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2024 Trek Domane AL 2 Gen 4 review: Budget all-road

An impressively versatile and previously-loved bike now held back by a pursuit of aesthetic-led design.

As a tech editor, I’m often more excited to test entry-level bikes than those with sky-high prices. Sure, a 7 kg superbike built with scrap from a space program (not really) is a hoot to ride, but it’s the balance of budget and function that intrigues me so much more about the lower end. 

Here, the assumption is often that those new to cycling will start with such a lower-cost bike. These bikes can make or break the future growth of cycling, and my hope is that the person buying such a bike has a positive experience that encourages them to stick around the sport we love so much.  

That’s where the Trek Domane AL comes in. I tested the previous iteration (released for 2021) and found it to be one of the best entry-level road bikes available. It offered a welcoming fit and confident handling without feeling dull. It provided ample tyre clearance to be used as either a road bike or light gravel bike. It was simple to keep well-tuned. Most importantly, it was an entry-level bike that I truly enjoyed riding. 

And that brings us to the latest iteration of Trek’s best-selling road bike. On paper, the new fourth-generation Domane Al retains a lot of what I liked in its predecessor, but it, of course, introduces a few new twists to the proven recipe. This is a solid bike, but as you’ll read, it fails to impress like the previous version. 

The short of it:  Trek’s most budget road bike, revamped, and still with class-leading tyre clearance. Good stuff:  Room for 40 mm tyres has this one ready for the gravel-curious. Solid build kit and frame will shrug off loaded commuting and mixed surfaces. Ready for fenders and a rack. Welcoming geometry and comfortable touch points. Bad stuff:  Disc brakes make for a heavy bike, and the mechanical disc brakes here aren’t stellar. Heavy wheels and tyres make the bike feel more sluggish than it wants to be. Through-headset cable routing makes no sense on a bike with mechanical gears and brakes. Ultimately cheap gearing and brakes for a bike that, while Trek’s entry-level, isn’t as affordable as it should be.

The new Domane Al explained 

In its modern form, the Domane Al is a dropbar bike that blurs the line between being an endurance road and an all-road bike – the latter being a category of bike that is designed with the versatility to split its time across tarmac and well-kept gravel roads. And with official room to easily clear 38 mm tyres (I comfortably fit measured 41 mm rubber in my sample), it certainly has the tyre clearance to go off-road. Still, look to the gearing and geometry, and it’s clear Trek still intends this one first and foremost for those wanting a road bike (get a gravel bike if your ambitions are predominately focused on riding off-road). 

As Trek’s most affordable road offering, the Domane Al offers a base-level aluminium frame (100 series Alpha in Trek speak) with a handful of more premium features. Many of the tubes are formed into angular shapes to handle specific forces and/or offer a unique aesthetic flourish. For example, the top tube tapers from matching the oversized head tube to that of the comparatively slender seat tube. Meanwhile, the oversized down tube is anything but round in its profile. 

Shapes aside, the most obvious new fancy feature is seen with the oversized headset bearings that now house four gear/brake housings within it which are then fed into the aluminium frame or full carbon fork. That full carbon fork on all price points of the Domane AL is new, too, included in an effort to save weight. 

With such generous tyre clearance, the frame has room and provision for full-length fenders (via a removable seatstay bridge) – with them installed, you’ll still comfortably fit 35 mm rubber. There are mounts for a top tube bag, and a third bottle cage can be mounted on the underside of the down tube. 

Component fitments are kept joyfully regular with an English threaded bottom bracket shell, a 27.2 mm seatpost, an external seatpost clamp, and flat mount brake calipers. And in a first for Trek, and perhaps a first for a road bike of this price point, there’s a Universal Derailleur Hanger (UDH) – a now-standard concept from the mountain bike world that not only ensures you can buy a replacement derailleur hanger anywhere, it also means the frame is ready for newer T-mount type derailleurs (first seen with SRAM Eagle Transmission ).

However, there is one exception to easy component fitments, and that’s the cable routing through the headset – I’ll return to this. 

More quality features include a small adjustable chain-catcher that’s ready in case of a shifting mishap. And then the provided thru-axles offer a nice conical interface, with a removable handle that contains a 4 mm hex key for use across the bike (for adjusting bars, seatpost, etc.) 

I’m happy to say that Trek has made no changes to the geometry since the previous iteration. Across the seven sizes, the Domane AL is intended to put the rider in a more relaxed position than a race bike. The bike also balances a longer wheelbase for stability with relatively quick steering angles to keep it feeling zoomy (61 mm trail figure in a 54 cm with 32 mm tyres). And as Trek has done with Domane for a number of years, the bike sits comparatively low to the ground with a 80 mm bottom bracket drop in the assumption you’ll be running larger-volume tyres (32 mm as stock). 

If the parts dangling off it weren’t enough proof that this bike exists to hit a certain price point, then its weight certainly offers that confirmation. A 56 cm frame is quoted to weigh 1,518 g, while the matching carbon fork sits at 475 g. All told, the base-model Domane AL 2, as tested, strained my scales at 10.42 kg without pedals or cages, and while that’s far from light, it does shave about 200 g off its predecessor. 

As tested, the base-model Domane AL 2 (US$1,200 / €1,200 / £1,125 / AUD$2,000) is built with a mix of Shimano’s entry-level Claris components and a few even cheaper non-series bits for a 2×8 gearing setup. The Tektro disc brakes are of the mechanical kind with a design that pulls both brake pads simultaneously to clamp onto the disc rotor (a design concept shared with the more premium TRP Spyre brake). Meanwhile, Trek’s componentry house brand, Bontrager, is responsible for all the other pieces, including a gravel-inspired handlebar with a subtle amount of flare, a well-padded and welcoming short-nose saddle, and a simple but effective twin bolt alloy seatpost.

Potholes will be fearful of being hit by the Paradigm SL wheels, and the Bontrager R1 Hard-Case Lite wire-bead tyres that are ready to ride through a river of broken glass bottles. The build may be heavy, but it’ll take more knocks than a door. 

Step up to the Domane AL 4 at US$1,700 / €2,000 / £1,875 / AU$N/A and you’ll see the bike get a welcome upgrade to Shimano Tiagra 2×10 shifting and matching hydraulic disc brakes. Meanwhile, all the other bits are the same as the base model. This is the model I tested in the previous iteration and the one I sought to test again. Alas, it’s unfortunately not offered within the small island of Australia. As I’ll come to explain, this one is worth the extra expense if it’s available in your region. 

Finally, spending US$2,000 / €2,300 / £2,150 / AU$N/A gets you the Domane AL 5. This top-tier option has Shimano’s new 105 12-speed mechanical groupset , while the rest remains the same as above. 

Handling and versatility

Riding the Domane AL is a familiar and welcoming experience. Straight from the box, it offers a comparatively upright but not cramped riding position, and it can be easily (and cheaply!) tuned to offer a more leisurely or aggressive fit. 

The stock stem length (100 mm in the size tested) and new 80 mm reach handlebar left me without complaint, but my initial impressions were that it made the reach feel longer than expected, especially given how upright the position otherwise is. Those wanting a truly relaxed ride may need to swap out to a shorter stem length, while those wanting a truer road bike experience can use the 45 mm of stem spacers provided for fine-tuning the stem height.

I found my 54 cm Domane AL sample handled best with the handlebars lowered by 25 mm (lower handlebar height helps to put more weight on the front tyre and lowers your centre of gravity), however, what fits you best should be the priority. 

Either way, the Domane AL fits the way an endurance-type road bike should, and it’s a far more inviting experience for newer riders than bikes that try to mimic pure race bike geometry. It’s a fit that should have mountain bikers feeling at home, and likewise for those fresh to cycling. 

It’s easy to make a road bike stable, but make it too stable and the bike can become dull to corner with and a little lifeless in finding a rewarding flow. Trek’s proven geometry figures strike a nice balance between easy-riding stability and reactivity. The Domane AL has a longer wheelbase and slacker head angle to ensure it’s not nervous like a race bike, but then, a longer fork offset helps to reduce the trail figure for a ride that remains rewarding to dip into high-speed corners. 

In reviews, we often cover the ride quality of a frame (basically, how smooth the bike feels). The Domane AL is by no means a rattle-can like aluminium bikes of the distant past, but equally, its relatively basic tubing does mean you’ll feel the edge of larger bumps. However, so much of how this bike rides and handles is seemingly intertwined with the stock wheel and tyre setup, something I cover in the following section. 

As a budget offering, you can expect this bike to lack the same level of polish as more premium options. The welds are fairly consistent but aren’t made to look pretty. Likewise, the candy red paint (a black/grey option also exists) offers a premium look, but closer inspection shows it lacks a mirror polish. And then, every time I looked at the crooked Domane logo on the top tube I was further reminded that this was Trek’s budget offering. 

Regardless of how it rides, the Domane AL is certainly robust enough for thumping down a gravel road. Likewise, the room for actual 40 mm tyres means you can equip it for proper off-road use. However, like many road-going bikes, that larger tyre makes the gearing taller (harder), and therefore you’ll probably be wishing for easier gearing on loose steep climbs. Similarly, the frame geometry isn’t ideally optimised for such big rubber, and at least for smaller sizes, you’ll be hitting your toes against a wider front tyre (aka toe overlap) when turning at low speeds. Thankfully, no such toe overlap issues were present with the stock 32 mm tyres in the tested size 54 cm. 

When weight matters 

Physics tells us that the bike’s weight often makes a negligible difference to one’s speed. Still, one of the joys of a pure road bike is the whippy and reactive sensations earned through a light bike, and while it may not result in a huge difference in the Strava rankings, it sure can make a difference in how big of a grin you carry up the hill. 

It’s here where the Domane AL and its excess mass tend to disappoint. There’s no other way to put it, but in its stock form this bike just feels sluggish and hesitant to move. No doubt the basis for such blame comes from the disc brakes, a complaint that my colleague Caley Fretz recently articulated with his review of the more race-orientated Trek Emonda ALR . I won’t repeat that rant, but disc brakes carry increased cost and increased weight, and in an effort to save money, there’s an even bigger trade-off in the weight. However, this is an increasingly pointless argument as rim brake bikes become forever harder to find, and when you do find them, you can bet you’ll be limited to a far narrower tyre width. 

OK, so the new Domane Al is only available with disc brakes and that’s absolutely not going to change. Plus, those disc brakes are why this bike can fit gravel-sized tyres. Thankfully there is good news here as so much of this slug-like-biomimicry is simply related to the provided tyres and wheels. 

Weight is one negative to the stock Bontrager Paradigm SL wheels. Although more obvious was the penalty in rolling resistance and ride quality from the Bontrager R1 Hard-Case Lite wire-bead tyres (quoted and measured at 32 mm). Here, the provided tyres and wheels have the bike feeling more like an urban commuter than a sporty road bike, and one riding friend remarked that they noticed how suddenly slow(er) I was while testing this bike!

Swapping the wheels to some mid-priced Shimano 105 carbon wheels and performance-type 28 mm road tyres dropped an entire kilogram from the bike. More obvious than the weight was the night-and-day difference in the ride quality and rolling resistance. Suddenly the Domane Al felt like a road bike should – it was reactive to input and didn’t slow as noticeably when the road inclined. Equally, the wooden ride quality caused by the stiff tyres was now softened, resulting in a ride that simply felt smoother for an equivalent tyre pressure. 

Spending the value of a bike on wheels and tyres will of course always transform the ride. It’s often the best upgrade you can do to any bike, and that’s no different here. Even if the budget doesn’t allow for new wheels, changing from the stock 470-gram wire-bead tyres to a more performance-oriented folding tyre will significantly improve your average speed and feel on the bike. 

Now the stock wheels and tyres hold back the bike from being the road bike the Domane AL wants to be, but there are customers who they’re well suited for – notably commuters. Those with aspirations of riding to work during the week and enjoying the sights on the weekend will be well served by the stock wheels and tyres, just don’t expect to ride efficiently with them. 

Shifting, braking, and internal guidance  

Testing such budget bike models is always interesting – sometimes they pleasantly surprise me, other times I’m left wondering about particular specification choices. For the Domane AL 2, it’s a mix of both. 

Sitting below Sora, the Shimano Claris shifting is Shimano’s most budget dropbar option to earn an actual model name. If you were to compare it to Shimano’s mountain bike groupsets, you’d be looking at what used to be Acera (now replaced by CUES). It’s so budget, in fact, that Shimano only offers it in a mechanical brake configuration where it can be connected to rim brakes or as seen here, mechanical disc brakes. 

With both brake pads simultaneously clamping onto the disc rotor, in theory, the provided brakes are pretty good amongst a sea of ever-cheaper mechanical options. However, in practice, I was reminded once again just how stubborn the stock pads and rotor are to bed in for full power. The brakes were downright dangerous for the first 30 minutes of riding, and even once fully bedded in, the power was more comparable to a rim brake than a hydraulic disc brake system. 

While the braking power isn’t great, the Claris brake hoods are at least comfortable to hold. That’s a nice change from what the cheapest stuff used to feel like. Meanwhile, the shifting never failed to find the desired cog, but in doing so, it lacks the smoothness of Shimano’s 10-, 11-, and 12-speed shifting systems. The bigger bother was the square taper crankset that was flexy enough for me to hear the chain rub against the front derailleur when riding out of the saddle. 

Related, I found myself out of the saddle more often as the combination of the compact (50/34T) front gearing and 11-32T cassette don’t provide quite low enough gearing given the sheer weight of the bike and the larger 32 mm tyres. Adding salt to the wound, this gearing will only become a bigger issue if you choose to increase the tyre size further. 

One of our growing complaints with many modern road bikes is that the ever-increasing integration of components and hiding of cables has brought great complications to tuning how a bike fits and how easily it is serviced. Here, Trek at least gets the former right. 

The Domane AL now hides the cables through the headset but thankfully not through the handlebar or stem. As a result, there are no limitations or barriers to adjusting the height of the handlebars, the length of the stem, or the position of the saddle. All this stuff remains traditional and simple to swap and change – no advanced mechanical know-how or specialist tools are required. This semi-concealed design also means you can still box the bike for travel without much of a hiccup. Even better is that you’re unlikely to need to make any component changes as the provided parts offer a comfortable position straight from the box. 

OK, so that concealed cabling may look nice (that’s fundamentally its core purpose), but it absolutely introduces future servicing complications. Changing brake or gear outer cables is certainly more of a fiddle, but hardly a stress compared to the nightmare that will be incurred if you were to ever wear out or rust away a headset bearing that the fork steers on. Here, all the gear cables and brake cables will need to be disconnected (and likely replaced) along with the bartape in order to swap that simple bearing – a service that is likely to cost at least an extra hour of professional labour. 

Worse yet, the bearing durability is now compromised because the elements are welcome to enter through the holes for the brake and gear cables. Indeed a sweaty session on the indoor trainer or a soggy ride out on a gravel road will see contaminants begin to reach the final seals of those bearings. 

All of this is to say that I strongly believe clean aesthetics is not enough reason for brands to utilise concealed cabling on entry-level bikes – a complaint not at all exclusive to Trek. These lower-cost bikes don’t have wireless electronic gears, but rather still use mechanical gears that need smooth paths for the cables to flow. Meanwhile, the bike tested also has steel cables for the brakes, and you can bet that the marginally increased lengths of required cabling come at the cost of increased friction, greater cable compression, and therefore reduced brake efficiency. Hydraulic disc brakes help a lot here, but even then, you still have mechanical shift cables to weave. 

So what’s the answer? Well, you’re locked into this with the new Domane Al. It’s the one thing I think is an obvious (and significant) downgrade from the previous iteration of the Domane AL. And it’s one area where I think the new Specialized Allez Sport keeps things more practically modest (well worth consideration at this price point). Unfortunately for many at this price point, the effort of making such budget bikes look more premium comes at a practical cost, and Trek is joined by the likes of Orbea, Scott, and an increasing number of others in this trend.

The wrap 

Modern bicycles have improved in so many ways. The durability is impressive. The ability to run wide tyres for mixed terrain removes limitations of where and how you can ride your own bike. And no doubt, bikes are more ergonomic and better for the body than before. 

Still, I look at the combination of disc brakes and concealed cabling on a bike built with Shimano’s most entry-level gearing and can’t help but think how much better this bike could be if it had an even simpler frame and a decent rim brake. The braking would be comparable, it would be far lighter, and it would either be significantly cheaper or better equipped. 

Again, that’s not a complaint unique to Trek, but the base-model Domane AL 2 is a prime example of a bike that arguably lacks value where it matters. Indeed it’s a good bike in many aspects, but it carries a hefty asking price for a bike running shifting parts that previously came with bikes costing half as much just a handful of years ago. 

Spending more for the Shimano Tiagra-equipped Domane AL 4 immediately solves all of my issues related to the brakes and shifting. Still, it doesn’t solve for the sluggish tyres and increased complexity of the through-headset cable routing. Either way, if you do decide a Trek Domane AL is right for you, then just know that you’ll be at a speed disadvantage until you at least change the tyres. And as with any bike with through-headset cable routing, be prepared for bigger service bills through the ownership of such a bike. 

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Trek Domane SL6 eTap review

Endurance smoothy goes wireless

Dave Caudery / Our Media

Warren Rossiter

Impossibly smooth riding; handles with ease; very versatile

Carrying a bit more weight than its rivals

Trek’s long-running endurance road bike , the Domane, has an impressive history of wins, including both of the most famous cobbled Classics, Paris-Roubaix and the Tour of Flanders.

Over the years, the Domane has evolved from a soft-tail road bike to a front and rear IsoSpeed suspension-equipped bike with aerodynamic shaping, inspired by the Wisconsin-based brand’s aero road platform, the Madone.

The Domane chassis, along with its suspension, also has a class-leading tyre clearance of 38mm.

All of these elements combine to create a machine that should prove the Domane capable of meeting anyone’s endurance-bike needs, and much more beyond. It's fully deserving of its place in the endurance category of our 2022 Bike of the Year Awards

The original Domane was based around a simple idea of separating the seatstays and top tube from the seat tube, to allow the seat tube to act like a long seatpost moving fore and aft and taking the sting out of rough roads.

This was achieved via Trek’s IsoSpeed decoupler; the design constrained the seat tube laterally, but it was joined via a ‘pin’ joint that rotated around a slick bush as the seat tube flexed.

The Domane has evolved with a front IsoSpeed system that works in a very similar way. The traditional headset is replaced with a rocker cup located at the top of the headset that locks in the steerer tube laterally and, like the rear, allows the steerer to flex fore and aft, smoothing out the road.

The Domane frame routes the brake hose under the bar and stem, and around to the rear of the head tube (not dissimilar to how Cervélo routes its S-Series bikes). It’s an obvious nod to aero, though Trek hasn’t gone as far as the full integration seen on Cervélo’s Caledonia .

I like that the frame boasts some great practical features, including proper mudguard mounts (Trek has dedicated Bontrager mudguards for the Domane) and top-tube mounts for bento-box style storage.

It even has a storage chamber hidden underneath the down tube bottle bosses that’s large enough to store a spare tube, CO2 cartridge and multi-tool , plus it comes with a custom-sized tool wrap to stop any rattles.

Trek Domane SL6 eTap specifications

The SL6 might ‘only’ be available constructed from Trek’s OCLV 500 series carbon, compared to the 700 series found on the much pricier SLR models, but despite weighing a few extra grams it’s still very much a premium carbon chassis with some clever tech built in.

The drivetrain comes courtesy of SRAM’s very impressive and affordable (considering it’s electronic) groupset, Rival eTap AXS . Its shifting is a match for SRAM’s more expensive wireless offerings, and it shares the same tunability and connectivity through the brilliant, and free, AXS app.

The 46/33, 10-36 gearing combination is pitched perfectly for a bike such as this. The 46/10 bottom gear has all the speed potential I want when descending or pushing hard on the flat.

At the other end, the 33/36 offers such a light, easy-to-spin gear that I found myself actively looking for steep climbs on my test rides just to see how achievable the Domane makes climbing.

Elsewhere, as you’d expect on a Trek bike, parts are all from Bontrager (Trek’s component partner brand).

The wheels are Bontrager’s Paradigm 25s. As the name suggests, these have a shallow depth rim that’s impressively wide at 25mm (internal), and they’re shod with Bontrager’s R3 tyres in a generous 32mm width.

With the Domane, Trek was one of the first brands to properly explore wide rims and tyres on an endurance bike. It’s certainly set a trend – just look at the specification of Cannondale’s Synapse and BMC’s Roadmachine for evidence.

The cockpit combines a simple alloy Bontrager stem (compatible with the range of Blender out-front accessory mounts) and IsoZone VR-SF handlebar.

The bar is designed to work with Bontrager’s gel pad and tape combo and is, quite frankly, brilliant.

Oversized top sections fit perfectly in the hand, while the compact drop is so well shaped that, even if you’re the most hood-hanging of riders, you’ll find yourself enjoying the aero advantage of staying down in the drops comfortably.

Out back, Trek has a unique approach to the seatpost on the Domane, because the IsoSpeed system relies on the seat tube being able to flex unhampered.

Rather than using a standard post, the Domane has a shortened mast that inserts into the extended seat tube. This locks into place through an internal expanding clamp, accessed through a slot in the seat tube.

It works well, but make sure the bike is set up for you in store, because the minimal adjustment through the mast means you need to make sure you get the correct-length mast. It’s topped with Bontrager’s rather traditional-shaped and very amply padded Verse saddle.

Trek Domane SL6 eTap geometry

My 56cm test bike has a 591mm stack, combined with a short 377mm reach. It makes for a fairly relaxed ride position compared to the Cannondale Synapse, and especially the Cervélo Caledonia.

I found myself altering the saddle position, sliding it back to the limit on its rails to extend the reach and allow myself to get a bit lower.

The 71.9-degree head angle is more relaxed than most endurance bikes, while the 73.3-degree seat angle is steeper. Trek has kept the wheelbase short, however, at just 1,008mm.

Trek Domane SL6 eTap ride impressions

The Domane is one of the smoothest road-going bikes ever made, and certainly one of the best-rolling bikes I’ve tested. That’s quite the bold statement, I know, but the way in which the Domane simply glides over poor surfaces is truly a wonder.

The Domane’s origins as a cobble-busting racer set the standard for its compliance, but its evolution makes it very much an endurance bike of today.

Not many racers would opt for a 32mm-wide tyre, but I’m sold; the R3s roll beautifully.

Yes, they may carry a bit more weight than a 26 or 28mm race tyre, and they’re wrapped around some pretty middleweight wheels in the Paradigm 25s (1,775g a pair). That may make some of you turn your nose up but, on the road, I didn’t notice any excess weight.

The Domane is a mean companion on ascents. Despite weighing close to 9.5kg, it simply wafts over rough tarmac, and the light end of the Rival gear range makes for comfortable climbing.

It breezes uphill if you’re sitting on the saddle and holding the tops, with their comfortable oversized diameter and wonderfully plush cushioning tape.

If you want to get out of the saddle up in the hoods and punch it to the summit, you’ll find a bike that responds in kind.

Descending is almost as impressive – the slightly relaxed head angle, combined with the compliance in the chassis, makes for a bike that’s so very assured going downhill at speed.

I found myself carving into corners, looking for the best line and ignoring imperfections in the road surface, safe in the knowledge that whatever I threw at the Domane, it simply smothered the bumps, swallowed the ruts and kept on tracking straight.

The Domane’s brilliant handling on rough roads, along with its generous 38mm tyre clearance, opens up the world of light gravel. Just like Cannondale’s new Synapse and the wonderfully different BMC Roadmachine X, the Domane is off-road capable – and it pre-dates both of those designs.

As part of my test riding, I took the Domane on unmetalled military roads and wide byways, and it coped admirably, swallowing ruts and lumps with ease.

As with the Synapse and Roadmachine, I wouldn’t head for technical singletrack on it, but excursions on Welsh forest fireroads, the rail trails of the Peaks, gravel roads of north Yorkshire, my home military roads of Salisbury Plain and New Forest tracks are easily within the Domane’s capability.

Trek Domane SL6 eTap bottom line

The Domane SL6 set the standard for the new breed of versatile endurance bikes. It may have been born from the needs of a few elite athletes in a few elite races, but it's a bike that could easily be one of the most versatile on sale today.

The groupset is excellent: easy to use, packed with features beyond stopping and shifting gears, and very reliable. Although you can find it on much cheaper bikes, all of the components do their job well, yet none are particularly show-stopping.

Comfort is impeccable, even though for me the squishy padded saddle is a bit of overkill (though not uncomfortable).

The Domane, with the complexity in its chassis design, carries a bit more weight than its rivals, but none of them can match its smoothness.

Endurance Bike of the Year 2022 | How we tested

The best endurance road bikes combine a comfortable ride position with heaps of versatility – including features such as mudguard or pannier rack mounts – and speed, to create a useful platform that will fare well no matter the ride.

Testing for our 2022 Endurance Bike of the Year category began with a high-tempo 2.5-hour ride to get an early impression of a bike's ride quality and to carry out any adjustments.

For the meat of this year's testing, each bike was taken on the same 82-mile/132km loop through rural Wiltshire.

After this, we rode the bikes back-to-back, coming to a decision on the best by comparing how well each handled across a variety of terrain and, in a competitive market, how its spec compares with the other bikes on test.

Our 2022 Endurance Bike of the Year contenders are:

• BMC Roadmachine X
• Bombtrack Audax
• Cannondale Synapse Carbon LTD RLE (category winner)
• Cervélo Caledonia Ultegra Di2
• Trek Domane SL 6 eTap

Thanks to our sponsors HUUB , Lazer , 100% and Garmin for their support in making Bike of the Year happen.

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2023 Trek Domane SL 5 Gen 4 Review

Trek has been one of the leading manufacturers in the cycling industry for decades, and their latest release is no exception.

The 2023 Trek Domane SL 5 Gen 4 is a high-end road bike that promises to deliver a smooth and comfortable ride while also being fast and efficient.

In this review, we will take a closer look at the features of the 2023 Trek Domane SL 5 Gen 4 and evaluate its performance on the road.

Whether you’re a seasoned cyclist or a beginner, this bike may be the perfect addition to your collection. So, let’s dive into the details and see what this bike has to offer.

The Trek Domane SL 5 Gen 4 is a road bike that has been designed for endurance rides and long-distance cycling.

With a lightweight carbon frame and a comfortable riding position, this bike is perfect for riders who want to take on challenging rides without sacrificing comfort.

The 2023 Trek Domane SL 5 Gen 4 is a top-of-the-line road bike that offers exceptional performance and unmatched comfort.

Designed for serious cyclists who demand the best, this bike is packed with advanced features that make it the perfect choice for long-distance rides, races, and everything in between.

– Advanced 500 Series OCLV Carbon frame construction for maximum strength and durability.

– IsoSpeed decoupler technology absorbs bumps and vibrations for a smooth, comfortable ride.

– Shimano 105 2×11 groupset featuring a 11-34t cassette and compact 50/34t chainrings provide reliable shifting and excellent performance.

– Tubeless-ready Bontrager Paradigm SL wheels and Bontrager R3 Hard-Case Lite 700x32mm tires for improved traction and reduced rolling resistance.

– Flat mount Shimano 105 hydraulic disc brakes for superior stopping power and control.

– Bontrager carbon seatpost and alloy handlebars for a lightweight, responsive feel.

– Sleek, modern design with eye-catching color options.

– Excellent customer reviews and ratings.

Frame and Design

The 2023 Trek Domane SL 5 Gen 4 comes with a lightweight 500 Series OCLV Carbon frame that has been designed to provide maximum comfort on long rides.

The frame features Trek’s IsoSpeed technology that helps to absorb road vibrations, making the ride smoother and more comfortable.

The bike also comes with a carbon fork that helps to reduce weight and increase stiffness.

The 2023 Trek Domane SL 5 Gen 4 comes with a Shimano 105 2×11 groupset, which is known for its reliability and smooth shifting.

The bike features a compact 50/34T crankset and an 11-34T cassette that provides a wide range of gears for climbing hills and sprinting on flats.

The bike also comes with Bontrager Paradigm SL wheels that are lightweight and provide excellent aerodynamics.

The 2023 Trek Domane SL 5 Gen 4 has been designed for maximum comfort on long rides.

The bike features Trek’s IsoZone handlebar system that helps to reduce road vibrations and provide a comfortable grip.

The bike also comes with a Bontrager Verse Short Comp saddle that provides excellent support and comfort for the rider.

Performance

The 2023 Trek Domane SL 5 Gen 4 is a bike that is designed for endurance rides and long-distance cycling.

The bike’s lightweight frame and comfortable riding position make it easy to ride for long hours without feeling fatigued.

The bike’s Shimano 105 groupset provides smooth shifting and a wide range of gears, making it easy to tackle challenging climbs and sprint on flats.

The 2023 Trek Domane SL 5 Gen 4 is a road bike that has been designed for endurance rides and long-distance cycling.

With its lightweight frame, comfortable riding position, and reliable components, this bike is perfect for riders who want to take on challenging rides without sacrificing comfort.

If you’re looking for a bike that can take you on long rides and provide maximum comfort, the 2023 Trek Domane SL 5 Gen 4 is definitely worth considering.

Order online and have it shipped to your local dealer for final assembly!!

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The trains and stations of the Moscow Metro

2 Comments · Posted by Alex Smirnov in Cities , Travel , Video

The Moscow Metro is the third most intensive subway system in the world after Tokyo and Seoul subways. The first line was opened on May 15, 1935. Since 1955, the metro has the name of V.I. Lenin.

The system consists of 12 lines with a total length of 305.7 km. Forty four stations are recognized cultural heritage. The largest passenger traffic is in rush hours from 8:00 to 9:00 and from 18:00 to 19:00.

Cellular communication is available on most of the stations of the Moscow Metro. In March 2012, a free Wi-Fi appeared in the Circle Line train. The Moscow Metro is open to passengers from 5:20 to 01:00. The average interval between trains is 2.5 minutes.

The fare is paid by using contactless tickets and contactless smart cards, the passes to the stations are controlled by automatic turnstiles. Ticket offices and ticket vending machines can be found in station vestibules.

Tags:  Moscow city

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Tomás · August 27, 2012 at 11:34 pm

The Moscow metro stations are the best That I know, cars do not.

Alberto Calvo · September 25, 2016 at 8:57 pm

Great videos! Moscow Metro is just spectacular. I actually visited Moscow myself quite recently and wrote a post about my top 7 stations, please check it out and let me know what you think! :)

http://www.arwtravels.com/blog/moscow-metro-top-7-stations-you-cant-miss

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