trek domane slr 9 disc

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Trek Domane SLR 9 review: Can a £13k+ bike ever warrant such a price?

Fewer isospeeds means it's a little less comfortable, but the new domane slr 9 is fast, fun, and ready for an adventure.

Cyclingnews Verdict

A genuinely excellent dual-natured bike, but at a price that could realistically buy three still-excellent bikes

Easy to use storage compartment with neat & organising tool wrap

Simplified Isospeed vibration damping

38mm tyre clearance

Power meter included

Neat, low-maintenance integrated cockpit

Oh boy is it pricey

I would hope for top-spec tyres at this price

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The Trek Domane is not what it once was. 

Cast your mind back to around 2015, when gran fondos - or sportives - were all the rage among keen amateur cyclists. Road bike ranges were easy to comprehend thanks to the distinct three-way category split: lightweight, aero, and endurance. 

The Trek Domane had been in existence for two years at this point, and like the Specialized Roubaix, Cannondale Synapse or Giant Defy, was fast becoming synonymous with the 'endurance road' category. Gravel was still an up-and-coming neo pro, while Allroad was trademarked by Audi. 

The original Domane was fitted with something Trek calls an Isospeed decoupler at the seatpost. Put simply, this allowed the seatpost to flex independently from the frame, retaining pedalling efficiency while adding comfort. For Domane version-two, which launched in 2016, Trek took this concept and ran with it. That Isospeed was given a sliding adjustment to allow riders to tailor their ride quality to their preference, and a second Isospeed was built into the handlebar, decoupling the handlebars from the buzz of the road, adding comfort at the front too. 

Domane version three launched in 2020 and at first glance remained largely the same formula as the last. It retained the adjustable Isospeed and continued to be all about comfort, just with a sharper focus on aerodynamics, but when you look a little closer, I believe it marked a step change in the Domane's character. With tyre clearance ballooning to 38mm, the Domane was among the most progressive endurance road bikes available. 

Some would liken it to what we now know call an 'all-road' bike; the halfway-house between road and gravel, able to handle well-graded gravel paths, but without giving up too much speed on the road. 

For 2023 and version four, Trek has really signalled this change of direction. It has gone back to basics on the Isospeed front, with a reduction in weight and a refinement of the aerodynamics. However, the 38mm clearance remains, the geometry continues to focus on comfort, and the result is a bike that's really tough to categorise on paper. 

Is this still an endurance road bike? Or is it an all-road bike? Is it a do-it-all superbike? In order to find out, I spent a few months with the bike, taking it on all sorts of ride, short and long, smooth and gravel, wet and dry, and even on the indoor trainer. 

While often mentioned, geometry doesn't usually get a section to itself in bike reviews here at Cyclingnews , but it's worth talking about because it's here that I believe we can start to work out exactly where the 2023 Trek Domane fits in among the hundreds of other bikes on the market. 

First up it makes sense to compare it to its long-time competitors, the 'endurance road' crowd, including the Roubaix, Synapse and Defy. 

You can see that of all four bikes, the Domane's reach is the shortest by 10mm, and stack is fairly average. The numbers are pretty close though, so there's nothing to really write home about here. However, with a slacker head angle, a long wheelbase and a high BB drop, it points to offering a slightly more surefooted ride when the going gets rough. 

Does that mean it's now more in line with bikes being marketed as 'all-road' bikes? The 38mm tyre clearance mimics the Fara All Road and the Ridley Grifn, for example, so let's compare to those and find out: 

Here you'll see the head angle is exactly the same as the other three bikes, at 72 degrees, suggesting it does indeed fit better into this 'all-road' category. However, the wheelbase is only 2mm off being the shortest shown. 

As a result, if I'm forced to categorise it, I think it's safest to do so as 'somewhere in between' the typical endurance road sector and what brands are now calling all-road. However, more important than a label is an analysis of how those geometry numbers combine with the design, the build quality, the components, and how the resulting bike actually rides. 

Design & specifications

The 2023 Domane is available in three different guises: Domane SL and Domane SLR, with the carbon fibre level and component specs improving with the additional R. There's also the RSL, which stands for Race Shop Limited, and sits at the same level as the SLR, but in a more race-ready guise with a longer and lower geometry and no downtube storage. 

The model I'm testing is the Domane SLR 9, with a full serving of top-tier components and a top-tier price to boot: £13,400.00 / $13,199.99 / €14,499.00. 

There's no getting around it, that's an enormous amount of money. It's almost unforgivable. It's impossible to ignore. And it's part of the reason I've written 800 words before even telling you which version of the Domane I'm reviewing. It's £4,900 more than the equivalent-spec Giant Defy. It's £4,400 more than a Cannondale Synapse Dura-Ace, and while the S-Works Roubaix is closer, it's still £400 more expensive than that. 

However, it's worth noting that there are cheaper versions available, and many of the SLR 9's standout features translate right down to the cheapest Domane SL 5 at £3,400.00 / $3,499.99 / €3,749.00. As I proceed through the rest of this review, I will do my best to serve those who are considering this very bike, while also highlighting the features that trickle down to the more affordable models.

The Domane SLR 9 on test is fitted with Sram's top-tier Red eTap groupset, complete with the integrated power meter (the infuriating one with the power meter integrated into the chainrings), Bontrager Aeolus RSL 37 wheels, Bontrager Verse Short Pro carbon-railed saddle and Bontrager Pro IsoCore bars. The only area where the spec falls short of expectation at this price point is the Bontrager R3 tyres. They're good all-rounders, but the more supple R4 would probably have been more in line. 

My size 58cm weighs in at 7.9kg. Given that includes pedals, a bottle cage and the tool roll inside the down tube storage, this is impressive given Trek quotes 7.8kg for a 56cm without all of the above. This model is available in five stock colours, but dozens of colourways are available throughout the range, and Trek also has Project One, which allows you to choose from thousands of combinations. This particular test bike is finished in a matte green colour that Trek calls juniper, my experience with Trek's paint is usually positive, but on this model, the paint chipped quite easily when my front light knocked against it on one ride. 

The 2023 Trek Domane SLR is upgraded to Trek's top-tier OCLV 800 carbon (SL uses the cheaper, less-refined OCLV 500). The frame has retained a similar silhouette to before, but Trek has simplified things massively with regard to the Isospeed decouplers. The front Isospeed has been removed entirely, while the rear is no longer adjustable, as it was before. For gen 4, all models (Domane SLR, RSL, and the cheaper SL) get the same Isospeed setup. 

The frame's tubes see a slight refinement of their aerodynamic profiling, with the head tube being deep in shape with a truncated rear edge, and a slight D-shape to the seatpost too. Trek is certainly not the first to use a D-shaped post, and while Trek itself doesn't tie any comfort claims directly to it, the shape has been widely adopted by other brands, with most claiming comfort gains and mildly improved aerodynamics. 

Another departure from the prior Domane SLR is the removal of the protruding seat tube, so now the post enters the frame where you'd usually expect it to, at the top tube junction, in front of which is a magnetic cap that hides the Isospeed and the seatpost clamp. 

The cockpit too is considerate of airflow, but in a way that won't waste a day whenever you need to adjust your spacers or swap your stem or handlebars. The brake hoses run beneath the bar tape – rather than inside the bars – and under the stem into a scoop-shaped adaptor that fits in front of the proprietary Bontrager RCS Pro stem. Beneath this, oval spacers (splittable, thank heavens) allow cables to run into the frame. This is true for all models in the range.

Like many bikes with internal cable routing, the brake hoses and/or cables do thread through the bearing cover and the bearings, so any eventual headset replacement will require a little extra work than the previous Domane, which ran cables into a separate port on the top tube behind the stem.

The down tube of the frame retains the door for in-frame storage. Inside, Trek supplies a tool roll, which is big enough to house a couple of tubes, levers, Co2 canisters or any of the best mini pumps . The door doesn't hinge as you'd expect. Instead, it has a latch to lock it into place, and comes away entirely when opened. Both the Domane SLR and SL models get this feature, but the racy RSL eschews it to save weight. 

One bottle cage fits onto the outside of the door, another can be fitted to the seat tube, and a third can be fitted to the underside of the down tube. There are also bolts on the top tube behind the stem for a top tube bag. The SL and SLR frames are complete with mounts for full-length mudguards too. 

Performance

It's a bit of a cliche to say that you can judge the quality of a bike right from the first pedal stroke, but the Domane SLR is as close as I've come to that very feeling. The high spec, top-level carbon and lightweight platform combined to give the bike a sense of urgency and immediacy. Of course, there was a lot more analysis still to be done, but as far as first impressions go, this was excellent. 

Throughout the next few rides, though, I couldn't help but feel underwhelmed by the comfort it offered. A slight caveat here is that I didn't get on with the saddle, and things did improve a little after swapping, but the uber-damped ride quality is no longer what you get from the Domane. That's not to say I didn't enjoy the ride, it's just not the Rolls Royce ride I expected, and almost certainly is a result of the simplified Isospeed setup. 

I even took to mounting the bike to my turbo trainer and setting a mirror to my side to see how much deflection was taking place compared to other bikes I have at my disposal. However, after some reflection (pun not intended), I concluded that while it's not what I was expecting, I actually much prefer it this way. The Isospeed decouplers on the previous bikes were good, but they could dull the ride, were heavier, and were complicated. Now, it feels as though the simplified Isospeed balances the stiff pedalling platform to provide a comfy bike that is snappy to accelerate. The new Domane is lighter, faster, more in tune with the road, and seriously fun to ride, but it's still comfortable, and can head off-road if you want it to. 

If you want a Rolls Royce ride, then it's probably not the right bike, but for what the Domane is, I don't think many people will want comfort beyond what you can get from simply upgrading the tyres and upsizing to 38mm. If you want something capable of absorbing more vibration than this, I would speculate your choice of terrain is more 'gravel' than 'road', and the 45mm clearance of the Trek Checkpoint might make that a better choice. 

That doesn't mean you can't take this bike onto gravel paths, though. Trek specifically says "the Domane is the perfect choice for long road rides, light gravel back roads and even racing the infamous cobbles of Paris-Roubaix," and it's on those 'light gravel trails' that I'd draw the line too. It certainly doesn't fall apart on technical gravel and singletrack, but as with all all-road bikes, it's more a case of 'you can' rather than 'you should'. 

On less technical terrain, its slack head angle and long (1022mm) wheelbase really kept it stable on my local gravel paths, stable enough that I could comfortably go for long stretches sat up riding no-handed without concern, yet it was still nimble enough to dodge puddles (there have been a lot of these lately). Given how the handling compared to the Fara All Road and Ridley Grifn, this is as much an all-road-capable bike as those that are specifically marketed as such.  

Despite that, I still think the Domane shines brightest on properly paved roads. In fact, it's still most at home on those high-paced endurance fondos that the Domane called home all those years ago. Nowadays it does that better, while also being able to do more. I wish I had it available during my 275km ride at the Chasing Cancellara sportive last year, it would have been excellent. 

I've touched on it above already, but the price of the Domane SLR 9 is prohibitively high. It's a genuinely excellent bike, but it's not £4,900 better than the equivalent-spec Giant Defy that I spent a few weeks riding beforehand. Nor is it £8,800 better than the Force-equipped Fara All Road.

Of course, if you have this sort of cash and you want to spend it here, then the bike you receive will be great; just read below, and you'll see I've given it a 10/10 on performance. However, this money brings you squarely into the realm of fully custom-made bikes, in steel, titanium and even carbon. The Argonaut GR3 , for example, is a carbon fibre gravel bike custom laid to your preferences. Even if there is no obvious performance benefit, having something made specifically for you is innately more special. 

In my eyes, the purpose of an 'all-road' bike is as a compromise; you want a bike that can head off-road, but you don't want to lose out on your road performance, you perhaps can't afford to buy both a road bike and a gravel bike. As a result, something that straddles the lines without being sluggish on the road is a good choice. The Domane sits in that bracket, and it's a good bike. 

However, this price doesn't scream compromise, so unless your reason for buying is because you specifically want to stitch together road and off-road terrain into one ride, rather than having a bike that can do both separately, I'd suggest buying two - perhaps even three - bikes that broaden the spectrum of the terrain you can cover and how well you can cover it. For example, you could buy that Giant Defy and have enough spare change to buy a Rival-equipped Trek Checkpoint for your adventure days. 

If covering all terrain in one ride is your goal, you want the absolute best spec that money can buy, you want to buy off the shelf rather than custom, and you can afford to drop £13,400 / $13,199 / €14,499 on getting it, then you won't be unhappy with the Domane SLR 9. However, I would still suggest buying the Dura-Ace Di2 version, which is a little cheaper, and you won't have to buy an entirely new power meter when your chainrings wear out. 

All in all, the mixed geometry and wider-than-road tyre clearance mean the 2023 Trek Domane stands almost alone in its category. Based on how it rides, I'd be surprised if more don't try to join it. 

Naturally, if you want an out-and-out race bike, this isn't it. If you want a gravel race bike at this price point, then the S-Works Crux is my suggestion. If you want a super-capable gravel bike, this isn't it either. However, if you want an endurance road bike, the 2023 Domane is better than ever at this very task, with the newfound ability to go off-road without flapping, and handle mudguards in winter (which is where the Specialized Roubaix falls short). 

There's no getting around the fact that the Domane SLR 9 is an expensive bike, and that will reflect heavily in the score of this review. As I said earlier, the price is impossible to ignore. However, Trek has done a very good thing in ensuring that the positives of this particular bike are applicable throughout the range. The key features (semi-integrated cockpit, aero considerations, down tube storage, Isospeed functionality, etc) are available at all of the cheaper price points. Given that third-tier groupsets are excellent nowadays, Bontrager's wheels rarely throw up issues and are backed with extensive warranties, and the SL frameset is only 204g heavier than the SLR, I think that's where I'd spend my money. 

Testing scorecard and notes

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Josh is Associate Editor of Cyclingnews – leading our content on the best bikes, kit and the latest breaking tech stories from the pro peloton.

Josh has been with us since the summer of 2019 and throughout that time he's covered everything from buyer's guides and deals to the latest tech news and reviews. On the bike, Josh has been riding and racing for over 15 years.

He started out racing cross country in his teens back when 26-inch wheels and triple chainsets were still mainstream, but he found favour in road racing in his early 20s, racing at a local and national level for Somerset-based Team Tor 2000. 

These days he rides indoors for convenience and fitness, and outdoors for fun on road, gravel, 'cross and cross-country bikes, the latter usually with his two dogs in tow.

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• Rider Notes

2022 Trek Domane SLR 9

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

Manufacturer Price

For This Bike

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Based on frame geometry and build specs.

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.

Domane SLR 9

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• 6'0", size 56cm, Just right

Now on its fourth iteration, the Trek Domane AL is packed with updates, a lighter frame, and room for larger tires.

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Feb 2023 · James Huang

Trek’s latest iteration of its Domane all-roader packs more performance than ever, but there are also some big missteps that give me pause.

Superb rear-end ride quality, stiff and efficient-feeling under power, excellent handling, sleek aesthetics, competitively weight.

Ride quality still a little imbalanced, creaky IsoSpeed/seatpost area, exposed headset bearing, internal housing rub, disappointing tires.

Jan 2023 · Josh Croxton

Fewer Isospeeds means it's a little less comfortable, but the new Domane SLR 9 is fast, fun, and ready for an adventure

Easy to use storage compartment with neat & organising tool wrap

Simplified Isospeed vibration damping

38mm tyre clearance

Power meter included

Neat, low-maintenance integrated cockpit

Oh boy is it pricey

I would hope for top-spec tyres at this price

Sep 2022 · William Tracy

Trek has simplified its endurance frame and put it on a diet for a more enjoyable ride. 

Aug 2022 · By

The Trek Domane SLR 9 certainly wins the prize for the most striking paint job. Thanks to its bright Project One colour scheme, you can’t miss it. But can the bike also outshine the competition in terms of all-road performance with its IsoSpeed system and new Shimano DURA-ACE Di2 groupset? We compared it with six of this year’s best all-road bikes to find out.

Best performance in most scenarios

Lots of long-distance comfort

Very convenient thanks to storage compartment

Mounting points for mudguards

Limited seat post adjustability

Front cable routing takes a bit of getting used to

Apr 2022 · Ben Delaney

Major changes include elimination of the seat mast, front IsoSpeed and adjustment on rear IsoSpeed.

Jul 2020 · Terry McKall

Entry level road bike or weekday commuter? How about both

Last updated July 26 Not listed for 282 days

Gear-obsessed editors choose every product we review. We may earn commission if you buy from a link. How we test gear.

Trek’s Best Road Bike Ever Is the Third-Generation Domane SLR

Smooth, fast, and smart: The new Domane is everything a modern road bike should be.

The Takeaway: Higher performance, more features, more versatile: The third generation Domane is one of the best road bikes you can buy right now.

• Clearance for up to 38mm tires
• Internal storage system
• Improved aerodynamics save 12 watts
• 27 percent more compliant than the previous model

Price: $7,800 Weight: 18.9 lb. (54cm)

The third generation of Trek’s Domane is not just the best Domane, it is Trek’s best-ever road bike. And one of the best road bikes on the market right now.

Few bikes offer what the Domane SLR does: a bike that’s equal parts performance, comfort, practicality, and versatility. It’s more aerodynamic than the outgoing Domane (saving 12 watts at 4oKph) and takes at least a 38mm tire, and it has hidden fender mounts and sleek internal storage.

It has compliance-enhancing decouplers front and rear that work very well to improve both rider comfort and control, and that don’t detract from the bike’s pedaling efficiency or handling. The steering is light, and its handling precise, but with a mellower edge and more stability than a road-racing bike. That helps make it one of the best bikes on which to descend roads, as well as a capable all-road and light-gravel bike.

Style Road, All Road Material Carbon Tire clearance 38mm Drivetrain Shimano Ultegra Di2 Chainrings 34/50 Cassette 11-32 Brakes Shimano Ultegra Hydraulic Disc Wheels Bontrager Aeolus Pro 3v, tubeless ready, 25mm internal width Tires Bontrager 32 Hard-Case Lite, 32mm Handlebar Bontrager Pro IsoCore VR-CF Stem Bontrager Pro Saddle Bontrager Arvada

It is what a modern road bike should be: fast, crisp, useful, adaptable, and rider-friendly. The 32mm tires come stock on all but one model, a decision I couldn’t applaud more. Fat tires rule because they’re less prone to flats, can go more places, and don’t require you to dodge every groove and hole in the road. Not only do they ride smoother, Trek says its testing indicates they’re faster at speeds under 20mph (over 20 and the aero penalty takes over).

It is a touch heavy—it gains about 100 grams compared to the outgoing version—though it doesn’t ride that way. And it’s such a good and well-done bike, the extra weight seems worth it.

Trek Domane SLR 7

But if you’re a gram counter, know that the long-term review bike—a $7,800 Domane SLR 7 with Ultegra Di2 Carbon wheels and carbon handlebar—weighed just a touch under 19 pounds. That means the lower-end bikes will weigh even more. This new third-generation bike comes in 10 models priced from $2,300 to over $11k, plus the option to customize build and finish in Trek’s Project One program.

This is the bike most of us should ride. It’s entertainingly sharp and sporty, smooth, smart, and versatile enough for most forms of road riding—paved or gravel. And that’s why it’s one of the best bikes you can buy right now and why we chose it as the best bike of 2020.

Custom Options

There are 10 stock Domane models, but you can also customize in Trek’s Project One.

Big Clearance

The Domane officially fits 38mm tires. Unofficially, you can squeeze in 40s.

Now With Threads

The Domane uses a threaded T47 bottom bracket.

Flexy Tongue

The compliance of the rear IsoSpeed system is adjustable.

Burrito Carrier

Fit a repair kit and more inside the Domane’s down tube.

The 2020 Domane is the third generation of Trek’s venerable endurance—and race—frame. Jordan Roessingh, Trek’s global director or road product calls it “Our most versatile performance road bike ever,” which is the kind of thing you’d expect a person in his position to say. But it’s hard to argue with him when you look over the Domane’s details.

This system is up to 27 percent more compliant than the one found on the second-generation Domane, with a rubber elastomer providing damping to tame unwanted bounce. Compliance is pegged to frame size—larger bikes get stiffer IsoSpeed tongues, smaller bikes have softer tongues. Lower-grade Domane SL models continue to use the seat-tube adjustable IsoSpeed system from generation-two Domane models. This system does not have the size-specific tune or the damper.

The new Domane still uses Trek’s modified seatmast system—though the cap now fits inside the seat tube instead of over—with an internal binder for a sleeker look. The mast top comes in several lengths and two offsets.

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Most gen-three Domane models ship with 32mm tires. Bigger tires are more comfortable and offer better grip. And for most recreational riders, Roessingh says the 32mm tires are faster. According to Trek’s testing, says Roessingh, at speeds under 20mph, a 32mm is faster because it has less rolling resistance than a narrower tire. However, when speeds creep over 20mph, the aerodynamic hit of the bigger tire becomes a factor and begins to swamp the rolling resistance advantage of a wider tire.

The Domane can fit up to a 38mm tire with 4mm of clearance on all sides. That means you can shoehorn in a bigger tire—perhaps up to 40mm—though with less debris clearance. Like earlier versions, the new Domane has hidden fender mounts; with fenders, up to 35mm tires may be fitted.

Trek’s engineering elves managed to add a bit of free speed to the Domane by adding some aerodynamic features. Compared to the previous-generation frame, and with the same build, the new Domane saves about 12 watts at 40Kph (good for about one minute of time savings per hour). The aero gains are due to refined tube shapes, as well as new hose and housing routing.

The hose and housing routing is smart. The Domane’s front IsoSpeed system prevents Trek from stuffing hoses and housing along the fork steerer, a solution many other bikes employ. On the Domane, they enter the frame behind the headset, directed there by a simple hoop that clips into the faceplate of the bike’s Bontrager stem. The Domane is compatible with any bar and any stem, though only Bontrager stems work with the hose and housing hoop.

The Domane is the first bike to launch with Trek’s new internal storage system. It’s the same concept as Specialized’s SWAT box : Remove the panel under the bottle cage to access the inside of the down tube. Included with the bike is a cloth-covered organizer roll with spots for a tube, tire lever, Co2 cartridge, and inflator head. You can fit the organizer roll and a bit more—a few bars or gels, for example—though the amount of space varies with frame size. You can expect to see this system on more Trek models in the future.

Another new feature is a modified T47 bottom bracket system. Trek narrowed the width of the Domane’s BB shell by one millimeter (compared to the T47’s written standard) then added thicker flanges (a half millimeter on either side) to the BB itself. This gives the T47’s installation tool more material to bite on. Frankly, it’s a good modification: The standard T47 BB’s have very thin flanges and it’s easy to slip a tool when trying to install or remove one of the bottom brackets. Trek’s modification does not affect the system’s compatibility with cranks or bottom brackets.

Though an all-new frame in most ways, mainline Domane models carry forward the same endurance geometry. Through Trek’s Project One customization program, you can order a lower stack and longer-reach geometry that Trek calls H1.5.

The Domane Family

The new Domane line consists of 10 stock models priced from $2,400 to $11,299. All models have carbon frames and use disc brakes. If the stock builds don’t suit your needs, the new Domane is also in Trek’s Project One customizable-build-and-paint program. You can also purchase Domane frameset for $3,300.

There are two frame levels: SL with Trek’s 500-series carbon and SLR with 700-series carbon. SLR models get all the new features and are lighter. Lower-grade Domane SL models continue to use the seat-tube-adjustable IsoSpeed system from second-generation Domane models: This system does not have the size-specific tune or the damper.

Only SLR models get Bontrager’s IsoCore carbon bar which features a layer of vibration-damping material in the carbon. However, all models get IsoZone gel pads under the bar tape.

Following a growing trend, Trek did away with women’s-specific geometry and model designations in the new Domane line. Instead, the company added more sizes, more builds, and more color options to its mainline Domane models. So while Trek’s Domane WSD models go away, representatives argue that all riders get more options than before.

Some of the build adjustments from its women’s-specific models—shorter-reach and narrower bars, shorter stems, and shorter-reach brake levers—were incorporated into smaller sizes. The only thing not found in this new scheme are models that come stock with a women’s saddle. Buyers will need to work with their Trek retailer to get a saddle that suits their anatomy. I hope Trek retailers will swap for an equal-level Bontrager saddle at no charge.

Ride Impressions

I attended the Domane launch in Italy, where I had the opportunity to ride only a customized version of the Domane. Though it is possible to build the bike I rode through Project One (the price of the bike I rode would be approximately $11,600), it was not a mainline model with a stock build.

The day after Trek launched the new Domane, I received a Domane SLR 7 ($7,800 with black/silver finish) for long-term review. This model has Shimano Ultegra Di2 drivetrain (34/50 rings with 11-34 cassette) and brakes, Bontrager’s Aeolus Pro 3V tubeless-ready wheels, 32mm Bontrager R3 Hard-Case Lite tires, and a Bontrager IsoCore carbon bar.

On my scale, the Domane SLR 7 weighed 18.9 pounds (54cm). That’s not light for a nearly $8,000 carbon road bike in 2019. For comparison, my Cannondale SuperSix Evo Hi-Mod Disc Ultegra Di2 ($7,750) review bike weighs 17.1 pounds (54cm) with similar build, and a power meter. The Domane SLR 9 with the 28mm tires, higher-end wheels, and top-of-the-line drivetrain will be lighter than my review bike. But almost all other 2020 Domane models will likely weigh about 19 pounds or more.

The Domane has a lot of stuff going on; it’s the most feature-rich performance road bike you can buy right now. But adding stuff adds weight. Adding performance—aerodynamics, and compliance—can add weight. “The new [Domane] SLR and SL frames both gained about 100g when all the frame and hardware (IsoSpeed included) are rolled up,” said Roessingh.

But given how obsessive cyclists are about weight—despite constant reminders that weight isn’t a major influence on performance in most situations—if a brand is going to add weight, it better damn well pay off.

Based on my impressions of the Domane so far—ride and otherwise—it does. The weight is not a concern. Most important, it doesn’t ride heavy. The bike is quick and fast feeling; extremely stiff at the bottom bracket, with light and precise steering. On the steepest grades, yeah… it’s not as crisp and ethereal as a 13-pound climbing bike , but then it doesn’t feel like a 19-pound bike either. Before I knew its weight, I had it in my head that it weighed around 17.5 pounds—a typical weight for a bike with an Ultegra Di2 disc group.

But more significantly, the amount of time I spend on the type of grades where its weight might be noticeable or impactful is tiny. I suspect it’s the same for most riders who aren’t in the pro peloton.

And what you get for a bit of extra weight is Trek’s best road bike, and one of the best road, and more, bikes you can buy.

This is a stiff, quick, and high-performance bike. The steering is light and communicative, though not as fast as the typical road-racing bike. But the Domane also has a lot of BB drop (about 78mm, almost a centimeter more than a typical road bike), a bit longer chainstays (420mm), and a slightly stretched wheelbase. All of that gives it supreme stability.

On top of the geometry are the IsoSpeed decouplers, which not only add comfort to the rider but also help the rider stay centered on the bike and not bounced off line by bumps. And then there are the floaty and sticky 32mm tires. Friends, the Domane has been a great bike to descend with, but this new model puts it on a whole new plain. It descends like an anvil dropped from the ISS.

As much as I love to go downhill, I’m only a good, not great, descender on the road. But I’ve never felt more confident on the descents or had as much fun descending as I have on the Domane. Its limits are very high, but it’s also very communicative and very confidence-inspiring.

So, it rides great. But it’s also extremely smart and versatile.

I loved the SWAT box when Specialized launched it, and I love it here. It’s more, and more elegant, storage for your tools and spares and food. However, I have some worries about the integrity of the door. With a full bottle in the cage, there’s a concerning amount of flex and wobble in the door (Specialized’s doors are rock solid). I wonder how this will play out with tolerance drifts, and over the long haul. How will it hold up after a year of pounding? Time will tell, I suppose. And as much as it wobbled and flexed, it held firm and makes no noise. Trek’s representatives say they’ve tested the snot out of the system and its passed with flying colors. I hope it proves so reliable in the real world.

I also love the tire clearance. Swap the tires, and this is a good all-road or even gravel bike. Frankly, I think a lot of gravel bikes are over heavy and over slow. But a good set of mid-width gravel tires on this Domane and it’s a cracking machine for all but the most gnarly gravel roads. Put lighter skinnier tires on it, and it’s going to be a fast road bike (watch those pedals in the corners—the BB is LOW with smaller tires). I love that blend of road-race performance with all-road versatility.

I also love that the new Domane has aero touches (because improved aerodynamics are one of the few things that legitimately make you faster), that it doesn’t use a stupid or annoying proprietary bar and stem system, has fender mounts, and that Trek was able to give this bike so many features, and they made it look good.

Yes, it is a bit less sharp than a pure road-racing bike, and it might be a bit heavy, but then so am I. The Domane is a blend of versatility, practicality, and performance that no other bike currently offers. It’s the kind of bike we could all use in our life.

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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Trek Domane SLR 9.9 Project One first ride review

Eye-burstingly expensive but bum-coddlingly comfortable

Rob Spedding

Incredible levels of comfort, potential gravel-dabbling versatility and the adjustable IsoSpeed system is genuinely useful

Very expensive, even for base-level models

The third generation of the Trek Domane carries the revised rear IsoSpeed layout first seen on the new Madone , has massively increased tyre clearances, features neat integrated storage, and has a host of aero-improvements that make it a true — and truly comfortable — super bike.

• The 2020 Trek Domane gets more aero, more adjustable and goes disc-only
• Trek’s cheapest ever Madone is here
• Best road bikes 2019: how to choose the right one for you

2020 Trek Domane SLR9.9 Project One key specs

• Updated frameset with top-tube mounted IsoSpeed system
• Semi-internal cable routing
• SRAM Red eTap AXS groupset
• Bontrager Aeolus XXX 4 wheelset
• Bontrager R3 28mm tyres
• Project One bikes start at £9,650 / €10,500

More comfortable, more aero, more faster-er

The headline figures for the new Trek Domane SLR are impressive — Trek claims the bike is up to 27 per cent more compliant than the previous flagship Domane, “one minute per hour faster” than the last model and the top-end Project One version we were given to test around the roads of Padova, Italy, has a £9,650 / €10,500 ($ N/A) price tag.

I’m not expecting you to feel sorry for me but that last figure is actually one of the problems with bike launches — we get to ride the toppest of top-spec machines and, with few exceptions, they’re always impressive. And Trek will be pleased to hear that their flagship Domane Mk. III is impressive.

I’m going to start with the faster claim. While not an overtly aero bike in the same vein as the Madone, Trek has generally cleaned up the Domane to make it more slippery.

There’s nothing instantly obvious — no Kammtail seat tube, air-slicing fork designs or minuscule clearances between tyre and frame. Cables, however, are now almost entirely internal which will go some way to reducing drag.

Almost entirely internal? Trek has opted to only internalise the cables from the top tube back, which is something that I’m happy to support. Should you want to swap your bars or, you know, travel with your bike, there’s no battling with a complicated, proprietary internally-cabled stem and bar system.

Is this setup faster than the last Domane? Well, the external ‘cabling’ on this rider surely negated any aero gains from the bike but, I was lucky enough to ride last year’s Madone SLR at its launch and that, genuinely, felt like a rocket ship. Even when I was feeling rinsed, I’d look down at my Wahoo and be amazed at the speeds I was sustaining.

The Domane didn’t quite perform such miracles and doesn’t have the same accelerative oomph as the Madone but, honestly, it feels fast enough, not least for an endurance bike.

Our test model was rolling on Bontrager’s excellent Aeolus XXX 4 47mm-deep aero wheels — these are stiff, stable and quick and complement the frame well.

We’re used to bike brands telling us how their latest and greatest bikes are lighter than ever before but the new Domane has put on around 200g over the previous iteration, but then the same — at the very least — can probably be said for me compared to when I rode that Madone.

I can’t say that the Domane felt like a slouch on the climbs — I did and our Italian ride guide Allesandro will vouch for that — but it isn’t necessarily designed to be a KOM-killer in the same vein as the Emonda . You’ll have to wait for the climbing verdict of someone far skinnier for a definitive view of the Domane’s ascending attributes.

Tyre-wise, you can fit rubber up to 38mm-wide on the new Domane with 4mm of clearance on either side, and all bikes below the 9.9 we were riding will ship with new 32mm tyres.

It’s de-rigueur to point a comfort bike at potholes and the Domane, with its front and rear IsoSpeed, does a truly excellent job at soaking up all but the biggest hits

These, claim Trek, roll faster than narrower tyres in almost all conditions and help contribute to the Domane being their most versatile road bike ever. Could the Domane be a road and gravel machine rolled into one? Certainly, the journalists who took the Domane on a hard, fast and technical gravel ride seemed impressed.

For the road ride, we were running standard 28mm rubber and this was in no way detrimental to the Domane’s main selling point — its comfort.

• Best road bike tyres in 2019: everything you need to know

Okay, the Italian roads we were riding were, on the whole, pretty good but there were still opportunities to test the bike’s compliance. It’s de-rigueur to point a comfort bike at potholes and the Domane, with its front and rear IsoSpeed, does a truly excellent job at soaking up all but the biggest hits.

The star of the Domane’s cushioning show is the adjustable toptube IsoSpeed damper... you can tune your Domane from racy stiff to smooth operator in just a couple of minutes

When we did encounter a rutted, broken asphalt descent the Domane handled it with aplomb — the compliance encourages you to descend faster and brake later than you might on a more rigid machine.

The star of the Domane’s cushioning show is the adjustable toptube IsoSpeed damper, which debuted on the Madone in 2018. Undo a couple of allen bolts below the top tube and a slider is revealed — move it forwards and you add more flex, backwards and the bike stiffens up.

As with the Madone, this really does work and there’s a tangible difference, meaning you can tune your Domane from racy stiff to smooth operator in just a couple of minutes. It’s worth mentioning that the top tube-mounted IsoSpeed system is only available on SLR models, although the SL’s will inherit the tuneable seatpost IsoSpeed currently found on the outgoing range toppers.

The front end IsoSpeed isn’t tuneable but does a good job of isolating shocks through the bars and the bars themselves are carbon IsoCore models. These have a layer of elastomer within the carbon which Trek says adds another 20 per cent of cushioning to the front end.

Elsewhere, our test build was decked out with SRAM’s Red eTap AXS 12-speed groupset . We love it, simple as that and, of course, the fancy Project One pearlescent paint is always a hit with any MAMIL who once lusted after a TVR Chimera .

2020 Trek Domane Mk. III early impressions

Obviously, we want to spend a lot more time on the new Domane and will be getting our hands on one back in the UK soon but first impressions are good.

It’s an excellent bike that does a very good job of catering for both fans of speed and connoisseurs of comfort. Of course, we’re also keen to test the more affordable — though the base Tiagra-equipped model comes in at a pricey $2,499 / €2,299 / £2,100 — 2020 Domane SL models as these are likely going to be more relevant to more riders. Watch this space.

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The Trek Domane SLR 9 all-road bike in review

The Trek Domane SLR 9 certainly wins the prize for the most striking paint job. Thanks to its bright Project One colour scheme, you can’t miss it. But, can the bike also outshine the competition in terms of all-road performance with its IsoSpeed system and new Shimano DURA-ACE Di2 groupset?

For an overview of the test fleet head to the group test: The best all-road bike 2022 – 7 models on test

The Project One paint job of the Trek Domane SLR 9 screams for attention, which they’re calling Radioactive Coral to Yellow Fade. But once it’s got your attention, it’s time to back up the loud colours with an equally striking performance. To do so, the bike takes out all the stops. With the IsoSpeed system, it’s the only bike on test that relies on an active suspension at the front and rear. It’s even adjustable at the rear, allowing you to adapt the damping to the rider’s weight. Moreover, the Trek Domane SLR 9 is the only bike on test to feature Shimano’s new DURA-ACE Di2 groupset, though it’s also the most expensive bike on test by far, priced at a whopping € 12,099.

The combination of a 50/34 t crankset and a 11–34 t cassette gives plenty of reserves for steep climbs, but you might run out gears on those full speed straights and descents. Like most of the bikes on test, Trek rely on a two-piece cockpit, pairing a 100 mm Bontrager RSL Carbon stem with a Bontrager Pro IsoCore VR-SF handlebar measuring 440 mm in width. We’ve got nothing to complain about regarding the cockpit’s ergonomics and control, and the level of integration is far better than on the likes of the Specialized and Parapera, though the cable routing could be neater still. Despite the fact that the cable routing has to find a way around the IsoSpeed system in the head tube, we expect more from a bike at this price point.

Trek Domane SLR 9 2022

Specifications.

Seatpost Bontrager Integrated D-Shape Brakes Shimano DURA-ACE 160/160 mm Drivetrain Shimano DURA-ACE Di2 Chainring 50/34 Stem Bontrager RSL Carbon 100 mm Handlebar Bontrager Pro IsoCoreVR-SF 440 mm Wheelset Bontrager Aeolus RSL 37 Tires Bontrager R3 Hard-Case Lite TLR Cranks Shimano DURA-ACE Di2 175 mm Cassette Shimano DURA-ACE R9200 11–34T

Technical Data

Size 47 50 52 54 56 58 60 62 Weight 7.87 kg

Specific Features

very generous tire clearance active damping thanks to IsoSpeed storage space in the down tube compatible with mudguards

Asphalt, gravel, potholes – doesn’t matter! The Trek Domane SLR 9 will blast over it all thanks to the IsoSpeed system.

For the wheels, Trek rely on their in-house Bontrager RSL 37 models, featuring a rim depth of 37 mm and an internal width of 21 mm. These are fitted with Bontrager R3 Hard-Case Lite tires measuring 700 x 32C, inflating to 33 mm in this combination. The rims offer just enough support for the tires, and they’re set up without tubes. With a maximum tire clearance of 38 mm, the most generous on test, there’s plenty of room left if you fancy meatier tires. In size 58, our test bike tips the scales at 7.87 kg.

Riding the Trek Domane SLR 9

The Trek Domane SLR 9 is on par with the Cervélo Caledonia-5 ULTEGRA Di2 in terms of speed. The acceleration feels direct and willing, though it can’t quite keep up with the class-leading Specialized and Parapera in this regard. However, that isn’t to say it’s slow by any means, offering an outstanding level of efficiency in the mid and top speed range. Thanks to the bike’s aerodynamic optimisation and first-rate compliance, it feels unstoppable once it’s got going. The excellent compliance also proves that Trek’s suspension concept works: the adjustable IsoSpeed system at the rear allows riders to dial in the damping so that they’ve got the perfect balance, regardless of their size and weight. The vibration damping on the Domane is almost on par with the Specialized Aethos Expert or the BMC Roadmachine X ONE, and its bump absorption starts to outperform them as the impacts get bigger. As such, it’s a lot more versatile with regard to the kind of terrain you can ride on, whereas the BMC is limited to gravel and the Specialized is happier on asphalt.

In terms of handling, the Trek Domane SLR 9 only has one minor weakness, which is that it feels slightly nervous at very slow speeds. This is something it has in common with thoroughbred race bikes, so it’s not surprising that it also feels increasingly stable as you pick up speed. In that case, the handling feels balanced, combining the same kind of composure as the most stable bikes on test with a level of agility that ambitious riders will approve of. The best description we can think of for the handling is: serious instead of playful. As such, it’s the kind of bike that will instil you with confidence regardless of your skill level and experience, though the cornering precision suffers slightly due to the wide tires. While we generally don’t have anything to complain about regarding rider confidence, we encountered a bit of paradox on the Trek Domane SLR 9. The new Shimano DURA-ACE stoppers are so good that they might overwhelm less experienced riders in some situations. Their braking power is immense even if you pull the lever only slightly, engaging so suddenly that they might catch you by surprise. This is something that you should keep in mind, especially when riding on slippery or loose surfaces. That said, experienced riders will love these brakes on fast, technical descents.

Tuning tip: if you don’t like attracting attention, paint it black! For everyone else: go ahead and enjoy riding the best all-road bike of the year

No other bike on test is able to combine so much everyday usability with such long-distance comfort and race performance on such a wide variety of terrain as the Trek Domane SLR 9. You can just as easily take it for a leisurely Sunday ride as you could to race and win at Paris-Roubaix. After being crowned the winner of the unofficial prize for most striking paint job, the Trek Domane SLR 9 proved to be the most versatile bike on test and thereby claims the top spot as the best all-road bike of 2022. And that’s not just because it doesn’t have many flaws, but above all because it’s got so many strengths. Congratulations on the win, Trek Domane SLR 9!

Riding Characteristics

• comfortable

Value for money

Trek Domane SLR 9

Size: 47 50 52 54 56 58 60 62 Weight: 7.87 kg Price: € 12,099

Indended Use

Our conclusion on the trek domane slr 9.

The Trek Domane SLR 9 delivers in terms of handling, comfort, and speed, making it fast and fun to ride on almost any kind of tour and a wide variety of terrain. As such, it’s the deserved Best in Test and the right bike not just for those who want to cruise along at a relaxed pace but also those who have a competitive streak and a yearning to race. If all you’re interested in is the climbs and you tend to circumnavigate poorly maintained roads, you’ll find better climbers in the test field.

• best performance in most scenarios
• lots of long-distance comfort
• very convenient thanks to storage compartment
• mounting points for mudguards

• limited seat post adjustability
• front cable routing takes a bit of getting used to

You can find out more about at trekbikes.com

The testfield

All bikes on review: BMC Roadmachine X ONE (Click for review) | Cervelo Caledonia-5 Ultegra Di2 (Click for review) | Parapera Atmos MASTERPIECE (Click for review) | ROSE REVEAL SIX DISC Red eTap AXS (Click for review) | Sarto Seta Disc (Click for review) | Specialized Aethos Expert (Click for review) | Trek Domane SLR 9

No, it’s not about perfect race tracks, it’s about efficiency. Fast, fleet-footed and efficient – those who want to speed along high-speed passages need a defined and spritely bike that accelerates with ease and efficiency. Nevertheless, reliable components are important too. We interpret “Smooth tarmac” bikes as follows: Hard efforts at high speeds with a maximum efficient bike on a consistently well-paved road. Effort-joy ratio: 80:30 (not everything has to be 100%!) ↩

… also known as bike riding. Broken-up roads in the hinterland, deadlocked gravel roads, loose surfaces – sometimes muddy, sometimes bone-dry. For this, it takes bikes with super all-round, handling and wearing qualities uphill and downhill. Effort-joy ratio: 50:50 ↩

If you want to use your bike almost every day, you usually do not need an extremely tuned racing machine. Solid components, which are able to cope with the rigours of continuous usage in any kind of weather, are part of the basic equipment. At the same time, the bike should have practicable details: integrated fenders/assembly options, luggage racks/attachment points and a light system or at least the option of installing bike lights. The position on the bike should be rather relaxed, the overall comfort high, so that the Afterwork Ride becomes a cure and not a curse. Effort-joy ratio: 30:70 ↩

You can find more info about our rating system in this article: Click here! ↩

Did you enjoy this article? If so, we would be stoked if you decide to support us with a monthly contribution. By becoming a supporter of GRAN FONDO, you will help secure a sustainable future for high-quality cycling journalism. Click here to learn more .

Words: Photos: Benjamin Topf

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2017 Trek Domane SLR: full tech details and first impressions

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Trek didn’t just launch a new bike when it debuted the Domane endurance platform in 2012; it introduced a groundbreaking way to increase rider comfort with its innovative IsoSpeed ‘decoupler’ — a mechanical pivot at the seat cluster that allows the entire seatmast and seatpost to flex much more under load than a more traditionally built frame. IsoSpeed is once again what defines the Domane but a second-generation, adjustable version has now been incorporated into the brand-new Domane SLR family along with a front version to match, creating what is quite possibly the smoothest-riding road bike on the market.

Dual IsoSpeed is twice as nice with no added weight

The original IsoSpeed concept relied on the entire seat tube to flex under bump forces but this latest Domane SLR borrows the current Madone’s twin seat tube design to separate structural and ride comfort roles. The new Domane SLR still incorporates a ‘decoupler’ at the seat cluster but whereas the original Domane’s seat tube and integrated seatmast were one continuous section, those parts are split apart on the Domane SLR and sandwiched next to each other with the smaller half behaving like a flattened leaf spring. The main seat tube is now rigidly attached to the top tube and down tube as on a conventional carbon fibre frame while the thinner, secondary seat tube is moulded as one piece with the no-cut integrated seatmast and anchored down near the bottom bracket. It’s this smaller, secondary frame section that passes through the IsoSpeed decoupler.

Quite ingeniously, you can now even tune the stiffness of that spring by sliding the spacer that separates the two seat tubes up and down. Moving it toward the bottom bracket yields the longest spring and softest spring rate; moving it up makes it progressively shorter and stiffer. According to Trek, the most comfortable setting is now 14% softer than before but the least is 25% more firm. Changing the ride quality requires just a few seconds with a 4mm hex wrench and your fingers.

While the original Domane was an impressive achievement, one of the most pointed criticisms was its somewhat disjointed ride quality: the rear end was super cushy but the front end was comparatively harsh. Rather remarkably, Trek has managed to replicate the IsoSpeed mechanism up front with a pivoting subassembly housed inside the top of the head tube that lets the steerer tube bend more on bumpy terrain. The result is a much more balanced ride on the Domane SLR.

https://youtu.be/zgADNPKolyE

“[The development of Front IsoSpeed] started very early on, even before we launched the last bike,” Trek road product manager Ben Coates told CyclingTips. “We consistently felt and heard that the rear end was so good that it made the front end feel noticeably different. But in that compliment was an opportunity that we couldn’t get out of our minds.  As we were racking our brains how to balance out the ride, some product manager just kept saying, ‘I don’t understand why you can’t just take that from the back and put it in the front.’ After a few months, a couple of our engineers got together and had an a-ha moment.”

Although the Front IsoSpeed concept sounds radical, keep in mind this isn’t the first time Trek has dabbled with tuned-in steerer tube flex. Previous-generation Madones and Domanes already use steerer tubes that are flattened on their front and rear sides to help them bend a bit under load but Trek says the new Front IsoSpeed mechanism adds another 5-10% more vertical movement at the bars (depending on stem length and rider hand position) than the current Domane. The thought of a steerer tube repeatedly bending over time may give some riders pause — let alone a system that actually encourages the movement. But if you think about it, the Front IsoSpeed mechanism may let the steerer bend more than before but it’s a larger-radius bend with less concentrated stress. In other words, the addition of IsoSpeed should actually improve the fatigue life of the fork, not shorten it.

“All of our forks, including the new Domane fork, go through the same extensive testing — testing that goes above and beyond industry and governmental standards,” Coates said. “Your suspicions are correct, though. Because we are able to reduce point load at the upper headset bearing, we do actually have a better structural design for the bearing/steerer tube interface. This allows us to reduce weight.”

Speaking of weight, all of that additional aluminium and steel hardware is obviously heavier than an equivalent all-carbon head tube but Trek claims that design efficiencies in other locations on the Domane SLR more than cancels that out. In fact, claimed frame weight is an impressive 950g for an unpainted 56cm sample – 100g lighter than the original Domane – plus 330g for the matching fork. Coates says paint will add 5-200g depending on the finish, and both the disc and rim brake versions are virtually identical on the scale.

Further balancing out the ride is the new IsoCore handlebar, which utilises a layer of rubber inside the carbon fibre lay-up. Trek claims the additional rubber layer produces 20% more movement at the hoods under load than a conventional all-carbon bar — or 24% more than an aluminium one — while still weighing posting a reasonable weight of 236-267g, depending on size.

Tire clearance gets a big boost, too. Whereas the previous Domane was only approved for 25mm-wide tyres across the board, rim brake-equipped Domane SLR models will now officially swallow 28mm ones while the Domane SLR Disc gains another 4mm of room on top of that. Bear in mind that those limits are based on government-mandated regulatory clearances and riders who are willing to take a bit more risk (and don’t plan on trudging through the mud) will likely find space for even higher-volume rubber. For example, some cyclocross knobbies will physically pass through the fork blades and stays but without any wiggle room for debris or a wheel that falls out of true so it’s not something I recommend trying.

Other new features on the Domane SLR include a removable ‘Control Center’ access panel in the down tube to house the battery on Shimano Di2-equipped models, flat-mount calliper interfaces on disc brake-equipped versions, and direct-mount callipers on bikes with rim brakes. Disc-equipped bikes also move to 12mm-diameter thru-axles front and rear while bikes with rim brakes stick with quick-release open dropouts.

Key traits from the original Domane carry over unchanged, including the relatively upright rider positioning, ultra-stable handling, hidden fender mounts, integrated chain catcher, 1 1/8-to-1 1/2in tapered steerer tube, and BB90 bottom bracket shell with direct press-fit bearings.

Trek will offer the new Domane SLR in five complete bikes to start — two with disc brakes and three with rim brakes — plus one rim and one disc frameset, all with the standard Endurance geometry and a generous size range from 44-62cm. There will also be a team-replica Domane SLR Race Shop Limited edition with a more aggressive ‘Pro Endurance’ geometry that features a longer reach, shorter stack, and quicker handling, plus a more upscale 700-Series OCLV carbon fibre will also be available. Those will only be offered in 54-62cm sizes, however, since the Trek Segafredo team doesn’t have anyone of smaller statures on its classics squad. Both geometries will be offered through Trek’s Project One custom program (albeit only with rim brakes to start).

Prices and key component specs are as follows:

Domane SLR 9 eTap (US$11,000 / AU$12,999 / £7,600)

• OCLV 600-Series frame and fork
• SRAM Red eTap groupset
• Bontrager Aeolus 3 D3 TLR wheelset

Domane SLR 7 Disc (US$6,500 / AU$n/a / £4,800)

• Shimano Ultegra Di2 drivetrain
• Shimano R785 levers and brakes
• Bontrager Affinity Comp wheelset

Domane SLR 7 (US$6,000 / AU$6,800 / £4,400)

• Shimano Ultegra Di2 groupset
• Bontrager direct-mount brakes
• Bontrager Paradigm Comp wheelset

Domane SLR 6 Disc (US$5,500 / AU$6,300 / £4,000)

• Shimano Ultegra 6800 drivetrain
• Shimano R685 levers and brakes

Domane SLR 6 (US$5,000 / AU$5,800 / £3,600)

• Shimano Ultegra 6800 groupset

Domane SLR Race Shop Limited frameset (US$TBC / AU$TBC / £TBC)

• OCLV 700-Series frame and fork

Domane SLR frameset (US$3,000 / AU$n/a / £2,400)

Domane SLR Disc frameset (US$3,000 / AU$n/a / £2,550)

First impressions: Riding the new Domane SLR 7 Disc

Trek may have only officially launched its new bike in Belgium today but I received an early-production Domane SLR 7 Disc — the top-end disc-equipped version — several days prior to test on home soil. I mean that in the literal sense, too, seeing as how my sample has thus far spent plenty of time on pavement but even more time on the endless expanse of unpaved roads surrounding my Boulder, Colorado home base in order to better gauge the bike’s ride quality.

To simply say that the new Domane SLR is ‘smooth’ would be to do a gross disservice both to what Trek has achieved here and to anyone searching for the holy grail of comfort. Whereas many endurance bikes aim to reduce vibration, the Domane SLR’s ace in the hole is bona fide movement at the contact points — and a lot of it. In fact, it’s the closest thing to a full-suspension road bike currently available. It’s not just smooth; in the most comfortable setting, the frame is freakishly, otherworldly, and almost alarmingly calm and composed in how it utterly levels the ground beneath you. If you think this assessment borders on sycophantic, then so be it; but do yourself the courtesy of riding one first.

Even better, the ride quality is far more balanced than the previous Domane could ever hope to be. Granted, the combination of the radical Front IsoSpeed and the surprisingly effective IsoCore handlebar still doesn’t equal the softness of the rear end but it’s a much better match than it used to be. Pavement cracks are seen but never felt and front-end impacts are met with little more than a dull thud through your hands; coarse road texture feels like polished granite. Since the Front IsoSpeed’s pivot axis is mechanically limited, there’s no out-of-plane vagueness when arcing through corners or when torquing the bars during climbs and sprints, either.

As before, there’s negligible bounciness from the pseudo-suspended rear end in most situations but it is possible to generate an odd oscillation at times – especially if you have a particularly ‘square’ pedal stroke or your position requires a lot of saddle setback. That said, I didn’t have any issues with it (nor did I with the previous version, either).

The adjustability of the rear IsoSpeed is tangibly effective. In its softest position, the Domane SLR decimates washboarded dirt country paths and poorly maintained pavement; in the firmest, it feels much like any other high-end carbon endurance frame. That said, anyone buying a Domane is almost certainly going to be drawn to the bike’s comfort so my suspicion is that most will gravitate toward the cushier end of the spectrum. For reference, Fabian Cancellara opted for the second-softest setting when he rode the new Domane SLR to victory at last month’s Strade Bianche and at this year’s Tour of Flanders.

Even better, the Domane SLR’s superb comfort doesn’t come at the expense of traditional performance metrics on smoother surfaces, either. As already mentioned, the frame is competitively light but since the bike’s ride quality is baked in with mechanical solutions, there’s no need to engineer much flex into the tubes themselves. As a result, the main frame and chainstays use enormous cross-section throughout and the chassis is amply stiff and efficient when sprinting or climbing out of the saddle.

That Trek has managed to build a phenomenally comfortable road bike isn’t in question but whether you actually like the feel may be. Whereas even the most heavily damped composite road frames still tend to transmit a fair bit of information on what’s happening at the tyre contact patches, the Domane SLR delivers a highly muted sensation throughout. I’ve little doubt that I was able to ride faster on rough sections of road than I would on a more unyielding frameset but the ride can be so thoroughly isolating at times that you could be forgiven for thinking there was something missing in the experience.

Geometry-wise, Trek has carried over intact the original Domane’s figures for this more upscale Domane SLR version and that may be a love-it-or-hate-it proposition as well. As compared to Trek’s more agile Madone and Emonda platforms, the Domane geometry is markedly longer, lower, and slacker with a bottom bracket that’s 10mm closer to the ground, a rear wheel more than a centimetre further behind you than typical race bikes, and a wheelbase that’s a whopping 3-4cm rangier from axle to axle. The front end is also 1-2 degrees slacker and rises up 4-5cm taller for a substantially more relaxed riding posture.

As a result, the Domane is ultra-stable but also slow to initiate turns, requiring a concerted lean to get the front end aimed at tight apexes. The unusual geometry also yields a feeling of sitting ‘in’ the bike rather than ‘on’ it — something not everyone will agree with. In fairness, the Domane isn’t about winning criteriums; it’s about gobbling up long stretches of road in comfort and the fact that it’s Trek’s best-selling road platform speaks volumes about how well that attitude appeals to the masses.

As for the component particulars of this Domane SLR 7 Disc edition, there’s not much to complain about. The stock 32mm-wide Bontrager tyres only further accentuate the smooth-riding chassis, and the wide-range 50/34T chainrings and 11-32T cassette on the Shimano Ultegra Di2 drivetrain play well with the bike’s versatility. Shimano sadly hasn’t squelched the incessant rattling and clunking in its hydraulic Dual Control levers, though, and while the Bontrager Affinity Comp aluminium clincher wheels are tubeless-compatible, the stock tyres are not.

Actual weight for my 52cm sample is 8.31kg (18.32lb) without pedals — quite a reasonable figure given the front and rear pseudo-suspension, disc brakes, and fat tyres.

Overall, it’s so far, so good but I’ll have a more in-depth review later after I’m able to log some more significant mileage.

Trek Domane SLR models and performance data

Disclosure: Trek is an advertiser with CyclingTips and we would like to thank them for providing this early demo for review.

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Trek Domane+ SLR 9 AXS Review

Are you in the market for a new bike that offers both power and comfort?

Look no further than the Trek Domane+ SLR 9 AXS.

This cutting-edge electric bike is packed with features that will enhance your cycling experience and take your rides to the next level.

As technology continues to advance, so does the world of cycling.

Electric bikes have become increasingly popular among riders of all levels, offering an extra boost of power and making longer rides more accessible.

The Trek Domane+ SLR 9 AXS is at the forefront of this trend, providing riders with a high-performance bike that combines the best of both worlds.

In this review, we will take an in-depth look at the Trek Domane+ SLR 9 AXS and explore its key features, performance, and overall value.

Whether you’re a seasoned cyclist or just getting started, this bike has something to offer everyone.

So, sit back, relax, and get ready to discover the incredible capabilities of the Trek Domane+ SLR 9 AXS.

– Lightweight and durable 800 Series OCLV Carbon frame and fork for optimal performance and comfort.

– Powerful and efficient 250W motor system seamlessly integrated into the frame for a natural riding experience.

– Removable battery with a range of up to 60 miles, allowing you to go the distance without worry.

– SRAM RED eTap AXS electronic drivetrain for precise and smooth shifting.

– Adjustable IsoSpeed decoupler technology in the front and rear for enhanced compliance and comfort on rough roads.

– SRAM Red eTap AXS hydraulic disc brakes for reliable stopping power in all weather conditions.

– Bontrager Aeolus RSL 37V carbon wheels for improved aerodynamics and speed.

One of the standout features of the Domane+ SLR 9 AXS is its electric assist system.

Powered by a reliable and efficient 250W TQ-HPR50 motor, this bike provides an extra boost of power when you need it most.

Whether you’re climbing a steep hill or trying to keep up with a faster group, the electric assist will give you the extra push to conquer any challenge.

The bike also features a high-capacity 360Wh battery, which provides ample power for long rides.

With a range of up to 60 miles on a single charge, you can explore new routes and take on longer rides with confidence.

The battery is easily removable, allowing for convenient charging and storage.

In terms of performance, the Domane+ SLR 9 AXS is equipped with top-of-the-line components.

It features a carbon frame and fork, which provides a lightweight and responsive ride.

The SRAM RED eTap AXS electronic drivetrain ensures smooth and precise shifting, while the hydraulic disc brakes offer excellent stopping power in all conditions.

The bike also comes with a wide range of gears, thanks to its 12-speed 10-44t cassette.

This allows you to easily find the perfect gear for any terrain, whether you’re climbing steep hills or cruising on flat roads.

Comfort is another key aspect of the Domane+ SLR 9 AXS.

The bike features Trek’s IsoSpeed technology, which isolates the seat tube from the rest of the frame, providing a more comfortable and compliant ride.

This technology, combined with the bike’s endurance geometry, ensures that you can ride for hours without experiencing any discomfort or fatigue.

Overall, the Trek Domane+ SLR 9 AXS is a top-of-the-line electric road bike that offers exceptional performance and comfort.

Whether you’re a seasoned cyclist looking to enhance your riding experience or a beginner looking to explore new routes, this bike is a worthy investment.

With its advanced technology, sleek design, and impressive features, the Domane+ SLR 9 AXS is sure to revolutionize your cycling experience.

Order yours online today and pick it up at your local Trek store, or have it shipped to your home!

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Review: Trek Domane SLR Disc is a Smooth Affair

When it’s Spring Classics season, the WorldTour turns to equipment that can handle the extra abuse. Certainly, wider tires are in order, but many teams turn to another bike in their quiver as well. For Trek-Segafredo , that bike is the new Domane SLR. In 2016, Fabian Cancellara rode the new Trek Domane SLR to the top of the podium at the “World Gravel Championships” otherwise known as Strade Bianche. Now, we can all ride the new Domane SLR in both rim and disc brake variants. I’ve been on the SLR Disc for over half a year and I’ll confess, it is one smooth operator.

2017 Trek Domane SLR Disc Features:

• OCLV 600-series carbon fiber layup
• Power Transfer construction
• Adjustable IsoSpeed decoupler in seat tube
• IsoSpeed decoupler in head tube
• Hidden fender mounts
• 32c tire clearance
• 12mm thru-axles front/rear
• Flat-mount disc brakes
• Internally-routed cables for electronic or mechanical cables
• Di2-friendly “Control Center” battery compartment in downtube
• DuoTrap sensor mount in chainstay
• Weight: 16 lbs (56cm, as shown, no pedals or cages)
• MSRP: $2999 (frame only)

Smooth-talking IsoSpeed

Having briefly ridden the previous Domane, I knew heading into this that the Domane SLR Disc would be a different breed. While the first-generation model was comfortable, it lacked spunk and character. The SLR aims to change that by not only providing an even smoother ride, but by making things racier and more playful at the same time. Those characteristics can be difficult to combine, but this concoction is working well for Trek.

The Domane SLR is the bike that most cyclists should be riding. It’s fast, it’s fun, it features a friendly geometry and it’s wicked-smooth. I’ve ridden a handful of great endurance bikes, but the SLR has the unfair advantage of essentially being a full-suspension road bike.

That “suspension” is what Trek calls IsoSpeed. In the rear it’s an adjustable IsoSpeed decoupler and in the head tube, it’s a fixed-position IsoSpeed decoupler. These two systems work together to deliver smoothness in all conditions.

Looking at the geometry, the Domane SLR does have a bit longer wheelbase and also a touch longer chain stays (420mm) than the competition. For the most part, you’d never notice but it does explain some of the minor nuances I’ve found throughout my testing.

With the adjustable rear IsoSpeed decoupler, I did a back-to-back identical circuit ride (descending, climbing, flats and gravel) in the stiffest and softest modes and here’s a summary of how it turned out.

• Minimum IsoSpeed (Firmest): Racier, you do notice the chatter more, a touch more responsive on seated climbs, but certainly more micro-chatter reaches your backside over time.
• Maximum IsoSpeed (Softest): Much smoother on chipseal, low-speed rough terrain and on gravel roads. You do notice just a touch of flex on seated climbs — hardly noticeable.

Ultimately, it’s player’s choice here and it’s certainly easy to swap settings. I suspect most people will find a setting they like and leave it there as I did. To change it, requires an Allen key and a torque wrench. Simple undo the uppermost bottle cage bolt on the seatstay and slide the adjustment up or down. The Domane includes a torque wrench to cinch it down properly, but I’d suggest picking up something like the Park Tool adjustable torque wrench .

A sore back’s best friend

In the fall of 2015, I suffered a severe back injury while racing cyclocross. The resulting disc herniation has taken well over a year to heal and may never be the same. Needless-to-say, that may very well be my last cyclocross race, but thanks to the Domane SLR, I can keep riding quite comfortably.

From the outset, I knew that the SLR would be something special. I also knew that many other cyclists endure back pain to be able to continue riding. So, for those of us who have or have had back injuries, the Domane should be the bike of choice. That said, don’t peg it as a gentlemen’s cruiser bike because it can respond when pushed.

All around the Wasatch

Like all my test bikes, the Domane SLR Disc was hauled up and around every major climb in the area and ridden long and hard. While the Domane isn’t as responsive as the Pinarello Dogma F8 , it’s no slouch. And, while it may not climb quite as well as a Cannondale SuperSix , it remains very efficient.

My custom build hits the scales at exactly 16 lbs., which is quite good (in spite of IsoSpeed and such) and on par with the lightest disc brake bikes on the market. A lighter set of carbon clinchers could help drop the weight into the mid-15 lb. range and would likely liven things up a bit more, but a quality set of alloy clinchers will suit the Domane just fine.

My ride menu always consists of climbing and, of course, subsequent descending. But, for this bike, I also threw in a bit of gravel for good measure. During my test period, I paired the Domane with both a set of Easton EA90 SL’s with Zipp Tangente Course 25c tires and Mavic Ksyrium Pro Disc Allroad wheels with 28c Mavic Yksion tires. Both are modern tubeless wheelsets that were well-suited for this bike. That said, I think my ultimate setup would be the Bontrager Aeolus 3’s .

My custom build consisted of a full SRAM Red HRD kit, which is about as light as you can get as far as disc brakes go. And, I did have it set up with the new Bontrager Pro IsoCore VR-CF bars, which are the perfect match for this bike in terms of comfort and performance.

For my initial rides, I kept the IsoSpeed in its factory setting — about 2 inches from the bottom. I was impressed by how chip-seal disappeared and potholes felt less pothole-ish. Then, after some head-to-head tests, I ended up settling on the lowest (softest) setting because that extra dose of smoothness comes with no significant penalty, so why not?

As far as climbing goes, the Domane does quite well. Again, it’s not a svelte climbing bike and the IsoSpeed decoupler does flex ever-so-slightly with every pedal stroke. But, the stiff chassis efficiently takes every pedal stroke and transfers it to the wheels. I have found that the front end does wander a smidge on climbs, but it’s much better than the original Domane and nothing to be concerned over. Just give it a little more gas and it straightens right out.

One of the best improvements over the previous-generation Domane is how nice it feels while climbing out of the saddle. The previous model got all wonky when rocking side-to-side on steep ascents, but the SLR does none of that.

Most people will buy the Domane for all-day comfort and supreme descending confidence and they won’t be disappointed. There is no fazing this bike at all. It corners admirably and responds well for an endurance bike. Nobody’s going to describe the handling as razor-sharp or crit-worthy, but it’s quite predictable and smooth at all speeds and over the roughest of pavement

Disc brakes deliver increased tire clearance (up to 32c), but I was only able to test it with 28c tires. At that width, gravel riding was still fantastic, but I imagine it would be even better with wider rubber. That said, I never shied away from a good gravel sector and found the IsoSpeed platform to shine.

• Comfort in spades thanks to dual IsoSpeed decouplers
• Unbelievably-light frame considering all the technology
• H2 geometry provides a great fit for the rest of us
• Clean cable routing
• 12mm thru-axles are the right standard
• Unflappable at speed
• Feels natural during standing climbs/sprints
• You won’t feel beat up after long rides
• External front brake routing makes removal a breeze
• Handling could be crisper
• Be sure to use a Shimano rotor lock ring on front hub (DT-Swiss style rubs on fork)

The Bottom Line: Trek Domane SLR Disc

The Domane SLR Disc is sitting atop the current crop of endurance road bikes. What sets this one apart is just how fast and responsive it remains. Both IsoSpeed decouplers deliver suspension-like performance with zero weight penalty in an confidence-inspiring package.

Buy Now:  Visit TrekBikes.com

Without question, the all-new Trek Domane SLR Disc frameset knocked it out of the park. As far as endurance platforms go, there's no touching the Domane's overall smooth ride and confident handling. I could personally go for a touch sharper handling, but most riders will love every bit of how it performs.

• Ride Quality 10
• Descending 9
• Pedaling Efficiency 9

• 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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Any personal experience on the new 2017 Specialized Roubaix to compare?

Not yet. I expect to have one in for review sometime this summer.

Could you expand a bit more on your thoughts on why the Shimano rotor lock ring is needed? Just got this bike, want to take all precautions.

Gladly. I had the DT Swiss rotor lockring originally and it rubbed the inside of the fork leg. With the Shimano lockring, that doesn’t happen. The DT Swiss one is about 5-8mm thick at the outermost part whereas the Shimano one tapers down and clears the leg.

Amazing bike. I love mine!

Any of you rides the Checkpoint? Comparison of ride qualities? Thoughts?

Not yet, but we are planning to get one in for review. Stay tuned.

Why does the Checkpoint not have front iso speed? Would it be a good addition to the Checkpoint? Is the Redshift stem better?

Good question regarding the omission of IsoSpeed front on the Checkpoint. It does seem like a big miss. But, gravel bikes do have larger tires, so maybe Trek was counting on that providing the cushion.

Yes, the Redshift Shockstop stem is legit and could really replace what the IsoSpeed would do up front. And, it’s adjustable. Worth a look and would be a great addition to any gravel bike.

Hi Jason – I have a herniated disc (L4/L5 I think). I’m currently riding an Emonda SL but just found a good deal on a Domane SLR frameset and was thinking of scooping it up. I’m curious if over the long run you’ve noticed any appreciable benefit of the Isospeed for your herniated disc. Appreciate any input – thanks.

First off, I feel your pain. It took me about 18 months before I felt normal again. I was so grateful to have the Domane during that recovery period. Without it, I would have had a hard time getting back on the bike.

The difference between the hardest and softest setting is very noticeable and I just kept it as soft as possible. If you’re going to get back on the horse and want to remain on something long-term, the Domane is a great one to ride. I no longer have the Domane, but have found the BMC Roadmachine 01 to be a great option as well.

Take it easy and good luck as you recover.

Thanks for that reply. Mine is more of a chronic issue (degenerative disc disease), so unfortunately it’s less recovery and more just dealing with it and trying to accommodate for it. I’m going to give it a try and see how it feels. Thanks.

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Trek Domane+ SLR 9 eTap Review

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• An ultra light weight 28.5lb electric road bike with endurance comfort geometry and iso speed vibration dampening seat post interface. The first ebike to feature Trek's OCLV carbon fiber. Available in five colors and seven frame sizes.
• This particular build uses top of the line SRAM components with a 1x12 drivetrain, flared drop bar, and 40c wide gravel tires. Alternative builds offer narrower road tires and a 2x12 Shimano drivetrain. SRAM Red electronic shifting and 160mm hydraulic disc brakes.
• Hidden fender mounts add utility, integrated top top tube display panel works well and is easy to read, optional smartphone app provides motor tuning settings, optional range extending 160wh bottle shaped battery pack provides 40% more range and off-bike charging.
• Excellent control pad button placement on left and right hood. Includes 4 amp fast charger despite having a lower capacity 360wh battery. Main battery not removable for charging and storage. Seat post is a proprietary shape so upgrade options are limited.

Video Review

Introduction

Body position:, suggested use:, electric bike class:, learn more about ebike classes, availability:, model year:, bicycle details, total weight:, battery weight:, motor weight:, frame material:, frame sizes:, geometry measurements:, frame types:, frame colors:, frame fork details:, frame rear details:, attachment points:, gearing details:, shifter details:, brake details:, seat post length:, tire brand:, wheel sizes:, tire details:, tube details:, accessories:, electronic details, motor brand:, motor type:, learn more about ebike motors, motor nominal output:, motor peak output:, motor torque:, battery brand:, battery voltage:, battery amp hours:, battery watt hours:, battery chemistry:, charge time:, estimated min range:, estimated max range:, display type:, drive mode:, written review.

This review was provided for free, but Trek Coquitlam supplied a temporary demo bike for me to test. My goal is to be transparent and unbiased with you, this video and writeup are not meant to be an endorsement of Trek products. I welcome your corrections, additions, and feedback in the comments below, and the Trek electric bike forums .

Observations:

• Trek is one of the “Big Three” North American bicycle manufacturers (including Specialized and Giant). The company launched in 1975, specializing in hand-brazed steel frames, and then expanded to 90 different countries. In my opinion, they are one of the very best ebike makers with high quality designs, above average support, and a wide range of frame configurations, sizes, and accessories.
• This was the first time I had ever tried the TQ drive system, and I was very impressed with the power. It’s compact, fairly quiet, and feels natural, but doesn’t sacrifice torque or high RPM support! I spun as fast as I could during my test rides, and the motor kept up very well.
• The Domane+ line of electric bike includes carbon fiber and aluminum builds. This review is focused on the SLR carbon fiber models. You can get a 2×12 Shimano Dura-Ace 24 mechanical drivetrain or the 1×12 SRAM eTap electronic divetrain featured on this ebike. The 2×12 is setup for road use with a narrower bar and tires while the 1×12 has a flared bar and knobby gravel tires. It’s amazing that each build comes in five colors and seven frame sizes!
• A fun bit of trivia for you here, the Domane+ name is an anagram of the other Trek road bike models including Madone (racing road) and Emonda (light weight climbing)! It’s their comfort endurance geometry.
• This is the lightest full sized electric bike I have ever tested and reviewed. Weighing just 28.5lbs, it’s easy to lift and carry up stairs, mount on bike racks, and pedal without assist. Still, the motor is powerful and offers noticeable support, even in the lowest of three assist levels. Trek claims it can reach 60mi per charge on this lower level, which is excellent considering the lower capacity 360wh battery pack.
• For those who wish to ride farther, Trek is offering a bottle sized range extender battery pack that actually fits into the seat post bottle cage and plugs into the charge port just below. You could conceivably carry multiple 160wh range extenders. Each one weighs just 2.09lbs.
• The Domane+ geometry is tuned for comfort and endurance riding, ideal for the Paris–Roubaix race. I found the gravel tires, short nose saddle, padded grip tape, and IsoSpeed decoupler seat post interface to provide vibration dampening qualities that felt great during my test rides.
• Clean aesthetic with near complete internal cable routing that starts at the stem, enters the steer tube, and exits near each component. Note that all non-frame hardware is black to create a professional matching look.
• I was very impressed by the TQ motor. It has a very small width of just 135mm, allowing the q-factor of the bike to be 163mm. It weighs just 4.07lbs, while most mid-drives are at least 6lbs. Based on my ride tests, I believe that it provides well over 120 RPM pedal support, so you can downshift and spin fast approaching a hill without losing motor power. The motor also cuts power extremely fast once you reduce pedal pressure and slow or stop your cadence. TQ stands for technology and quality, in case you were wondering! The Trek Fuel EXE full suspension mountain bike uses this same motor, in case you’re looking for a light mountain bike.
• This is a small thing, but I appreciate how the TQ motorized bottom bracket introduces a bit of backpedal friction, so the cranks won’t spin out of control if you slip off. It doesn’t produce a loud clicking noise when pedaling backwards, as shown in the video review above.
• For all of the Domane+ eTap models, which offer electronic shifting from SRAM, the derailleur is powered by the rechargeable ebike battery! You don’t need to worry about removing and charging a little battery pack on the derailleur like so many other models. Those batteries add weight to the derailleur, can run out before the bike, can get mud and water damage etc. It’s so convenient that everything electronic runs off the same main bike battery for this model!
• Shifting is extremely fast and quiet. I’ve heard some other electronic derailleurs that produce a louder electronic chirping noise when changing gears. The single click paddles work well, and it will shift multiple gears if you hold the paddle in longer.
• Very impressive deep dish carbon fiber wheels on this model. The rims and bladed spokes are aerodynamic. Each wheel uses just 24 spokes vs. 32 or 36 on most electric bikes I cover. This thing is very high performance.
• The brake levers have plastic paddles just below with single click to shift gears down and up. There are small circular buttons mounted inside the hoods that allow you to change assist levels down or up using your left and right thumbs respectively. It’s very intuitive and natural, and it doesn’t block any of the hand positions (hoods, drops, flats)… If you hold the left button, it will go to assist level zero for acoustic cycling. If you hold the right button it will change the display readout to show Battery Charge Level Percentage, Trip Time, Odometer, Human Watts and Motor Watts, Current Speed, Average Speed, Pedal RPM, and even Range Estimate.
• It’s cool that the frame has hidden fender mounts, on the inside of the fork and rear stays, although I believe you need to be running narrower tires to use them. The 40c wide gravel tires that come on this build are max width.
• The Trek marketing videos and descriptions explain that the TQ motor is 1.5 to 2 times quieter and less distracting than their other ebikes. I still noticed some electronic whine, but it is quieter than the higher powered Bosch motors that most of their other ebikes utilize.
• Trek designs their paints and decals with some reflectivity to add safety. They offer a bunch of aftermarket Bontrager rechargeable lights to add to handlebars, seat posts, helmets, and clothing. I think it’s great that they made a white color scheme option, since it’s highly visible in low light conditions.
• The chainring is made from light weight aluminum alloy and has a narrow wide tooth pattern to lock onto the chain, reducing drops. I noticed the carbon fiber crank arms have plastic protection at the ends, in case of ground strikes, and plastic stickers on the sides to reduce scuffs. The chain stay also has a clear plastic sticker to prevent chips and protect the paint.
• The display panel was easy to read in bright and dark conditions, it only has one button and is intuitive to interact with. I found it to be simple and reassuring. I love that it shows 10 bars on the battery charge level infographic, and that there’s a percentage readout and range estimate! Very good battery level feedback.
• These electric road bikes are very expensive, especially this particular build at nearly $13k. The most affordable build is $8,499 for the Domane+ SLR 6. I feel that in addition to the amazing frame, components, and drive system, you are also getting value from the vast network of dealers and excellent warranty here. You can spend a lot less on one of the aluminum alloy road models, but they don’t use the TQ mid-motor drive system, which is more efficient and more powerful depending on the gear you choose to pedal with.
• Since the primary battery is semi-permanently mounted inside the downtube (removable for service or replacement only), it’s less convenient to charge. Perhaps you’re commuting to work with this platform but there’s no plug near the bike rack. At home, you might have to leave the bike in a hot or cold garage which will impact the battery lifespan and daily range. I believe that Lithium-ion batteries do best in cool, dry environments and 20% to 80% fill.
• While I love that Trek chose a standard 31.8mm circular handlebar, which is easy to swap for alternative bars, the seat post is more unique and proprietary. It’s not a circular design, the back is flat. This helps to keep it straight, and might support some bend or vibration dampening in combination with the IsoSpeed seat tube mount… but you cannot swap the post out for a true suspension seat post like the Kinekt products as easily.
• The bike doesn’t ship with pedals or a kickstand, it doesn’t even offer kickstand provisions at the center or rear. This not uncommon for high performance road bikes, but it means that the bike could tip over more easily. This is especially true if you’ve got the charging cable plugged in and someone trips over it or pulls it. In general, the charge port is low on the frame and the charging cable could get snagged on one of the crank arms. I understand that they located it here for use with the Range Extender battery, which needs to plug in easily and stay out of the way while pedaling.
• Compared to most of the other city and mountain electric bicycles that Trek offers, this motor and battery pack are weaker and lower capacity. They fit the light performance build of the Domane+ but I would call this a more active ebike that depends on rider input. That said, I would call the performance above average. I prefer this TQ to the Fazua and Specialized light weight systems that I have tried. And I love that it’s a Class 3 speed pedelec in the US markets!
• There’s no USB charging port on the display panel or battery pack for maintaining portable electronics, and the 2″ top tube display panel offers limited readouts. Consider using the optional Trek Central smartphone app (for iOS and Android) for motor tuning, mapping, and more ride feedback… but you’ll have to depend on the phone battery alone.
• This is a small point, but you have to look farther down to see the integrated display panel on the top tube than if they were using a bar-mounted display. I love how clean and open the handlebar is, making a phone mount very easy. I’m not sure if you can turn the top tube display off if the light bothers you during night rides?
• I love that they chose hydraulic disc brakes for this model, even though the rotors are fairly small at 160mm diameter vs. 180mm+ that’s probably fine for a light weight road bike. The brakes appear to have an aluminum alloy core for heat dissipation, which is important for a higher speed Class 3 model like this.
• I wonder if Trek will partner with Redshift Sports Shock Stop or design a stem suspension element for their high speed road models at some point? I saw this from Specialized with the Future Shock and love how it performed. I mention this more for the non eTap models with the smoother lower volume road tires. Comfort was good on the bike, but I get more fatigue riding faster and farther on electric vs. acoustic.
• I believe this bike is only available in high step frame style. This may be due to the increased strength it offers, allowing for the light weight carbon fiber build. Still, it requires a tall standover height, which may exclude some riders.

Useful Resources:

• Trek electric bike dealers .
• Official Trek website.

Review Updated On

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Comments (17) YouTube Comments

Super great review! You really highlight the (lack of) noise from the motor, which is my biggest question.

Of course I have to ask the question – what’s the power like compared to the Creo, which seems like the most obvious competitor. Has brand S been one-upped by this new contender? Certainly seems like it from the noise perspective. If it offers more power, seems like we have a real challenge to the Creo’s road/gravel throne.

Full disclosure, I have a Creo SL, that over time has evolved to be equipped pretty close to the same as this one… right down to the ‘chunky’ SRAM brake noise that you can hear well with headphones. :)

Ride safe! Jack

Hello, Jack!

I would say that they are very close, and it has been so long since I rode the SL models from Specialized… it’s difficult for me to say. I was very impressed by the Trek Domane+ SLR 9, to the point where it seemed better than the Creo. Trek has been doing amazing stuff in recent years. I think Specialized is very cool, but Trek dealers are so friendly and the company just seems organized and professional. It sounds like you’re having a blast with your Creo! I bet there’s a Trek store nearby, maybe you can go for a test ride and report back with your opinion on the MAHLE from them vs. the TQ from Trek :D

I’ll do just that – these don’t seem widely available just yet, but the minute they are in Dallas, I’m all over it and will report back vs the Creo!

I don’t video well (face made for radio, LOL), but I’ll write something as soon as I can!

I came to this seeking a head-to-head comparison between the Specialized Creo & this new Trek Domane+SLR – do you plan to publish something like that?

Perhaps I’ll write something like that in the forums eventually. Been traveling for work a lot recently and just have the compare tool, which shows specs. You can watch the two videos. For me, the bikes were very comparable. I was impressed by both systems but got very excited about TQ because Trek has really earned my trust recently with their depth of products, stable dealer network, and great warranty.

I have a Specialized Creo as well, and would be interested in a comparison between the two bikes. Court, if you could get the bike from Trek Coquitlam again I’d be more than happy to meet up so you could do a video of both bikes in a comparison video. We never did connect last year. I love the idea of the Domane+ and think I’d be lot happier with it than my Creo.

Oh man! Yeah, we were planning to connect and I actually have a calendar reminder. It was so great meeting you (at DOST HQ I think?) let’s try for this. Are you free tomorrow afternoon? I think this week is going to be beautiful, give me a text or call any time. Thanks Allan!!

OOOH – I hope you guys have video for us soon! :)

Sorry, I didn’t check until now so I’m sure tomorrow afternoon has passed. I will send you a pm with my cell again. I know I had yours but no longer have it. If you want to meet up some time for a ride I’m game, and of course I’d love to do a video of the Creo and Domane+. It would be cool to be in a video, that way everyone who I’ve met on the forums here could see me!

So this is what $13K gets you? Yow!

But it’s nice to have such a wide assortment of bikes and price points available for the enthusiast. Still, to me it’s a bit like a purist comparing the pros and cons of the McLaren seat-belt buckle mechanism to the one in a Ferrari.

To each his own.

Does the Domane+ SLR 6 integrate with a Garmin head unit (1040 solar)? I noticed that there isn’t a place to install the DuoTrap in the chainstay like previous Trek bicycles. I’m curious if the Garmin will be able to read information from the Domane+ computer.

I’d also like to know if the Garmin 1040 solar will pair with the Shimano Di2 system and allow the Enhanced Di2 system setup and information like it does for the Edge 1030?

There seems to be a shortage/backorder for the range extender battery pack (as in “there not available with no timeline provided for shipment”) which is disappointing . . . I’m not sure what the hangup is but one would think Trek would have a better grip on their supply chain when they advertise the extender in their literature.

Hi Paul, yeah it’s interesting that many of the Range Extender options for Trek, Specialized, and others are frequently out of stock. I don’t have answers for your Garmin questions, but perhaps someone else will chime in, or you can re-post in the Trek ebike forums here .

Hi, nice summary. Can you tell me what the bike is like with the assist turned off? Is there any noticeable motor friction? I have a Bosch powered eMTB which is like riding a tank if you turn assist off!! thanks

Hi David! In my experience, the reduced weight of the battery and motor for the TQ system makes this electric bike feel much more natural when pedaled without assist. It’s responsive, there’s no extra friction when pedaling, and the weight is pretty low. Hope this helps, but you can also usually find a Trek dealer to take a test ride and see for yourself!

I have the “more affordable version”, haha. The SLR6, with Shimano Di2 and the road wheels/tires (32mm). It rolls really well without any assist at all – just like a normal road bike. I have 2 acoustic road bikes and a gravel bike, and the Domane is very comparable, except perhaps slightly slower on steep grades. But that’s what the assist is for. At 29 lbs with pedals, it is only 11 lbs heavier than my lightest – a Spec Roubaix Expert.

As for pairing the bike with other devices, not possible. But you can pair the Trek phone app with HR monitors. The app has it’s own navigation tracking and gives all sorts of metrics on instantaneous/average watts provided by both Rider and Motor. The motor tuning itself is fantastic, allowing one to tune all three levels as to the amount of assist provided, the max, and how quickly you want it to react to rider input. In use it is almost telepathic in the nature of power delivery.

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