trek madone 9 rim brake

Trek Madone SLR Rim Brake

Rim brakes may seem like an endangered species with the rise of road disc brakes, but they're not dead yet! This Madone is a perfect example of how seamlessly rim brakes can be integrated into an aero road frameset, with the direct mount brakes tucked neatly out of the airflow.

Together with Ultegra Di2 electronic shifting this makes for a particularly neat and elegant bike, and one that isn't short on tech where it's needed. Like it's disc-equipped counterpart in the Madone range there is adjustable top tube IsoSpeed damping, helping to ensure that whilst this is a full-on performance aero road machine it is also remarkably comfortable on longer rides.

photos by Bobby Whittaker

Key Features

• Trek Madone SLR frameset in Rage Red/Trek Black / 60cm
• Madone SLR VR-CF aero bar/stem
• ENVE SES carbon wheelset
• Fizik Aliante R1 Versus Evo saddle

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Remembering the Trek Madone 9 Series road bike: a bit odd... but very cool

First Published Nov 21, 2023

Although it was one of the most innovative bikes out there when it was released just eight years ago, the Trek Madone 9 Series looks like it’s from an entirely different era, such has been the rate of change in the road bike world since then. Let’s take a look back at some of its innovative features .

Of course, the biggest development since Trek introduced this top-level model has been the widespread adoption of disc brakes in the road market. There were disc-equipped road bikes well before this, of course, but the UCI first trialled the tech in road racing in late 2015. It wasn’t until 2018 that disc brakes were permanently approved by cycle sport’s world governing body.

Released in mid-2015, the Trek Madone 9 Series was still using rim brakes although the engineers had taken an innovative approach. Rather than using standard dual calliper brakes from Shimano or SRAM, Trek developed its own Bontrager design, the idea being to improve aerodynamics.

Essentially, Trek went aero-crazy with the 9 Series. The frame tubes, fork legs and seatmast were made to Kammtail profiles (Trek calls its profiles Kammtail Virtual Foil, or KVF). In other words, Trek designed them to slip through the air with as little drag as possible, then chopped the back of those profiles square to retain most of the aero performance while saving weight, avoiding handling issues in crosswinds, and remaining within the UCI's bike design rules. Most other brands do something similar.

Trek’s approach involved integrating the front brake into the design of the frame and fork. It cut away the fork crown and fitted a proprietary centre-pull front brake into the space. The top of the front calliper was hidden within the head tube and the cable was fully internal to reduce drag.

However, there wasn’t enough space in the head tube for the calliper to move when the fork was turned so Trek developed what it called 'Vector Wings' – little flaps that flipped out as you turned, allowing the movement. When you straightened the handlebar, the brake calliper moved back to its forward-facing position and springs closed the Vector Wings. It was certainly an unusual approach to avoid disrupting airflow.

The rear brake was in a traditional position at the top of the seatstays, but like the front brake, it was a centre-pull design, the cable passing through the top tube with a stop at the seat tube.

The new handlebar/stem combo hid the cables completely – which was much more unusual than it is today – and Trek incorporated what it called a ‘Control Center’ in the down tube. This housed either a barrel adjuster for the front mech of a mechanical setup or the battery and junction box of a Shimano Di2 electronic shift system. Previously, the junction box was usually (not always) hung under the stem, and it was a bit untidy – both aesthetically and aerodynamically. Trek’s solution was really neat.

Trek also took the IsoSpeed technology that it had developed for the Domane and incorporated it into the Madone for the first time. IsoSpeed has developed over the years but the idea has always been to provide extra comfort and control.

For the Madone 9 Series, Trek used an outer seat tube that was shaped for aerodynamics, but within that, there was a much skinnier round inner seat tube. It was bonded to the outer just above the bottom bracket and linked to the rest of the frame via a pivot up at the seat cluster. The inner seat tube could flex easily, allowing movement at the seatmast and saddle as you rode.

It worked, too, smoothing over the lumps and bumps to an appreciable degree. The effect was subtle but noticeable.

Although Trek still uses IsoSpeed in its Domane range, the latest Madone SLR and SL models feature the brand’s IsoFlow design instead – an interrupted seat tube design that’s said to flex over bumps for a smoother ride, while improving aerodynamics and reducing weight compared with IsoSpeed.=

Naturally, Trek says that its latest Madone SLR is its “fastest road race bike ever” but we still have a secret longing for the 9 Series. Yes, it was a little heavier than the opposition thanks to the IsoSpeed. Yes, those Vector wings were a bit weird… to say the least. Yes, today’s disc brakes wipe the floor with rim brakes of old. We just wish that every new bike brought as many interesting features to the table as the Trek Madone 9 Series did.

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Mat has been in cycling media since 1996, on titles including BikeRadar, Total Bike, Total Mountain Bike, What Mountain Bike and Mountain Biking UK, and he has been editor of 220 Triathlon and Cycling Plus. Mat has been road.cc technical editor for over a decade, testing bikes, fettling the latest kit, and trying out the most up-to-the-minute clothing. We send him off around the world to get all the news from launches and shows too. He has won his category in Ironman UK 70.3 and finished on the podium in both marathons he has run. Mat is a Cambridge graduate who did a post-grad in magazine journalism, and he is a winner of the Cycling Media Award for Specialist Online Writer. Now over 50, he's riding road and gravel bikes most days for fun and fitness rather than training for competitions.

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I have a Madone 9 series SLR (the disc one from 2019). I still thing it's one of the best looking bikes ever made, despite the shouty downtube graphics. Plus it rides like a dream.

They also did one of the niceest paint jobs on the 9 series when Pedersen won the worlds. 

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Trek Madone SLR 9 Disc – The aero race bike with a damper and disc brakes

The Madone SLR 9 Disc is the latest iteration of Trek’s aerodynamic race bike as it struts onto the scene with disc brakes, elevated comfort, and the brand’s familiar IsoSpeed technology. Here’s everything you need to know about Trek’s newest flagship model.

Fittingly for the top dog of the American brand’s stable over the past few years, the Trek Madone SLR 9 Disc has undergone a significant overhaul for MY19. We’re talking new geometry, revised IsoSpeed integration, and disc brakes to name but a few upgrades. Everything points firmly at its intentions to conquer the race bike market and reel in sprint classification points.

Trek Madone SLR 9 Disc – The aerodynamics

Trek’s ambition in developing the new Madone was to retain the current models’ aerodynamic drag performance while ensuring their bike engineers had sufficient freedom when it comes to integrating new technologies – such as the damper for the IsoSpeed system and making it disc brake compatible. Through extensive wind tunnel testing, they focused on optimising the bike’s aero credentials for an average yaw angle sweep of -12.5° to 12.5°, which they’d calculated as being most relevant for real-world riding. It’s all about the angles that air hits an object (i.e. the rider and the bike), and in the Madone’s case the testing took place with a dummy rider at a speed of 48 km/h. Over the tested 25° yaw average, the updated Madone’s end result is 14 g less than the current model, which achieves Trek’s project goal.

Trek Madone SLR 9 Disc – The weight

Weight ambitions largely reflected those of the aerodynamics: retain the low weight of the previous model while adding new features. The new Madone SLR 9 Disc comes with Adjustable Compliance Technology, a rebound damper for the IsoSpeed technology, and a split bar and stem design. According to Trek, each of these features contributes to an overall improvement in how the bike handles, which improves the ride quality for pros as well as rendering it more accessible to inexperienced riders. Coming in either rim or disc brakes, the rim brake version of the Madone SLR with Dura-Ace Di2 components weighs 7.1 kg – the same as the current model. Depending on the paintjob of your disc brake Madone SLR, it’s in the region of 7.5 kg. The carbon frame and small parts weigh in at a nominal 1.1 kg. (All manufacturer’s own stats).

Trek Madone SLR 9 Disc – Adjustable Compliance Technology

Taking cues from lessons learned while developing the Domane SLR, Trek’s team opted to integrate the IsoSpeed technology into the toptube (unlike the position on the Domane SLR) in order to ensure that the bike’s aerodynamics were not compromised in any way. Compliance, according to Trek, now remains exactly the same across all the frame sizes. The IsoSpeed decouples the seatpost from the rest of the frame, and the level of compliance can be adjusted by moving an adjustment slider in a space between two parts of the frame: the further towards the front of the bike, the bigger the gap between the seat mast and the more compliance as the seatpost can deflect more; the tighter the gap, the less deflection and more rigid ride.

The Madone SLR also know features a damper that controls the rebound of the IsoSpeed technology, ensuring that comfort remains tip-top by slowing down the haste with which it returns to the original position. It isn’t going to be as easy to fine-tune as the rebound systems that are common in mountain biking, but it should make a notable impact to comfort.

Trek Madone SLR 9 Disc – The geometry

In previous years Trek offered the Madone in both an H1 and an H2 frame with an integrated bar and stem design. Given the nature of an integrated front end, it wasn’t easy for customers to fine-tune their position. Fortunately, the return of a separate bar and stem design means that this is no longer an issue. The familiar H1 (race-bred) and H2 (more traditional) frame options have met in the middle with an H1.5 fit, multiple stem options and the choice of bar dimensions. The bar roll can also be adjusted by +/-5°. The benefits for customers shouldn’t be underestimated here and it reflects Trek’s objective to cater to more tastes. The stems range from 90 to 130 mm in length and -7° to -14° angles. The proprietary bars have widths from 38 cm to 44 cm. Frame sizes range from 50 to 62 cm.

Trek Madone SLR 9 Disc – The spec

The Madone SLR is being launched in both a men’s and a women’s model, whereby certain touchpoints like the saddle, bar width and stem length are optimised for female riders. Right now the new Madone is already out on the roads with both Trek-Segafredo and Trek-Drops. It’s available immediately from Trek retailers too. Project One also extends to this latest rig, and the Madone SLR can be customised in the same manner as their other top bikes – except this time you can even deploy an exclusive Madone ICON paintjob. Expect to pay € 600 on top of the bill if you’re going for a custom paintjob.

Trek Madone SLR 9 Disc – Conclusion

Redevelopment isn’t always necessary but in the case of the new Madone SLR it’s clear that Trek have honed in on the task with the right attitude. Their approach to further improve the IsoSpeed technology, adopt new geometry and invest in disc brake compatibility testifies to their belief in comfort and safety – even when it comes to an aero race bike. It remains to be seen just how amateur-friendly this bike really is, but stay tuned for an imminent test of the Madone SLR when we’ll pitch it directly against the competition.

For more information head to trekbikes.com

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Words: Photos: Trek PR

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• Rider Notes

2022 Trek Madone SLR 9

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

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

Madone SLR 9

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Compare the full Madone model range

4'11" – 5'3"

5'1" – 5'5"

5'3" – 5'7"

5'5" – 5'9"

5'8" – 6'0"

5'10" – 6'2"

6'0" – 6'4"

6'2" – 6'5"

• 5'11", size 56cm, Fits small
• 5'7", size 52cm, Just right

Dec 2022 · Sam Challis

The new Madone is leaner, meaner and wickedly quick

Very fast ride feel

Smart componentry design

Light weight

Narrow bars take some getting used to

Vulnerable in gusty conditions

Read Review

Dec 2022 · Ronan Mc Laughlin

The "ultimate race bike" has only a few minor flaws – and the hole in the seat tube isn't (exactly) one of them.

Seriously expensive, IsoFlow equals spray flow, fit can be tricky.

Dec 2022 · Julian Schwede

Does the new IsoFlow system of the 2023 Trek Madone SLR 9 eTap Gen 7 really rise the bar in terms of aeroynamics and comfort?

Very balanced handling at high speeds

Reduced complexity and improved aerodynamics of the IsoFlow system

Customisation options thanks to the Project One configurator

High-quality workmanship

The damping of the IsoFlow system isn’t adjustable

The Bontrager R4 tires lack grip

Aug 2022 · Ashley Quinlan

One of the most visually striking and competent aero bikes available today

Quick handling

Very fast performance

Pro-level spec

Excellent handlebar

Slightly sensitive in crosswinds

25c clincher-only tyres fitted as standard

Limited tyre clearance against some competitors

Bolt boss finish

Jun 2022 · Matt Hansen

The frame features striking new tube shapes and radical rear triangle

Jun 2022 · James Huang

The seventh-generation Madone is lighter, faster, still kind of comfy, and has always-available DRS.

Mar 2022 · Ben Delaney

The Greek god of the winds invoked at three points on the sprinter's bike.

What’s better than Trek’s Madone SLR? How about a Madone SLR that’s lighter? Or one with a different bottom bracket? If either of those sound good to you, then you’ll want to check out the 2021 Madone SLR. The SLR addition to the Madone name gives the indication that this isn’t your average Trek. In […]

Last updated October 7 Not listed for 194 days

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2019 Trek Madone SLR first-ride review: Upping the ante

Heading out the door? Read this article on the new Outside+ app available now on iOS devices for members! >","name":"in-content-cta","type":"link"}}'>Download the app .

The Trek Madone SLR takes all that was good with the previous Madone and made the new bike markedly better in seemingly every way. It’s now offered in both disc-brake and rim-brake variants, it’s supposedly just as aerodynamic as before (in both versions), the ride quality is more balanced and composed, and it even looks better with a shape that’s clearly derived from the predecessor, but yet cleaner and more refined.

Is the new Madone SLR the best aero road bike on the market? That question is impossible to answer with putting every other competitor through an exhaustive battery of objective and subjective tests, like the new Specialized Venge , Cannondale SystemSix , Giant Propel , and BMC Timemachine Road . But Trek sure seems to have made it harder for anyone else to claim the crown.

A clever new IsoSpeed design and a more balanced feel

While much of the attention surrounding the new Madone SLR revolves around its newly available disc brakes, it’s the new IsoSpeed system that should really be generating all the buzz.

But first, a primer on IsoSpeed for those of you who might not be entirely familiar with it: Instead of molding the seat tube, seatstays, and top tube together in a single structural unit as is usually the case, Trek “decouples” the seat tube from the rest of the frame, connecting it only with a pivot axle and a set of cartridge bearings. In this way, the seat tube is able to flex much more than usual when riding over rough terrain, and there’s a very significant improvement in ride quality as a result.

Pivot or not, though, deep-section seat tubes like what you typically find in an aero road bike aren’t exactly conducive to bending, so on the previous Madone, Trek used a novel dual seat tube design, where the integrated seatmast stepped down to a much smaller section at the IsoSpeed pivot. That smaller-diameter tube was then inserted into the outer aero-section seat tube, and bonded at the base. It definitely worked, but it wasn’t without its issues.

For one, the softness of the system was inversely related to the length of the tube, which is exactly what you don’t want; smaller bikes are usually piloted by shorter and lighter riders, not heavier ones. And unlike Trek’s Domane SLR endurance road bike, the system on the previous Madone wasn’t adjustable. It’s also worth noting that from a manufacturing standpoint, the double nested seat tube design wasn’t exactly easy to make.

And so for this new Madone SLR, Trek has shifted to a new L-shaped design, with the spring portion of the IsoSpeed system residing beneath the top tube. Since there’s more length to work with here, smaller bikes can now be set up from the factory to ride softer than bigger ones as they should, and because the unit is also now externally accessible, Trek was also able to give it the same adjustable stiffness functionality as on the Domane SLR.

According to Trek, that adjustment range is pretty generous, too. The frame is 17% softer in its softest setting than the old Madone’s fixed setting for a given size, but up to 21% stiffer for riders who want a firmer feel. To combat unwanted bounciness, there’s even a small elastomer-based friction damper hidden inside the seat tube to help control the motion while pedalling.

Another complaint on the old Madone was its somewhat disjointed ride: while the rear end stayed impressively planted on rough roads, the front end was comparatively harsh and unyielding. Trek hasn’t added the Front IsoSpeed device on the new Madone SLR like it did for the Domane SLR, but the new cockpit supposedly offers a little more flex nonetheless to help balance things out (more on that in a bit).

Disc-brake and rim-brake variants

As expected, Trek’s new aero road flagship finally adds disc brakes to the options list, along with the usual flat-mount caliper interfaces and 12mm-diameter front and rear thru-axles. Despite the decidedly non-aero brake hardware, though, Trek says that the new disc-brake Madone SLR posts virtually the same drag figures in the wind tunnel as the previous rim-brake Madone — a claim that’s all the more impressive considering that the predecessor was already widely regarded (and proven in third-party testing) to be among the most aerodynamic bikes on the road.

Trek hasn’t abandoned rim brakes just yet, though.

Rim brakes will be available throughout the entire Madone SLR line, and they’ve undergone some significant refinements. The rear caliper is mildly reshaped, but still blended into the seatstays, but the front caliper is virtually complete redesign.

Whereas the previous Madone had the front brake mounted to the front of the fork, the new Madone SLR flips the script and places the caliper on the back of the fork. It’s still a symmetrical roller-cam arrangement like before, but now the cable passes directly through the base of the steerer tube, and the wedge-and-roller assembly is turned almost 90° to create a more compact package. The old “vector wings” — better known as the spring-loaded “flappy doors” — that were once required for sufficient steering range are gone. There’s now a stop hidden inside the upper headset assembly to keep the bars from slamming into the top tube during a crash.

I didn’t have a chance to sample the new rim brakes, but it’s at least encouraging to see that they offer the same amount of easy adjustability as before, including left and right pad location, left and right arm angle, and left and right arm tension, all of which can be accessed through ports on the cosmetic caliper cover.

The switch to disc brakes carries an additional benefit, too: more tire clearance.

Officially, the maximum allowable tire size is 25mm for the rim-brake version, but 28mm for the disc-brake one. However, it’s worth noting that Trek’s internal guidelines for tire clearance are more conservative than typical, requiring no less than 6mm of space between the tire and the closest point on the frame or fork; 4mm is more common (and technically mandated for stock bikes), and some companies flout those guidelines altogether when making claims of what will fit.

As such, it seems safe to say that a 28mm-wide tire will comfortably fit in the rim-brake Madone SLR, and 30mm-wide ones will fit in the disc-brake version, which should provide more than enough cush for most paved roads.

One geometry to rule them all, but still plenty of fit options

Trek previously offered each Madone size in two fit variants: the slightly more upright H2 version that was aimed at everyday riders, and the more aggressive H1 fit with its substantially lower, and slightly longer, front end. Trek has now switched to a single geometry called H1.5 for the Madone SLR, however.

As the name suggests, the H1.5 fit splits the difference between H1 and H2. It’s about 1.5cm taller than the former and about 1cm lower than the latter. According to Trek, a new -12° stem option will still replicate that H1 fit for its sponsored pro athletes and anyone else that can comfortably ride in that sort of posture, while the standard -7° stem will still offer a sportier fit than the old H2.

Like before, there is no women-specific frame. There will be women-specific models, but those will only differ from the unisex versions in terms of components, component sizes, and colors.

Speaking of components, Trek has supplied the Madone SLR with an all-new two-piece aero cockpit that replaces the previous one-piece design and finally allows users to fine-tune the bar angle (by up to +/-5°). The flattened tops are also now swept back slightly (for better ergonomics, according to Trek), and there’s more wrist clearance while in the drops than before as well.

Perhaps best of all, the new two-piece configuration not only allows for the slightly softer ride quality already mentioned but also offers a wider range of width and length combinations than before. Stem length options are again limited to 90, 100, 110, 120, and 130mm, but in addition to those two -7° and -12° angles, there are now four bar widths instead of three: 38, 40, 42, and 44cm. Changing either the stem length or bar width later on will obviously be less expensive now, too.

Just as aero, and nearly as light

Trek says that its goal for the new Madone SLR was to “maintain aerodynamic drag performance of the current Madone (within 30g) across an averaged -12.5° to 12.5° yaw sweep.” In the end, the company claims a 3,216g of measured drag with the disc-brake Madone SLR vs. 3,202g on the old Madone — supposedly within the margin of error for the well-known Low Speed Wind Tunnel facility in San Diego, California.

Frame weights have gone up, but only very slightly. According to Trek, the current 56cm Madone 9 frame comes in at 1,053g, plus 376g for the matching fork. Claimed weight for the new rim-brake Madone SLR frame and fork are 1,112g and 378g, respectively, while the disc-brake version is slightly heavier still at 1,131g and 421g. Even so, Trek says the complete bike weights are identical for the rim-brake version — 7.1kg (15.65lb) for a 56cm size, without pedals. Claimed weight for the disc-brake Madone SLR is expectedly heavier, at 7.5kg (16.53lb), but supposedly still within the design targets.

Truly stunning custom paint options with Project One ICON

Naturally, Trek will once again offer the Madone through its Project One custom program, and there are apparently a lot of people who choose to go that route. According to Trek, fully half of all current Madones sold are Project One variants.

Project One buyers will be able to choose components, component sizes, and paint as usual, but new this year is the Project One ICON paint program, which includes six pre-configured color and design schemes that are clearly above and beyond the usual offerings.

There’s little point in wasting words describing what the new Project One ICON paint options look like. Instead, it’s far better to just show them to you.

Sampling the Madone SLR in cow town

Trek’s global headquarters of Waterloo, Wisconsin seems like an odd place to develop a world-class aero road bike like the new Madone SLR. There are seemingly more dairy cows here than people, no massive cols, and the rumbly pavement is poorly maintained. Winters here are long and punishing, and summer heat and humidity can sometimes make riding indoors in artificially cooled air oddly appealing.

Yet that environment still offers a surprisingly demanding setting. Harsh-riding bikes are downright punishing on the coarsely surfaced tarmac and annoyingly pronounced expansion joints, and mushy chassis bog down on the steep and punchy climbs that dot the dairy roads west of town, not to mention the unofficial sprint lines marked by the frequent town and county limit signs. The downhills may be short, but they’re similarly steep and fast, and coupled with the lumpy road surface, it’s easy to get in over your head.

The previous-generation model was widely regarded as a benchmark in the category, with independently verified best-in-class aerodynamic performance, a surprisingly accommodating ride quality thanks to Trek’s truly innovative IsoSpeed “decoupler” at the seat cluster, and one of the most highly integrated designs in the industry.

So is the new version really better? Actually, yes, it is.

First and foremost, the improvement in ride quality is striking. The new IsoSpeed design is unquestionably smoother than the old one, but I didn’t notice a hint of bounciness in the saddle even with the IsoSpeed slider set in “full party mode.” Even better is the more controlled ride up front, which is less chattery and punishing than the one one-piece cockpit. It’s still nowhere near as pillowy as what the IsoSpeed offers out back, but it nevertheless makes for a more balanced feel front-to-back and a more planted sensation in general.

Remember what I said about those dairy roads being a little coarse and occasionally steep? One descent there dropped a paltry 70m (230ft) in elevation, and yet I still easily topped 80km/h (50mph) on the way down. Thankfully, the new Madone SLR felt perfectly at home in that moment, with neither the twisty corners nor the less-than-ideal pavement doing much of anything to upset its composure.

Those twisty corners also only served to confirm another of my favorite traits about the Madone: its impeccable handling. High-speed stability is truly confidence-inspiring, but yet it’s still plenty eager to change direction when necessary, and with little more than a subtle lean required to initiate the turn. Aside from the difference in head tube length, Trek changed nothing about the Madone’s frame geometry, and in this case, that’s a very good thing.

Bottom bracket stiffness feel about on-par with the old model, which is to say it’s very good and amply efficient. Front-triangle torsional stiffness seems to have improved slightly, though, which is a welcome change seeing as how I found the previous Madone to be a bit lacking in that regard.

Speaking of bottom brackets, Trek is soldiering on with its proprietary BB90 press-fit design . I didn’t experience any creaking either during my initial test ride in Wisconsin, or subsequent rides back on local roads in Colorado, but it’s still only been a few days so far. Even given the weight penalty, I still wish Trek had switched to a wide-format shell with more robust bearing options, such as PF86, T47, or even BB386EVO. But such is life.

I have no complaints so far about the new cockpit, however. The sweptback tops indeed feel more natural to hold (although I’d still prefer they were taped from the factory), and the additional wrist clearance while in the drops is most welcome.

But is the Madone SLR fast? And is it light? I can only objectively confirm the latter, as my 52cm sample weighed 7.70kg (16.98lb) without pedals, but with cages — not far off from the claimed figures, but still within the ballpark given the thick coats of paint (and paint is surprisingly heavy). As for speed, well, it certainly seems easier to maintain high speeds on the Madone SLR, which suggests that it’s just as aerodynamically slick as before.

However, what I found more interesting was the fact that I stopped thinking about it being a good aero road bike, and more about how it was a good road bike, period: capable, composed, planted, responsive. Those are all traits I value for any road bike, and the fact that companies have finally figured out how to make everything converge into a single machine that also happens to be aerodynamic is something that is long overdue.

Welcome to the new reality.

www.trekbikes.com

Disclaimer: Trek provided CyclingTips with airfare, accommodations, and loaner equipment to use during this event. Trek has also been an advertiser with CyclingTips.

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rider is the youngest-ever worldtour pro\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/diamond-in-the-rough-youngest-ever-worldtour-pro-andrew-august-soaking-it-in-during-rookie-rollout\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"meet andrew august: the american rider is the youngest-ever worldtour pro\"}}\u0027>\n meet andrew august: the american rider is the youngest-ever worldtour pro\n \n \n \n \n \n\n \n \n \n \n \n\n \n "}]' > >", "name": "footer-menu", "type": "link"}}'>advertise >", "name": "footer-menu", "type": "link"}}'>privacy policy >", "name": "footer-menu", "type": "link"}}'>contact >", "name": "footer-menu", "type": "link"}}'>careers >", "name": "footer-menu", "type": "link"}}'>terms of use >", "name": "footer-menu", "type": "link"}}'>site map >", "name": "footer-menu", "type": "link"}}'>my newsletters manage cookie preferences privacy request healthy 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Disc Brakes and (Much) More for Trek's New Madone

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

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

Many Madone Models

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

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

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

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

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

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

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

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

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

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

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

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

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

Disc Brakes

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

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

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

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

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

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

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

New Rim Brakes

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

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

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

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

More Adjustable IsoSpeed, Now With Damper

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

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

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

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

Revised Cockpit

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

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

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

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

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

New Geometry

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

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

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

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

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

A gear editor for his entire career, Matt’s journey to becoming a leading cycling tech journalist started in 1995, and he’s been at it ever since; likely riding more cycling equipment than anyone on the planet along the way. Previous to his time with Bicycling , Matt worked in bike shops as a service manager, mechanic, and sales person. Based in Durango, Colorado, he enjoys riding and testing any and all kinds of bikes, so you’re just as likely to see him on a road bike dressed in Lycra at a Tuesday night worlds ride as you are to find him dressed in a full face helmet and pads riding a bike park on an enduro bike. He doesn’t race often, but he’s game for anything; having entered road races, criteriums, trials competitions, dual slalom, downhill races, enduros, stage races, short track, time trials, and gran fondos. Next up on his to-do list: a multi day bikepacking trip, and an e-bike race. 

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How to change the disc brake pads on your bike

Put a stop to sub-standard braking with our essential guide

Steve Sayers / Our Media

Oscar Huckle

Disc brake pads are a consumable component on your bike, and it goes without saying it’s important to keep them in good condition.

Low-power braking, an ear-scraping howl when braking in the dry (it's normal for some noise in the wet) or excessive lever travel can all be symptoms of worn out or contaminated disc brake pads . Thankfully, replacing them is a quick and simple job.

If you want to know more about pads specifically, including the best material to choose, we've got a separate buyer's guide to disc brake pads .

How to change disc brake pads on a bike

The following steps apply to disc brakes on road, gravel, hybrid and mountain bikes.

Although we're working with a SRAM brake in this guide, the process is almost identical for brakes from Shimano, Campagnolo and other large manufacturers.

Tools required to change disc brake pads

• Replacement disc brake pads
• Lint-free rag/paper cloth
• Appropriately sized hex key/flathead screwdriver
• Needlenose pliers
• Piston press or plastic tyre lever
• Disc brake cleaner or isopropyl alcohol
• Nitrile gloves
• Vernier calipers to measure the remaining pad material (optional but not essential)

Remove the wheel from the bike.

If you're just looking to check the brake pads for wear, removing the wheel exposes the pads in the caliper so you can get a visual indicator of how much life is left on them. It can be helpful to use a flashlight.

It’s important to check the pads regularly – if they wear down to the backing plate, the metal-on-metal contact of the pad backing plate will destroy the disc brake rotors very quickly.

If you're not sure if the pads need replacing, it's worth continuing to remove them so you can measure their thickness.

Avoid actuating the brake lever at this stage. If you're not careful, squeezing the brake lever after you've removed the disc rotors can force the pistons beyond their limits and compromise the hydraulic system, forcing you to need to bleed the brake .

Before removing the disc brake pads, now is your opportunity to push the pistons back into the bores of the caliper. If you don't own a dedicated piston press, use a plastic tyre lever. If you're using a piston press that requires the pads to be removed, skip to Step 3.

It's better to do this now rather than with the new pads installed to avoid damaging them – given we're performing this procedure to replace the pads, it doesn't matter if we damage the old ones.

Gently push the old pads into the caliper until you cannot see any exposed piston.

Remove the brake pads.

Most disc brake pads use an e-clip (a small metal disc that clips onto the end of the retaining bolt) to act as a failsafe if the retaining pin loosens. You'll need to remove this, either by hand or with needlenose pliers.

Some older Shimano brakes use a split pin, where you'll need to bend the ends straight first with needlenose pliers before it can be removed.

You can then remove the pad-retaining pin, which will typically require a 2.5/3mm hex key or a flathead screwdriver.

The pads will then remove from either the top of the caliper or the bottom, depending on the model.

Most brake pads are held together by a spring, although Campagnolo and Magura models use magnets.

If you're not sure whether your pads are worn, you can measure the remaining pad material with a vernier caliper.

Shimano advises replacing the pads when there is less than 0.9mm of braking material left, whereas SRAM says the pad should measure 2.5mm, including the backing plate.

Campagnolo incorporates a wear groove into its pads, which when worn away, indicates they are ready for replacement.

It's best to check both pads in case they have worn unevenly; you should go with the lower measurement.

Before installing the pads back into the caliper, clean the brake caliper thoroughly using disc brake cleaner or isopropyl alcohol.

Now's also the time to push the pistons back if you're using a dedicated piston press.

Make sure you also clean the disc brake rotor thoroughly because if it's contaminated with oils or grease, this will transfer to the new pads – an expensive mistake.

If you're changing pad material (ie, switching from resin to sintered pads), it's recommended you also replace the disc brake rotor. However, provided you clean the rotor thoroughly, you are unlikely to have any issues.

Install the new pads into the caliper (making sure they're the right way around because some pads are left/right-specific), along with the retaining pin and relevant clips. Make sure you avoid squeezing the brake lever.

Reinstall the wheel into the bike. You may need to align the brake.

Once aligned, bed in the new disc brake pads in a safe, car-free environment to enable optimal performance.

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Trek Madone SLR 9 Disc eTap

Madone is in a class of its own.

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

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

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

It's right for you if...

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

The final word

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

The aero advantage

Discover more.

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NCM Milano Electric Bike Review

When you purchase through links on our website, we may earn a commission. Affiliate disclosure.

NCM make high-quality, but affordable electric bikes, in this review I will explain why I believe the NCM Milano is the best electric commuter bike for the money.

About NCM Electric bikes

NCM electric bikes are owned by Leon Cycle GmbH a German company based in Hanover. Their e-bikes are designed in Germany and manufactured in China.

Specification

The centrepiece of this Electric bike is the X15 geared rear hub motor: This reliable 250W rear electric motor is known for its durability and high torque output, enabling the rider to maintain 15.5mph for long periods. There is no compromise in handling with the small motor centred in the rear hub.

48v13ah Lithium battery pack with USB charging port for mobile devices: Bulky battery packs take up a considerable amount of space, but the Milano’s battery is integrated into the down tube of the bike, keeping the weight low and central, which helps to improve stability. The manufacturers claimed a maximum range of 75 miles seems a little optimistic. The total battery energy capacity is 624wh (watt hours), so if you were consuming 20wh per mile, your range would be 31 miles. My friend owns one of these bikes and gets an average range of around 40-50 miles.

This bike is built for comfort:  The Schwalbe touring tyres, Suntour front suspension, adjustable handlebar stem, Selle Royal ergonomic grips and saddle with suspension post all make for an incredibly comfortable ride, even over longer distances. The Shimano 7-Speed gears, index perfectly – shifting is crisp and precise.

Fully functional control panel display: The Das-Kit LCD gives you all the information you would expect from an e-bike display. including journey time and mileage. It also has 6 power levels of pedal assist, so you can fine-tune the power output to suit your ride.

Excellent build quality: The NCM Milano is designed to look great but with no compromise on functionality and safety. The Tektro mechanical disc brakes with 160mm rotors provide adequate braking and the brake levers incorporate motor cut-off switches to ensure safe riding. The front and rear lights work off the battery and provide an extra level of safety – especially when riding in the winter. Internal cable routing finishes off the package neatly and not only looks great but protects the cables from the elements.

In my opinion, the NCM Milano electric bike offers exceptional value for money. It is unusual to see such a high-quality, well-made e-bike at this price point. What’s more the specification is excellent. The 48v13ah battery will certainly provide users with a realistic range of between 30-45 miles, or 31 miles using the 20wh per mile calculation. The claimed range of 75 miles may be a little optimistic for everyday use – it depends on how much you use the electric assist.

Tektro Mechanical disc brakes should provide adequate stopping power, while the Schwalbe tyres will provide a reasonable amount of puncture protection.

The attention to detail on this bike is great. The internally routed cables and the integrated battery pack make for a very clean finish, something you only usually find on more expensive e-bikes.

The fact that this bike has mudguards, a pannier rack, lights and a kickstand fitted, means that it is excellent for the daily commute in all weathers, or perfect for some weekend touring. The inclusion of a gel saddle and suspension seat post make this bike a truly comfortable and versatile all-rounder.

If you are in the market for an incredibly versatile and affordable e-bike this definitely ticks all the right boxes

A friend of mine purchased one of these back in the Summer and he was kind enough to let me take it for a spin. I can honestly say it was a revelation! The gel saddle was incredibly comfortable and the small X15 hub motor was quiet and smooth. It produced a lot of power for such a small motor, making climbing the steep Cornish hills a doddle! The brakes and front suspension were more than adequate for the back lanes of Cornwall.

I really cannot recommend this bike enough. It has to be one of the best value e-bikes on the market at the moment, and the specification is great.

The great thing about this e-bike is that it is a true hybrid – it is equally comfortable being ridden on tarmac or unpaved surfaces. It can even be used for some light off-road riding.

If you are in the market for an incredibly versatile and affordable e-bike this ticks all the right boxes.

Incidentally, NCM’s other 48v 250w bike is called the NCM Moscow , I will be reviewing this bike shortly. I have personally worked on and ridden a Moscow, and it is on par with the Milano for the ride and builds quality. It uses identical electric components but in a mountain bike-style frame.

Meet Tony, a passionate e-bike advocate and enthusiast who discovered the life-changing benefits of electric bikes back in 2016. Tony’s technical experience within the e-bike field was gained while running a successful electric bike conversion business for 5 years in his home county of Cornwall, UK.

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46 Comments

boa taarde tenho uma biçicleta destas mas necessito de assistencia em Portugal. ela não arranca e não encontro uma ofecina que repare esta marca e com a garantia

Hi! Thank you for the review! I bought Milano a week ago, so far so good. I found the first assist speed to be stronger that I’d like it to be. Is there any way to rebalance those 1-6 modes within the given range, so it starts not as strong?

Don’t know if this is still open, but I really like the Milano plus, my only question, is how easy is it to remove the battery beneath that tube? Can it be done one handed? Cornwall my home!

Turning the key releases the battery catch, then you need to lift it slightly, move it forward and remove. I would imagine it’s possible to do it one handed, but it would be fairly tricky as the battery weighs around 3kg.

Let me know if you have any more questions.

Regards, Tony

bike seems well make and sturdy but i find the tyres are so skinny that when you are on slightly uneven surfaces even at a slow pace & i’m talking in number 1 setting it is dangerous and you could so easy fall off on a slightly uneven footpath. It’s ok on even ground but i wouldn’t let my wife ride it. I’ll try putting new tyres on it & see how it goes or it will be sold. In comparison i have another basic ebike in the states which is so stable this is nowhere close to and ride all types of tracks on it which is also a similar style. i would say I’m disappointed in it so far & feel its an accident waiting to happen.

Bonjour J’ai juste une question ,je mesure que 5 pieds !!!! Donc le small peut-il me convenir

Bonjour, Je pense que même la version 26″ est peut-être un peu trop grande. NCM recommande une hauteur minimale de 5′ 2″ de 160 cm.

Excellent review Tony,

I went ahead and bought the Milano and I’ve been very impressed with it so far. I was wondering if you’d know whether the 48v 16ah battery for NCM bikes would be compatible with the Milano model? I can’t seem to find a 48v 13ah battery anywhere.

Many thanks, Andy

An NCM Milano Plus battery should fit straight in. The 16Ah battery is the same size and uses lithium cells with a higher energy density.

Bonjour Je viens d’acheter ce vélo Mais je me pose la question, comment mettre en route la lumière avant ? Merci de votre aide

Appuyez et maintenez la touche « + » sur l’écran pour allumer le phare.

Bonjour Tony, Merci pour votre commentaire très instructif. Je souhaite acheter le Milano car après avoir étudier le marché des vélo électriques; il semble être d un excellent qualité-prix. J ai expérimenté le Veligo. Il me semble etre un peu similaire. Mais j ai une petite hésitation…si vous pouviez m éclairer…a t on sur le vélo le dos droit? Je pensais le prendre en taille L (28 pouces)(Je fais 1,74m) pour avoir une assise plus confortable. Je l utiliserai quotidiennement pour aller travailler. Pensez-vous que c est un bon choix? Ou devrais je m orienter vers un vélo de ville type Elops de Decathlon ou Sydney de Ubanbiker?(que je trouve tout de même assez cher) Merci pour votre réponse. A très bientôt, Linda

Bonjour, La taille fait référence au diamètre de la roue (28″). Tous les cadres NCM Milano sont identiques et correspondent à une taille moyenne. Cela devrait être parfait pour votre taille. La potence du guidon est également réglable, ce qui vous permet de monter le guidon encore plus haut si nécessaire. Salutations, Tony

I am seeing two different Milano Max models…N8C and N8R. They look exactly the same and with the same specifications. What is the difference?

I checked online for milano and price was 1189 Canadian dollar. On Monday I decided to buy it but unfortunately price went up to 1359$. I’m surprised as during holiday season everywhere else reducing their prices but your price was raised.

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