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Trek Does It All with the New Madone

Trek’s new eighth-generation Madone is lightweight, aerodynamic, and fast—the road bike raced by Lidl-Trek in the 2024 Tour de France.

Takeaway: For the eighth iteration of its legendary Madone road bike, Trek blended the low weight of the Emonda with the aerodynamics of the seventh-generation Madone. The result is a light, stiff, and fast all-around race bike. While the flagship SLR9 costs over $13,000, base-level Madon SL models start at $3,500.

Price as Tested: $13,500 Weight: 15.3 lbs (Size M, bottle cages, computer mount, no pedals)

Trek Madone SLR 9 AXS Gen 8

Jordan Roessingh, Director for Road Bikes at Trek, candidly confirmed that the new Madone actually started life as the next Émonda. “We constantly get the same feedback from our pro riders,” Roessingh said. “They tell us that they love how fast the Madone is, but could we make it lighter or they love how light the Émonda is, but could we make it more aero?”

Trek set out to make a more aerodynamic Émonda, and what they ended up with was a bike that had the same frame weight as the Émonda but was as quick as the Madone against the wind.

When your aero bike is as light as your climbing bike, or your climbing bike is as aero as your aero bike, there doesn’t seem to be a point to having two bikes anymore. So, while fans of the Émonda might be sad to see the bike go, it makes way for the return of the Madone as the ultimate road racing bike in Trek’s lineup. And this feels right, given the rich history of the Madone name.

Since it launched in 2003, the Madone name has always designated Trek’s fastest drop-bar race bike. That has meant different things at different points, with older models of the Madone leaning heavily on low weight and high stiffness while more recent models became all-out aero. Now that Trek returns the Madone to a do-it-all role, is it the best road racing bike Trek can make?

After spending the last two months riding the new Madone 8, my short answer is yes.

The new bike delivers the performance I expect from a five-figure top-of-line road bike made by a brand like Trek. For the steep price of entry, you get a bike that manages to be damn near perfect in terms of weight, stiffness, and road manners. And while all of that is important, it would matter little to bike racers (for whom the Madone is explicitly designed) if it wasn’t also fast.

Based on Trek’s provided data and my testing, the new Madone is definitely fast. But that declaration comes with a long list of caveats.

Speed is Aerodynamics In 2024

In 2011, Specialized first told us that “Aero is everything.” Knowing what I know now about the importance of aerodynamics in the context of racing, they certainly weren’t wrong. But marketing slogans are made to be catchy and concise and “Aero is everything until you build a bike that’s really heavy and doesn’t ride all that well. So maybe a bike that prioritizes aerodynamics without sacrificing weight and ride quality would be better,” does not quite roll off the tongue as easily.

Trek claims that the new Madone is as fast as the previous generation and is heaps quicker than the Émonda. The strategy to achieve this aerodynamic performance is called “Full System Foil,” where the bike is viewed not only as a cross-section of its tube shapes but as a much larger airfoil shape that includes the water bottles and wheels.

This isn’t a particularly new or earth-shattering concept. Manufacturers have designed (or at least tested) their frames around specific wheels (usually their own) for a while now. Using water bottles to fill the space between the down tube and the seat tube to smooth the airflow over a frame is also not new. It has been done on time trial and triathlon bikes for years. BMC has done it on their aero-focused time machine road bike since 2018. Cannondale recently introduced aerodynamic water bottles and cages on its all-around race bike, the SuperSix Evo , in 2023.

The cynical reading of what Trek does with the new Madone and its aerodynamic performance claims relative to the previous (and more obviously aerodynamic Madone Gen 7) is that directly comparing the two bikes is not apples-to-apples.

Trek’s claimed figures use a Madone 8 with the brand’s new aero bottles versus a Madone 7 with round bidons. In this comparison, the new Madone (at straighter yaw angles) is slightly faster than the outgoing Madone. At higher yaw angles (beyond 10º), the deeper frame tubes of the Madone 7 make it quicker than the new Madone. And when comparing the new and old Madone, with both bikes using round bottles, the results flip. According to Trek, the Madone 7 is about 1.6 watts more slippery at 22 mph.

It’s also worth dwelling for a moment on the yaw angle differences. My colleague Matt Phillips pointed this out in his review of the Specialized Tarmac SL8 , another new bike that balances optimizing aerodynamics, ride comfort, and weight. In that review, Matt points out that a rider’s speed affects the wind angles they encounter. Pro riders naturally encounter more direct (low yaw) wind angles because they (typically) ride much faster than amateur riders. Riders moving at slower average speeds will more likely encounter higher wind angles.

Trek’s aerodynamic claims for the Madone 8 are based on a rider moving at 22 mph. That is more real-world than Specialized data for the Tarmac SL8, which is based on someone moving at 28 mph.

Still, 22 mph is plenty fast for a lot of people. My rides typically average about 18 mph. At slower speeds, where the rider is more likely to encounter higher yaw angles of wind, the previous Madone will likely be faster. Strap the new Aero bottles on it, and it will almost certainly be quicker than the new Madone regardless of the wind derection.

But the gains in the Madone 8’s aerodynamics are not only down to the water bottles. Trek also introduced a new handlebar, which, when tested in isolation (without a rider on the bike), is slower than the previous handlebar. However, as part of the system with a rider on the bike, the new taller and blunter profile measures faster as it helps to smooth the airflow over the rider’s legs.

If I stop being a cycling media cynic for a minute, I can see where Trek comes from in how it designed the new Madone. Sure, there is broad acceptance across cycling to the benefits of aerodynamics, yet despite this, riders still love lightweight and snappy-feeling bicycles. With the design and packaging of the new Madone, Trek can say that the new bike is faster.

However, the issue with judging aerodynamic gains is the numerous “it depends” moments. Most of these depend on how each individual bike is equipped for testing. Using aero bottles for one frame but round ones for another is obvious, but even something less apparent, like a different handlebar shape or a different-sized rider (if you’re testing with a rider), could give different results.

To put it in perspective, Trek claims the new bike is 1.6 watts faster at 22 mph. That’s not nothing. But it’s also fair to point to the basically square downtube of the new Madone and say that Trek perhaps has left some potential aerodynamic gains on the table to make a lighter and better riding bike. And to be perfectly honest, I’m not that upset about it.

New Sizing, Similar Geometry

Long-time Trek fans will remember when the brand offered two different fits on its top-of-the-line road bikes: H1 fit, designed for pro athletes, and H2 for the riding public. This gave riders a choice of stack and reach figures. The H1 and H2 fits were eventually consolidated into what Trek dubbed H1.5. But the H1.5 designation didn’t make a ton of sense (since it referred to a geometry philosophy that no longer existed), so Trek rebranded H1.5 into “Road Race” geometry.

This rebrand comes with Trek changing its numeral sizing (51, 53, 55, etc) to T-shirt sizing (XS, S, M, etc). This is another change that makes sense to me as modern bikes rarely have a tube on them that actually measures close to their designated size number.

The big geometry shake-up with the new Madone is that Trek reduced the bike from eight sizes on the Madone 7 to six. This was accomplished by merging the 52cm and 54cm sizes into a Medium option and the 60cm and 62cm sizes into an Extra Large. Brands often reduce model options at each end of the size spectrum (to the detriment of shorter or taller riders), so it’s unsurprising that Trek merged the 60cm and 62cm. But it surprised me to see the 52cm and 54cm sizes combined.

Looking closer at the two sizes from the previous generation Madone, I was shocked at how close they were to each other. The bikes had only a 3mm difference in reach and an 8mm difference in stack. The new frame size has a few millimeters more stack than the old 54cm and 1mm more reach than the old 52cm.

I’m a rider who often chooses between these two sizes. For example, I’m happy to ride 54cm bikes from Specialized while I opt for 52cm frames from other brands like Enve or a size S from Giant. The new Medium-sized Madone I tested worked very well when paired with a 110mm stem and a zero-offset seatpost.

Still, I expect the merging of two sizes right in the middle of the size range, despite how close they are in practice, will cause some consternation for riders.

Models and Pricing

Trek offers the new Madone in nine complete bike builds and two frameset options. These are split between the more affordable Madone SL and a higher-end Madone SLR. Both bikes share the same frame shape and geometry, but the Madone SL uses a heavier 500 series OCLV carbon compared to the Madone SLR’s 900 series.

All versions of the Madone SL come equipped with a standard two-piece bar and stem. Riders who want the full aero benefits of the new bike will have to buy the aero bottles separately. A single bottle and cage set is $100, with replacement bottles at $25 each.

Four complete Madone SL bikes are offered, starting with the Madone SL 5 ($3,500), which features mechanical shifting using Shimano’s 12-speed 105.

The Madone SL 6 costs $5,500 and comes with a Shimano 105 Di2 groupset and Bontrager Aeolus Elite 35 carbon wheels. There is also a SRAM Rival AXS build of the Madone SL 6, which costs an additional $500.

At the top of the SL range is the Madone SL 7 ($6,500). This model upgrades to a Shimano Ultegra Di2 groupset, plus it uses a carbon handlebar and the deeper Bontrager Aeolus Pro 51 carbon wheels.

Next on the price pyramid is the Madone SLR 7 ($9,000). It features the same build kit as the SL 7, but for the extra $2,500, riders get the lighter-weight SLR frame, the aero bottles, nicer tires, and the one-piece RSL bar/stem. For $500 more, riders can opt for a SRAM Force AXS version of the same bike.

Finally, there are the SLR 9 flagship options. Riders can choose a Shimano Dura-Ace Di2 bike for $13,000 or one with the new SRAM Red AXS for $13,500.

Riders looking to do a frame-up build can pick between the Madone SL frameset, which costs $3,000, and the Madone SLR frameset at $6,000.

Ride Impressions

I don’t think there’s any point in dancing around it, Trek made a good bike with the latest version of the Madone—which is hardly a surprise. When you’re twenty-one years into developing a platform and are on the eighth version of it, I’m not going to say it’s impossible to make it bad, but it’s certainly difficult. This expertise, combined with wider tires that make current road racing bikes ride more comfortably than bikes from only a few years prior, I expected the new Madone to impress. And it delivered.

The new Madone is a big step forward from the previous generation Madone 7 in its enjoyability. Stomp on the pedals and the new Madone has plenty of snap, but crucially, it is vastly superior in seated comfort compared to the 7.

I complained about Trek shipping the previous Madone with 25mm wide tires, which honestly felt insane to me back in 2022 when I tested the bike. Thankfully, the new Madone ships with 28mm rubber that measures 29.5mm on the Bontrager Aeolus RSL 51 wheels. The wider tires certainly help with how pleasant the new bike feels on the road, but you still wouldn’t mistake the Madone for an endurance bike. This race bike provides excellent road feedback to the rider. You don’t float over the road on the new Madone, but it doesn’t beat you up while riding.

The next big thing I felt about the new Madone was its low weight. I clearly remember testing the Madone 7 (only two years ago), that top-level build with SRAM Red and the same wheels was 16.2 pounds (without pedals, cages, or a computer mount). The new Madone 8 I rode is nearly a pound lighter at 15.3 lbs. And impressively, that weight includes the aero bottle cages and a computer mount (but not pedals).

While we know that, empirically, bike weight has a much smaller impact on performance than we think, a lighter bike still feels awesome. When a brand charges five figures for a road bike, it should be really close to, if not below, the UCI minimum bike weight of 14.99 lbs. The previous generation Madone was never in danger of falling under that weight limit, but the new Madone should comfortably hit it with a lighter set of wheels and one or two other weight weenie changes. The Madone’s low weight and stiffness make it a fun bike to ride uphill.

Thankfully, Trek did not change the Madone 8’s handling compared to the previous version. It’s still an exceptionally well-balanced bike. Racers will find steering that, while rapid, isn’t a handful. The Madone is very stable at speed while remaining exceptionally reactive to rider inputs.

I logged quite a few miles on the new Madone and while I know that sensations are not statistics, the new Madone feels very fast. On a flat and fast weekly group ride I do, I found myself rolling off the front of the group when it was my turn to take a pull at the front. Despite the lack of deep aero tubes, the new Madone certainly has the sensation of speed that the best aero race bikes often possess. It’s best described as feeling like you’re riding with a permanent tailwind.

Conclusions on the New Madone

Combining two bikes into one is a surefire way to leave some cyclists wanting more. Some will want a more aerodynamic Madone. While others will rightly point out that Trek could have made an even lighter bike. However, the demands of modern racing often require a bike that is both aerodynamic and lightweight.

I appreciate the raw speed of an all-out aero bike. Yet bikes like that are never at the top of my dream bike ownership list. Instead, I’ve gravitated to more all-around performers, if not straight-up weight weenie dream bikes like the Specialized Aethos .

This is probably why I don’t mind Trek going with the happy medium. Even though a true Émonda rider would have wanted Trek to make the Émonda platform lighter versus more aero, I agree with Trek that the majority of Madone 7 riders—and most road riders in general—will appreciate the new Madone’s big weight reduction without taking a massive aerodynamic hit (at least on paper).

For riders with the taste and budget for this bike, the new Madone won’t disappoint. It’s a great road bike capable of competing at the highest level while offering an alternative to other high-end, do-it-all lightweight aero bikes, like the Pinarello Dogma F, Specialized Tarmac SL8, or Factor’s Ostro Vam. For cyclists seeking a bike like this but on a more limited budget, Trek offers one of the lowest-priced entry points into a high-end race bike its $3,500 Madone SL 5.

So, while the eighth-generation Madone might not be for everyone, Trek at least offers its latest race bike in a broader range of prices than the previous version, and that’s something worth celebrating.

Notes From the Field

Random observations from my time testing the bike..

• Considering how important the new bottles are to the aero performance of the new Madone, it’s worth discussing them. There is an adjustment time to become accustomed to getting them in and out of the aero cages. The actual hold feels extremely secure. If anything, they are a bit harder to get in and out than I want them to be, but I got used to them after a few weeks of riding. My only real gripe with them is the valve. It takes more force to open and close than I want. Plus, the flow isn’t that great. A minor annoyance is that you can’t stand the bottles on their end to fill them. Fortunately, the aero cages can hold a traditional round bottle, or you can ditch the bottle and cages altogether if the extra aero gains aren’t that important to you.
• Given I recently wrote a story on every bike being raced in the 2024 Tour de France , including all 18 of the World Tour teams, I’m rather confident that the new Madone is the only bike currently using a UDH derailleur hanger in the World Tour. This is great for everyday riders as it means a spare hanger should never be all that hard to find and this generation of Madone should be future-proofed for whatever drivetrain SRAM might have in the future.
• While the battle against through-the-headset cable routing has been lost, Trek at least makes the latest Madone a little easier to live with. Trek offers separate headset and spacer options to match its RSL Aero one-piece bar/stem and its RCS Pro two-piece cockpit, but there is also a headset cap that allows riders to run whatever handlebar and stem they want. Trek even offers an alternative top cap that lets riders run a round spacer on top of the RSL Aero bar. This means riders can adjust their bar height without cutting brake hoses or trimming the steerer tube.
• The included computer mount does not allow you to adjust the angle of your computer, which is annoying. Otherwise, it’s a tidy mount and a big improvement over the one used on the Madone 7.
• The new saddle clamp design is a big highlight. It’s secure and features independent adjustments for the angle and fore/aft adjustments, which is a big improvement over Trek’s previous single bolt design.
• The RSL Aero one-piece cockpit won’t please everyone. Personally, I found it quite comfy in both reach and drop shape. However, the back sweep on the tops might annoy some riders who prefer a straighter top section and spend lots of time with their hands there.

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

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Meet the new Trek Madone

Our fastest road bike ever. Period.

The holy grail of road bike engineering is a perfect balance of aerodynamics, light weight and comfort. With the seventh generation of the Trek Madone, the mad scientists at Trek’s laboratories may have finally found the sweet spot for what we can proudly, and unequivocally, call our fastest road bike ever.

The secret is hiding in plain sight. Each frame is sculpted with IsoFlow technology, which splits the seat tube, creating a funnel beneath the seat mast that smooths and accelerates air through the frame while also creating flex near the saddle to smooth out those bumps in the road, so you can ride even farther. 

IsoFlow is both eye-catching and revolutionary. You can see it at work already for the Trek-Segafredo men’s and women’s teams at some of the biggest races of the year, including the Tour de France. If you love speed, you’re going to love this bike.

The full bike and a good look at IsoFlow.

A cockpit built for speed.

Trek engineers didn’t stop at IsoFlow to improve the Madone’s aerodynamics. Painstaking research went into the frame, cockpit and rider position to make sure that riders got every ounce of free speed possible. The result? The new Madone is 19 watts faster than the previous generation at 45 kilometers an hour. That’s a savings of approximately 60 seconds per hour. 

A split seat post helps eat bumps in the road.

A more comfortable position means longer games of "tag."

Power, comfort and control

Riders are now placed in an even more ergonomic riding position compared to the previous Madone, thanks to an overhauled cockpit that features a shorter reach and hoods that are 3 centimeters narrower than the drops. Combined with IsoFlow, riders can expect to feel faster late into their long efforts.

Climb or descend like the best.

Lighter than ever

It may not beat the mountain-eating Émonda , but the new Madone has always been plenty snappy on steep gradients, and it’s even more so now. The new Madone is around 300 grams lighter than the previous version, again thanks to IsoFlow, as well as our best and lightest OCLV Carbon. Take on your hometown’s killer climb (you know the one) without fear.

No detail overlooked.

Coming to a peloton near you.

You want a lighter, faster, more comfortable road bike? Well here it is. The Madone compromises nothing to give you the ultimate ride. There’s simply nothing like it. 

Our fastest road bike ever

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Brand new lightweight Trek Madone spotted: Has Trek killed the Emonda?

We get a close look at the bike that may become Trek’s one-and-only road race option

Liam Cahill / Our Media

Liam Cahill

A new, slimmed-down Trek Madone RSL has been spotted at the Critérium du Dauphiné, raising questions about the future of Trek’s road racing lineup.

The unreleased bike has been on a diet, compared to the current aero-focussed Madone – but retains the Madone name on the top tube. Trek's IsoFlow design – the hole in the seat tube – is present, too.

There are no official details on the new bike yet but, with Lidl-Trek riders using Trek's latest machine at the Dauphiné – a key Tour de France shakedown race – a release is likely to be around the corner.

One bike to rule them all?

The first notable aspect of the new bike is the slimmed-down silhouette. 

Trek seems to have reduced the depth of tube shapes across the frame, suggesting the Madone has been on a diet to make it lighter.

This may mean that Trek claims the Madone can be used on all stages of a road race, be that the high mountains or flat sprint stages.

To do so, Trek will have had to take steps to retain the Madone’s aerodynamic credentials – though without wind tunnel and real-world testing data, it is impossible to decipher whether this is the case at this point in time.

What about the Emonda?

The key consideration is whether Trek has left space in its racing line-up for its current climbing bike, the Emonda .

Trek’s Emonda is currently the only bike the Lidl-Trek team has in use that can be built down to the UCI’s 6.8kg minimum weight limit. A 56cm Madone, for example, tipped our scales at 7.29kg for the existing model.

The slimmed-down tubes suggest weight savings.

Specialized killed off its Venge aero race bike, replacing it with the Tarmac SL7 and later refining the design with the current Tarmac SL8 . Pinarello, meanwhile, is among the brands to also offer one race bike, sticking steadfast to the Dogma for Team Ineos-Grenadiers.

If Trek has reduced the Madone’s weight to get closer to the UCI's minimum limit, it would be hard to see any racer opting for the less aero Emonda.

IsoFlow...lite

Trek sent the cycling world into a minor meltdown when it introduced the previous Madone in 2022 .

The IsoFlow seat tube hole and cantilevered seat post divided opinion, to put it mildly, but the design is back on the latest Madone, which comes only two years after the original release.

Back in 2022, IsoFlow replaced the IsoSpeed ‘decoupler’ system, which had been a feature of the Madone since it went all-in on aero with the 9 Series in 2015 .

Trek claimed IsoFlow allowed the Madone SLR to match the compliance of the previous IsoSpeed system on its stiffest setting. It was also said to improve the aerodynamic performance of the frame by “around 3 watts”, while saving weight.

It is unclear whether Trek has refined the IsoFlow system in any way. As a result, we’ll have to wait for word from the brand about drag reduction.

Aero water bottles

While the standard shape of a water bottle is ideal for fitting any bottle and cage to your bike, their tubular profile is not exactly aerodynamically optimised.

Some brands, such as Pinarello, make an effort to smooth the airflow onto the down tube bottle by recessing the mounting points into the tube.

Others, such as BMC, design proprietary bottle cages that sit flush with the down tube and seat tube.

Trek appears to have taken a different approach, creating a bottle and cage system that, at first glance, is specifically designed for the Madone SLR.

It’s a measure that we often see on time trial bikes, but with racers requiring several bottle hand-ups throughout a stage, it hasn’t yet been a common sight on the road.

Given that the new Madone has been seen with specific aero bottles, we would expect Trek to admit this plays a key role in keeping the Madone SLR as fast as the outgoing bike, if not making it faster.

When will we find out for sure? Well, there's no official news yet, but we'll bring it to you when Trek's ready to announce this new Madone.

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Trek Madone Project One Carbon Di2

Rider Size 5'10'' - 6'2'' (178-188cm)

FLAGSHIP ROAD BIKE

£ 55.00 / day

£80 / 2 days | £110 / 3 days | £35 / each additional day

“Made in the USA, this is the top of the range Trek road bike. A phenomenal responsive ride.”

• Technical Information
• Trek Madone Project One 56 carbon frame, handmade in the USA
• Shimano Dura-Ace Di2 electronic groupset, compact gears front, 11-28 cassette
• Easton EC 70 SL carbon wheels with Continental tyres
• Unique Project One orange paint job. Deep rim carbon wheels

8 reviews for Trek Madone Project One Carbon Di2

Roger – January 3, 2019

Visiting family over New Year, I had the opportunity to hire a bike and explore the roads of South Cumbria. These roads are wonderful to explore and the mild dry weather meant I had two exceptional days. I chose to hire John’s Trek Madone OVCL for this. The bike was ready when I arrived to collect it, it was spotlessly clean and in perfect condition. The 25mm 4 Season Tyres were perfect on the Easton deep rim wheels for these roads and of course it is a top class high end frame. I ride Trek at home and sometimes I forgot that I wasn’t riding my own bike. John provided a super friendly service and I fully recommend his company. Thank you.

Tom – September 2, 2018

This bike is a genuine treat. The Di2 electric shift is smooth and so precise and the bike is light as a feather, practically floated up the hills (some of them anyway).

You don’t find bikes like this to rent very often, at £50 a day it’s a bargain and gave me the opportunity to ride a bike I’m unlikely to ever own

Thanks John!

John Sutcliffe – June 16, 2018

OWNER’S REVIEW 2018 upgrade for this already excellent bike. The ride has been dramatically improved with the addition of the deep section Easton wheels which now give a smoother ride with instant power transfer. Braking is also enhanced by the aluminium braking strip on thees high end carbon wheels. This bike is now truly inspirational and challenges you to “give it all”!

Jonny – May 21, 2018

What a fabulous and rapid ride out I had on John’s Trek Madone Project One. Very smooth and very quick, even uphill – and set up perfectly for me by John. It’s like having a turbo charger fitted compared to my own road bike, with super-slick electronic gears, a light and nimble spring as the peddles whip round under foot, and a smoothness on the winding, varying Lake District road surfaces. Great fun, a real unique pleasure and a gift of a day out. Thanks John, how do I beat that next time?!

Gareth Gibson – December 4, 2017

I was recently visiting back home from Canada, I wanted to plan a weekend cycling with my friends without the hassle of bringing my bike over, hiring from John was the perfect option due to the high standard of rental bikes. I was very impressed with Trek Project One, it felt incredibly light and stiff and felt very quick on the Lake District roads. Before I rode it I was commenting how I don’t think electronic shifting is for me and I’d prefer to stick to mechanical, my opinion changed after about 5 miles! It’s now left my wanting to upgrade my own bike. I would highly recommend renting through John, he was very friendly and helpful and made the process very easy. Thanks

Karl – June 25, 2017

Had a great day riding the Project one, this really is a classy bike. Silky smooth with Dura-Ace group set including the Di2 gears. I doubt you would be able to hire a bike of this standard for a day of riding anywhere else. The Lakes District is a beautiful region to ride, the climbs over the passes are epic, toughest climbs I have attempted anywhere. Appreciated Johns help and support.

Andrew Pelly – May 19, 2017

The bike is top top notch, as is John. The bike is comfortable, fast as a bat out of hell, and incredibly easy to use even for the less experienced cyclist. The location is fantastic – not a patch of ugly road all the way out.

Dan – March 18, 2017

John set me up with the Project One having consulted over email as to what I was looking for. This is a true superbike, with a price tag to match when new. At John’s hire rates it represents exceptional value for money. I felt almost guilty riding such a high-end, and pristine bike in the appalling conditions the lakes had to offer on my hire day.

The electronic shifting is silky smooth and never missed a beat all day. I certainly tested the full range over Wrynose and was grateful for the compact. John spent some time setting the bike up for me before I left and I can honestly say it was significantly more comfortable than my own bike at home, despite years of fiddling and fettling. The carbon frame absorbed the poorer road sections but to be honest I was pleasantly surprised by the condition of the roads even in the more extreme passes.

Finally, a review of this bike wouldn’t be complete without a mention of the custom paint job, flames so hot you can warm frozen hands on the top tube!

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Trek’s new road bike: what is it and what do we know so far?

Trek is set to launch a new road bike that was ridden to victory on its debut outing by Lidl-Trek’s Mads Petersen in the Dauphiné yesterday, but what is this new bike that appears to say both 'Madone' and 'Emonda' on the top tube, and what do we know about it so far?

It looks a lot like the seventh-generation Trek Madone which was introduced two years ago, but put them alongside one another and they resemble ‘before’ and ‘after’ photos from WeightWatchers. Everything on the new bike is shallower.

> New Trek Madone breaks cover at Dauphiné… or is it an Emonda?

Down tube, seat tube, head tube, seatstays, chainstays, fork legs: they’re all shallower. It’s easier to tell you what doesn’t look slimmed down: the top tube.

What remains, though, are the mahoosive hole in the seat tube and the cantilever frame design (where the top of the seat tube is connected to the top tube and the extended seatstays, but not directly to the lower section of the seat tube.)

When introduced on the seventh-generation Madone, Trek called this its IsoFlow design, and we’re assuming that name will remain. At that time, Trek’s senior design engineer Alex Bedinghaus said, “We can accelerate the air around the head tube and into this low-pressure zone behind the rider, making the rider and bike more aerodynamic and faster. 

“It also has this cantilevered seat tube and really optimises weight, aerodynamics and compliance. It’s a unique solution that gets us to a lighter weight system than what we had before, and beats our aerodynamic goals by quite a bit.”

It looks like Trek is sticking with the same technology on the new bike, but that it has been on a quest to reduce weight. We’re saying “looks like” because Trek has told us absolutely zilch, so what can we work out for ourselves?

You probably know that brands want to release their new bikes on a certain date for maximum impact, so they usually provide media organisations with material ahead of time under embargo. In other words, they’ll give us information and sometimes a bike to try out on condition that we don’t talk about it until a specified day. Fine.

However, pro teams sometimes use bikes before the public launch date, and this is where a little game ensues. It’s okay, everyone is in on it. 

The media wants to know about unreleased bikes because we want to tell you all about them first, and also because we’re professional nosey parkers, so we head off to races like the Critérium du Dauphiné where they’re likely to be. Once a bike is out there publicly, it’s fair game. A brand can’t very well use a bike in a big race – especially one that’s televised internationally – and then complain about publicity (I mean, sometimes they do complain, but that’s not the way the world works, is it?).

Brands know we’re going to be on the lookout, so a game within a game can ensue and things can turn a bit meta… like with the new Trek. 

It’s a Madone. It’s written there in yellow letters on the top tube. However, adjust your eyes a bit and you can see that underneath the Madone name, it also says Émonda in orange/red letters.

Plus, you can see that ‘Madone’ is written on a sticker that has been added on top of the paint. Is the Émonda lettering on the same sticker, or is it written on the frame with a clear Madone sticker over the top?

This is all getting weird. If Trek didn’t want everyone to see the word ‘Émonda’, it could easily have ensured it was completely blocked out. Trek is a huge company with an annual global revenue of more than $1 billion; it could sort out a few opaque stickers or a spare Sharpie. We’re pretty sure that we’re supposed to be able to read both Madone and Émonda, so what’s going on here?

As mentioned, the new bike looks like a slimmed-down seventh-generation Madone. No one could dispute that. Trek’s IsoFlow system has so far been unique to the Madone. 

Could it be that Trek is keeping the seventh-generation Madone in the range – the one that was launched a couple of years ago – and transferring the tech in a more lightweight form to its Émonda platform? It’s a possibility. We were certainly expecting a new Émonda this year, the last update having been in 2020.

> All-new Émonda gets aero to become "Trek’s fastest climbing bike ever" – and it's disc brake-only 

On the other hand, could it be that Trek is introducing a lightweight Madone just two years after the previous one? That’s also possible, although brands usually keep a top-level platform in their range for at least three years, sometimes much longer (each design needs a long enough shelf-life to offset the R&D costs). But where would that leave the non-updated Émonda? Either treading water or discontinued. 

This second option is what we’d begun to think was happening, but here’s what we now reckon... Trek is merging the Madone and the Émonda platforms and going down the ‘one bike to rule them all’ route with an entirely new name.

A few years ago, most brands had a lightweight road bike and an aero road bike at the top of the race range, right? Some never divided things up this way – Pinarello has always had just the Dogma, for example – and others continue with this two-pronged approach (Giant still has the Propel and the TCR, for instance, Merida has the Reato and the Scultura, and there are many other examples) but there has been a trend towards a single top-end road bike since Specialized launched the Tarmac SL7 in 2020. 

This was a sub-6.8kg bike with as little drag as Specialized’s Venge aero bike. The idea was that we no longer needed to choose between light weight and top-level aerodynamics, and that’s hugely attractive from a consumer’s point of view. Two bikes for the price of one? Who doesn’t like the sound of that?

> New Tarmac SL7: lightweight AND super aero, says Specialized

Many other brands have followed suit and lightweight aero bikes have become super-popular over the past few years. 

> One bike to rule them all: why lightweight aero bikes are now THE essential race weapon  

The seventh-generation Trek Madone SLR was launched in 2022 with a frame weight of just under 1,000g, and a fork weight of just over 400g. In race bike terms, that’s a lot more than a Specialized Tarmac SL 8, which has a claimed weight of 685g in its lightest Satin Carbon colourway. 

Our guess is that Trek feels the market has shifted over the past few years to a point where people expect aerodynamic efficiency and low weight in a single bike. Offering one or the other is no longer an option, hence the merging of the Madone and the Émonda.

On top of that, Trek plans to “right size” by cutting spending by 10% and reducing the number of individual products it offers by 40% over the next two years. How do we know that? Because the bossman said so. Trek’s stock-keeping units (SKUs) in the 2026 model year will be 40% lower than in the 2024 model year.

> The bike industry is "in chaos" says boss: so what do Trek’s plans to ‘right size’ mean for the industry… and you?  

When we reported that back in March, we said, “We’re unlikely to see the demise of the Madone, Emonda or Domane anytime soon.”

We’ve changed our mind on that one. Merge two bike lines and you chop a load of SKUs at once. If that’s your overall goal, it makes a lot of sense.

Is the new bike a Madone or an Émonda, then? It can’t be both, but it could be neither. We notice that both platforms have disappeared from Trek's Project One custom program , adding weight to the idea that they could be on the way out of the lineup altogether. The only road bike you can now buy through Project One is the Domane. 

Naturally, we checked the UCI stickers on the frames of the Lidl-Trek bikes, just in case. Unfortunately, they just said ‘prototype’. Goddam it! They’re one step ahead of us.

It doesn’t take a genius to work out that Madone, Émonda, and Domane are anagrams of one another. Maybe we’re in for another re-working of those letters, then. Daemon? Unlikely. Moaned? Definitely not.

Could Trek smash the names together? Edmonda? Madonda? Mix it up a bit: Madonna. That’s just being silly. Madame? Equally daft. Madman? Enema? Hmm, these are all miles off the mark, aren’t they?

On the trip back from the Dauphiné, video guy Andrew came up with Trek Andromeda. You have to find an extra ‘r’ somewhere, but it kind of fits the bill. It’s our best guess at the moment.

What do you think? Are we on the right track, or do you have any other suggestions?

Whatever this new bike is called – Madone, Émonda, Andromeda, or whatever – we’re expecting a public launch this side of the Tour de France simply because it would be mad to miss that boat.

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

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If you look again and just read what's there, you'll see it's clearly an Emmadonondae.

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A lot of water has passed under the bridge since Trek first named their lightest OCLV bike after the hill where Lance tested the efficacy of his doping program. Naming supsequent models with anagrams for Madone has gotten tiresome. I wish they'd come up with something new. Interestingly, except for the H1.5 stack, they haven't changed the bike's geometry since 2008. As for the rest of the bike, well, I'm glad they finally gave up on Isospeed and fat tubes.

Agree. I would think they would rather remove all ties to Lance. Madone only came about due to it being a favoured climb of his. Plenty of other cols they could use instead. 

What ever it is, When Mas is riding it- it looks fantastic

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Trek Madone 7 Series Review

Don't miss a moment of the 2024 Tour de France! Get recaps, insights, and exclusive takes with Velo's daily newsletter. >","name":"in-content-cta","type":"link"}}'>Sign up today! .

I had the opportunity to attend the Trek Madone 7-series launch back in 2012, and now with new updates to the frame, Trek claims that the new Madone is more aero, more comfortable, offers better rear brake performance, and is lighter than ever before. In this review, we take a look at the updates, the ride quality, and some of the features that Project One brings to the table.

I clearly remember Lance Armstrong’s Trek 5500 that he rode to win the 1999 Tour de France. A mate of mine had a replica model of that bike and I can’t remember ever lusting after something so much in my life.

In more recent times I haven’t felt an overly strong connection with Trek’s brand. I can’t put my finger on exactly why, but when I rode the Madone 7 during it’s launch in 2012 and felt how wonderfully it rode, this connection was made again.

The new Madone 7 has undergone some tweaks and minor changes since my first and only ride and I had the opportunity to spend a couple weeks test-riding one to reacquaint myself and feel the differences.

Before the ride

I’m not going to say that the new 2014 Madone is a quantum leap ahead of the 2012 edition. It was a wonderful bike to ride then, just as it is now.

There’s very little to distinguish the 2014 Madone 7-Series from the 2013 model from a visual standpoint. The changes to the new Madone are:

• Lighter Weight: 725gms for 7 Series (56cm frame) with U5 Vapor coat paint (which only adds 5g to the frame – standard paint adds 50-100g to the frame).
• Newly designed chainstay for better braking and ride performance.

What continues is the 700 Series OCLV construction, aero frame design, and endless possibilities through Project One (we’ll talk about that later). Determined to make the frame as light as possible, Trek uses OCLV carbon for the dropouts, water bottle bosses, and front derailleur mount.

Trek also saves weight and adds itself an aero advantage by using semi-integrated brakes. The front brake tucks into the fork and the rear brake hides under the chain stays, allowing Trek to save even more weight by removing the brake bridge. It was explained to me that if you think about the way water flows off a wheel, the positioning of these rear brakes take advantage of the driest place on the rim to get the best possible braking in the wet. I honestly can’t tell a difference in braking performance from a traditionally placed calliper in the short time I’ve had, but what the repositioning of the brakes does for me is makes a very nice clean rear-end.

The bike is originally equipped with Bontrager callipers, but you can upgrade to Shimano’s Dura-Ace 9000 brakes if you wish (note, there was a recall on these Bontrager brakes last week. More info here . No failures have been reported in Australia and only applies to 2013 models)

Serviceability

I’ve spoken with a couple mechanics familiar with servicing the Trek Madone, and there hasn’t been anything that’s come back negative. The rear brake is easily adjusted and serviced – which was my first question. Trek uses a proprietary bottom bracket called the BB90 which sometimes comes back a mess when it hasn’t been properly kept clean, but it’s easy to work with and requires no tools to service.

The Madone comes in two different types of geometry which they call “H1” and “H2”. The longer, lower H1 fit lengthens front/center for more stability. It’s the Madone’s most aggressive and “racey” position. It offers the lowest hand position options available for Madone, and is the choice of many of their pro riders. The H2 features a slightly higher head tube to put less strain on your back and neck. With no need for high-rise stems or spacer stacks, the frame setup still looks the goods.

The test bike that I rode had the H1 geometry and its comfort was one of the most standout attributes. The frame geometry feels spot-on and all I needed to do was adjust the saddle height to feel right at home. I recall thinking the exact same thing a couple years ago when I rode the previous edition of the Madone 7.

You can see both H1 and H2 geometry charts here on Trek’s website .

After the ride

So, the ultimate question – how does it ride? It’s hard not to use clichés, but the bike is everything Trek says it is. Stiff but not too stiff, lively, handles exquisitely, very comfortable and simply feels fast. Descending is where the spectacular handling really comes into its own I regret that I didn’t have the chance to do some long descents over 5 kilometers. Sadly, I never had the chance to ride this bike on the big mountains of the Victorian Alps.

One of my favorite parts of this bike is the Bontrager Aeolus D3 clincher wheels ( click here for our previous review ). Wheels can change a bike’s characteristics completely and if I had a Madone with these wheels, I’d find absolutely no reason to change them – ever. These wheels are exceptionally wide at the rim (27mm) and softens out a bike that might otherwise ride a little too harsh for my liking.

Project One

Okay, we’ve established that the Madone is a fantastic bike to ride. I’ve spoken with half a dozen owners and there’s no disagreement there. What really sets the Madone apart from the rest of its competitors is Trek’s “ Project One “.

True customisation on a production bike is something that was lacking until Project One came along. Not only can you customise your paint job to get almost any design scheme you can imagine, but you can choose every component from your bottle cages to your bartape and everything else in-between. Have a look at their promo video on the execution behind Project One. .

Depending on the complexity of your build and design, lead times range from 30-60 days (Trek says the average is 45 days).

Half the fun is designing your own dream scheme.  Have a play on their website . I’d love to see what you come up with.

The stock 7 Series models start at $8,499 AUD for the Madone 7.7 with mechanical Dura-Ace and Bontrager RXL wheels. The model that was tested, the Madone 7.9, has an RRP of $12,499 (equipped with Di2 and Aeolus carbon clincher wheels). The frameset, comprising of frame, fork, headset, stem, seatpost and brake callipers, has an RRP of $4,799.

Final thoughts and summary

I can’t fault the Madone 7 anywhere. My only objection is purely on a personal aesthetic preference – I prefer a more traditional looking bike with round, not squared-off tubes. However, I’d be willing to compromise my morals because of the superb ride. It’s a well-designed bike that is equally well executed and the Project One offering is exactly what’s missing in the market.

Do you own a Madone 7-Series? Why not login and rate it against our review?

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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.

Trek Madone range: Which model is right for you?

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Despite being named after Lance Armstrong’s favourite training climb , the wind cheating Trek Madone is destined for flatter terrain. The aero bike within the brand's wide ranging collection received a major overhaul in its sixth iteration, launched for 2019.

Whilst the outline of the bike does not look dissimilar to the 2015 launched fifth version, a lot has changed when we explore the top end Trek Madone SLR in greater detail.

In the past, the Madone models were split into SLR (top end), SL (middle) and 9 Series (entry level) versions. For 2019, there is just one SL model, at £3600, and the rest are SLR - where a frameset is £4000.

The geometry has been adjusted as well. Trek splits its fits into 'H1' - low and agressive, and 'H2' - a little more relaxed.

>>> Trek Madone SLR 9 Disc review

For 2019, the surviving SL uses an 'H2' fit whilst the SLR offers an 'H1.5' geo. This was developed alongside Drops women's team, sponsored by Trek during 2018, and means there's a choice of low and high-stack stems provided to help riders fine tune the perfect fit.

In addition, the two piece aero bar can be tilted to +/-5 degrees, something that's very rarely possible on an integrated cockpit. The cables are hidden, which looks great and cuts resistance further, and the new models have 'Blendr' compatibility, which allows you to use Trek's system to mount your cycling computer and lights with minimal disruption.

Typically, aero bikes are not known for their comfortable ride quality. However, whilst Trek has offered a rear IsoSpeed decoupler on its Madone for some time, the new SLR provides an adjustable top tube decoupler.

The IsoSpeed system was introduced for the brand's endurance Domane, and creates flex in the frame which helps to dampen out road buzz. This new adjustable top tube version is tweaked via a 2.5mm Allem key and allows riders to switch between a level that's 17 per cent more compliance, vs one which is 21 per cent stiffer, than the previous 2015 model.

Moving the position of the decoupler reduces rebound caused by the flex, and it also allows for a better level of consistency across all frame sizes - formerly, smaller frame sizes suffered due to a shortening of the spring involved in the movement.

Continuing into the 2019 range is Trek's windtunnel tested Kammtail Virtual Foil (KVF) tube shaping, which employs a truncated-tail design to slice through the wind.

Trek no longer produces women's specific frames , instead offering the Madone SLR in women's and men's builds, the former of which comes specced with narrower handlebars and a women's saddle.

Trek Madone SLR & SL 2019 models

The SLR models differ from the sole surviving SL by virtue of the H1.5 fit, top tube IsoSpeed Decoupler, and the use of a higher end carbon - 700 OCLV ( more on OCLV here ).

There are rim and disc brake models on offer, and all versions useBontrager Aeolus Comp 5 wheels. If you want to personalise your Madone SLR, you can do so with a Project 1 paintjob, too.

The SL, by comparison, has the old IsoSpeed decoupler, H2 fit, and uses 500 OCLV carbon which will be fractionally heavier.

The spec options are:

• Trek Madone SL6 (rim): Shimano Ultegra, £3600
• Madone SLR 6 Disc: Shimano Ultegra, £5400 (£5950 with P1 paint)
• Madone SLR 6 (rim): Shimano Ultegra, £5500 (with P1 paint)
• Madone SLR 7 Disc: Shimano Ultegra Di2, £7550
• Madone SLR 8 Disc: Shimano Dura Ace, £7750
• Madone SLR 8 (rim): Shimano Dura Ace, £6750 (£7300 with P1 paint)
• Madone SLR 9 Disc: Shimano Ultegra Di2, £10,000 (£10,550 with P1 paint)
• Madone SLR 9 (rim): Shimano Ultegra Di2, £9550
• Madone SLR 9 eTap Disc: SRAM eTap, £10,550
• Madone SLR frameset: £4000

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Michelle Arthurs-Brennan the Editor of Cycling Weekly website. An NCTJ qualified traditional journalist by trade, Michelle began her career working for local newspapers. She's worked within the cycling industry since 2012, and joined the Cycling Weekly team in 2017, having previously been Editor at Total Women's Cycling. Prior to welcoming her daughter in 2022, Michelle raced on the road, track, and in time trials, and still rides as much as she can - albeit a fair proportion indoors, for now.

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Trek's newest, lightweight Madone kills off the Émonda

Trek has announced the release of the newest Madone, the 8th generation of its aero road bike. 

Wait? Another Madone? 

Certainly, it’s unusual for a bike brand to launch a model only a couple of years after the last update, especially when that version featured some significant new technology . But Trek I’m sure would argue that the Gen 8 Madone is no ordinary bike. What started life as the next Émonda has eventually evolved into a merging of the two platforms to leave one race bike that Trek believes can do it all.

The new Madone claims to be as light as the current Émonda SLR yet still as fast as the outgoing Madone. Trek says the Gen 8 SLR frameset, at 1,146g, is 320g lighter than the Gen 7 thanks largely to the introduction of its new 900 Series OCLV carbon and the new slimmer tube shapes. The carbon benefits from what Trek describes as a “more efficient molding process”, which translates to less material used.

Despite this weight reduction, it still claims to be as fast as the Gen 7 Madone when tested with a rider and using the new RSL aero bottles and cages (more on those later), and some 77 seconds faster per hour than the Émonda SLR. 

A single race bike

The concept of a single performance race bike isn’t new. But it might be the future as advancements in both materials and computational fluid dynamics (CFD) enable engineers to find the confluence of ‘lightweight’ and ‘aerodynamic’ like never before. In financially challenging times, reducing the number of race bikes in the line also means lower production costs.

Trek says the best of both worlds is possible, with the Gen 8 Madone providing previous Émonda riders with improved aerodynamics and existing Madone customers with a far lighter bike that can excel when the road points up. At a professional level, it means the Lidl-Trek team will no longer have the choice - or dilemma - of matching bikes to stage or race. Indeed the team was instrumental in the Madone’s development.

So how did the bike come to fruition? 

Trek says that early on in its work on what was then the next generation Emonda it became clear that the aero gap between the existing Emonda and the Madone could be reduced, making the single bike idea a possibility. The key would be to ensure that this could be done without compromise.

A series of prototypes were produced with Trek using “hundreds of CFD and structural analysis iterations” that led to three bikes being tested further in a wind tunnel. Of these one stood out as having the potential to be ‘Emonda light, Madone fast’. After further optimisation, the path to the new Madone, created as a single race bike, was clearer and centered around some interesting new aero shapes Trek calls Full System Foil. 

Gone are the Kammtail shapes of old, with the replacements a product of a more flexible cross-section generator. This allows for a greater variety of shapes that can then be altered using the software to test both the aerodynamics and structural efficiency. From here a set of cross sections was created that best combined low weight with effective aerodynamic properties; they have a notably more rounder back end than the previous Kammtail shapes.

Once the shapes were set, the engineers then worked on finding the optimum place for them on the frame. Trek says that the downtube, for example, favours structural efficiency over aerodynamics because low-drag shapes are less important in this area of the bike. At the other end of the spectrum, the seat tube and seat post need to be as aero as possible to help negate the drag that's created in that area by the rider’s legs increasing airflow.

A whole rider system

Indeed, designing shapes that work optimally with a rider on board appears crucial to the look and performance of the new Madone. Wind tunnel and real-world testing show that a rider greatly alters the flow of air around a bike. Hence Trek’s whole rider system, which factors in bike, rider and components, as well as cages and bottles. 

The latter, called the RSL Aero Bottle and Cage System, was designed in conjunction with the frame and wheel cross-sections to create a virtual airfoil; at 45kph Trek says the bottles save 3.7 watts compared to a regular 21oz bottle. They’re still compatible with round bottles however and can be purchased separately.

Elsewhere the IsoFlow system that was introduced on the Gen 7 Madone remains, but has been adapted. Trek says it’s lighter now and 80% more vertically compliant to increase comfort while at the same time delivering aerodynamic improvements. It’s also said to help make the Gen 8 Madone 24% more vertically compliant than the Emonda SLR. Additionally, tire clearance has been increased to 32mm, which should further aid comfort.

Another area impacted by the whole rider system approach are the Gen 8 handlebars. Noticeably more chunky than the slimline cockpit of the previous generation, the top of the bars is both thicker and more rounded. Trek says, in isolation, the new bars are less aerodynamic than their predecessors. However, with a rider on board, “the wake of the thicker bars slightly reduces drag on their pedalling legs by slowing the air down in front of them.” Like before, the bars are 3cm narrower at the hoods than the drops, promoting a more ‘tucked in’ riding position that’s shown to save a considerable number of watts .

Perhaps unsurprisingly given that the Lidl-Trek WorldTour teams use SRAM groupsets, the Madone Gen 8 has adopted the Universal Derailleur Hanger (UDH) standard. It's kept the T47 bottom bracket, which is used across Trek’s line of road and gravel bikes. It’s worth noting that the SLR frame is only compatible with electric groupsets

For this iteration of the Madone, Trek has reduced the number of sizes available from eight to six. It says that the stack and reach of the new bike fit neatly into fewer sizes without “a major impact to overall fit”. The sizing now runs from XS to XL (with a ML) and uses Trek’s ‘road race’ geometry, which is closely related to the previous H1.5 geometry. 

So how does this compare with both the outgoing Madone and the Emonda SLR? The Gen 8 Madone in a size ML has a stack height of 56.2cm and a reach of 38.9cm. A comparable size 56cm Gen 7 Madone and an Emonda SLR have almost identical numbers, with a stack height of 56.3cm and a reach of 39.1. 

The more skeptical may see the reduction of sizes offered as just another way of reducing production costs and it will be interesting to hear feedback from existing Trek customers on whether they've been able to move seamlessly from the old sizing to the new without having to adjust their set-ups considerably.

The range explained

The SLR is offered in two models, the SLR 9 and the SLR 7. The 9 offers a groupset choice of SRAM Red AXS or Shimano Dura-Ace Di2, while the 7 comes with either SRAM Force AXS or Shimano Ultegra Di2. All four options feature the Aero RSL cockpit, Bontrager Aeolus RSL 51 carbon wheels with DT Swiss 240 hubs and 28mm Pirelli P Zero Race tires. The SLR 9 AXS is the lightest option, weighing a claimed 7kg / 15.44lbs for a size ML.

The new Madone also comes in the more wallet-friendly SL version. While it features the same frame technology it uses Trek’s 500 Series OCLV carbon and is equipped with a traditional two-piece bar and stem. The frameset weight rises to 1,417g, with the lightest SL option being the SL 7, which weighs a claimed 7.88kg / 17.37lbs and is equipped with Shimano Ultegra Di2 and a Bontrager Aeolus Pro 51 wheelset. The entry level SL 5 is equipped with Shimano 105 and Bontrager Paradigm SL wheels and weighs a claimed 8.7kg / 19.18lbs.

Both the SLR and the SL are also offered as framesets only.

• Madone SLR 9 AXS: £12,500 / $13,499
• Madone SLR 9: £12,000 / $12,999
• Madone SLR 7 AXS: £8,500 / $9,499
• Madone SLR 7: £8,000 / $8,999 
• Madone SLR frameset: £4,575 / $5,999
• Madone SL 7: £6,000 / $6,499
• Madone SL 6 AXS: £4,750 / $5,999
• MAdone SL 6: £4,250 / $5,499
• Madone SL 5: £3,250 / $3,499
• Madone SL frameset: £2,750 / $3,799

• Store Store
• Bicycling Catalog
• Sport/Performance
• Madone SL 6

Trek Madone SL 6

Madone SL 6 Disc gives you the advanced aerodynamic performance and all-around ride quality of our ultimate race bike at a great value. It has aero wheels, a road-smoothing IsoSpeed decoupler, powerful hydraulic disc brakes, and a sleek look that screams for speed. It's right for you if... You want to go really freakin' fast. You know exactly what it's like to be off the front, battling the wind in a solo break, and want all the free speed you can get. You also know a great value when you see it and appreciate the fit and customization options of a standard bar and stem and the all-weather stopping power of disc brakes. The tech you get A lightweight 500 Series OCLV Carbon frame and fork with Kammtail Virtual Foil tubes that cut through the wind, a road-smoothing IsoSpeed decoupler, a Shimano Ultegra 2x11 groupset, tubeless-ready Bontrager Aeolus Comp wheels, hydraulic disc brakes, and an aero handlebar that's compatible with clip-on aero bars. The final word You get the free speed, aerodynamic advantage, and superior ride quality of our ultimate race bike at a great value, plus the added ability to mount clip-on aero bars for time trials and triathlons. Why you'll love it - Adjustable Top Tube IsoSpeed lets you adjust compliance to your preference, and it's damped with an elastomer so it rebounds in a smooth, controlled, stable motion - All the aero advantages of Madone, plus the added capability to clip-on aero bars for triathlons and time trials - Disc brakes offer better braking performance and extra clearance for wider, more stable tires - The Madone seatpost has an integrated mount for the Bontrager Flare RT tail light - Let's be honest: this bike looks awesome like it's breaking speed records even when it's parked at the café for a post-ride espresso

Due to supply-chain issues, Specs are subject to change without notice.

* Subject to change without notice.

• As it happened: Day of echelon tension ends with mass sprint and Philipsen relegation

Trek launches 2010 Madone range

Lighter, stiffer and more integration for new Trek 6 Series Madone

Lance Armstrong, Alberto Contador, Levi Leipheimer and the rest of their Astana team will use the next generation of Trek Bicycles' flagship Madone road bike in this year's Tour de France. According to Trek, the new '6 Series Madone' is now 150g lighter than the previous version but also 10 percent stiffer at the bottom bracket, 17 percent more rigid in front triangle torsion, and also more comfortable to boot.

Frame weight is down to 890g (100g lighter than the current version), the tapered E2 carbon fork drops 30g to 350g, and the new 140g seatmast cap loses another 20g.

Though those figures by themselves may not be terribly noteworthy compared to some of the Madone's competition, Trek is quick to point out that the 1,380g 'fuselage' figure (frame, fork, and seatmast cap) is more impressive when you consider the weight saved through the integrated bottom bracket bearing cups (-40g), the now round-profile no-cut mast (-60g) and the fork's built-in crown race (-10g).

True, even with the savings the new bike still isn't as light as frames such as the Scott Addict and Cervélo R3-SL but Trek feels the 6 Series Madone's more balanced portfolio of performance features makes up for the modest extra mass; the system weight is still well within the ballpark.

The additional stiffness and quicker reflexes come courtesy of refined tubing shapes. The down tube is still nearly 80mm wide but takes on a more polygonal profile, the seat tube is far broader at the bottom bracket than last year's version, and the asymmetrical chain stays have grown considerably. Moreover, the new aluminum rear dropouts have a deeper profile and more surface contact with the ends of the stays.

Even so, total surface area on the 6 Series Madone has actually gone down about three percent thanks to more efficient use of material. As Trek road product manager Tyler Pilger puts it, "The more accurate we can be, the less material we have to throw into the frame and the most consistent the ride quality as well."

An example of that would be Trek's 'Resin Right' moulding procedure, which yields a far smoother and more consistent finish with less excess material - the inner surface now looks as good as the outer surface - while a clever StepJoint bond interface geometry reduces the number of redundant carbon layers between frame sections. Instead of just necking down one side to fit within another, each side now uses progressively fewer carbon layers, thus producing the distinctive stepped appearance. When bonded together and overwrapped, the joint has the same number of carbon layers and tube wall thickness as the surrounding area.

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Pilger adds that uniform wall thickness lends a more consistent ride quality throughout the tube length while the revised tube profiles also have more fore-aft and vertical flex built in for a smoother ride. Though much wider than before, the seat tube is also flatter front-to-back, the seat stays have decreased slightly in size, and the 6 Series' novel asymmetrical steerer tube base uses bulged sides for surer cornering but scalloped front and rear surfaces to retain some movement over bumps.

The 6 Series Madone will also usher in a new level of component integration for Trek. In addition to the extant built-in bearing seats and seatmast, cable routing is now fully internal though easily convertible housing stops compatible with either conventional cable systems or Shimano's new Dura-Ace Di2 electronic drivetrains.

Rear brake routing is cleaner than ever with an entry point right in the front of the head tube and exit on top of the top tube - away from the rider's legs - and the trick bottom bracket cable guide can also double as a mounting point for the Di2 battery and cable harness. Dead-straight cable paths and the lack of internal guide liners cut down on friction, too.

Moreover, Trek has one-upped the SpeedTrap recessed wireless speed sensor pocket concept first used on its lower-end Madone forks with a new DuoTrap receptacle built into the non-driveside chain stay of the 6 Series Madone. The dual-purpose transmitter picks up both speed and cadence signals and can then send it to either Trek's own Bontrager NODE computer head or any number of ANT+-compatible devices such as SRM's PowerControl VI or the Garmin Edge 705.

Trek will even use a new method for ordering and building the new bike, using the customisable Project One model for all 6 Series Madones - buyers will be able to mix and match from five no-added-cost colours, a range of drivetrains, any Bontrager wheelset (and ten decal colours), a wealth of finishing kit and even housing, brake hood and bar tape colour.

Of course, the usual options such as stem length and angle, bar width, crankarm length and gear ratios still apply. Special 'Signature Series' versions with more elaborate paint schemes and logo colours will also be available, in addition to Armstrong's trademark yellow-and-black 'Livestrong' theme if you're so inclined.

Trek says the new Madones are already in production and shipping imminently. Claimed lead time is less than seven business days "for 95 percent of orders" in the US and fewer than 30 for European markets. Final pricing is still to be determined.

A mix of new and old for other Madone lines

Last year's Madone carries on as the 5 Series, all with Trek's mid-level OCLV Black carbon construction, but a new 4 Series lineup will join the Madone family for '10.

Unlike the US-built 5 Series and 6 Series, the 4 Series will be built in Asia using Trek's TCT carbon technology and will use a conventional round seatpost and standard threaded bottom bracket shell. Trek claims a 15 percent bump in bottom bracket stiffness compared to the outgoing frame however, and the non-driveside chain stay will also accept the new DuoTrap computer sensor.

Updated Bontrager wheels and cockpit components

The biggest news in Trek's Bontrager componentry arm is a move away from paired spoke patterns across the entire wheel line. According to Trek, paired lacing was necessary to avoid the 'snaking' that can afflict ultralight rims under high spoke tension but the latest generation's wider rim profiles - now used on all Bontrager road wheels - are now supposedly stiff enough to handle the load.

Additionally, the reduced point stresses resulting from having just one spoke at a section of rim instead of two allowed Bontrager's wheel engineers to lighten their carbon rims by 30g per pair.

Bontrager will also use its own hub designs for all of the '10 road wheels save for the Race XXX Lite, which will carry on with carbon-shelled hubs made by DT Swiss. According to Bontrager, the 15mm-diameter alloy axles are stiffer and more durable, engagement speed has quickened from 20 to 15 degrees, and the new three-pawl driver mechanism has a higher load capacity. Spoke flanges have also been reshaped for better aerodynamics.

In addition, the '10 Race X Lite will feature a new scandium-enhanced aluminum rim that saves 40g per pair relative to last year.

Bontrager's popular Race XXX Lite carbon drop bar and Race XXX Lite carbon stem will also get substantial facelifts. The bar now uses slightly forward-swept tops to reduce forearm interference while in the drops while the drops themselves extend further back to provide more room for your hands to grip. Claimed weight remains unchanged at 180g.

The new Race XXX Lite is now approved for both road and mountain use and features an HCM carbon fibre body, a pared-down alloy four-bolt faceplate and replaceable steerer clamp hardware. Even with the hardened steel hardware (Trek is averse to using titanium bolts), claimed weight is still a feathery 120g for a 110mm length.  

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Sean Quinn's American flag themed national champion's Cannondale SuperSix is a star spangled banger

Dylan Groenewegen’s stage winning ‘aero beak’ is €350 of craziness, but it’s not the most outlandish eyewear we’ve seen at the Tour de France

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Most Popular

Moscow Muled

Top 7 orange mule recipes.

Jun 20, 2020

In this post, we reveal the top 7 recipes for the Orange Mule, a delicious and unique twist on the classic Moscow Mule. Let's dive in!

Introduction

Like the sassier, sweeter, better looking sibling of the Moscow Mule, the Orange Mule has made quite the positive impression within the cocktail world. 

Many refer to the Orange Mule as the perfect cocktail for “those who dislike the taste of alcohol”, and this much is true; between the fragrant layers of ginger ale, fresh OJ and herbs, it’s almost impossible to detect the vodka embedded within. 

In this article, we discuss the following and much more:

• The History of the Orange Mule
• An Orange Mule Flavor Journey 
• Tips and Tricks for Serving Your Orange Mules
• Different Ways of Making an Orange Mule
• 7 Delicious Orange Mule Recipes to Try at Home

The History of the Orange Mule Cocktail

The exact origin of the Orange Mule is left to much debate and widespread speculation. Mixologists in Hollywood, California (the supposed birthplace of the Moscow Mule) would like to claim lineage over all variations of the Mule cocktails, but cocktail-lovers in the east seem to disagree. 

In many ways, the Orange Mule cocktail bares uncanny similarities to another popular cocktail from America’s east coast: the Orange Crush. In 1995 a sweetened mix of orange juice and vodka became a recreational sensation in West Ocean City, Maryland. 

Soon, all of Maryland and the surrounding states had embraced this alcoholic mix as somewhat of a staple cocktail; it was affordable, refreshing, and presumed full of nutrients because of the OJ/vodka ratio.

It is thought that the invention of the Orange Mule cocktail happened very naturally when the original Moscow Mule from the west coast finally made it to the east. People in these parts were already accustomed to drinking Orange Crush almost daily, so introducing the bitter Mule cocktail from the west, void of any orange sweetness, seemed ludicrous. Combining the two was quite simple since they both already required vodka; and so saw the birth of the Orange Moscow Mule. 

It’s All About the Flavor

When it comes to making Orange Mules, it’s much harder to mask a bad one with crafty mixology techniques. The flavor of a well-made Orange Mule relies solely on the freshness of the ingredients, no more and no less. 

This is one of few cocktails that doesn’t make use of any fragrant tinctures or tonics to create the illusion of flavor within the glass. Customarily, Orange Mules don’t involve any bitters, simple syrups or flavor concentrates to achieve the desired taste. This is one of the most basic cocktails on the market, which is why so many people jump at the chance to make them at home. 

With Orange Mules, you are at the mercy of the natural flavor and quality of the ginger ale, herbs & orange and lime juices that you use in your recipe.  

It is widely accepted that freshly squeezed orange juice makes for the best flavored Orange Mules, hands down. Surprisingly, pulp doesn’t affect the overall flavor of the drink at all, so keeping or removing it is purely left to your discretion.

Using freshly squeezed juices leaves room for flavor variations within the orange family. Ever considered a Blood Orange Mule? 

The same can be said for the lime juice element of the cocktail; freshly squeezed offers unmatched flavor that simply can’t be achieved through a cordial replacement. 

It should also go without saying that, when it comes to making cocktails, fresh herbs are always superior to dried ones. There are many variations for Orange Mules, and all of them make use of green herbs; usually mint or basil. 

Fresh herbs release potent flavor when muddled, while dried herbs tend to be solely aesthetic.

How to Serve Like a Pro

Visually, there is nothing bland or unappealing about the finished product of an Orange Mule cocktail. It’s a bright, vibrant looking drink; one that could be shown off through non-tinted glass. Alternatively, Orange Mule cocktails look beautiful in gleaming copper mugs . 

Your finished Mule should be filled to the brim with ice, making for a semi-sturdy surface on which to present some garnish. An orange slice accompanied by a leaf or two of the herb you muddled into the drink is the most traditional way to serve this cocktail. 

A popular trend emerging in the west is also to top each Orange Mule with a generous lime wedge, instead of orange, so that the drinker might be compelled to squeeze it over the ice just before their first sip. 

A stirrer, or “swizzle stick”, is essential when serving an Orange Mule. During the mixing process, all ingredients except for the ginger ale are shaken together and set in a glass. It is then charged with ginger ale on top, giving the cocktail that blended, sunset look: dense orange on the bottom, translucent ale on the top. 

An alternative to setting herbs on the top of your cocktail is to actually freeze full mint/basil leaves into your ice cubes before adding them to the glass. Orange Mules are meant to be less rigid, more fun cocktails — so get creative with your presentation.

Different Ways to Make an Orange Mule

Despite being one of the simplest cocktails on the market, the variation of ways to make an Orange Mule is seemingly endless. The only truly nonnegotiable element seems to be that it has to contain orange juice — duh!

As for the other ingredients, these can be largely adjusted to suit individual tastes while still qualifying as the age old “Mule”. Ginger ale, for example, can be swapped out for candied ginger melted into soda water, or even ginger flavored kombucha as an even healthier alternative. 

Likewise, if vodka simply isn’t your cup of tea, the Orange Mule is welcoming to just about any alternative spirit — light or dark! 

A Bourbon mule with orange is a popular drink in Western Europe, while a lot of people in Latin America and South Africa prefer their Orange Mules to be made using reposado tequilas. 

7 Delicious Orange Mule Recipes

The classic.

Ingredients:

• 100ml vodka
• 100ml fresh orange juice
• 200ml ginger ale
• The juice of 1 lime
• Fresh mint leaves

Instructions:

• Fill two glasses with ice.
• Use a cocktail shaker to combine the vodka, orange juice, lime juice and mint leaves. 
• Strain while pouring over the ice (mint should not fall into the glass).
• Charge with ginger ale and top with desired garnish. 

The Blood Orange Mule

• 100ml ginger ale
• The juice of 1/2 lime
• 1/2 cup of granulated sugar
• 1/2 cup of water
• 1/4 cup of juice from a blood orange
• Combine the sugar, water and blood orange juice in a pot and bring to a boil over medium heat.
• Watch the sugar melt and then keep it at the same heat for 3 minutes. Remove and let cool completely. 
• Combine the cooled syrup, vodka and lime juice using a shaker.
• Pour over ice and charge with ginger ale.

The Cranberry Orange Mule

• 1 cup fresh or frozen cranberries
• 1/2 cup granulated sugar
• 1/4 cup of water
• The peel of an orange (about 8cm in length)
• 3 cups of vodka
• 600ml ginger ale
• The juice of two limes
• Crushed ice
• You will need to prepare the cranberry vodka infusion 3 days before you intend to make the Cranberry Orange Mule. 
• Combine the cranberries, sugar, orange peel and water in a saucepan and bring to boil. 
• When the cranberries pop open, remove from heat and combine the mix with the vodka in a heatproof jar. Seal it and let it sit at room temperature for 3 days (or longer).
• Combine the infused vodka with all other ingredients in a shaker. 
• Pour over crushed ice and garnish as desired. 

The Jägermeister Orange Mule

Ingredients :

• 40ml Jägermeister
• 40ml orange juice
• Fill a glass with ice and prepare to build your layered cocktail. 
• Start with orange juice, then add the Jägermeister. Follow this by charging with ginger ale, and top with the fresh squeezed lime. 
• Use a stirrer to combine all ingredients before drinking.

The Kombucha Orange Mule

• 1/2 cup ginger flavored kombucha*
• 1/2 cup fresh blood orange juice (or regular orange juice)
• 1 cup ginger ale
• 1/2 cup vodka
• Combine all ingredients in a cocktail shaker and pour over ice. 
• Garnish with slices of blood orange or lime wedges.

*Experiment with other flavors of kombucha depending on your palette preference  

The Pomegranate Orange Mule

• 40ml fresh orange juice
• 80ml juiced pomegranate 
• A stalk of fresh rosemary
• Fill a glass halfway with ice. 
• Insert the rosemary stalk upright into the ice and then fill the rest of the glass with more ice, so that the stalk is embedded. 
• Use a shaker to combine all ingredients and pour into the glass.
• Top with pomegranate seeds or any other desired garnish.

The Orange Cinnamon Mule

• 2 cups of cold water
• 4 cinnamon sticks
• 1 cup of sugar
• 80ml fresh orange juice
• Combine water, sugar and cinnamon sticks in a small pot.
• Bring to the boil and then simmer at medium heat for 10 minutes. 
• Remove and cool. 
• Remove cinnamon sticks and stir the syrup mixture. Store in refrigerator. 
• Fill a glass with ice.
• Combine vodka, orange juice and 15ml of the cinnamon syrup into the glass. 
• Charge with ginger ale and top with a cinnamon stick and orange wedge. Stir well before drinking.

Well, there you have it! 7 great recipes for the Orange Mule you can try out with your friends and family. The best thing about the Orange Mule is its versatility - you can experiment and create your own version. As long as you keep the ingredients fresh and the combinations simple, you are bound to create something delicious. Have fun and enjoy!

Did You Enjoy This Article?

Thank you for reading! If you enjoyed this article, you might also like the following articles:  White Russian Mule and  Best Pumpkin Spice Moscow Mule Recipe

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Moscow class

The Vannis Shipyards were the sole producers of Moscow -class starships, and produced 3 a year.

Moscow -class starships [ ]

• USS Moscow (NCC-60000)
• USS Argana (NCC-60001)
• USS Leningrad (NCC-60002)
• USS Balthamar (NCC-60003)
• USS Jursinia (NCC-60004)
• USS Kincara (NCC-60005)
• USS Kloris (NCC-60006)
• USS Mattermaine (NCC-60007)
• USS Oslo (NCC-60008)
• USS Chirpenitar (NCC-60009)
• USS Murigami (NCC-60010)
• USS Quiberon (NCC-60011)
• USS Loris (NCC-60012)
• USS Hadsenn (NCC-60013)
• USS Silimari (NCC-60014)
• USS Hadley (NCC-60015)
• USS Florence (NCC-60016)
• USS Milano (NCC-60017)
• USS Stockholm (NCC-60018)
• USS Ambergris (NCC-60019)
• USS Oudinard (NCC-60020)
• USS Petersburg (NCC-60021)
• 1 Lamarr class
• 2 USS Voyager (NCC-74656-A)
• 3 Wesley Crusher

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During the tour you will see the grounds of the Kremlin. We offer a walking tour with a private guide.

Together with a private guide you will see the most famous stations of Moscow underground. The tour lasts about 2h, you will be picked up at the hotel.

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A private tour to the biggest gallery of Russian art, where you can see classical and ancient Russian paintings

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A private tour which includes the visit to the biggest Russian art gallery and the excursion to Moscow underground

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Nowadays the Kremlin is the most famous museum in Moscow and the office of Russian President. UNESCO listed architectural ensemble of Moscow Kremlin and the Armoury Chamber as world heritage sites.

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You are welcome to experience the first official running tour with a licensed guide in Moscow! Our tour is about sport and culture, because the guide is not only a local runner who loves this city but also an official Moscow guide, acquainted with its history, art and culture...

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It is 3h walking tour which includes food tasting and sightseeing programme. You will have a private guide for the tour.

Cancellation policy

If you cancel the tour 15 days or more in advance before the expected date and time of tour operations (local time, Moscow) there is no cancellation fee of prepaid service. If you cancel the tour 14-8 days before the expected date and time of tour operations (local time, Moscow), there is a 50% cancellation fee of prepaid service. If you cancel the tour 7 and less days in advance before the expected date and time of tour operations (local time, Moscow) or do not come to the tour, you will not receive a refund of prepaid service. The refund may take up to 30 days, usually about 3-5 days.

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+7 909 6903661 [email protected]

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