trek madone slr 9 2023 price

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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2023 Trek Madone SLR long-term review

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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All new Trek Madone SLR drops IsoSpeed for IsoFlow for lightest bike yet

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At this point, if you’ve been paying attention you’ve probably already caught a glimpse of the new Madone SLR. Trek hasn’t exactly been hiding it from view, but now it’s official. To make the lightest Madone yet, Trek followed input from their top racers to redesign the IsoSpeed system to make the bike lighter – while simultaneously making it more aero and maintaining the ride comfort as well.

Looking at the back of the bike, it’s clear that the new frame is different. The adjustable IsoSpeed system is gone in favor of a wild-looking seat tube junction with a large hole in the middle.

This also results in a seat tube that is cantilevered out from the top tube. Combined with the IsoFlow design below, this is said to provide much of the vertical compliance of the original IsoSpeed system, but in a lighter design and without any moving parts. Trek claims the new bike is almost 300g lighter than the previous Madone.

The IsoFlow design combines with refined Kammtail shaping for the frame tubes, and a new bar/stem combo to make the entire package more aerodynamic. The result is a claimed 19 watts saved, or roughly 60 seconds per hour faster than the previous-gen 6 Madone when measured at 45km/h. As Trek tells it, of those 19 watts saved, 9.3w from come from the bike itself, while 9.7w stem from position change of the rider thanks to the new bar/stem.

2023 Trek Madone SLR Geometry

Built around Trek’s H1.5 geometry, the Madone is aggressive enough for pro-Tour riders, but can also be fit for the average cyclist. Obviously, the new seat tube design will somewhat limit saddle height, so there are two different seat masts, Tall and Short. The geometry chart above shows the minimum and maximum saddle rail height with both options for every size. Bike sizes 47-54 will ship with the short post installed, and bikes 56-62cm bikes will get the tall. Additional posts will be available, and all stock posts are 0mm offset. There will be a 20mm offset post as well.

New Bar/Stem

Up front, the Madone will feature a new SLR bar/stem design which uses flared drops to put the rider in a more aerodynamic position. The 3cm flare means a rider on a 42cm bar will be 39cm at the hoods, and 42cm at the drops. That should make you more aero when you need it, while providing power and control while sprinting.

Bare/Stem Details

• The width on this bar is measured at the drops
• The tops are 3 cm narrower than the drops
• Reach: 80 mm
• Drop: 124 mm
• Blendr compatible
• Stem/Bar combo sizes per frame size:  47cm: 38×80 mm, 50 & 52: 40×90 mm, 54: 42×90 mm, 56-58: 42×100 mm, 60-62: 44×110 mm

While Trek is excited about the new Bar/Stem combo, they also know that it won’t work for everyone. Because of that, the Madone has different bearing covers for the headset to allow it to work with any standard road stem on the market.

Frame Details

Built with Trek’s premier 800 Series OCLV carbon, it’s paired with a KVF full carbon fork with a tapered carbon steerer. As you might expect from a modern super bike, the Madone SLR is only compatible with electronic drivetrains. You’ll find a T47 threaded bottom bracket, standard 142 x 12mm and 100 x 12mm thru axles, and flat mount disc brakes with a maximum rotor size of 160mm. There’s also a removable front derailleur hanger – so if you want to go 1x (which Trek says is more aero), you can. Trek also claims that the cable routing is basically the same as the previous generation Madone. Finally, Trek gives the Madone an official tire clearance of 700c x 28mm.

The new Madone SLR will be available in a handful of colors and in six different builds–three SRAM and three Shimano builds, including the new 105 Di2 . At the time of launch the Madone SLR will not be available on Project One, but it will be in the near future.

2023 Trek Madone SLR Pricing

2023 trek madone slr claimed weights.

trekbikes.com

Zach Overholt is the Editor in Chief of Bikerumor . He has been writing about what’s new in the bicycle world for 12+ years. Prior to that, Zach spent many years in the back of a bicycle shop building and repairing nearly every type of bike, while figuring out how to (occasionally) ride them.

Based in Ohio, Zach is now slowly introducing a new generation to cycling and still trying to figure out how to fit the most rides into a busy schedule as a new dad.

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Oh boy! A 17lb+ Madone with disk brakes and electronic shifting!! My Madone 7 series circa 2012 with DA Di2 weighed 14.8lb on the road (and it was made in the USA). We just keep going backwards. I guess PRETEND aero benefits, higher weight, increased complexity and made in the ROC are what is now called progress.

Yup, the only “modern” changes I would make to my 2011 Madone are clearance for larger tires and a threaded BB. Not sure about bicycles, but in my field (semiconductors) Taiwan is world class. Remember when “made in Japan” was derogatory?

I guess your DA equipped Madone should be compared to 15.6 lbs DA equipped Madone. Considering the fact the new Madone has disc brakes the difference is not that big.

They are out to get us! Everybody should just buy your Madone!

Sounds like you are stuck in 2012, you realize weight is no longer a concern as we have learned that rolling resistance and aerodynamics are way more beneficial than a lightweight bike.

That is fake science used to convince consumers to buy heavy bikes.

It is SOUND science, not fake.

You should be comparing your old Madone to the Emonda, not this.

7 (I think) generations of Madones showing approximately 20W savings per generation says there have been at least 100W saved at 40km/h… I guess that means the effort that used to be 30km/h is now what is needed for 40km/h.. I should have been a dentist so I could afford this rig!

THisi is it! The one

Wait ’til my dentist hears about this!

Negatives: Looks like you better order the right size, probably not much room for seat post height adjustment and you’re pretty set with the integrated bar/stem (unless you go to a traditional bar stem combo like the article mentions). Also I’m disappointed with 28mm max tire clearance. any Disc frame should be able to hold 30 or 32’s. 7,999 starting price for a 105 bike is something I didn’t think we’d see this soon, but I’m sure people will buy it.

On the positive side. I’m a fan of the white bike with no massive TREK logo across the down tube. I think its a clean look and its a step in the right direction for Trek. I admit this is a cool frame design. Like everything in the industry its probably been done before, but it is certainly a cool and unique feature.

Imagine buying this bike and slapping 105 (Di2 or otherwise) on it: like buying a Porsche 911 GT3 and putting fuel saving all-season radials on it because gas is expensive.

Imagine spending 8 grand on a 105 bike. That’s the crazy part.

I know this bike is objectively better than my old one was, but I remember getting my first job in high school and lifeguarding all spring and the first half of the summer to buy a carbon Madone with 105 for ~$2500. It was the cheapest Madone. There were different frames back then, but I think it was just the material/layup, not aero/vs non-aero. It was the only one with 105, and the “entry level” race bike. Inflation adjusted that’s like $3500 today.

Insane that the “same” thing now (entry to that frame family + 105) is $8000.

Your old Madone is comparable to the Emonda SL.

If you view the groupset as the only value driver on the bike, sure. Is it a “105 bike”, or is it an integrated aero bike that happens to use a few 105 parts to be completed?

Its weird looking.. the previous gen was a real Sharp looking bike but this.. uh

Where does the di2 battery go?

It goes in the downtube near the BB. There’s no wires running from the shifter down.

I’d guess that the vast majority of the aero gains are from the narrow bars. Expensive gimmick. If Trek bikes are so amazing, why do they so rarely win? Do dentists not train enough? 😉

I like it but would need more reach, that guy in the picture looks a bit cramped with his knee against his elbow at the 12 o’clock

A different frame geometry is not going to lengthen that guy’s torso or shorten his femurs.

Never mind the weight or modern tech on these bikes, the rest these bike have gone through have proven they are better on a yearly basis. What will keep most of us from getting our hands on of them is the price. I am an average rider at the moment and I will never be able to afford these bikes. A mid-level bike for 10k is mind blowing. Sad, I think!

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Results have arrived, trek madone bikes for sale.

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 AXS

• 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
• 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, SRAM XD-R driver, 142x12mm thru axle
• Tires Size: 47, 50, 52, 54, 56, 58, 60, 62, Bontrager R4 320, 700x25c; Size: 47, 50, 52, 54, 56, 58, 60, 62, Pirelli P Zero Race, 127 tpi, 700x26c
• Chain SRAM RED D1, 12 speed
• Crank Size: 47, SRAM RED AXS w/ power meter, 48/35, DUB, 165mm length; Size: 50, 52, SRAM RED AXS w/ power meter, 48/35, DUB, 170mm length; Size: 54, 56, 58, SRAM RED AXS w/ power meter, 48/35, DUB, 172.5mm length; Size: 60, 62, SRAM RED AXS w/ power meter, 48/35, DUB, 175mm length
• Bottom Bracket SRAM DUB, T47 threaded, internal bearing
• Front Derailleur SRAM RED eTap AXS, braze-on
• Rear Derailleur SRAM RED eTap AXS, 36T max cog
• Shifters SRAM RED eTap AXS, 12 speed
• Brakeset SRAM Red eTap AXS hydraulic disc, flat mount
• 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 AXS?

A 2023 Trek Madone SLR 9 Gen 7 AXS is typically priced around $13,199 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 AXS?

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

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

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

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

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

Super smooth ride

Light for an aero bike

Striking aesthetics

Limited adjustability

No power meter

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

• Construction

Value and conclusion

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

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

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

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

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

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

Trek Madone 7 Gen 7: construction

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Former world champion forced to settle for third on the podium behind Van der Poel and Jasper Philipsen

By Tom Thewlis Published 7 April 24

British rider was unable to grip his handlebars properly in the finale as the last cobbled sectors arrived

The world champion launched his race winning move on the Orchie cobbled sector, almost 60 kilometres from the Roubaix velodrome

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For the first time Rosatom Fuel Division supplied fresh nuclear fuel to the world’s only floating nuclear cogeneration plant in the Arctic

The fuel was supplied to the northernmost town of Russia along the Northern Sea Route.

The first in the history of the power plant refueling, that is, the replacement of spent nuclear fuel with fresh one, is planned to begin before 2024. The manufacturer of nuclear fuel for all Russian nuclear icebreakers, as well as the Akademik Lomonosov FNPP, is Machinery Manufacturing Plant, Joint-Stock Company (MSZ JSC), a company of Rosatom Fuel Company TVEL that is based in Elektrostal, Moscow Region.

The FNPP includes two KLT-40S reactors of the icebreaking type. Unlike convenient ground-based large reactors (that require partial replacement of fuel rods once every 12-18 months), in the case of these reactors, the refueling takes place once every few years and includes unloading of the entire reactor core and loading of fresh fuel into the reactor.

The cores of KLT-40 reactors of the Akademik Lomonosov floating power unit have a number of advantages compared to the reference ones: a cassette core was used for the first time in the history of the unit, which made it possible to increase the fuel energy resource to 3-3.5 years between refuelings, and also reduce the fuel component of the electricity cost by one and a half times. The FNPP operating experience formed the basis for the designs of reactors for nuclear icebreakers of the newest series 22220. Three such icebreakers have been launched by now.

For the first time the power units of the Akademik Lomonosov floating nuclear power plant were connected to the grid in December 2019, and put into commercial operation in May 2020. The supply of nuclear fuel from Elektrostal to Pevek and its loading into the second reactor is planned for 2024. The total power of the Akademik Lomonosov FNPP, supplied to the coastal grid of Pevek without thermal energy consumption on shore, is about 76 MW, being about 44 MW in the maximum thermal power supply mode. The FNPP generated 194 million kWh according to the results of 2023. The population of Pevek is just a little more than 4 thousand, while the FNPP has a potential for supplying electricity to a city with a population of up to 100 thousand people. After the FNPP commissioning two goals were achieved. These include first of all the replacement of the retiring capacities of the Bilibino NPP, which has been operating since 1974, as well as the Chaunskaya TPP, which has already been operating for more than 70 years. Secondly, energy is supplied to the main mining companies in western Chukotka in the Chaun-Bilibino energy hub a large ore and metal cluster, including gold mining companies and projects related to the development of the Baimsk ore zone. In September 2023, a 110 kilovolt power transmission line with a length of 490 kilometers was put into operation, connecting the towns of Pevek and Bilibino. The line increased the reliability of energy supply from the FNPP to both Bilibino consumers and mining companies, the largest of which is the Baimsky GOK. The comprehensive development of the Russian Arctic is a national strategic priority. To increase the NSR traffic is of paramount importance for accomplishment of the tasks set in the field of cargo shipping. This logistics corridor is being developed due regular freight voyages, construction of new nuclear-powered icebreakers and modernization of the relevant infrastructure. Rosatom companies are actively involved in this work. Rosatom Fuel Company TVEL (Rosatom Fuel Division) includes companies fabricating nuclear fuel, converting and enriching uranium, manufacturing gas centrifuges, conducting researches and producing designs. As the only nuclear fuel supplier to Russian NPPs, TVEL supplies fuel for a total of 75 power reactors in 15 countries, for research reactors in nine countries, as well as for propulsion reactors of the Russian nuclear fleet. Every sixth power reactor in the world runs on TVEL fuel. Rosatom Fuel Division is the world’s largest producer of enriched uranium and the leader on the global stable isotope market. The Fuel Division is actively developing new businesses in chemistry, metallurgy, energy storage technologies, 3D printing, digital products, and decommissioning of nuclear facilities. TVEL also includes Rosatom integrators for additive technologies and electricity storage systems. Rosenergoatom, Joint-Stock Company is part of Rosatom Electric Power Division and one of the largest companies in the industry acting as an operator of nuclear power plants. It includes, as its branches, 11 operating NPPs, including the FNPP, the Scientific and Technical Center for Emergency Operations at NPPs, Design and Engineering as well as Technological companies. In total, 37 power units with a total installed capacity of over 29.5 GW are in operation at 11 nuclear power plants in Russia. Machinery Manufacturing Plant, Joint-Stock Company (MSZ JSC, Elektrostal) is one of the world’s largest manufacturers of fuel for nuclear power plants. The company produces fuel assemblies for VVER-440, VVER-1000, RBMK-1000, BN-600,800, VK-50, EGP-6; powders and fuel pellets intended for supply to foreign customers. It also produces nuclear fuel for research reactors. The plant belongs to the TVEL Fuel Company of Rosatom.

Rosatom obtained a license for the first land-based SMR in Russia

On April 21, Rosenergoatom obtained a license issued by Rostekhnadzor to construct the Yakutsk land-based SMR in the Ust-Yansky District of the Republic of Sakha (Yakutia).

ROSATOM and FEDC agree to cooperate in the construction of Russia's first onshore SNPP

ROSATOM and FEDC have signed a cooperation agreement to build Russia's first onshore SNPP in Yakutia.

Rosatom develops nuclear fuel for modernized floating power units

Rosatom has completed the development of nuclear fuel for the RITM-200S small modular reactor designed for the upgraded floating power units.

• Madone SLR 9 Gen 6

• Rider Notes

2023 Trek Madone SLR 9 Gen 6

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

Madone SLR 9 Gen 6 - 2022, 56cm

In Stock: 56cm

Madone SLR 9 Gen 6 - 2022, 58cm

In Stock: 58cm

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

Madone SLR 9 Gen 6

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• 5'11", size 56cm, Fits small

Nov 2023 · Mat Brett

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

Read Review

Oct 2023 · James Huang

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

Heaps lighter than before

Tangibly speedy

Surprisingly good ride quality

Superb handling

Lots of tire clearance

User-friendly two-piece cockpit

Sharp lines.

Polarizing IsoFlow aesthetics

Poor weathersealing

Narrow wheels and tires.

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

Aug 2023 · Troy Templin

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

May 2023 · Simon von Bromley

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

Composed yet fast

Innovative design

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

Wide range of frame sizes

No power meter

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

Dec 2022 · Sam Challis

The new Madone is leaner, meaner and wickedly quick

Very fast ride feel

Smart componentry design

Light weight

Narrow bars take some getting used to

Vulnerable in gusty conditions

Dec 2022 · Ronan Mc Laughlin

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

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

Dec 2022 · Julian Schwede

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

Very balanced handling at high speeds

Reduced complexity and improved aerodynamics of the IsoFlow system

Customisation options thanks to the Project One configurator

High-quality workmanship

The damping of the IsoFlow system isn’t adjustable

The Bontrager R4 tires lack grip

Last updated October 28 Not listed for 160 days

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