trek madone 2023 frame weight

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Trek’s Seventh Generation Madone Blends Radical Design and Performance

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

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

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

Trek Madone SLR 9 eTap Gen 7

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

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

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

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

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

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

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

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

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

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

Pricing and Build Options

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

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

Ride Impressions

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

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

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

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

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

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

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

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

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• Rider Notes

2023 Trek Madone SL 7 AXS

A carbon frame aero bike with high-end components and hydraulic disc brakes.

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• 5'11", size 56cm, Fits small

Nov 2023 · Mat Brett

It had its idiosyncrasies – including flip-out 'Vector Wings’ in the head tube – but we wish every new bike offered as many interesting features as the Trek Madone 9 Series did back in 2015

Read Review

Oct 2023 · James Huang

The same cutting-edge aerodynamic performance of Trek’s flagship Madone SLR, distilled into a much more affordable package.

Heaps lighter than before

Tangibly speedy

Surprisingly good ride quality

Superb handling

Lots of tire clearance

User-friendly two-piece cockpit

Sharp lines.

Polarizing IsoFlow aesthetics

Poor weathersealing

Narrow wheels and tires.

Sep 2023 · Sam Challis

If someone wanted to encapsulate the shifting trends of race bikes over the past 20 years, there is no better

Aug 2023 · Matt Hansen

Gen 7 model uses IsoFlow technology from SLR

Trek's new Madone SL Gen 7 is set to deliver SLR performance at a (much) lower price point. So — is the Madone SLR worth the extra money?

Aug 2023 · Troy Templin

The Trek Madone SL Gen 7 now completes the line matching the more expensive SLR and offers almost the same ride quality.

May 2023 · Simon von Bromley

The seventh-generation Madone is an excellent all-round performer, but it comes with a big price tag

Composed yet fast

Innovative design

Front end can run both integrated and non-integrated handlebar setups

Wide range of frame sizes

No power meter

Mid-range tyres and cheap inner tubes don’t belong on this bike

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

Last updated April 6 Not listed for 6 days

Introducing the 2023 Trek Madone SLR Disc featuring IsoFlow technology – The fastest Madone yet?

Radical design, new technologies, one goal: the 7th generation 2023 Madone SLR Disc is all about speed, promising to be the fastest bike Trek have made to date. On the new model, the IsoSpeed system has been replaced with the all-new IsoFlow technology. Read on for all the details on the new aero bike.

Wow, what a machine! From the moment we saw the first photos of the 2023 Trek Madone SLR Disc at the Critérium du Dauphiné make the rounds on the internet, the online community was in uproar. The reactions ran the gamut from “that’s definitely a mad one” all the way to “at first I thought it was a joke, sadly it wasn’t.” There was lots of speculation but now we’ve finally got the official details! Fact: the 2023 Trek Madone SLR Disc is more than just a looker with its radical design and all-new IsoFlow system. The American brand promise a lot of advantages with this new design, ironing out some of the weaknesses of its predecessor. Below, we’ve made a summary of the most important changes and details regarding Trek’s new race weapon.

The new IsoFlow system in detail

IsoFlow is what Trek are calling the new damping and aerodynamic system of the 2023 Madone SLR Disc, which is here to replace the tried and trusted IsoSpeed system that they’ve developed over the years. The previous system was relatively heavy and complex, which is why the team riders often questioned its usefulness. So, the engineers at Trek got to work, finding out where they could save the most weight and make the biggest performance gains. The solution: IsoFlow. The new system promises improved aerodynamics and comfort while saving weight and time. Over a 60-minute stretch at 45 km/h, the 2023 Trek Madone SLR is claimed to be a minute faster than its predecessor.

The IsoFlow system is comprised of the top section between the seat stays, leaving a gap in the seat tube. The diamond-shaped window should allow for better airflow, thereby improving aerodynamics while also adding comfort. By interrupting the seat tube, the seat mast and the top tube should have more vertical compliance. As such, the all-new frame promises a good balance between stiffness and comfort, remaining stiff when you sprint yet still providing a comfortable ride. According to Trek, you only get vertical compliance where it’s needed, when sitting on the saddle.

The IsoFlow system is a lot less complex than the old IsoSpeed design, though it can’t deliver the same level of compliance and comfort. This is good news for the more race-oriented Madone fans. However, those who loved the look and feel of the previous Madone will have to accept making a compromise on the latest generation model. We were always impressed with the old IsoSpeed system, but there’s no denying that it had its drawbacks. For one, the comfort between the front and rear felt imbalanced, which should no longer be the case with the 2023 Trek Madone SLR Disc. In a nutshell: better performance, better aerodynamics, less weight. And that at the cost of a little less, yet more balanced comfort. It all sounds good in theory.

Improved aerodynamics on the 2023 Trek Madone SLR Disc

It’s not just through the new IsoFlow system that the aerodynamics of the 2023 Trek Madone SLR Disc have been improved, but also via the cockpit and therefore the position of the rider. The bike itself makes up the smallest proportion of wind resistance by far, with the rider generating about 75% of the total wind resistance from a speed of 15 km/h on a flat road. So, there are a lot of gains to be made by optimising the position of the rider. It’s for this reason that Trek claim to have included the rider in all the aerodynamic optimisations of the 2023 Madone. Doing so makes a lot of sense to us because the bike and rider always function as a unit. A lot of other brands focus solely on the bike when making aerodynamic optimisations, which results in misleading or even counterproductive results. The rider and their position on the bike causes disruptions to the airflow, changing the way it interacts with the bike ultimately costing time or watts.

The handlebar has been designed specifically for the Madone, putting the rider into a particularly aerodynamic riding position. Its width is measured at the drops, with the top section being 3 mm narrower. To make the most of the aerodynamic improvements, you shouldn’t opt for a wider handlebar.

In the drops, the slightly flared design gives you more control of the bike while also improving your performance thanks to the superior aerodynamics of that position. According to Trek, it channels the airflow over the rider’s thighs in an optimal fashion. They even took the water bottles and derailleurs into consideration and the enlarged area around the bottom bracket supposedly adds a further aerodynamic advantage.

Trek have attempted to quantify the promised gains. Accordingly, the American brand claim to save 9.3 Watts thanks to the bike’s improved dynamics, i.e. the new IsoFlow system, improved tube shapes and cockpit design (without the rider). The gains achieved by optimising the rider’s position – mainly via the new cockpit – are even bigger, saving you an additional 9.7 Watts. That gives you a total saving of 19 Watts at 45 km/h. All these values are relative to the previous Madone.

Weight optimisation – How much lighter is the 2023 Trek Madone?

The SLR 9 with the eTap groupset weighs in at just 7.4 kg in size 56, making the 2023 Madone SLR Disc the lightest Madone Disc on the market. In total, Trek say they’ve shaved off 300 g compared to the predecessor, which is quite a chunk. Last year’s Madone SLR 9 eTap weighs 7.65 kg (review here) . We’re told that the weight optimisations apply to the bike as a whole. As such, the American brand claim that it makes a big difference where they’ve taken material away, adding flex at specific spots to achieve the desired compliance. The 2023 Trek Madone SLR Disc relies on oversized tubes that are light, stiff and aerodynamic, nonetheless. Like the predecessor, the 2023 Trek Madone SLR is made of OCLV 800, which is their highest grade carbon.

Of course, a large part of the weight savings is down to the new IsoFlow system. Trek say they’ve saved about 50% on the cockpit and frame. Despite all their efforts, however, the Emonda SLR 9 (review here) remains the lightest bike in their portfolio, weighing in at just 6.86 kg. It’s just not their most aerodynamic option. Despite this, we’re sure to see the pros opting for the lighter Emonda on the big mountain stages.

The 2023 Trek Madone SLR in detail and the available models

The 2023 Madone SLR Disc will be available in 6 different models with prices ranging from € 7,699 to €14,999. If none of the standard models meet your demands, you can let your creativity run wild in Trek’s Project One configurator. The 2023 Madone Disc will be offered with Shimano’s 105 R7170 (yes, you read that right, Shimano’s 105 Di2 groupset is officially here), ULTEGRA R8170 and DURA-ACE R9270 Di2 groupsets. Those who prefer SRAM can choose between the Rival eTap AXS, Force eTap AXS and the RED eTap AXS groupsets, the latter of which is what Team Trek Segafredo are running. All the SRAM-equipped models also come with an integrated power metre in the cranks. Only the SL models will be available with mechanical groupsets. Moreover, the SL models will continue to rely on the old IsoSpeed system, combined with a different carbon layup. As such, the new IsoFlow technology is exclusive to the SLR range.

Supplied in-house, the 25 mm Bontrager R3/R4 tires keep it all grounded. These are fitted to Bontrager Aeolus Pro/RSL wheels with a rim depth of 51 mm, which are tubeless-ready, though they come shipped with tubes installed. To convert the 2023 Madone to tubeless, all you’ll need is sealant, tubeless-ready tires, rim tape and TLR valves. Trek recommend a maximum tire width of 28 mm, which they say should give you 6 mm clearance around the tires. If you want to make the most of this clearance and fit wider tires, that’s up to you. However, doing so isn’t officially Trek-approved.

The seat post and handlebar are made especially for the 2023 Madone Disc. There are four different seat posts available. Frame sizes 47 to 54 come with the short seat post while sizes 56 to 62 come with a long version – these are needed since the seat mast offers a limited range of adjustability. Both seat post lengths have an adjustment range of 70 mm. By making the seat post clamp reversible, they were able to maximise the adjustment range. The seat post comes with a 0 mm offset as standard, though there’s a 20 mm offset version available, both of which are colour-coded to match the frame.

The cockpit of the 2023 Madone SLR Disc is made of one piece. For the best fit, Trek offer 14 different versions of it, which get specced according to the frame size or the customer’s preference. If you’re still not happy with that, you can fit any stem and handlebar combination you want, as long as it relies on a 31.8 mm clamp. All you need is a special headset cover.

While the stock bike features a big 160 mm rotor at the front paired with smaller 140 mm rotors at the rear, you have the option of upgrading to a 160 mm version at the rear, too. Nothing has changed with regards to the cable routing, remaining almost completely hidden throughout. You can only see a short section of the brake lines peeping out on the fork and the chainstay just before they reach the callipers.

As before, the 2023 Trek Madone SLR Disc is compatible with Trek’s Blendr range of lights. There’s a front Blendr mount included with the bike. However, you’ll have to buy the mount for the Madone SLR seat post separately – we would have preferred it the other way around. After all, visibility to other road users is vital. Of course, if you’re going to be training or just riding day and night and in all conditions, it’s best to have both.

Since it’s reliable and easy to maintain, Trek remain true to the T47 bottom bracket standard. That said, the 2023 Trek Madone SLR Disc is also compatible with 30 mm crank axles. You just have to make sure that you’re using the correct bearings.

There are five standard colours to choose from, or you can let your creativity run wild in the Project One configurator. The new Madone is only expected to hit stores by September/October this year, but you can place your order now.

The geometry of the 2023 Trek Madone SLR Disc

As with the predecessor, Trek have gone with their race-oriented H1.5 geometry for the 2023 Madone SLR Disc, which they’ve paired with new tube shapes as well as IsoFlow technology for aerodynamic optimisation. It’s predominantly the handlebar that puts the rider in a more aerodynamic position since the only thing that they’ve changed on the geometry is the maximum and minimum seat post height. The bike will be available in Trek’s usual sizes, ranging from 47 to 62 cm.

Who is the 2023 Madone for?

Whether a pro athlete or ambitious privateer, criterium or steep Alpine passes, the 2023 Madone Disc is aimed at those who are motivated to ride fast. Weekend warriors could ride the bike every day during the week and then pin a race number to their jersey at the weekend. Those who know Trek will know that the SLR range isn’t aimed at the masses, but rather at pros and all those who dream of being one – as long you’ve got the money. If you want to fly under the radar on your training rides, you’ll have a hard time doing so aboard the Madone with its polarising looks. It’s guaranteed to turn heads and start conversations at your local coffee stop. That’s exactly what some riders want, so it all depends on the type of rider you are. Want that race feeling, but far away from traffic and asphalt? Then check out our review of the 2023 Checkpoint SLR 7 with its integrated storage compartment (available here) .

The 2023 Trek Madone SLR Disc is hot, and it looks damn fast. The improvements that Treks engineers have come up with also sound very promising, whether it’s for racing or a post-work ride. Its unique looks might be polarising, but we like it. We also like that Trek have tried to simplify the design, which is exactly what the IsoFlow system promises to do. We’ll have to wait until we’re able to put it to the test to find out if the all-new Madone is as fast and comfortable as promised.

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Words: Simon Hänle Photos: Manufacturer

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Trek Madone SLR - The most aero bike in the Tour de France?

Prior to the Tour de France, the 2023 Trek Madone was the most significant new bike to be seen thanks to its radical aero design. But now that the bike has been released, we can take a proper look at the bike that the Trek-Segafredo team has been using in this year’s race.

We don’t think it’ll surprise you to learn that an aero bike with a massive hole in the seat tube comes with a fair few aero claims attached to it. Trek says that this bike, with a rider aboard, is 60 seconds per hour faster than the previous generation thanks to new aero frame shaping, a redesigned bar/stem, and a more aero riding position.

Trek explains that this bike saves 60 seconds per hour at 45km/h. What Trek means is that you'll achieve 45km more efficiently. If you ride at the same power, you'll hit 45km 60 seconds sooner.

The hole in the seat tube is called IsoFlow and it is designed to improve aerodynamics, flex over bumps to smooth the ride and save weight over previous Madones. Trek says that it offers a similar level of compliance to the previous adjustable IsoSpeed system in its stiffest setting.

The Madone is also lighter than ever with a frame weight of just under 1,000g and a fork weight of just over 400g.

While the claims are interesting, bike racers win bike races, not bikes and thankfully for Trek-Segafredo, they’ve got a few very handy racers. Mads Pedersen took an excellent stage win during a gruelling second week of the Tour, so let’s have a closer look at the team’s setup.

Trek-Segafredo is one of just two Sram-sponsored teams in the peloton, so it’s no surprise to see that their groupset provider is providing a few special pieces for team leader Mads Pedersen.

The gold chain and cassette aren't going to be seen on many Sunday club runs. You have to really fast to get this sort of bling.

The team uses the top-end Red eTap AXS groupset which means wireless shifting and hydraulic disc brakes.

While the Red eTap AXS groupset introduced the 10T cog to road bikes, the Trek-Segafredo pros don’t always run this tiny cog. The thinking is that the tiny cog allows you to use smaller chainrings, which Sram says is better for general riders. But while the riders do sometimes use the 10T cogs, they generally opt for larger chainrings than Sram officially offers.

> Review: Trek Madone SLR 9 Disc

The brakes and rotors are also Sram Red and all of Trek’s riders use 160mm rotors up front and 140mm at the back.

The Sram Red groupset offers decent value for money to those of us that pay for our kit because it comes with a very good dual-sided power meter built into the crankset and this is what the Trek riders use to monitor their training and deliver the data that confirms that this has been an insanely tough Tour.

The wheelset comes from Trek’s in-house component brand Bontrager and the riders are sometimes on tubeless setups at the Tour though some still like to have their tubulars around for select days. The wheels on most riders’ bikes were the Aeolus RSL 61 though they will chop and change given the day’s profile and conditions.

The tyres are from Pirelli and when on a tubeless setup, the Trek riders use the P Zero Race in the classic colourway.

At the front of the bike, you’ll find more aero trickery from Trek with a brand new Bontrager cockpit that is specific to this bike. The shifter clamp area is narrower than the drops to give a rider a super sleek frontal profile while the drops then flare out to provide the handling feel that the pros want.

Bontrager saddles and bar tape finish each bike.

So, is this actually the most aero road bike in the Tour de France? Well, that is what Trek would like us all to think, but unless you have a wind tunnel and the cash to buy one of every road bike in this year’s race, we’re never going to find out. We certainly don’t have that sort of time or money but let us know in the comments if you do!

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For the pro Trek riders, I hope it's aero AF because it appears to be the heaviest road bike in the World Tour Peloton.  

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Aerodynamically, it makes intuitive sense, and the suspension benefits appear simpler, lighter, and stronger than IsoSpeed decouplers or Zertz inserts. If I were a Cat 3 racing dentist I'd probably be all over this bike.

I'd love someone like Hambini to test the current crop of pro peloton bikes in a wind tunnel. Then take them apart and assess the build quality, geometry etc.

It's all at the say-so of the manufacturers and complete bollocks without an independent test done. 

In any case, a lot of people will choose their bikes on looks and that, imo, is where the new Trek falls flat on its (fugly) face. 

I quite like it - looks good in a futuristic kinda way.   

 Not sure Hambini has the credibility to report on anything anymore.  Isn't he just another dick with a youtube channel?

I'll admit he's done himself no favours but I'd bet he's more qualified than most and has the right connections to assess aero and build qualities. Easily more qualified than many of the cycling press that's for sure.

As for the frame, I'd be very surprised if we don't see a glut of issues with that seatpost. 

How can it be strong enough to take a 100kg masher and yet give any kind of vibration damping to a 60kg racing snake? Is there a weight limit applied to the frame that we know of?

It's got a total system weight limit of 125kg.

Thanks. That's way higher than I thought it would be. 

Latest Comments

"completely lost the plot"...

If you're a member of Cycling UK I'd get ont to their legal team with this.

Motorists behaving like this should have their cars impounded and be forced to ride a bike for a month.  A second offence and the car gets crushed!

I spent a month based in San Fran staying with a friend who lived there. Majority of people seemed to use public transport and walk tbh which was...

Fascinating stuff.

Good to see the person in yellow apologising to the driver for having caused this...

I don't think we deal with crossings/tables very well in the UK. It'd be better if they were coloured to look like they're part of the pavement...

Look a bit silly with snow goggles on a road bike. I use BZ bifocals and they are fine  - but the gap between the eyes is too open so I keep...

Ooh, so you are a REAL cyclist....

No, because the cyclist had a short-lived medical episode, so everyone agreed to just be grateful that it wasn't worse. 

2023 Trek Madone SLR Drops Weight, Adds IsoFlow

If you’ve been following other cycling sites, you’ve undoubtedly seen photos of the all-new Trek Madone SLR. Trek-Segafredo riders have been racing it for about a month and have chalked up several wins on the bike already. The new design is unmistakable in the peloton and, though it stands out, it’s not in an ugly or weird sort of way. The shapes and flow of the new Madone makes the bike, and rider simply look fast.

Looks aside, there’s a ton going on with the all-new 2023 Trek Madone SLR, so let me try to unpack the features that stand out to me — starting with that gaping hole in the seat tube.

IsoSpeed goes away, IsoFlow comes to play

The unmistakable feature of the 2023 Madone SLR is the absence of the IsoSpeed decoupler and the introduction of the all-new IsoFlow seat tube. Airflow is optimized from the head tube through the upper part of the frame and along the top tube. Extensive wind tunnel and CFD models led to the departure of IsoSpeed.  Compared to the previous Madone , you can see how the air passes through and nearly eliminates the negative air pressure that slowed the frame down.

Negative air pressure, or wind eddies, is one of the main sources of drag. IsoFlow pretty much eliminates the negative air pressure zone behind the seat tube. In concert with the new handlebar, the 2023 Madone SLR has tested to be a full minute faster per hour at 45 km/h. For you and I, those same figures have proven to be true for slower speeds where non-professionals ride.

IsoFlow puts the Madone on a (serious) diet

As you can imagine, removing the IsoSpeed decoupler alone would drop serious weight. While it did provide adjustable ride quality, Trek found that most riders left it in the default setting and called it good. Aero road bikes are notoriously rough riding, but since IsoSpeed was underused, the new IsoFlow system was developed. Compared to the previous model, the IsoFlow system on the 2023 Trek Madone SLR has the ride quality of the IsoSpeed in the stiffest setting — which is still pretty comfortable.

The 300 gram weight savings is composed of the full Madone SLR chassis (frame, fork and cockpit). The all-new cockpit represents nearly half of those savings, with the rest being from switching to IsoFlow and optimized layup throughout. Looking at complete bike weights, the full spectrum of builds are coming in at 16.2 – 17.7 lbs for 56cm models.

With the racy new bar/stem combo comes a different approach to weight reduction and aerodynamics. The shape features wide tops with backsweep for added comfort, but the biggest story is the ultra-narrow hood position and 3cm wider drops on each size. Bars are most often measured at the hoods from center-to-center, but the new bar/stem width is measured in the drops. This means that the 42cm bar will measure 39cm at the hoods. Available in 14 variations, the narrow position in the hoods allows riders to optimize their position for long distances in the saddle, then hit the drops for sprinting.

A few more 2023 Trek Madone SLR highlights:

• IsoFlow system replaces IsoSpeed
• Refined aero Kammtail shapes throughout
• Full internal cable routing
• 300 gram chassis weight savings over previous model
• H1.5 fit balances raciness with the fit needs of most riders
• Unified barstem is narrower in the hoods for improved aerodynamics (80mm reach and 124mm drop)
• Includes clean bearing cap for use with traditional bar and stem, if desired
• Reversible seat post wedge adds height adjustability
• Built-in front and rear Blendr-compatible mounts
• Utilizes T47 threaded bottom bracket
• 28mm official tire clearance
• Electronic only drivetrains
• Weights: 16.2 – 17.7 lbs
• MSRP: $7,999 – $13,199

Available today, the new Madone SLR will be officially ridden by the Trek-Segafredo team in the Tour de France and Tour de France Femmes. As a side note, the current Madone SLR will remain in the line as the Madone SL for 2023. 

More Info: Visit TrekBikes.com

• X (Twitter)

A native of the Pacific Northwest, Jason quickly developed a love for the outdoors and a thing for mountains. That infatuation continues as he founded this site in 1999 -- sharing his love of road biking, mountain biking, trail running and skiing. With extreme attention to detail, he has been a technical product manager for top 10 web properties, eCommerce businesses and SaaS companies for 20+ years. The combination of outdoor experience and technical savvy gives him a unique perspective that is channeled into every gear review. Utah's Wasatch Mountains are his playground. He rigorously tests every product and usually uses them beyond their intended purpose -- just for the sake of testing. (Note: Jason receives sample products in exchange for authentic reviews. He is not paid, nor influenced to share anything other than his honest opinions.)

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2023 TREK MADONE SLR BREAKS NEW GROUND

Isoflow is in, and isospeed is out..

It’s a funny thing how some random, little known and relatively short French mountain road can be thrusted into cycling history as much as the Col du Madone has been. The story is well told. Though the road had been there for years, it wasn’t until Lance Armstrong discovered it and convinced Trek Bicycles to name his new bike in its honor as it was his own personal training ride that proved he was in winning shape for the 2003 Tour de France.

Despite what the record books say, the Trek Madone enjoyed repeated wins in the Tour de France. In the years since riders like Lance and George Hincapie raced the bike, the Madone has carried on its winning ways under a variety of guises and great riders.

For the 2022 Tour de France, Trek is unveiling what is likely its most radical version of the Madone ever.  Gone is the Isospeed suspension and the blocky, Transformer-like frame shape of old with something called IsoFlow bringing a wild aero development to the frame.  Below is everything we know about the Gen 7 Madone so far.  0

BUT FIRST A TREK MADONE GALLERY

BACK IN THE DAY MADONE MOMENTS

2003 Trek Madone powers Armstrong to his record-tying 5th straight Tour win. 2004 Rewrite the record books. Trek and Lance Armstrong dominate the Tour de France with his 6th consecutive victory aboard a Project One Madone SL with Bontrager wheels. 2004 The U.S. Postal team enjoy their most successful year ever aboard the Trek Madone 5.9. 2004 Trek engineers unveil the lightest production OCLV frame ever, the 950-gram OCLV 55 which is used by Lance in three stages of the Dauphine Libere’. Special prototype Bontrager wheels, also using new 55GSM OCLV carbon fiber, are used by Lance in the Tour de France.

Here’s a complete look back on the Trek Madone.

BUT WAIT, WHAT ABOUT THE NEW MADONE?

Gen 7 madone tech notes.

• Six models to choose from
• 300-gram weight savings over the previous Gen 6 version
• Five colorways plus Project One options
• 28mm max tire size
• Electronic drivetrain dedicated
• 14 different length/width handlebar/stem options
• 3mm flare to one-piece Bontrager handlebar
• Removable front derailleur hanger
• T47 bottom bracket
• (claimed) frame weight is “sub-1000 grams”
• 2 different length seat posts w/ 2 different setback
• H1.5 geometry

Trek launched the all-new Madone SLR, topping off their performance bike line-up with their fastest road race bike ever. Seven generations in the making, the Madone SLR is the ultimate race bike, complete with never-before-seen IsoFlow technology, dramatic aerodynamic improvements and an all-new gram-shaving design.

This completely redesigned race bike will be ridden by the Trek-Segafredo men’s and women’s teams at the biggest events on the cycling calendar, including the 2022 Tour de France and the first-ever Tour de France Femmes.

Unprecedented aerodynamics

The new Madone SLR is a whopping 60 seconds per hour faster than the previous generation (measured at 45 km/h) thanks to all-new aero frame shaping, a redesigned bar/stem and a more aero riding position.

Revolutionary IsoFlow technology

IsoFlow is a first-of-its-kind seat tube technology that flexes over bumps for a smoother ride, improves aerodynamics and shaves weight to save precious seconds in the saddle.

Lighter than ever

A new lightweight design and Trek’s best and lightest OCLV Carbon make the seventh-generation Madone the lightest Madone disc ever, shaving 300 grams off the previous ultra-lightweight version.

Refined integration

An all-new one-piece bar/stem and integrated IsoFlow seat tube technology take Madone’s unrivaled integration to the next level. An all-new bar/stem with 3cm of flare and shorter reach offers improved ergonomics and aerodynamics. Riders who use a 42cm bar/stem will now be a 42cm in the drops and 39cm in the hoods, reducing rider drag while allowing for powerful sprints.

2023 Madone bike weights

2023 madone slr pricing.

For more: trekbikes.com

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WHAT ABOUT THAT BIG HOLE IN THE FRAME?

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The new Trek Madone SLR is lighter and faster thanks to a big hole in its seat tube

Goodbye IsoSpeed, hello IsoFlow

Simon von Bromley

Trek has announced the latest iteration of the Madone SLR, the brand’s flagship aero road bike , which was first spotted at the 2022 Critérium du Dauphiné .

Though the new Madone SLR retains a similar side-profile to the highly rated previous version , it is said to be “the lightest and fastest Madone Disc ever”.

In total, this seventh-generation Madone SLR is claimed to be 300g lighter and “60 seconds faster per hour” than the outgoing model.

Trek attributes this to a set of redesigned tube shapes, a radical reimagining of the seat tube and top tube juncture, and a new integrated handlebar, which is said to promote a “more aero riding position”.

The kite-shaped hole in the seat tube, which Trek calls ‘IsoFlow’, replaces the IsoSpeed ‘decoupler’ system. This had been present on the platform since it went all in on aero with the Madone 9 Series in 2015.

Trek claims IsoFlow allows the new Madone SLR to match the compliance of the previous IsoSpeed system on its stiffest setting. It is also said to improve the aerodynamic performance of the frame by “around 3 watts” and save weight.

IsoFlow is claimed to improve the aerodynamic performance of the frame due to an acceleration of airflow through the hole as you ride. This is said to reduce the effect of the trailing low pressure zone behind the bike and rider, reducing your overall drag.

This change was said to be a result of feedback from its sponsored professional riders, such as Mads Pedersen and Ellen Van Dijk of WorldTour team, Trek-Segafredo, who simply requested the new Madone be “faster and lighter, as always”.

While IsoFlow lacks the adjustability of the IsoSpeed system, Trek says most riders treat IsoSpeed as a ‘set and forget’ system – setting it to a level of desired compliance and then leaving it that way.

Trek also acknowledged its pro riders questioned the performance benefits of the system, and whether those outweighed any added weight and complexity.

Naturally, Trek believes IsoFlow combines the best of all possible worlds, being lighter and more aerodynamic than IsoSpeed, but not compromising on comfort.

Lighter and faster than ever

“Overall, the new Madone SLR is around 60 seconds per hour faster, including the rider,” says John Davies, an aerodynamicist at Trek.

“A ride that would previously have taken you an hour, will now only take you 59 minutes.”

In wattage terms, Davies says the new Madone SLR and its rider are claimed to be 19 watts more aerodynamically efficient at 45kph.

Davies stresses, though, “you get those gains no matter how fast you’re riding.” Even at 35kph, Davies claims you’ll still see a 59-second improvement, and at 25kph the improvement is calculated to be 58 seconds.

The new Madone SLR is also claimed to be 300g lighter for a complete bike.

In terms of frameset weights, Jordan Roessingh, Trek’s director of road bikes, says the new Madone SLR is “just shy of 1000g for the frame and just over 400g for the fork”.

That translates into complete bike weights from 7.1kg, for a size 54cm bike built with Shimano Dura-Ace Di2 R9270 , or 7.4kg for a 56cm bike with SRAM Red eTap AXS .

While the Emonda SLR is still Trek’s lightest road bike platform by around 400g, Roessingh says, “from our perspective, Madone is almost always the fastest bike for any type of race situation, independent of terrain.”

This is because “the aerodynamic benefit [of the Madone] is dramatic”, and almost always enough to overcome the difference in mass.

Trek says it was able to make such substantial improvements thanks to three changes; updated truncated aerofoil (or ‘ Kammtail virtual foils ’, as Trek calls them) tube profiles, the IsoFlow technology mentioned earlier and a new integrated handlebar system.

Narrow handlebars are now mainstream

The new handlebar is claimed to be responsible for around half of the weight and watts saved.

Trek says 150g and 9.3 watts of aero drag are saved by the updated frame tubes and IsoFlow, while the rest comes from weight savings at the cockpit and improvements to “rider positioning”, as a result of the new handlebar geometry.

Trek says it has cut 150g from the Madone SLR front end by moving to a fully integrated system and a general slimming down of its tube profiles, but the primary driver behind the claimed aero improvement is a narrowing of the handlebar by 3cm at the brake hoods position.

A 42cm Madone integrated handlebar is now 39cm wide measured centre to centre at the brake hoods position, and 42cm wide when measured centre to centre at the drops.

Narrow handlebars are a trend we’ve seen being adopted more frequently at the pointy end of the sport, as riders search for a competitive edge, so it's no surprise to see a major brand has taken notice.

Having a flared bar, with a wider hand position at the drops and a narrower position at the brake hoods, can offer an aerodynamically efficient position up top for cruising on the flat, alongside greater leverage and control on the drops for sprinting and descending.

2023 Trek Madone SLR geometry

Trek has simplified its fit system for the new Madone SLR, adopting the same H1.5 geometry as seen on the 2021 Emonda .

H1.5 sits “halfway between the previous H1 and H2 fits”, Trek says, meaning it’s essentially a compromise between the super-aggressive, long and low, ‘pro’ H1 fit and the more relaxed, H2 fit.

There are eight sizes in the Madone SLR range, from 47 to 62cm. The new integrated handlebar is available in 11 sizes, with stem lengths from 80 to 120mm and handlebar widths from 38cm to 44cm (not every stem length and handlebar width combination is available, though).

In addition to narrowing the brake hoods position of the new handlebar, Trek says it has also reduced the reach by 20mm (to 80mm) compared to the previous Madone SLR handlebar.

This brings it more in line with road handlebars from other brands, which typically offer around 60 to 80mm of reach.

Trek also says it’s possible to swap the integrated bar out for a standard 1-1/8in stem, which would enable a rider to use almost any combination of stem and handlebar they like.

2023 Trek Madone SLR build specs, pricing and availability

The 2023 Trek Madone SLR is available to pre-order now in six different builds (with five paintjob options for each build), all with Shimano or SRAM electronic groupsets .

Prices for complete builds start at £6,850 / €7,699 / $7,999.99 / AU$11,399.99, for the Madone SLR 6 and rise to £13,800 / €14,999 / $13,199.99 / AU$17,999.99, for the Madone SLR 9 eTap.

Framesets will be available to purchase separately, but Trek has not yet confirmed how much they will cost.

As things stand, delivery dates for pre-ordered bikes are unclear, as Trek says “supply chain remains a significant challenge”.

The new Madone SLR is no longer compatible with mechanical groupsets, but Trek is continuing with its use of a threaded T47 bottom bracket .

All builds come with Bontrager Aeolus wheels and Bontrager clincher tyres. Stock bikes will ship with 700 x 25c tyres, with the Madone SLR officially having clearance for tyres up to 700 x 28c (although Trek suggests that, unofficially, there’s room for a bit more).

Trek says the existing Madone SL Disc will remain in its catalogue for the time being, offering a cheaper entry point to the Madone range.

Trek Madone SLR 9 eTap

• Price: £13,800 / €14,999 / $13,199 / AU$17,999.99
• Frameset: Trek Madone SLR, 800 Series OCLV Carbon
• Drivetrain: SRAM Red eTap AXS
• Wheelset: ​​Bontrager Aeolus RSL 51
• Tyres: Bontrager R3 Hard-Case Lite, 700 x 25c
• Seatpost: Madone aero carbon
• Handlebar: Madone Integrated handlebar, OCLV Carbon
• Saddle: Bontrager Aeolus RSL
• Claimed weight: 7.4kg

Trek Madone SLR 9

• Price: £12,700 / €13,999 / $12,749.99 / AU$17,399.99
• Drivetrain: Shimano Dura-Ace Di2 R9270
• Wheelset: Bontrager Aeolus RSL 51
• Tyres: ​​Bontrager R4 320, 700 x 25c
• Claimed weight: 7.1kg

Trek Madone SLR 7 eTap

• Price: £9,600 / €10,799 / $9,699.99 / AU$13,699.99
• Drivetrain: SRAM Force eTap AXS
• Wheelset: Bontrager Aeolus Pro 51
• Saddle: Bontrager Aeolus Elite
• Claimed weight: 7.8kg

Trek Madone SLR 7

• Price: £9,150 / €10,299 / $9,049.99 / AU$12,799.99
• Drivetrain: Shimano Ultegra Di2 R8170
• Claimed weight: 7.5kg

Trek Madone SLR 6 eTap

• Price: £7,450 / €8,399 / $8,399.99 / AU$11,999.99
• Drivetrain: SRAM Rival eTap AXS
• Wheelset: ​​Bontrager Aeolus Pro 51
• Claimed weight: 8kg

Trek Madone SLR 6

• Price: £6,850 / €7,699 / $7,999.99 / AU$11,399
• Drivetrain: Shimano 105 Di2 R7170

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Trek Madone SLR 7 Gen 7 review - very fast and very expensive

The latest Madone may have a hole through the seat tube but we couldn't find any in its performance

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The Trek Madone is an absolute speed weapon. The deep-section tubes with the radical-looking cutout help, as does the newly designed handlebar, which is narrow and provides good wrist support for the ‘aero-hoods’ position. And then there are the 51mm deep Bontrager Aeolus Pro wheels. The handling is incredibly fast, responding to the smallest shift in weight and the tiniest tweaks of the bars, and ride quality is so impressive that it’s almost possible to overlook things like the narrow tires and ungenerous clearance - but you can’t ignore the price. If you have the budget and want a WorldTour-level race machine with exceptional handling and ride feel, this is the bike.

Super smooth ride

Light for an aero bike

Striking aesthetics

Limited adjustability

No power meter

You can trust Cycling Weekly. Our team of experts put in hard miles testing cycling tech and will always share honest, unbiased advice to help you choose. Find out more about how we test.

• Construction

Value and conclusion

For this latest Gen 7 version of the Madone, Trek’s aero bike, the US brand removed the IsoSpeed Decoupler of the previous Gen 6 model and left, in its place, a big hole.

OK, it’s not the crude, reductionist approach it sounds like.

The old bike’s micro-adjustable suspension system at the top tube/seat tube juncture added weight and was mostly redundant since Trek discovered most riders would ‘set and forget’.

And by radically reengineering the frame Trek claims to have saved 300g, and says the new bike is almost 20 watts faster than its predecessor, which equates to 60 seconds per hour when ridden at 45kph. It looks radical, too - always a good thing for a new bike.

In our 2023 Race Bike of the Year grouptest we awarded the Madone 'best aero bike' against competition that included the Cervélo S5, the Canyon Aeroad and the Giant Propel.

However, over $9K / £10K for an Ultegra bike has to be unchartered territory - so how does it compare overall to the best road bikes ?

Trek Madone 7 Gen 7: construction

Let’s peer a bit more closely into that hole or, to give it its real name, IsoFlow. The aerodynamic explanation for it is: “It’s a way to direct some high energy flow into a low energy region of the bike.” What that means is that the seat tube area creates a disproportionate amount of drag and the hole helps to dissipate this by adding what Trek calls a “jet of fast moving air.”

It turns out that only half of the claimed watt saving comes from the IsoFlow hole. Trek has entered the integrated cockpit wars (along with Colnago, Canyon, Cervélo et al) with a completely new and very slick-looking design but it’s neither adjustable nor V-shaped: according to Trek it saves watts by changing rider position rather than via the aerodynamic properties of the cockpit itself.

A standard 42cm bar becomes 39cm at the hoods and 42cm at the drops and there’s a backsweep so that a flat-forearms aero position on the hoods becomes very aero indeed.

There are 14 different combinations available and, since the backsweep gives the bar a shorter reach, it’s important to get the right one - if you’re like those of us who rode this bike, you’ll need a longer stem. You can change this at point of purchase at no extra cost, Trek told us, or the 1 1/8in steerer is compatible with a non-integrated stem and bar (though the frame is electronic groupset only).

The same goes for the seatmast. The cutout in the seat tube leaves less room for a long seatpost and less adjustability (around 6cm minimum to maximum) so if you are long-legged but prefer a smaller frame you may need the tall version that comes with the size 56 upwards (as I ideally would have done). There are also two offsets available.

Our size 54 with a standard short mast could only manage a maximum saddle height of 74cm and the reach felt very short with the 90mm stem cockpit it comes with.

The latest geometry is called H1.5 (halfway between the old H1 race and H2 endurance). The reduced reach combined with the shorter reach of the swept-back bar works very well for that super aero hoods position, but it does feel surprisingly short. The kamm-tailed rear of the stem is much closer to your knees than you’d expect.

The new SLR bikes are all made from Trek’s 800 OCLV carbon - from the 105-equipped SLR 6 up to the flagship SLR 9 - and are impressively light, especially compared with other aero bikes such as the Cervelo S5. Trek says this is its lightest ever disc Madone.

There’s clearance for 28mm tires max, which is tight by modern standards. This model comes with Bontrager Aeolus Pro 51 tubeless-ready wheels, set up with Bontrager R3 Hard-Case Lite 25mm tires and inner tubes - again, surprisingly narrow.

Despite the fact that the fit wasn’t optimal - I could have done with the size up - the ride quality of the Madone is absolutely incredible. That’s the first thing that strikes you, or rather doesn’t strike you.

Aero bikes used to supply a harsher ride simply because deep, bladed tubing doesn’t flex like round tubing. This was undoubtedly the reason why Trek bolted the IsoSpeed decoupler onto the Madone two iterations ago. So you might expect that with its suspension system gone, the latest bike might have gone backwards in comfort. Not a bit of it.

It feels like a coiled carbon spring - full of potential energy and floating over bad road surfaces seemingly without any effect on its speed. And this is on 25mm tires that aren’t even the best (at this price they really ought to be).

The handling is also exactly right. The shortish 90mm stem section of the cockpit could have made it a little twitchy, but thanks to the sweeping shape I found my weight sufficiently over the front wheel in the hoods position, and steering was fast but balanced on descents and tight corners.

So it passes ‘comfortable’ and ‘fast’ with flying colors (actually Deep Smoke for this one).

At 7.5kg it’s light for an aero bike - or any disc brake bike - and it leaps up hills as if it weighs even less. I was so impressed with its performance that I kept forgetting Trek also has the Emonda climbing bike. The next Emonda has its work cut out (pun intended).

Finally, stability in crosswinds. There’s one particular gateway on my test loop where any bike not designed for big yaw angles will be gusted and the Trek was indeed blown sideways slightly - but not alarmingly considering the deep wheels and frame tubes.

This bike is incredibly good but it’s also incredibly expensive. It’s a full $1,000 / £1,000 more than the equivalent outgoing Gen 6 Madone SLR 7, and you’d have to look hard to find a more expensive Ultegra Di2-equipped bike from the other mainstream brands. 

The Canyon Aeroad CFR with Dura-Ace costs $8,999 / £8,799, while the Cervelo S5 with SRAM Force AXS costs $9,000 / £9,200. The Giant Propel Advanced SL1 also with SRAM Force costs $8,000 / £8,999.

You might also reasonably expect a power meter at this price - those three bikes all come with them - but it’s just the regular Ultegra crankset here.

So the price is stratospheric but compared with the current aero bikes I’ve ridden so far including the Colnago V4RS , Canyon Aeroad SLX , Cervelo S5, Tarmac SL7 and Pinarello Dogma F, the ride quality is superior.

• Frame: 800 Series OCLV carbon
• Fork: KVF carbon, tapered steerer
• Groupset: Shimano Ultegra Di2
• Wheels : Bontrager Aeolus Pro 51
• Tires : Bontrager R3 Hard-Case Lite 25mm
• Cockpit: Madone integrated
• Seatpost : Madone aero internal
• Saddle: Bontrager Aeolus Elite
• Weight: 7.5kg
• Contact: www.trekbikes.com

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Simon Smythe is a hugely experienced cycling tech writer, who has been writing for Cycling Weekly since 2003. Until recently he was our senior tech writer. In his cycling career Simon has mostly focused on time trialling with a national medal, a few open wins and his club's 30-mile record in his palmares. These days he spends most of his time testing road bikes, or on a tandem doing the school run with his younger son.

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• Event: WEC 52: Faber vs. Mizugaki
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"Fast as ever, now lighter"

"With so many brands today trying to make one race bike that does it all—balancing low weight, aerodynamics and stiffness, Trek unabashedly keeps the Madone as a go-fast aero platform. And it excels at it."

"Editor's choice"

"The ride feels quality and it truly does want to take off. The added adjustable ISOSpeed is a great idea and the fact it doesn't hinder anything else, other than add a little bit of weight, is no bad thing. Great work Trek!"

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"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."

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