never adjusted their isospeed setup anyway, meaning the tunable nature of the compliance wasn't really necessary, empowering it to simplify the system.

Faster and lighter 

The new Madone SLR is a claimed 60 seconds per hour faster and 300g lighter than the outgoing model. The wattage savings, 20 of them at a relatively nippy 45km/h, are half attributed to improvements in frame aerodynamics, and half down to ‘improved rider positioning’.  A 20-watt improvement for any new bike is a big leap, so this is going to take a bit of deconstructing.

10 watts for a new frame isn’t outlandish by any stretch, and Trek has achieved this not only through the bold new seat tube, but by smaller aero gains elsewhere. The new one-piece bar-stem has been redesigned with a new spacer stack too to reduce the frontal area. The other major overhaul comes at the bottom bracket area, where the BB shell extends above the upper limit of the large chainring to meet the bottom of the bottle cages, reducing turbulent flow in the void between the two, and improving stiffness as a by-product. 

These wind-cheating improvements were modelled using ‘unstable aerodynamics’, which presumably means things were a bit gusty in the wind tunnel, and using a repeatable mannequin rather than an actual human rider.

A removable front derailleur hanger and cover round out the overhaul, smoothing out the airflow even more on flatter days where an inner ring is surplus to requirement.

That 300g weight saving is a combination of the frame and cockpit, and results in a total bike weight of a 56cm Madone SLR 9 eTap (SRAM Red eTap AXS) of 7.4kg.

Flared bars aren’t just for gravel 

Since the UCI decided to ban the ‘puppy paws’ position, which saw riders with their forearms on the top tube to gain an aero advantage, we’ve seen many resorting to turning their hoods inwards to reduce their frontal area whilst still remaining within the boundaries of the UCI’s labyrinthine rulebook. Trek has decided to factor this tactic into the new Madone SLR, resulting in a bar that has a 3cm flare at the drops compared to the tops.

It is this flare, and the reduced frontal area that results from it, that is the cause of the other 10 watt saving from ‘improved rider position’. It's worth noting here that Trek is measuring bar width at the drops, rather than the hoods as is more common. As such, it is comparing the aerodynamics of a 42cm bar (with hoods at 39cm apart) against a 42cm bar with zero degrees of flare. 

That being said, Trek envisages the drops will be used for general riding, sprinting, and descending, while the tops will be a place to narrow your shoulders, tuck your head in, and try and punch a hole through the atmosphere.

While flared bars are more the preserve of the gravel rider, the tyre clearance of the new Madone is still that of a road bike; it comes with 25mm as stock, but can fit 28mm officially, and probably 30mm unofficially.

Spec and availability 

The new Trek Madone SLR will be available in five colourways. A superlight option of raw carbon and a holographic logo, two team colourways to match the men’s and women’s Trek-Segafredo bikes, an eye-catching metallic red fading to raw carbon, and a much more subdued all white number which eschews the giant TREK logo on the downtube in favour of diminutive wordmarks on the toptube.

These five colours will be available in six specifications, though they will all be electronic only and disc brake only. Until recently this would mean you’re confined to the upper echelons of the groupset world, but the lowest spec model features the new Di2 105 groupset from Shimano.

Pricing will range from $13,199.99 / €14,999 / £13,800 for the SRAM Red eTap down to $7,999.99 / €7,699 / £6,850 for the 105 Di2 spec, or if you just want a frameset to built up how you wish it'll set you back $4,599.99 / €5,499 / £5,000.

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Will Jones

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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Trek Madone range: Which model is right for you?

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

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

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

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

>>> Trek Madone SLR 9 Disc review

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

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

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

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

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

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

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

Trek Madone SLR & SL 2019 models

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

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

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

The spec options are:

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

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trek madone lse

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2024 Trek Madone SL 7 profile

2024 Trek Madone SL 7 review: This is the one to get

The flagship Madone is lighter and very slightly more aero, but also more than twice as expensive.

James Huang

Second-tier models – ones that look the same, but use less-expensive materials and parts to lower the cost – typically aren’t nearly as exciting as their more premium cousins. But in the case of the Trek Madone SL vs. the Madone SLR, the difference in performance is so small – and the difference in cost so dramatic – that it’s hard not to consider the “lesser” version to be the one to get, even if you have the money for the flagship model.

The short of it: The same cutting-edge aerodynamic performance of Trek’s flagship Madone SLR, distilled into a much more affordable package. Good stuff:  Heaps lighter than before, tangibly speedy, surprisingly good ride quality, superb handling, lots of tire clearance, user-friendly two-piece cockpit, sharp lines. Bad stuff:  Polarizing IsoFlow aesthetics, poor weathersealing, narrow wheels and tires.

An aero primer

Trek went perhaps a little too far down the “aero and comfy” rabbit hole with the 6th-generation Madone, which was impressive in the wind tunnel and surprisingly comfortable to ride, but also among the heavier options in the category what with its complicated (and hefty) IsoSpeed pivoting seatmast design. With the latest iteration of the Madone launched last June, Trek supposedly improved the bike’s aerodynamic performance while also simplifying the structure, ditching IsoSpeed in favor of an even more radical-looking seat cluster configuration called IsoFlow.

In short, IsoFlow comprises a giant hole where the seat cluster would normally be. The seat tube stops just shy of its normal height, the seatstays bypass that area entirely and connect further forward on the top tube, and the semi-integrated seatmast is now cantilevered off the back of the top tube like the business end of an ice hockey stick.

2024 Trek Madone SL IsoFlow detail

Trek claims IsoFlow yields smoother airflow through that area, saves almost 150 g relative to the outgoing Madone (for the flagship SLR trim, at least), and – thanks to some clever carbon tuning in that area – also supposedly provides a better ride quality than you’d otherwise expect from such chunky frame proportions.

Trek has been one of the biggest proponents of Kamm-tail tube profiles since first using it on the Speed Concept way back in 2009, and those flat-backed shapes are very much alive and well on the latest Madone – if anything, they’re deeper than ever thanks to recent revisions in the UCI technical guidelines. The down tube, seat tube, seatstays, and fork blades are all more aggressively shaped than ever, and the head tube and cockpit areas are particularly sleek so as to keep air flowing cleanly over the carefully sculpted surfaces. 

The revised frame shape only accounts for about half of the new Madone’s claimed aerodynamic performance gains, however. The other half comes from the rider – or, more specifically, handlebars that have been radically narrowed by about 3 cm across the board in order to place the rider in a more aerodynamic position. 

Taking all of these factors together, Trek is touting some bold performance gains, saying the 7th-generation Madone frameset module (including the frame, fork, cockpit, and seatpost) is not only about 300 g lighter in total than the 6th-generation one, but also about 19 watts more efficient aerodynamically in a wind tunnel (at 45 km/h), which Trek says translates to a 60-second advantage per hour at that speed.

A single letter with small differences

All of those changes sound well and good, but keep in mind that when those announcements were made in June 2022, they only applied to the flagship Madone SLR models, whose retail prices start at US$8,000 / AU$11,800 / £7,600 / €8,200 (for a Shimano 105 Di2 build!) and top out at a whopping US$13,200 / AU$19,000 / £14,500 / €15,700 with a SRAM Red AXS groupset. More power to you if you can swing that kind of cash, but for most performance-minded riders, that’s just not in the cards. 

Trek has for years offered a less-expensive version in the Madone SL, but given how the 6th-generation Madone SLR was already overweight, the Madone SL was a veritable boat anchor. For example, a sample I tested a couple of years ago with a mid-range SRAM Force AXS wireless groupset and Bontrager’s reasonably light Aeolus Pro 51 wheels came in at a whopping 8.59 kg (18.94 lb), a tough pill to swallow, aero advantage or not.

Thankfully, the weight loss plan introduced with the Madone SLR now also carries over to the recently updated Madone SL. Despite the lower-grade carbon fiber blend here, claimed weight for a 56 cm Madone SL frame is now 1,200 g, plus 476 g for the matching fork. That’s still 208 g more than a comparable Madone SLR frameset, and hardly a featherweight given the selection of sub-800 g options now on the market, but still pretty good all things considered. If you take Trek’s aero claims at their word, those extra grams aren’t going to matter much at all against the stopwatch on most courses, and realistically speaking, the person considering a Madone these days will probably be more concerned about grams of drag.

2024 Trek Madone SL top tube and seatmast

Like with the previous Madone SL, this one again uses the exact same shape as the Madone SLR, so its aerodynamic performance should be identical, with one exception: the cockpit. The Madone SLR uses Trek’s latest one-piece carbon fiber handlebar/stem, but the Madone SL uses a more conventional two-piece setup that includes an aero-focused forged aluminum stem with a separate aero-shaped carbon fiber handlebar. And whereas the hose routing on the Madone SLR is fully internal, it’s hidden – but still largely accessible – on the Madone SL, with the brake hoses peeking out just a bit underneath the bar clamp before ducking away again into a plastic shroud bolted to the underside of the stem. 

Trek says this equates to a six-second hit to the Madone SL’s aerodynamic performance relative to the Madone SLR. Don’t worry; I’ll get to that soon enough.

2024 Trek Madone SL two-piece cockpit

Trek also says there’s a negligible difference in chassis stiffness – less than 5% – and ride quality shouldn’t take much of a hit, either. If anything, the lower grade of carbon fiber in the Madone SL might even make that bike more comfortable than the Madone SLR, not less.

Aside from the different carbon fiber blend and the two-piece cockpit, the rest of the feature list is identical, including Trek’s slightly modified T47 oversized and threaded bottom bracket shell, a built-in chain keeper, and the brand’s now-signature semi-integrated seatmast. Unlike true integrated seatposts, though, this one doesn’t have to be cut and will still squeeze into most standard travel cases, and Trek has gone to great lengths to ensure a proper rider fit. If the included proprietary seatpost doesn’t quite accommodate your position, Trek also offers a longer option – each with 65 mm of total height adjustment – and both are available in 0 mm and 20 mm offsets. Given the rather goofy component dimensions, Trek thankfully has a broad range of dedicated front and rear accessory mounts to accommodate stuff like lights and computers, too.

Both versions are also offered in eight sizes: impressive for a mainstream brand.

2024 Trek Madone SL frame geometry

Otherwise, the differences between the Madone SL and Madone SLR simply boil down to more economical build kits. 

My Madone SL 7 test sample is the nicer of the two complete Madone SL bikes Trek offers currently, and comes equipped with a complete Shimano Ultegra Di2 2×12 wiredless electronic groupset, Bontrager Aeolus Pro 51 carbon fiber clincher wheels wrapped with 25 mm-wide Bontrager R3 Hard-Case Lite tires, a Trek RCS Pro forged aluminum stem, Bontrager RSL Aero carbon fiber handlebar, and a Bontrager Aeolus Comp snub-nosed saddle. 

Actual weight for my 52 cm sample is 8.01 kg (17.66 lb), without pedals or accessories, and retail price is US$6,500 / AU$10,300 / £7,500 / €8,000.

You know what feels fast? Money left over in my pocket

Having fun on a road bike largely revolves around going fast – and holy cow, is the Madone SL fun in that respect.

For however many full-blown aero road bikes I’ve ridden over the years, it’s still shocking every time I get on a particularly good one and can so immediately feel – feel! – how much faster they are. It’s startlingly easy to hit – and hold – high speeds, but it’s also tangibly easier to just casually cruise if that’s what you feel like doing that day. The beauty is that the option to go fast is always there if you want it, and even after however many years I’ve done this, that thrill never goes away.

2024 Trek Madone SL rear three-quarter view

Those huge tube sections and all that material are also put to good use in terms of chassis stiffness. It’s wonderfully responsive when you lay down the watts, and it feels every bit like the race bike it’s supposed to be. High-speed jumps are where the Madone SL excels given that aerodynamic shape, but the combination of that stiffness and the new weight loss make it a surprisingly good partner on steep climbs, too. That rigidity also feels nicely balanced from tip to tail with no section of the frame coming across as more flexible than another. The Madone SL obviously doesn’t feel as light heading uphill as something truly feathery, but sub-8 kg is still pretty darn light, and if speed is truly what you’re after, the aerodynamic benefits should more than make up the difference. 

I fully expected my test sample’s 36 cm-wide bars (at the hoods) to feel very weird – and to be fair, they did, but literally only for the first few minutes, after which I almost completely forgot about it. I did miss the additional leverage of my usual 40 cm-wide bars on particularly steep climbs, but that was about it. Consider my eyes opened.

2024 Trek Madone SL narrow handlebars with inward canted brake levers.

That the Madone SL efficiently cuts through the air and feels fast doing so shouldn’t be a big surprise. The old one was known to be very aerodynamic, and this one is supposedly a big step up from there. But a big aspect of being fast on the road is also being comfortable, and more specifically, that you are able to achieve and maintain an efficient position while also producing a lot of power.

And that’s where the Madone SL’s two-piece cockpit comes in.

One-piece cockpits may look cool, but I don’t always get along with them. Even if the bar width and stem length is correct, sometimes the bend just isn’t my favorite, or the cross-section doesn’t feel right in my hands, or the drop dimension isn’t quite there, or whatever. More often than not, I find myself having to adapt to the bar since there aren’t any other options available instead of the other way around. 

The two-piece setup on the Madone SL may be slower than the fancy (and lighter, and far more expensive) one-piece cockpit on the Madone SLR, but being able to easily adjust and tune the front end to my liking is something I find invaluable. In the case of the Madone SL, the stock bar actually worked quite well for me: an appropriately deep drop with a semi-anatomic bend, a nice flat platform behind the hoods to rest your wrists, and tops that are aero-profiled but still refreshingly comfortable to hold. 

2024 Trek Madone SL hose routing

The stem, on the other hand, was a hair too short given my shorter-legs-longer-torso proportions. On a one-piece setup – particularly one with fully internal routing – even a simple adjustment like that on an internally routed one-piece setup is literally hours of work. And while Trek may offer the fancier one-piece setup in fourteen different size combos, you still have to buy the thing (unless you go through Trek’s Project One custom program and pick the right one from the start). But on the Madone SL, it took me all of ten minutes (and many dealers would likely be willing to swap the stem for you). Oh, you also want to try lowering the stem for a bit before cutting the steerer? Just stack some totally normal round spacers on top for a bit. Brilliant. 

Such simple things shouldn’t be so refreshing, but these days, they are.

Speaking of comfort, the Madone SL rides much better than I’d expected. While the ride quality is on the firmer side, it’s very well damped and also effectively takes the edge off of bigger impacts. Tactile feedback is still superb, too, and it’s striking how well the front tire communicates grip levels through the bars without feeling harsh. And as much as I enjoyed the cushiness of the old IsoSpeed system, I have to admit that there seems to be something to Trek’s claims about how the IsoFlow mast flexes over bumps. I’m not sure what it’d feel like under someone appreciably heavier than my modest 72 kg (159 lb), or how well that sort of cantilevered arrangement will hold up over time, but I’ll be damned if it isn’t impressively comfy.

If you are after an even softer ride, don’t forget there’s room for tires with a measured width up to 33 mm – or even more if you’re willing to stomach the risk of running less than 4 mm of clearance at the chainstays.

2024 Trek Madone SL frame and fork

Handling is another bright spot, as the Madone SL feels much like every other Madone I’ve ridden over the years. The steering geometry is quick and incredibly intuitive without ever feeling twitchy or nervous. It initiates turns with but a flick of the wrists and just a little tilt of your hips, falls naturally toward the apex, and then readily snaps back upright when it comes time to rocket out of the corner, never fighting you at all along any point of the process. High-speed stability is fantastic, too, with not a hint of drama – just relax and keep it pointed where you want to go. That magical combination is something I’ve long enjoyed about the Madone, and I hope Trek never changes it.

One change I’m quite fond of, however, is the new Madone SL’s edgier aesthetic. Gone is the incongruent mix of shapes on the previous model in favor of a more cohesive assortment of mostly straight edges. I’m particularly keen on how the seatstays, down tube, top tube, and chainstays seem to form a perfect parallelogram in profile. There’s beauty in the symmetry. 

That all said, it’s hard for me to ignore some of the Madone SL’s quirks, too.

Trek has engineered a surprising amount of saddle height adjustment considering the relative stubbiness of that integrated seatmast – not to mention the fact you never need to take a hacksaw to your brand-new bike. But the gap between the seatpost and seatmast base is big and unsightly, and the exposed slots further down are begging to suck in whatever’s flying off of your rear tire. 

2024 Trek Madone SL exposed seatmast slots

Trek says that area is entirely sealed off from the rest of the frame so you theoretically shouldn’t be regularly filling your bottom bracket area with gnarly road spray. “You could drain any water that may get in there by tipping the bike upside down, and the material is carbon so there wouldn’t be any damage if water got in,” I was told. Ok, but wouldn’t it be better if it wasn’t so easy for water to get in there in the first place? And sure, the main parts are carbon fiber, but let’s not forget all of the metal hardware that fixes those pieces in place – hopefully not permanently someday. Trek has long demonstrated the ability to mold rubber bits in places like wire and hose ports, so it’s a mystery to me why the seatpost area is left so comparatively unfinished.

Speaking of sealing, just as I’ve noticed on other recent Trek road bikes, the upper headset bearing is perilously exposed to the elements. In fact, there’s enough of a gap between the headset cover and the head tube that you can very easily see the shiny (for now) silver of the upper bearing’s outer race. Trek may very well be using stainless bearings (I didn’t bother to ask), but even if so, that only applies to the races – not the bearing balls – and given the enormous cost and hassle of servicing headset bearings with fully internal routing, I want to see headset bearings be more protected, not less. 

“We’ve had a high volume of bikes in the field with this same RCS-stem compatible headset bearing cover with similar clearance to the frame for some time (Gen 4 Domane SLR and SL, for example) and have not seen an uptick in the amount of headset service reported by Trek shops,” explained Trek bike product marketing coordinator Jake Glahn.

2024 Trek Madone SL exposed headset bearing

Consider the old shop mechanic in me unconvinced.

Build kit breakdown

Trek has outfitted the Madone SL 7 with solid, no-frills component mix and I have few complaints.

I’ve extolled Shimano’s latest Ultegra Di2 12-speed wiredless groupset several times in the past already, and my opinions haven’t changed. Shift performance is superb front and rear, lever ergonomics are excellent, and the brakes are strong and mostly silent, and with superb lever feel. Riders in particularly hilly environments might want to consider adjusting the 52/36-tooth chainrings and/or the 11-30T cassette, but Shimano’s use of a long pulley cage across the board for this latest generation of Ultegra Di2 at least lessens the financial hit.

Shimano Ultegra R8100 levers

The Bontrager Aeolus Pro 51 carbon wheels share the same rim profile as the higher-end Aeolus RSL 51 – just with different carbon materials – and the DT Swiss 350-based hubs aren’t quite as nice as the RSL version’s DT Swiss 240-based one, either. As such, they’re essentially a wash in terms of aerodynamics, and while the nearly 200 g weight penalty can be noticeable when sprinting or climbing, it’s not a huge deal in the grand scheme of things. 

Perhaps more questionable are the Bontrager R3 Hard-Case Lite tires. The tires themselves are perfectly reasonable for everyday use: decent rolling resistance, reassuring grip (at least in dry conditions), seemingly good puncture protection, surprisingly comfortable ride quality. But with even top road pros moving to 28s and beyond , the choice of 25 mm-wide casings here seems a little behind-the-times, even though the actual inflated width is just a hair over 28 mm. 

Bumping up a size would enhance the ride quality even further while also improving cornering grip, and there’s certainly room in the frame and fork to spare. The reduced weight of this latest Madone SL was clearly a big story for Trek, though, and my guess is the product manager didn’t want to add any more. But another likely explanation is the shape of the Aeolus Pro 51 rim, which is currently aerodynamically optimized around that tire size. My hunch is the next generation of Aeolus wheel grows in width, at which point I’m guessing the tire size will grow as well. 

“25 mm tires are what’s fastest on our current lineup of 23 mm internal-width rims,” Glahn said. “Further, 25 mm tires on 23 mm internal-width rims are what was used in the wind tunnel testing for the Gen 7 IsoFlow Madone, and therefore contribute to the basis of our aero claims for this platform.”

Bontrager R3 Hard-Case Lite tire mounted on Bontrager Aeolus Pro 51 front wheel

As for the Bontrager finishing kit, the Aeolus Comp saddle is one of my favorites: a sort of hybrid between a Specialized Power and a Pro Stealth, mixing the overall profile of the former with the wider nose of the latter. It seems hard at first, but the high-density padding offers excellent support that arguably gets better as the hours tick by. 

I know I’ve already mentioned this, but the Bontrager RSL Aero handlebar was a pleasant surprise. The narrow width is initially jarring, but the overall shape is very comfortable, and there’s excellent wrist clearance when you’re in the drops. Kudos to Bontrager for not merely following trends and slapping a shallow drop on this thing, too. It’s an aero bar meant for performance riding, and so the 80 mm reach and 124 mm drop strike me as just about right. I do wish Bontrager had included more room in the middle for a computer mount, though. Unless you’re running something with a particularly narrow clamp, you’re stuck with some sort of stem-based computer mount.

It’s a winner for me

I haven’t always been a fan of the Madone SL in recent years. Although I loved the aerodynamic performance, it was just too darn heavy. Now that Trek has lopped so much weight off of it, though, it’s not only become much more appealing in my view, but also arguably the one to have if only for that more livable two-piece cockpit design.

If you’re on a budget, yes, there’s also the Madone SLR 6 that comes with Shimano’s new 105 Di2 wiredless electronic groupset, which would more closely align with the old “buy the best frame you can afford” mindset. The complete bike is about 250 g lighter overall than the Madone SL 7 despite the groupset being 130 g heavier, comes with the same wheels, shift quality would be virtually identical, and if the mid-compact gearing of the Madone SL 7 seems a little too tall for your liking, the 105 setup includes a friendlier 1:1 ratio for clawing your way uphill. 

But the braking performance of 105 isn’t quite as good as Ultegra, you can’t add remote shifters, and the supplemental upper buttons on Ultegra and Dura-Ace that are so handy for things like controlling your computer are missing, too. And then there’s that potential fit and comfort issue of that Madone SLR’s one-piece front end I’ve already mentioned, plus the Madone SLR 6 is still US$1,500 more expensive. 

Get the best frameset you can afford, sure. But when the second-tier one is this close, I know which one I’d be buying.

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

2024 Trek Madone SL front three-quarter view

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Check out Moscow’s NEW electric river trams (PHOTOS)

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Water transportation has become another sector for the eco-friendly improvements the Moscow government is implementing. And it means business. On July 15, 2021, on the dock of Moscow’s ‘Zaryadye’ park, mayor Sergey Sobyanin was shown the first model of the upcoming river cruise boat.

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The model of the electrical boat with panoramic windows measures 22 meters in length. The river tram - as Muscovites call them - has a passenger capacity of 42, including two disabled seats. The trams will also get cutting edge info panels, USB docking stations, Wi-Fi, spaces for scooters and bicycles, as well as chairs and desks for working on the go. The boats will be available all year round, according to ‘Mosgortrans’, the regional transport agency. 

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Passengers will be able to pay with their ‘Troika’ public transport card, credit cards or bank cards. 

The main clientele targeted are people living in Moscow’s river districts - the upcoming trams will shorten their travel time in comparison to buses and other transportation by five times, Mosgortrans stated. 

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As the river trams are being rolled out, Moscow docks will also see mini-stations, some of which will also be outfitted with charging docks for speed-charging the boats.  

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Moscow is set to announce the start of the tender for construction and supply in September 2021. The first trams are scheduled to launch in June 2022 on two routes - from Kievskaya Station, through Moscow City, into Fili; and from ZIL to Pechatniki. 

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“Two full-scale routes will be created in 2022-2023, serviced by 20 river trams and a number of river stations. We’ll continue to develop them further if they prove to be popular with the citizens,” the Moscow mayor said .

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This Day In History : September 14

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Napoleon enters Moscow

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One week after winning a bloody victory over the Russian army at the Battle of Borodino, Napoleon Bonaparte ’s Grande Armée enters the city of Moscow, only to find the population evacuated and the Russian army retreated again. Moscow was the goal of the invasion, but the deserted city held no czarist officials to sue for peace and no great stores of food or supplies to reward the French soldiers for their long march. Then, just after midnight, fires broke out across the city, apparently set by Russian patriots, leaving Napoleon’s massive army with no means to survive the coming Russian winter.

In 1812, French Emperor Napoleon I was still at the height of his fortunes. The Peninsular War against Britain was a thorn in the side of his great European empire, but he was confident that his generals would soon triumph in Spain. All that remained to complete his “Continental System”–a unilateral European blockade designed to economically isolate Britain and force its subjugation–was the cooperation of Russia. After earlier conflict, Napoleon and Alexander I kept a tenuous peace, but the Russian czar was unwilling to submit to the Continental System, which was ruinous to the Russian economy. To intimidate Alexander, Napoleon massed his forces in Poland in the spring of 1812, but still the czar resisted.

On June 24, Napoleon ordered his Grande Armée, the largest European military force ever assembled to that date, into Russia. The enormous army featured more than 500,000 soldiers and staff and included contingents from Prussia, Austria, and other countries under the sway of the French empire. Napoleon’s military successes lay in his ability to move his armies rapidly and strike quickly, but in the opening months of his Russian invasion he was forced to be content with a Russian army in perpetual retreat. The fleeing Russian forces adopted a “scorched earth” strategy, seizing or burning any supplies that the French might pillage from the countryside. Meanwhile, Napoleon’s supply lines became overextended as he advanced deeper and deeper into the Russian expanse.

Many in the czarist government were critical of the Russian army’s refusal to engage Napoleon in a direct confrontation. Under public pressure, Alexander named General Mikhail Kutuzov supreme commander in August, but the veteran of earlier defeats against Napoleon continued the retreat. Finally, Kutuzov agreed to halt at the town of Borodino, about 70 miles west of Moscow, and engage the French. The Russians built fortifications, and on September 7 the Grande Armée attacked. Napoleon was uncharacteristically cautious that day; he didn’t try to outflank the Russians, and he declined to send much-needed reinforcements into the fray. The result was a bloody and narrow victory and another retreat by the Russian army.

Although disturbed by the progress of the campaign, Napoleon was sure that once Moscow was taken Alexander would be forced to capitulate. On September 14, the French entered a deserted Moscow. All but a few thousand of the city’s 275,000 people were gone. Napoleon retired to a house on the outskirts of the city for the night, but two hours after midnight he was informed that a fire had broken out in the city. He went to the Kremlin, where he watched the flames continue to grow. Strange reports began to come in telling of Russians starting the fires and stoking the flames. Suddenly a fire broke out within the Kremlin, apparently set by a Russian military policeman who was immediately executed. With the firestorm spreading, Napoleon and his entourage were forced to flee down burning streets to Moscow’s outskirts and narrowly avoided being asphyxiated. When the flames died down three days later, more than two-thirds of the city was destroyed.

In the aftermath of the calamity, Napoleon still hoped Alexander would ask for peace. In a letter to the czar he wrote: “My lord Brother. Beautiful, magical Moscow exists no more. How could you consign to destruction the loveliest city in the world, a city that has taken hundreds of years to build?” The fire was allegedly set on the orders of Moscow Governor-General Feodor Rostopchin; though Rostopchin later denied the charge. Alexander said the burning of Moscow “illuminated his soul,” and he refused to negotiate with Napoleon.

After waiting a month for a surrender that never came, Napoleon was forced to lead his starving army out of the ruined city. Suddenly, Kutuzov’s army appeared and gave battle on October 19 at Maloyaroslavets. The disintegrating Grande Armée was forced to abandon the fertile, southern route by which it hoped to retreat and proceed back along the ravaged path over which it had originally advanced. During the disastrous retreat, Napoleon’s army suffered continual harassment from the merciless Russian army. Stalked by hunger, subzero temperatures, and the deadly lances of the Cossacks, the decimated army reached the Berezina River late in November, near the border with French-occupied Lithuania. However, the river was unexpectedly thawed, and the Russians had destroyed the bridges at Borisov.

Napoleon’s engineers managed to construct two makeshift bridges at Studienka, and on November 26 the bulk of his army began to cross the river. On November 29, the Russians pressed from the east, and the French were forced to burn the bridges, leaving some 10,000 stragglers on the other side. The Russians largely abandoned their pursuit after that point, but thousands of French troops continued to succumb to hunger, exhaustion, and the cold. In December, Napoleon abandoned what remained of his army and raced back to Paris, where people were saying he had died and a general had led an unsuccessful coup. He traveled incognito across Europe with a few cohorts and reached the capital of his empire on December 18. Six days later, the Grande Armée finally escaped Russia, having suffered a loss of more than 400,000 men during the disastrous invasion.

With Europe emboldened by his catastrophic failure in Russia, an allied force rose up to defeat Napoleon in 1814. Exiled to the island of Elba, he escaped to France in early 1815 and raised a new army that enjoyed fleeting success before its crushing defeat at Waterloo in June 1815. Napoleon was then exiled to the remote island of Saint Helena, where he died six years later.

Also on This Day in History September | 14

Pop-tarts debut, dolores huerta beaten by police while peacefully protesting, mlb cancels playoffs, world series, muslim teen arrested for bringing reassembled clock to school.

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This Day in History Video: What Happened on September 14

General winfield scott captures mexico city.

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    Fork. Madone KVF full carbon, tapered carbon steerer, internal brake routing, flat mount disc, carbon dropouts, 12x100mm thru axle. Frame fit. H1.5 Race. Weight. 56 - 7.48 kg / 16.51 lbs. Weight limit. This bike has a maximum total weight limit (combined weight of bicycle, rider and cargo) of 125 kg (275 lb). Battery.

  14. Trek Madone range: Which model is right for you?

    Trek Madone SL6 (rim): Shimano Ultegra, £3600. Madone SLR 6 Disc: Shimano Ultegra, £5400 (£5950 with P1 paint) Madone SLR 6 (rim): Shimano Ultegra, £5500 (with P1 paint) Madone SLR 7 Disc ...

  15. 2024 Trek Madone SL 7 review: This is the one to get

    Otherwise, the differences between the Madone SL and Madone SLR simply boil down to more economical build kits. My Madone SL 7 test sample is the nicer of the two complete Madone SL bikes Trek offers currently, and comes equipped with a complete Shimano Ultegra Di2 2×12 wiredless electronic groupset, Bontrager Aeolus Pro 51 carbon fiber clincher wheels wrapped with 25 mm-wide Bontrager R3 ...

  16. The new Trek Madone SLR is lighter and faster thanks to a big hole in

    Goodbye IsoSpeed, hello IsoFlow

  17. Check out Moscow's NEW electric river trams (PHOTOS)

    On July 15, 2021, on the dock of Moscow's 'Zaryadye' park, mayor Sergey Sobyanin was shown the first model of the upcoming river cruise boat. The model of the electrical boat with panoramic ...

  18. London Stock Exchange

    Your journey to growth. London Stock Exchange is a doorway to growth, enabling companies to raise capital and investors to build their portfolios across a range of global markets. Welcome to the official website of London Stock Exchange where you will find the latest stock market news, stock information, data analysis reports, as well as ...

  19. Trek Madone SLR 9 Disc review

    If you are looking for a top-of-the-line aero road bike that combines speed, stiffness and smoothness, you might want to check out the Trek Madone SLR 9 Disc. This bike features the IsoSpeed ...

  20. Madone SL 7 Gen 7

    Madone SL 7 Gen 7. 5 Reviews / Write a Review. £7,500.00. Model 5298649. Retailer prices may vary. The Madone SL 7 offers legendary speed, cutting-edge tech and unbelievable ride quality in a 500 Series OCLV Carbon package that keeps things light and quick for fast rides and races. IsoFlow technology smooths out bumps in the road while ...

  21. Madone SL 7 Gen 6

    Madone SL 7 Gen 6. 7 Reviews / Write a Review. £4,585.00 £6,550.00. Model 5261063. Retailer prices may vary. The Madone SL 7 Disc combines advanced aerodynamic performance and all-around ride quality with the blazing-fast, reliable shifting of Shimano's all-new wireless Ultegra Di2 electronic drivetrain. It's light, fast and incredibly sleek ...

  22. Napoleon enters Moscow

    On September 14, the French entered a deserted Moscow. All but a few thousand of the city's 275,000 people were gone. Napoleon retired to a house on the outskirts of the city for the night, but ...

  23. Find a bike shop near you

    Trek and Electra bike shops are your destination for the latest Trek bikes, Electra bikes and accessories, Bontrager cycling gear, service and tune-ups for bikes of any brand, and professional bike fit services through Trek Precision Fit. Whether you visit a Trek-owned store or one of our awesome independent partners, you'll find amazing ...