trek madone slr 9 2023 price

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Shop new & used Trek Madone bikes at TPC - The Pro's Closet. Find reviews, specs, weight info, prices and size charts on various models (SLR 9, 7) and popular years (2018, 2021, etc). Read our Trek Madone Quick-Take Review below.

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Trek Madone SLR Gen 7 - Weight, Specs, Price

Trek madone 3rd party reviews ,   trek madone size chart, 2022 trek madone review - a tpc rider's quick take.

• Aero masterclass
• Trek engineers locked themselves in a wind tunnel with this bike. Every curve, edge, and component shouts aerodynamics. From the IsoFlow tech to the one-piece aero bar and stem this bike is designed for slicing through air.
• IsoFlow Comfort
• One of the standout features of the Madone is Trek’s IsoFlow technology, which makes for a forgiving ride, especially on longer epics. IsoFlow helps the seatmast flex, soaking up road vibrations. It’s rare for a speed-focused road bike to excel in comfort, yet here we are.
• Integrated everything
• In the Madone, the term "fully integrated" is taken to new heights. From the cables to the cockpit, everything is tucked away, contributing not just to aerodynamics but also to a jaw-dropping aesthetic.
• Speed and beauty come at a cost. The Madone’s premium price could act as a barrier for many. It's a serious investment, and budget-friendly aero options are out there.
• Price: $7,999 (SLR 6)
• Weight woes
• Despite the carbon fiber frame and components, the Madone isn't a featherweight in its category. It's a solid build, but riders focused on climbing might find it a tad on the heavier side.
• Weight: 17lbs (56cm)
• Versatility questions
• While the Madone excels on flat terrain and downhill blasts, it's not the most versatile option for a wide range of riding conditions. Climbers and those who encounter varying terrain may find it limiting.

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Trek Madone SLR 9 Gen 7

• AUS $ NZD $ USD $ CAD $ GBP £ EUR €

Size / 47cm, 50cm, 52cm, 54cm, 56cm, 58cm, 60cm, 62cm

At a glance

Where to buy.

Specifications

• Frame 800 Series OCLV Carbon, KVF (Kammtail Virtual Foil) tube shape, IsoFlow seat tube, invisible cable routing, 3S aero chain keeper, T47 BB, flat mount disc, 142x12mm thru axle
• Fork Madone KVF full carbon, tapered carbon steerer, internal brake routing, flat mount disc, carbon dropouts, 12x100mm thru axle
• Battery Shimano BT-DN300
• Wheels Front: Bontrager Aeolus RSL 51, OCLV Carbon, Tubeless Ready, 51mm rim depth, 100x12mm thru axle Rear: Bontrager Aeolus RSL 51, OCLV Carbon, Tubeless Ready, 51mm rim depth, Shimano 11/12 freehub, 142x12mm thru axle
• Tires Bontrager R4 320, 700x25c
• Chain Shimano Dura-Ace/XTR M9100, 12 speed
• Crank Size: 47, Shimano Dura-Ace R9200, 52/36, 165mm length; Size: 50, 52, Shimano Dura-Ace R9200, 52/36, 170mm length; Size: 54, 56, 58, Shimano Dura-Ace R9200, 52/36, 172.5mm length; Size: 60, 62, Shimano Dura-Ace R9200, 52/36, 175mm length
• Bottom Bracket Praxis, T47 threaded, internal bearing
• Front Derailleur Shimano Dura-Ace R9250 Di2, braze-on, down swing
• Rear Derailleur Shimano Dura-Ace R9250 Di2, 34T max cog
• Shifters Shimano Dura-Ace R9270 Di2, 12 speed
• Brakeset Shimano Dura-Ace BR-9270 hydraulic disc, flat mount caliper, resin pad w/fin.
• Saddle Size: 47, 50, 52, Aeolus P2 RSL, carbon rails, 155mm width; Size: 54, 56, 58, 60, 62, Aeolus P2 RSL, carbon rails, 145mm width
• Seatpost Size: 47, 50, 52, 54, Madone aero carbon internal seatmast cap, integrated light mount, 0mm offset, short length; Size: 56, 58, 60, 62, Madone aero carbon internal seatmast cap, integrated light mount, 0mm offset, tall length

Q: How much is a 2023 Trek Madone SLR 9 Gen 7?

A 2023 Trek Madone SLR 9 Gen 7 is typically priced around $12,749 USD when new. Be sure to shop around for the best price, and also look to the used market for a great deal.

Q: Where to buy a 2023 Trek Madone SLR 9 Gen 7?

The 2023 Trek Madone SLR 9 Gen 7 may be purchased directly from Trek .

Q: What size 2023 Trek Madone SLR 9 Gen 7 should I get?

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Exclusive first ride review of the 2023 Trek Madone SLR 9 Gen 7 – Trek’s aero comfort revolution?

After introducing the 2023 Trek Madone SLR with its unique look and promising updates, we couldn’t wait to put it to the test. We’ve now had the exclusive chance to swing our legs over the € 15,699 Trek Madone SLR 9 eTap Gen 7. Read on to find out how the new aero bike fares with the reduced weight and complexity of the IsoFlow system.

Trek claim to have developed their fastest bike yet with the all-new 2023 Madone SLR, and caused an uproar in the community while they were at it. When the first photos of the 2023 Trek Madone SLR at the Critérium du Dauphiné went live, the online community went nuts. The reactions ran the gamut from “that’s definitely a mad one” all the way to “at first I thought it was a joke, sadly it wasn’t.” There was a lot of speculation, but now we’ve finally got the first in-depth test results.

The 2023 Trek Madone SLR Disc is more than just a looker with its radical design and all-new IsoFlow system. The American brand promise a wide range of advantages and claim to have solved some of the issues of its predecessor. Trek have completely overhauled the existing IsoSpeed damping system, implemented several aero optimisations such as bigger aerodynamic compensation surfaces, according to the latest UCI regulations, and reduced the weight significantly. Besides the striking IsoFlow design, Trek obviously spec the bike with high-end components, including some from their in-house brand Bontrager, and offer deep customisation via the Project One configurator.

Trek IsoSpeed vs IsoFlow – An overview of the differences

Improved aerodynamics of the 2023 trek madone slr 9 etap gen 7.

It’s not just thanks to the new IsoFlow system that the aerodynamics of the 2023 Trek Madone SLR Disc have been improved, but also via the cockpit and therefore the position of the rider. After all, the rider produces the most wind resistance by far: riding on flat terrain, as much as 75% of the total drag is caused by the wind resistance of the rider, from speeds of just 15 km/h. So, there are a lot of gains to be made by optimising the position of the rider. As such, the handlebar of the Madone has been designed specifically for this bike, bringing the rider into an aerodynamically optimised position.

The slightly flared drops should offer improved control over the bike while also optimising the airflow over the rider’s thighs in order to reduce drag. Even the water bottles and the front mech have been integrated into the frame design, and the enlarged bottom bracket area takes advantage of the latest UCI regulations to further improve aerodynamics, like on the new Cérvelo S5 or SCOTT Foil RC .

Trek have attempted to quantify the promised gains. Accordingly, the American brand claim to save 9.3 Watts with the bike’s improved aerodynamics, i.e. the new IsoFlow system, improved tube shapes and cockpit design (without the rider). The optimised rider position alone should save around 10 W, giving you total saving of 19 Watts at 45 km/h in the drops. All these figures are relative to the 6th generation Trek Madone.

Weight optimization – How much lighter is the 2023 Trek Madone SLR 9 eTap Gen 7?

As the predecessor, the 2023 Trek Madone SLR is made of OCLV 800, which is the highest grade carbon that Trek offer. The SLR 9 with the eTap groupset weighs in at just 7.36 kg in size 56, making the 2023 Madone SLR Disc the lightest Madone Disc on the market. In total, Trek say they’ve shaved off 300 g compared to the predecessor, which would be a significant weight reduction. However, the previous Trek Madone SLR 9 Disc Gen 6 we had on test tipped the scales at 7.63 kg in size 56, so the actual weight saving is quite a bit less at 230 g, and that’s compared to a bigger frame size.

Of course, a large part of the weight reduction is down to the new IsoFlow system. Despite all their efforts, however, the Trek Émonda SLR 9 (review here) remains the lightest bike in Trek’s portfolio, weighing in at just 6.86 kg, though the latest generation of the Madone is steadily closing the gap. Whether you stand to gain more from aero or weight optimisation is heavily dependent on the elevation profile of the route, of course. On the climbs, you’ll benefit the most from the lower weight of the Émonda – especially the rotating mass of its wheels. The Madone, on the other hand, can play to its strengths on flat stages and descents.

300 g lighter than its predecessor – the lightest Madone yet.

The 2023 Trek Madone SLR in detail and models variants

The 2023 Madone SLR Disc is available in 6 different models with prices ranging from € 8,199 to € 15,699. If none of the standard models meet your demands, you can let your creativity run wild and even adorn your bike with gold leaf in Trek’s Project One configurator. The new, 7th generation Trek Madone SLR is exclusively available with electronic groupsets. You can choose pretty much freely between SRAM and Shimano, though. From SRAM, Trek offer the Rival eTap AXS, Force eTap AXS and RED eTap AXS groupsets, or the corresponding 105 R7170, ULTEGRA R8170 Di2, or DURA-ACE R9270 Di2 options from Shimano. All the SRAM equipped models also come with an integrated power metre in the cranks. Only the SL models will be available with mechanical groupsets. The SL models will also continue to rely on the old, 6th generation Madone frame featuring the IsoSpeed system, and a different carbon layup. As such, the new IsoFlow technology is reserved for the SLR range for the time being.

Supplied in-house, the 25 mm Bontrager R4 tires keep the bike grounded. These are fitted to Bontrager Aeolus RSL wheels with a rim depth of 51 mm, which, unlike the R4 tires, are tubeless-ready. Before converting to a tubeless setup, therefore, you won’t just need tubeless valves and sealant, but also new tires. Trek recommend a maximum tire width of 28 mm, which they say should give you 6 mm clearance around the tires. If you want to make the most of this clearance and fit wider tires, it’s up to you to decide how far you want to risk pushing this limit. However, doing so isn’t officially Trek approved.

Trek Madone SLR 9 2023

Specifications.

Seatpost Madone 0 mm Brakes SRAM RED eTap AXS HRD 160/160 mm Drivetrain SRAM RED eTap AXS 2x12 Chainring 48/35 Stem Madone 90 mm Handlebar Madone 420 mm Wheelset Bontrager Aeolus RSL 51 12 x 100/12 x 142 mm Through Axle Tires Bontrager R4 700 x 25C 28 Cranks SRAM RED AXS Power Meter 172.5 mm Cassette SRAM XG-1290 10–33T

Technical Data

Size 47 50 52 54 56 58 60 62 Weight 7.4 kg

The seat post and handlebar are made especially for the 2023 Madone Disc. The seat posts are available in 4 different variants. Frame sizes 47 to 54 come with a short seat post whereas sizes 56 to 62 come with a long version. Adapting the seat post length according to the frame size is necessary since the seat mast is too short to offer a wide range of adjustability. By making the seat post clamp reversible, Trek were able to maximise the adjustment range, allowing you to adjust the saddle height by 70 mm with both the long and short seat post. Unlike our test bike, the seat post is colour matched, and it comes with 0 mm offset as standard, though there’s a 20 mm offset version available.

The cockpit of the 2023 Madone SLR Disc is made of one piece. Allowing you to dial in the fit, Trek offer 14 different sizes of the one-piece cockpit, which get specced according to the frame size or the customer’s request. If that still doesn’t let you get comfortable, you can fit any stem and handlebar combination you want, as long as it relies on a 31.8 mm clamp. All you need is a special headset cover. The stock bike features a big 160 mm rotor up front and rear, making sure there’s enough braking power. Nothing has changed with regards to the cable routing, remaining almost completely hidden – you can only see a short section of the brake lines peeping out just before they reach the callipers.

As before, the 2023 Trek Madone SLR Disc is compatible with Trek’s Blendr range of lights. There’s a front Blendr mount included with the bike. Unfortunately, you’ll have to buy the mount for the Madone SLR seat post separately – we would have preferred if it was the other way around. After all, you want to be seen by other road users first and foremost. Of course, if you’re going to be training or riding day and night and in all conditions, it’s best to have both. Since it’s reliable and easy to maintain, Trek remain true to the T47 bottom bracket standard. That said, the 2023 Trek Madone SLR Disc is also compatible with 30 mm crank axles – you must just make sure that you’re using the correct bearings.

The geometry of the 2023 Trek Madone SLR Disc

As before, Trek have gone with their “moderate” H1.5 geometry for the 2023 Trek Madone SLR Disc, which sits between the more aggressive H1.0 geometry and the H2.0 variant that they use for their endurance road models. The rider gets put into an aerodynamic position predominantly via the handlebar. The bike will be available in Trek’s usual 7 sizes, ranging from 47 to 62 cm.

The 2023 Trek Madone SLR 9 eTap Gen 7 on the road – Our first ride review of the new IsoFlow aero machine

The 2023 Trek Madone SLR 9 eTap Gen 7 looks like it’s raring to go just standing there, looking like it’s in a continuous state of tension and striking a good balance between clean, simple lines and high-quality details – our high expectations of the bike were high. Once aboard the bike, you can feel the flex and pleasant level of compliance offered by the IsoFlow system. While it isn’t adjustable, the amount of flex changes depending on how far you’ve got the seat post sticking out – 77.5 cm in our case. It does a good job of filtering out small bumps, and even bigger impacts get mitigated by the bike before being passed on to the rider. There’s nothing to stop you from taking on longer tours on rough asphalt and poorly maintained roads. The comfort offered by the rear end stands somewhat in contrast to the stiff front end, only providing a bit of compliance when you’re in the drops – if you hit corrugations with your hands on the hoods, you’ll feel your teeth rattle.

Cruising leisurely aboard the 2023 Trek Madone SLR 9 eTap Gen 7, you’ll quickly realise that that isn’t the bike’s forte. At slower speeds, the handling feels slightly nervous, and the front wheel tends to tip from side to side. This wasn’t an issue when winching our way up steep climbs, but it doesn’t instil you with confidence when rolling slowly up to a red traffic light as you wait for it to turn green. When get up out of the saddle and put the hammer down, however, the bike surges forward and begs for more. The stiff bottom bracket transfers your pedalling input with minimal losses, quickly propelling the bike up to cruising speed despite the deep and therefore relatively heavy 51 mm rims. Once you’re at your desired speed, the bike will hold that pace with ease, not least thanks to the ergonomically and aerodynamically shaped cockpit: the gentle back-sweep puts you in an aero position with your elbows tucked in while the flared drops offer plenty of control and a higher level of compliance. The rounded edges of the tops are pleasant to hold on to in case you feel like assuming a more upright position. Assume the aero position, though, and the 2023 Trek Madone SLR 9 eTap Gen 7 seems to crave speed, so much so that we feared running out of gears on flat terrain.

Once you’ve summited the peak and start heading downhill, the 2023 Trek Madone SLR 9 eTap Gen 7 really comes into its own. The handling feels planted and composed at high speeds, yet it remains responsive and precise enough for spontaneous corrections in the peloton or to swerve around a pothole that you didn’t see coming. Trek have struck an excellent balance with the bike’s handling at speed. The bike does get pushed sideways by crosswinds, but it does so evenly and remains easy to control. It doesn’t get jerked around and feel nervous at all! Only the tires tend to lose traction and slide out during hard braking manoeuvres on wet asphalt – we would have preferred a set of tubeless-ready 28 mm tires instead.

You can make the bike significantly more comfortable by fitting a pair of wider tires, though it’s an excellent all-rounder in the stock configuration, nonetheless. All in all, the 2023 Trek Madone SLR 9 eTap Gen 7 has become significantly more versatile: it’s become lighter and more aerodynamic, it’s a better climber and it’s less complex thanks to the new IsoFlow system, which is a boon for both home and pro mechanics. An (almost) complete all-rounder.

Who is the new 2023 Madone for?

Whether pro athlete or ambitious privateer, criterium or steep Alpine passes, the 2023 Madone Disc is aimed at those who have need for speed. If you know Trek, you will know that the SLR range isn’t aimed at the masses, but rather at pros and all those who dream of being one – assuming you’ve got the money. Still, the components make this aero bike a superb all-rounder for all those looking to save some Watts. If you prefer flying under the radar as you enjoy your training rides, the polarising design of the Madone clearly isn’t the right choice as other riders will try to quiz you about it wherever you go. That’s exactly what some riders want, so it all depends on the type of rider that you are. Want that race feeling, but far away from traffic and asphalt? Then check out our review of the 2023 Checkpoint SLR 7 with its integrated storage compartment (find the review here).

Tuning-Tipp: downsize for more comfort, due to the longer seat post extension | 28 mm tubeless tires

Our conclusion on the new 2023 Trek Madone SLR 9 eTap Gen 7

The updates made to the new 2023 Trek Madone SLR 9 eTap Gen 7 have made it significantly more versatile. It doesn’t just look damn fast; it is damn fast, too. And the handling remains responsive at high speeds without lacking in stability. The clever new IsoFlow system reduces the bike’s complexity while offering a similar level of compliance. As such, the new Trek Madone serves ambitious (hobby) racers well and has what it takes to get you on the podium.

• very balanced handling at high speeds
• reduced complexity and improved aerodynamics of the IsoFlow system
• customisation options thanks to the Project One configurator
• high-quality workmanship

• the damping of the IsoFlow system isn’t adjustable
• the Bontrager R4 tires lack grip

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Words: Julian Schwede Photos: Mike Hunger

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

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What it is: Trek’s latest take on its “ultimate race bike”: an aero race bike with striking design cues. Frame features: IsoFlow seat tube cutout, dramatically reduced weight, claimed 19-watt improvement over predecessor. Weight: 7.4 kg (16.3 lb, actual weight, 56 cm size, without pedals). Price: US$13,200 / AU$18,000 / £13,800 / €15,000. Highs: Feels fast, light, responsive, and agile. Corners beautifully. Lows: Seriously expensive, IsoFlow equals spray flow, fit can be tricky.

It’s unclear if Groove Armada were actually singing about aero frames when they famously sang, “If everybody looked the same, we’d get tired of looking at each other.” I think it was a former colleague of mine, Dave Rome, who said the silhouettes of many aero frames are almost indistinguishable [ Speak for yourselves, guys; I aced this quiz – James ].

Someone at Trek is apparently a Groove Armada fan.

As many aero bike designers seemingly converge on similar concepts, Trek had other ideas. The latest Madone retains the aero theme but introduces a uniquely identifiable and radical new design concept in Isoflow – aka, “that hole in the seat tube”. There’s no mistaking the silhouette of this bike. 

Trek officially announced the new Madone  on the eve of the 2022 Tour de France. We hadn’t yet ridden the bike then, but  our article covering that launch  delved into all the updates and improvements Trek claimed the new Madone offers so feel free to head over there for a recap of all the nitty gritty details on the new bike. But having ridden the new Madone on and off for the better part of five months now, we now have a long-term review of this striking new aero rig. 

Trek claims the Madone is the “ultimate race bike,” and first impressions of the new bike suggest they might have a point. The Madone is one of just a handful of bikes that have immediately felt like a tangible step forward on the first ride. 

Given the sheer size of its aero tubing, 50 mm-deep rims, electronic groupset, and standard power meter, it feels lighter than the already relatively lightweight 7.4 kg it actually weighs. But aside from the lower weight, every tube, corner, and angle of the new frame, fork, and bar-stem is also designed to make the new Madone faster, lighter, and almost as compliant as the outgoing frame.

On the road, the new Madone feels fast, light, responsive, and agile, and it handles beautifully. That Isoflow seat tube hole is said to add compliance, and it seems to, even if it doesn’t quite match the older (and much heavier) Isospeed system for comfort. However, the Madone is still a race bike, and rides as such. If the Madone was a dance, it’s like a wiggle-your-butt rather than a shake-your-hips move over the cracked and poorly surfaced roads I mostly ride on. It’s a balance I like and the ride feels fast, regardless of how fast it actually is. 

It’s a real eye-catcher, too. Rarely has a bike received as much attention as the new Trek. Riders and non-riding public alike commented both positively and negatively on its bold, chunky design. The Madone received the full spectrum of comments all the way from “that thing is insane” and “I love the paint job” to “what’s with the hole?”, “there’s no decals; is that still a prototype?” and the most frequent question, “is that an e-bike?”

The Madone might have speed and performance at the core of its “ultimate race bike” tagline, but in that moment, I couldn’t have cared less how aero, stiff, light, or aerodynamically efficient it is. It feels amazing, and for many riders, that’s plenty. 

If I’d bought the new Madone purely for a good time, I’d have been a happy rider. As many of you will know, though, I always have at least one eye on maximising performance, and the new Madone threw up a few questions. 

Questions like, why 25 mm clincher tyres? In an age when almost everybody is going wider, on a frame with ample clearance (even if officially clearance is limited to 28 mm), and on 30 mm-wide rims better suited to wider tyres, why has Trek opted for 25 mm as stock? The tan sidewall Bontrager R4s look fabulous and certainly aid with the weight reduction Trek had targeted for the new Madone, but I had to swap these out for 28 mm tyres. 

You might want to upsize the tyres also, and that’ll come at an additional cost to what is already an expensive bike. Furthermore, you’ll also need to budget for tubeless rim tape as the product manager for the Madone is apparently on #teamtubeinside: the stock rim tape isn’t tubeless-compatible.

Then there is the fit. Everything else being equal, moving to a narrower handlebar reduces the effective reach to the levers and increases the rider’s torso angle. Despite this, Trek still fits a relatively short 100 mm stem on a 56 cm frame. As a result, many riders will end up in a more upright position that could possibly negate the aero gains of a narrower setup. Consider if you need a longer stem before ordering the frame and one-piece cockpit.

Fit aside, I found the new bar-stem combo remarkably comfort for such a performance-focused design. The tops are shallower and feel much more akin to a traditional round bar. There is a subtle flare to the drops for a wider position when getting low on the front. And Trek has incorporated an almost platform-like section just behind the hoods which proved perfect for resting my forearms on when riding in the “aero hoods” position (just don’t tell the UCI ).

Lastly, on fit, I found my 75 cm saddle height is just about the minimum saddle height actually achievable with some saddles and the longer 200 mm seatpost supplied on my review bike. There is a shorter 150 mm seatpost worth considering if you, like me, run a lower than average saddle height for your height or frame size. 

So about that hole

Finally, there was the question of Isoflow. It is a unique approach, and aesthetically, it has grown on me. I appreciate Trek is doing something unique, but inevitably, people will have questions as to why and what benefit there is to having a hole in the seat tube. 

Trek says Isoflow offered the trifecta of reduced weight, improved compliance, and better aerodynamics. When the bike was launched, Trek explained how the Isoflow concept was initially the result of aerodynamic analysis and included for its aero gains. It was only later that Trek found the added benefits of reduced weight and improved compliance. 

I can’t quantify exactly how much weight Isoflow offers on its own as compared to the much more complex IsoSpeed system on the previous-generation Madone. Given how the new seatstays now extend all the way to the top tube, and what appears to be an increase in the amount of carbon fibre material in the area, I can’t imagine the savings are huge. However, omitting IsoSpeed also eliminates a lot of that system’s hidden internal parts, and if you take Trek’s 300-gram overall claimed weight savings here at face value, it seems fair to assume the switch to Isoflow accounts for a decent chunk of that.

As mentioned earlier, Isoflow does offer improved ride compliance compared to what you’d expect for an aero frame with these sorts of tube cross-sections, but again, the Madone is a hard-core race bike, and it feels as such. It is not fair to expect it to feel like a Domane or any other endurance road bike. That said, the Isoflow Madone is amongst the comfier of aero-focused rigs I have had the pleasure of riding while blasting down country lanes. 

So that just leaves the aero question. How much faster is having a hole in the seat tube? The answer is far from clear-cut. Before delving into any aero testing results, it is worth remembering while Trek’s headline 19-watt saving with the new Madone sounds huge – and it is – Trek also explained more than half those watts were found by helping the rider into a more aerodynamic position. The rider is always the largest drag contributor within the entire system, so while that makes the 19-watt figure a little misleading at first, I like that Trek at least recognises this and has also focused on improving the rider position instead of just the bike. 

Trek attributes only around three of the remaining 10 watts or so of aero savings to Isoflow, with the remainder coming from the new Kammtail tubing, the aero bar tops, the new head tube, the taller bottom bracket area, and other frame features. Long story short, the Isoflow is just one small part of the entire aero upgrade package on the new Madone.

Furthermore, the seat tube is a notoriously tricky aerodynamic puzzle to solve. A rider’s legs generate a lot of turbulent airflow that can go anywhere and do anything. Trek claim the Isoflow hole channels the airflow into a low-pressure zone behind the frame, thereby reducing drag. That turbulent airflow may very well get channeled through the hole, but does it also reduce the turbulence? And what about the seatstays? The extra length mentioned above also doubles a single-seat tube’s surface area. Does that create more drag, and can the aero benefit of Isoflow outweigh that extra drag for an overall net improvement? Not only are these difficult questions to answer, but they are likely very condition-dependent. I have little doubt, given the right conditions, that Isoflow likely is faster. Trek tested the Isoflow at 45 km/h in a wind tunnel and using CFD, but I still wondered how it might compare in the real world.

To get an answer, I turned to Aerosensor and a piece of leftover foam used for packing bikes. 

I shaped the piece of foam to mimic the shape of the seat tube, jamming into the Isoflow opening. Using the Aerosensor, I did a series of tests across several days assessing the Madone’s baseline drag over several out-and-back runs and compared that with test runs with the makeshift foam seat tube. The baseline and test run consisted of four repeats, each of a 2.4-km out-and-back route, alternating between baseline and test runs. 

Long story short, the Madone tested marginally faster in every run with the foam insert partially closing the Isoflow opening. While it is not possible to extrapolate exactly how or why we see these results, one theory is that the foam offers a chance for the airflow to reattach and flow smoother into that space behind the frame. Another theory is the ~35 km/h speed of our repeats wasn’t fast enough to reflect Isoflow’s true potential. 

On paper, our results are perplexing. Trek was quite open to hearing my test protocol and was happy to admit different tests may elicit different results. Furthermore, my testing simply compares two configurations of the same bike. It doesn’t compare the next Madone to the previous-generation bike or any other aero bike on the market, but the results are curious regardless, and only goes to further demonstrate the complexity of aerodynamic bike development.

Either way, an honourable aero mention goes to the Bontrager Aeolus RSL 51 wheelset, which repeatedly out-tested several other premium wheelsets – of either similar or taller section depth – using the same testing protocol.

Many riders and engineers expressed concerns about Isoflow’s structural rigidity when Trek unveiled the new concept. While I am no engineer, I have taken zero precautions and subjected the Madone to some severe hits going full-send down some of the worst roads Ireland has to offer. So far, there have been no zero indications of any forthcoming failures. 

As I mentioned earlier, the new Madone feels phenomenally fast and provides one heck of a thrilling ride. Even considering the aero testing results, tricky fit, and humongous price tag, I’d gladly take the Madone racing seven days a week if it wasn’t for one minor issue that is could prove a deal breaker for me. It’s that hole in the seat tube, but not for any of the reasons mentioned above. 

You see, I live in a rather soggy part of the world, and they say you don’t appreciate what you have until it’s gone. In this case, I didn’t appreciate before just how much rear tyre road spray is blocked by the seat tube, and with that Isoflow opening, my water bottle cap now fully exposed to it. It’s a similar case for the surprisingly vulnerable seatpost clamp area. I’d certainly like to see some sort of plug or cover there.

To flow or not to flow

For me, the new Madone’s real party trick is not the Isoflow, but that it offers all the aero tweaks and outright performance without compromising on day-to-day ridability. Beneath all its Isoflow openings, integrated one-piece handlebars, and oversized Kammtail tubing hides a normal bike with a threaded bottom bracket, easily adjustable stem and accessible (perhaps overly accessible) seatpost clamp. And while Isoflow may or may not provide an aero gain and reduce frame weight, it does provide enough ride compliance for what is still a pure race bike.

Minor quirks aside, Trek has produced a superb race bike. The new Madone is performant, a joy to ride, and unique. I applaud Trek for tackling rider aero drag and loading the new Madone with narrow bars; just remember to check the stem length before ordering.

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2023 Trek Madone SLR 9 Gen 7 Road Bike

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2023 TREK MADONE SLR 9 GEN 7 ROAD BIKE Madone SLR 9 is ultralight, insanely fast, and super smooth. It's the ride you reach for on race day when every watt counts and your eyes are on the top step. This road race bike is built with an 800 Series OCLV Carbon frame and new IsoFlow technology that adds an aerodynamic advantage, cuts weight and smooths the road ahead. It's built from the ground up with cream of the crop components for a smooth and light ride, like Shimano's wireless electronic Dura-Ace Di2 drivetrain and carbon wheels with a deep rim for even more aerodynamic gains.

SPECIFICATION : Frame Trek 800 Series OCLV Carbon, KVF (Kammtail Virtual Foil) tube shape, IsoFlow seat tube, invisible cable routing, 3S aero chain keeper, T47 BB, flat mount disc, 142x12mm thru-axle, H1.5 race geometry Fork Trek Madone KVF full carbon, tapered carbon steerer, internal brake routing, flat mount disc, carbon dropouts, 12x100mm thru-axle Bottom Bracket Praxis, T47 threaded, internal bearing Stem Trek Madone Integrated, length - 80mm (47) / 90mm (50-54) / 100mm (56,58) / 110mm (60,62) Handlebar Trek Madone Integrated, width - 380mm (47) / 400mm (50,52) / 420mm (54-58) / 440mm (60,62) Bar Tape Bontrager Supertack Perf tape Front Brake Shimano Dura-Ace R9270 hydraulic disc / Shimano MT900, Center Lock, 160mm rotor Rear Brake Shimano Dura-Ace R9270 hydraulic disc / Shimano MT900, Center Lock, 160mm rotor Brake Levers Shimano Dura-Ace R9270, hydraulic disc Front Derailleur Shimano Dura-Ace R9250 Di2, braze-on, down swing Rear Derailleur Shimano Dura-Ace R9250 Di2, 12-speed Shift Levers Shimano Dura-Ace R9270 Di2, 12-speed Chain Shimano Dura-Ace/XTR M9100, 12-speed Cassette Shimano Dura-Ace R9200, 11-30, 12-speed Crankset Shimano Dura-Ace R9200, 52/36, crank length - 165mm (47) / 170mm (50,52) / 172.5mm (54-58) / 175mm (60,62) Front Wheel Bontrager Aeolus RSL 51, OCLV Carbon, tubeless-ready, 51mm rim depth, 100x12mm thru-axle Rear Wheel Bontrager Aeolus RSL 51, tubeless-ready, Shimano 11/12-speed freehub, 142x12mm thru-axle Front Tyre Bontrager R3 Hard-Case Lite, aramid bead, 120 tpi, 700x25c, clincher Rear Tyre Bontrager R3 Hard-Case Lite, aramid bead, 120 tpi, 700x25c, clincher Saddle Bontrager Aeolus P2 Elite, 155mm width (47-52) / Bontrager Aeolus Elite, austenite rails, 145mm width (54-62) Seatpost Trek Madone aero carbon internal seat mast cap, integrated light mount, 0mm offset, short length (47-54) / Trek Madone aero carbon internal seat mast cap, integrated light mount, 0mm offset, short length (56-62) Weights 54-7.10kg / 15.66lbs

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Are premium road bikes about to get cheaper? A brief analysis of bike prices before and after the industry's boom and bust, and what this means for you

High-end bikes have always been more expensive, and that’s just a fact of life. The better the frame material, the components and the claimed performance, the more a bike will cost. But in recent years, customers have been easily able to spend over £10,000 on a premium road bike , and seemingly without much justification on the price.

That is, until brands like Van Rysel and Cube decided to shake things up a bit. Van Rysel’s RCR pro team replica bike costs £9,000, and Cube’s new Attain C:62 is under £3,000 with a full Shimano Ultegra Di2 groupset and carbon finishing kit. Considering the price of an Ultegra Di2 groupset alone was £2,399 when we reviewed it , you're getting a helluva lot for the extra few hundred pounds.  

> The most expensive road bikes in the world

So, does this mean the tide is finally turning, and we’re going to see top-end bikes become more ‘affordable’ ? Or are these larger brands offering very competitive prices simply able to manage economies of scale better because they simply have more capital? 

Why do some road bikes cost so much?

We talk a lot about how much bikes cost – because it’s important to you, the reader, and to customers and potential enthusiasts. Those who aren’t entrenched in the cycling industry often scoff when told the price of road bikes – I know I’ve definitely had to take off a zero when telling a non-cycling friend how much my shiny new wheels cost.

But why can they cost so much? Simply put, because brands can charge it, and people will pay. Until recently, brands have had little trouble selling bikes costing £10k+. This could be because more people buy bikes with finance and see spreading the cost as a better investment, or people with the most buying power (typically the baby boomer generation and the older class of Generation X) have enough disposable cash to make the purchase. There’s been talk of cycling becoming the new golf for a good while now, and when bikes cost that much and a simply cycling jersey can cost £200, you can certainly see why.

Just last year, Jamie investigated just how much the prices of top-end road bikes have gone up in the last decade, and found that many premium brand prices are outpacing inflation. Sure, during the pandemic there were reasons to raise prices – supply chain issues, a lack of parts, and, just like the Oasis tickets drama – increased demand.

But now, as an industry, we’ve heard stories of brands being overstocked with bikes they can’t shift. The relative boom of Covid has well and truly bust, and UK customers don’t have as much disposable income as they once did. Plus, why would they need to upgrade their bikes so soon after buying something high-end only a few years ago?

So with launches like the Cube Attain C:62 , which offers a carbon mix frame, carbon wheels and bars and a Shimano Ultegra Di2 groupset for under £3,000, does this mean we’re finally going to see bike prices drop back down to what they should be? And what will the repercussions be on smaller brands who don’t have the buying power or warehouses the big players do?

How much did premium bikes cost before the Covid boom?

Since 2019, the Bicycle Association has found that the average price of bikes sold in 2022 has increased by 26%. Depending on the category, the actual price hike has increased by up to 50% from pre-pandemic levels to 2023. Interestingly, the biggest price increases have been on lower to mid-level road bikes, which Emily explored last year .

Bikes like the Specialized Allez, that you could pick up for £600 in 2014, now cost in the region of £1,000. Admittedly, that’s actually a discount on last year’s price of £1,100, but it’s still a 66% increase on something that according to the Bank of England inflation calculator , should only cost 33% more (roughly £800).

Now looking at more premium options, we had the Trek Madone SLR 9 Disc in for review in 2019, costing £10,000. For your money you got Shimano’s 11-speed Dura-Ace Di2, Bontrager Aeolus XXX 6 carbon wheels and carbon finishing kit. Now, with the latest Gen 8 iteration of the same model, it costs £12,000 and you get Shimano’s 12-speed Dura-Ace Di2 groupset, Bontrager Aeolus RSL 51 wheels and carbon finishing kit.

Is an extra gear and slightly different wheels worth an increase in £2,000? Well, if the Bank of England Inflation calculator is to be believed – then yes. Theoretically, the bike should actually be priced at £12,412, a 24% increase.

Will we continue to see premium bikes become more affordable?

You could argue that yes, we will see the top-end market become less out of reach, and represent more ‘value’. Brands such as Giant have spoken about lost profit , with many commenters citing ridiculous prices as a large factor in this.

What we could be in danger of seeing is a closing gap between entry-level and premium prices. We’ve all been in a position of buying a new bike, setting a budget, but then realising that if we spent just £200 more we could have better wheels, or for £300 more than that you could have electronic gears.

I could be argued that brands should be mindful of not falling into the trap of assuming that every customer wants the best. Some just want a bike to get started on, and by pricing them out we run the risk of deterring newcomers. Of course, inflation is what it is, and if you’re still imagining 1990s Halfords bike pricing when you’re looking at new bikes, then you’re always going to be disappointed.

But it does look like if brands can ride this new wave of uncertainty, prices may continue to fall at the premium end of the market. And with bikes like the Cube Attain and the Van Rysel range offering premium bikes for extremely competitive prices, more brands may find themselves having to follow suit or risking losing even more market value in an already unstable sector.

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自転車は店頭受取限定。他は配送OK！

自転車本体及びフレームは店頭受取限定。他は配送OK！

Trek/Bontrager 用品¥5,000（他は¥8,000）以上で送料無料

Trek / Bontrager 用品は¥5,000（それ以外は¥8,000）以上で送料無料

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今、メール会員にご登録いただくと、オンラインストアでの初めてのお買物（5,000円以上）にご利用いただける500円クーポンをもれなくプレゼント!!

※ 自動送信メールや納期のご連絡などのメールが迷惑メールに分類されていたり届いていない場合があります。@bike-plus.comをホワイトリストに設定してお買い物をお楽しみください。

Trek Madone SL 6 Gen 8

Madone SL 6 Gen 8は、先端のレーシングテクノロジーを手頃な価格で提供する軽量エアロロードバイク。上位モデルのMadone SLR Gen 8と同様のエアロ効果を提供しつつ、経済的なOCLV 500カーボンレイアップを素材とし、内蔵ケーブルルーティングと２ピース式のハンドル周りを採用。レース用ジオメトリーで作られ、登りでは快適さを保ち、アタック時にはその姿勢を保っていられる。Shimano 105 Di2電動コンポーネントは、電光石火のような電動変速の性能はそのまま、価格を抑えた造りとなっている。さらにカーボンホイールを採用し、より軽量とした。

一般的に、スポーツバイクはスニーカーや衣料品などと異なり1台展示するのに広めの作業・展示スペースと組立整備の時間が必要で大変高価でもあるため、取り扱いのある全てのモデル、全てのバリエーションがお店に並んでいることはまずありません。お取り寄せでの対応となるのが実情となっております。

バイクプラスでは、多くのお客様のご要望になるべくお応えできるように、人気モデルの売れ筋カラー・サイズを中心に、各店店頭に常時30-50台前後在庫しております。

各店店頭にないモデルやバリエーションは基本的にお取り寄せでの対応となります。あらかじめご承知おきください。バイクプラスグループ内の在庫はご希望の店舗で納車できます。

いずれにしましても、納期は最寄りの店舗（ 店舗一覧 ）に直接お問合せいただくのが最も正確です。下の「12.在庫の問い合わせはこちら」からお問い合わせいただくことも可能です。

当日納車が可能な場合でも、コンビニでのお買い物のような速さではお持ち帰りいただけません。納車前の点検、お求めいただいた自転車のシフトチェンジやブレーキなどの使用方法、前後車輪の外し方、空気入れの使用方法や適正空気圧等のご説明のためのお時間が必要です。ゆとりを持ってご来店ください。

組立整備済み在庫がある場合 受取予定の店舗に組立整備済みの在庫がある場合は、ほぼ当日、遅くても2営業日以内にはお渡し可能です。

箱在庫・仮組み在庫がある場合 受取予定の店舗に箱在庫や仮組み状態の在庫がある場合は、基本的に5営業日ほどでご用意できます。

スポーツバイクは、7部組と呼ばれる未完成状態でメーカーから出荷され、店舗に入荷してから検品・組立整備・安全点検等を行い、ようやくお客様に納車できる状態になります。その関係で、店舗に入荷してから基本的に2週間（10営業日）前後お時間が必要となります。

タイミング悪くメーカーが一時的に欠品している場合もあります。新生活が始まる年度切替時期、GWや夏休み前、ボーナス前など、需要が重なる時期にはさらにお時間が必要になる場合もあります。早め早めにご注文いただくのがおすすめです。

オンラインからご注文いただいた場合、当社でご注文内容を確認した後、納車準備が整うまでのおおよその期間を受け取り予定の店舗からお電話かメールにてご連絡します。

またその後、納車の準備が整った時点でお渡し準備完了の通知メールを送信します。そのメールが届いてからご来店ください。ご来店の際はそのメールを店舗スタッフにお見せください。

店頭受取注文の流れは こちら で詳細にご紹介しています。

サイズフィッティングは、その後の楽しさや快適さを左右するとても重要なプロセスです。そこに不安を残したままでの購入は絶対におすすめしません。最寄りの店舗にご来店のうえご相談ください。お問合せフォームからご相談いただいてもフィッティングを施せませんので何もお答えできません。

専門的な知識と経験を持った店舗スタッフが、実際に固定ローラー台の上で乗っていただきながら適正サイズやサドルの高さ、ハンドルの高さや距離、上体の角度などをチェックします。お気軽にお声がけください。

・ サイズ選びの重要性 ・ バイクフィッティングとは？ ・ 安心保証を掲げる当店にお任せ！ ・ 試乗もおすすめ

ご注文が正常に完了できていないか、ご登録のメールアドレスに間違いがある可能性があります。迷惑メールフォルダに振り分けられている場合もございますので、一度ご確認をお願いいたします。

受信制限機能などにより弊店からのご注文受付メールが届かない場合もございます。

メールが届かない場合は、<@ bike-plus.com >を受信できるように設定のうえ、お問合せフォームよりご連絡ください。

もちろんです、ご安心ください。

自転車をお受け取りになられた店舗はもちろん、バイクプラス全店で店頭購入とまったく同じサービスとサポートが受けられます。納車時にお渡ししているメンバーズカードをご持参の上、お気軽にお申し付けください。

・ 安心保証 ・ 修理メンテナンス

実店舗では、クレジットカードの分割払いもしくはショッピングローンをご利用いただけます。オンラインストアでは、ショッピングローンをご利用いただけます。

ショッピングローンは最大60回まで分割可能です。なお12回までなら分割手数料をバイクプラスが負担いたしますので是非ご活用ください。詳しくは「 ショッピングローン 」をご覧ください。

車体をご注文の際は必ず一緒にお買い求めください。こちらの『 防犯登録 』にて、受け取り店舗をお選びいただきカートに入れてください。

防犯登録は「自転車の安全利用の促進及び自転車等の駐車対策の総合的推進に関する法律」の第12条「自転車等の利用者の責務」により、自転車を利用する人の義務とされています。 

はい。オンラインで車体と一緒にお求めいただいたアクセサリー類は、事前にお取り付けをして納車日を迎えることができますので、納車日当日に店頭で色々お選びいただくよりもお時間がかからず大変おすすめです。

ぜひ車体と一緒にライトや鍵、サイクルコンピューターなどもご注文ください。

当店でお買い求めいただいたアクセサリー類は車体ご購入から1年以内であれば工賃無料でお取り付けします。

他店で購入されたアクセサリー類をお持ち込みいただくことはできますが、それらのお取り付けには工賃を申し受けます。あらかじめご承知おきください。

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似たようなおすすめモデル

Madone SL 6 Gen 8 製品概要

Madone SL 6 Gen 8は、レースでも活躍できるエアロ性能と登りでタイムを稼げる軽さを実現。これは500シリーズOCLVカーボンのレイアップと実用的なDi2グループセットによる、経済的なパッケージに包まれた正真正銘のスーパーバイクだ。エアロチューブ形状や軽量IsoFlowコンフォートテクノロジーなど上位SLRモデルと同様の、集団前方で走り続けられるフレームテクノロジーを提供。

搭載テクノロジーの概要

エアロ形状チューブとIsoFlowコンフォートテクノロジーを採用した超軽量OCLV 500カーボンフレーム。すっきり決まる変速を実現する、上位からの技術を利用した2x12 Shimano 105 Di2電動コンポーネント。さらに、チューブレス設定済みのBontrager Aeolus Elite 35カーボンホイールを装備。

ハイエンドなレース価格ではない、軽量なロードレースバイクを求めるあなたに。レースでもクラブライドでも、1人でコーナーの多い渓谷のコースを走るときにも、登りでの効率とエアロ性能を共に妥協したくない方へ。Shimano 105コンポーネントの実用的な性能が好みだが、Di2の精密で素早い電動変速の利点も使いたいという方に。

Madone SL 6 Gen 8

• 速さを再定義する革命的なフルシステムフォイル・エアロチューブ形状が、バイク全体のエアロダイナミクスを最適化
• 経済的な500シリーズOCLVカーボンフレームと新チューブ形状が重要な部位を軽量化し、飛ぶような登り性能をサポート
• 軽量化とパフォーマンスを両立するカーボンホイールで、飛ぶように登り、空気を切り裂くように下れる
• Shimano 105コンポーネントに採用されたDi2テクノロジーにより、軽快で素早いシフトチェンジを実現
• 軽量でレース用に作られたIsoFlowコンフォートテクノロジーが、重量やエアロ性能を犠牲にすることなく、長く力強く走り続けられるようサポート
• Trekパフォーマンスロード初となる出荷時のチューブレス仕様

Madone SL 6 Gen 8 一押しポイント

New Madone SL 8

史上最軽量のMadone SL Disc

新しい軽量で高速なエアロチューブ形状と、軽量でありつつ経済的な500シリーズOCLVカーボンの組み合わせで、Gen 8はMadone SL Discフレームセット史上最も軽量なモデルとなり、理想的なクライミングバイクともなった。

速さという形を再定義する

画期的な新フルシステムフォイル・エアロチューブ形状は、登りで求められる軽さを維持しながら、バイク全体の空気の流れを改善する。さらにバイク＋ライダーをシステム全体として綿密に設計、厳格なテストを通してあらゆる面で高速化を実現した。



垂直方向のしなやかさが80%向上したIsoFlow

レースに特化した快適さへのテクノロジーを改良、さらなる軽量化を図りつつ垂直方向のしなやかさをほぼ2倍にしたことで、より長い距離を力強く走り切れる。

レース現場の意見を反映

Madone SLは、Lidl-Trekの最速スプリンターとクライマーからのフィードバックをもとに改良された。

調節可能なエアロコックピット

Madone Gen 8の特徴の一つがドロップ部分よりも狭いブラケット部、これでエアロ性能とパワー出力の優先次第によってポジションを選べる。さらに2ピース構造で、素早く簡単にフィットを調整できる。

エアロボトルを加えてバイク全体を高速に

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Shimano 105 Di2

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Madone SL 6 Gen 8 その他の特徴

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500 シリーズ OCLV

500シリーズ0CLVは、軽さと強度、そして剛性とを素晴らしい

バランスで実現。トレック独自の洗練されたフレーム加工技術に、ぴったりとマッチする。

ロードレース用ジオメトリーとフィット

Madone Gen 8のポジション設定は、風の抵抗を受けにくい走りを実現するのと同時に、さまざまな体格のライダーがフィットを阻害されることなく走行できるようにする。

この最もエアロなバイクのブレーキやシフトケーブルを、フレーム内部に通すことで、究極の流線型形状と優れた空力性能を手に入れた

ボントレガーが提供するステムテクノロジーは、必要なアクセサリーを直接ステムに取り付けられる、すっきりした見た目と使いやすさを両立するシステム。

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身長に基づく推奨サイズを示していますが、ぴったりのサイズは腕や股下長などでも変わることがあります。推奨サイズが重複している方は特に迷われることでしょう。 サイズ的にあなたにぴったりの１台を見つけるには最寄りのバイクプラスのスタッフにお気軽にご相談ください。身長・股下を計測し適切なサイズを見極め、快適で効率の良いポジションを導き出します。

価格やスペックは予告なく変更になる場合があります。また重量は実際の製品とは異なる場合がございます。あらかじめご承知おき下さい。

Customer Reviews

ポジションの丁寧な確認や持ち込みパーツの取り付け対応など、満足のいく対応でした。相談しやすい雰囲気もあり、またメンテナンスなどで伺いたいと思います。

いろいろ相談にのっていただき、アドバイスを聞けたのが大変良かったです。

販売対象ではないかもしれないが、季節ごとのウェアやインナーなどの話があれば良かったかと思います ウェア類も揃えるの大変ですから

試乗車を多数そろっていますが，欲をいえばグレードの高い車種も展示だけでなく試乗できればと思います。

このお客さまは評価のみを残しました。

今までお乗りになっていた愛車を下取りして、おトクに最新のバイクに乗り換えしませんか？

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Tver Oblast, Russia

The capital city of Tver oblast: Tver .

Tver Oblast - Overview

Tver Oblast is a federal subject of Russia, part of the Central Federal District. Tver is the capital city of the region.

The population of Tver Oblast is about 1,230,200 (2022), the area - 84,201 sq. km.

Tver oblast flag

Tver oblast coat of arms.

Tver oblast map, Russia

Tver oblast latest news and posts from our blog:.

27 December, 2023 / Amazing Church of the Transfiguration in Krasnoye in Tver Oblast .

25 October, 2020 / Rzhev Memorial to the Soviet Soldier .

4 April, 2019 / Cities of Russia at Night - the Views from Space .

16 October, 2018 / The Oldest Monastery in the Tver Region .

30 September, 2018 / Church of the Transfiguration of the Savior in Krasnoye .

More posts..

History of Tver Oblast

According to archaeological excavations, the first permanent settlement on the territory of the present Tver region existed in the 9th-10th centuries. In the 1130s-1140s, during the struggle of Rostov-Suzdal princes against Novgorod the Great, on the site of the former, unfortified settlement, a new fortress was built - Tver. It was first mentioned in the chronicles in 1208.

As an independent state, the Tver principality was formed in the 1240s-1250s. This initially sparsely populated and relatively remote from the Horde region attracted numerous settlers. From the first decades of its existence, the Tver principality played an important role in the social and political life of the Russian lands.

In the 14th-15th centuries, Tver competed with Moscow for leadership in the unification of Russian lands. It was one of the main centers of handicraft production and international trade. An indicator of the breadth of foreign trade relations of the Tver principality was the famous trip of the Tver resident Afanasy Nikitin to India in 1466-1472.

More historical facts…

In 1485, the Tver principality became part of the Moscow state. The troops of Ivan III, after a three-day siege, captured Tver. In 1569, during the campaign of Ivan the Terrible against Veliky Novgorod, the town was looted by the oprichniks, and, in the Time of Troubles, Tver was burnt by the Poles.

In 1775, the Tver governorate was formed, in 1796 - the Tver guberniya (province). In the second half of the 19th century, the local industry began to develop rapidly facilitated by the construction of the Nikolayev (Oktyabrskaya) railway.

In 1931, Tver received a new name - Kalinin, in honor of Mikhail Kalinin - a Bolshevik revolutionary. In 1935, Kalinin oblast was established. During the Second World War, fierce battles took place on the territory of the region. During the fighting of the initial period of the war, Kalinin, as well as other towns in the region, were almost completely destroyed.

In the post-war period, this region became an important industrial center and transport hub with enterprises of chemical industry, weaving, heavy engineering. In 1990, the historical name was returned to the city, and the region was renamed Tver Oblast.

Tver Oblast - classical landscapes of Russia

Tver Oblast scenery

Author: Alexey Usov

Tver Oblast landscape

Author: Evgeny Lyzlov

Field road in the Tver region

Tver Oblast - Features

Tver Oblast, located in the west of the middle part of the East European Plain, stretches from north to south for 260 km, from west to east - for 450 km. It is one of the largest regions in the European part of Russia. The distance from Tver to Moscow is about 160 km.

The region is not rich in various natural resources: brown coal, peat, limestone, low-melting and refractory clay, quartz sand. Forests occupy slightly more than half of its territory. On the territory of the region there are more than 800 rivers with a total length of about 17,000 km. The main river is the Volga (685 km).

The climate is moderately continental. The average temperature in January ranges from minus 6 degrees Celsius in the south-west to minus 10 degrees Celsius in the northeast, in July - plus 17-19 degrees Celsius.

The largest cities and towns of Tver Oblast are Tver (424,900), Rzhev (55,000), Vyshniy Volochyok (43,700), Torzhok (42,700), Kimry (41,200), Konakovo (34,200). The main industries: engineering, food, woodworking, production of building materials, chemical. Kalinin NPP and Konakovo GRES are the largest power plants in the region.

The region’s agriculture specializes in dairy and beef cattle breeding, flax growing. Pig breeding and poultry farming are developed too. Rye, oats, fodder crops, potatoes, and vegetables are grown.

Tver Oblast is crossed by two federal highways: M10 “Russia” and M9 “Baltia”. The Oktyabrskaya Railway, connecting Moscow and St. Petersburg, passes through the region. The largest railway junction is located in Bologoye.

The largest nature protection facility is the Central Forest Reserve located on the territory of Nelidovo and Andreapolsky districts.

Tourism in Tver Oblast

Today, Tver Oblast is one of the established tourist regions of Russia with a lot of attractions. This region with a unique cultural identity made a significant contribution to the priceless treasury of Russian culture.

There are eight tourist clusters:

• Lake Seliger, which includes the system of the Upper Volga lakes, the source of the Volga River,
• “Karelian path” passing through Likhoslavlsky, Rameshkovsky, Spirovsky, Maksatikhinsky districts,
• “Moscow Sea” - Ivankovskoe Reservoir,
• “Great Troegradiye” - Tver, Torzhok and Staritsa,
• “Russian Venice” in Vyshny Volochyok, which includes the Vyshnevolotsk water reservoir, the Chaika Dacha and the Academic Dacha,
• “Bezhetsky verkh” with the centers in Bezhetsk and Vesyegonsk,
• “Baltic Arrow” with the centers in Rzhev and Toropets, which also includes the Central Forest Reserve and the biostation “Clean Forest”,
• “Pearl Thread” - Kimry, Kalyazin, Kashin, Borki airfield, Unitsy.

In total, there are over 5,000 monuments of archeology and more than 9,000 monuments of history and culture. The most famous monuments are:

• Imperial Travel Palace in Tver,
• Nilova Pustyn Monastery on Stolbny Island in Ostashkovsky district,
• Borisoglebsky Novotorzhsky Monastery,
• Holy Dormition Staritsky Monastery,
• Channels of the Vyshnevolotsk water system,
• Manors (Bernovo, Vasilyovo, Znamenskoye-Rajok, Malinniki, Pryamukhino, Stepanovskoe-Volosovo, Chertolino).

Through the territory of the Tver region there is a significant transit flow of excursion tourists to the neighboring regions - the towns of the Golden Ring, Veliky Novgorod and St. Petersburg. You can take horseback rides and trips near Staritsa village.

Annually about 40 major international, all-Russian and regional events are held in the Tver region, including the International Music Festival of I.S. Bach; International Festival of Slavic Poetry “Singing Letters”; Festival of Russian Opera of M.P. Mussorgsky; Festival of theaters of small towns of Russia; Festival of Arts “Musical evenings on Seliger” and others.

Tver oblast of Russia photos

Pictures of the tver region.

Winter in the Tver region

Author: Gaidukov Nikolai

Village in Tver Oblast

Author: Georgiy Pogozhiy

Abandoned church in Tver Oblast

Author: Alexander Mozgalyov

Churches in the Tver region

Wooden church in Tver Oblast

Picturesque church on the river bank in the Tver region

Author: Kiyanovsky Dmitry

Orthodox church in Tver Oblast

Author: A.Burlakov

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