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New Trek Madone: adjustable IsoSpeed plus disc brake options

New Trek Madone: adjustable IsoSpeed plus disc brake options

Trek has announced a hugely updated Madone road bike with adjustable IsoSpeed, a new geometry and disc brake models. The rim brake version is lighter while the disc brake version has no aerodynamic penalty, according to Trek.


Trek has been busy with this one! What it certainly hasn’t done is just slap some disc brakes onto the existing Madone. Trek says, “What really sets the Madone apart is how it combines advanced aerodynamics, superior ride quality and ultra-light weight into the best race bike available today.”

It would say that, of course.

The new Madone will be available in top-end SLR models and in a slightly more accessible SL version.

Let’s go through the design features in turn.

Adjustable top tube Isospeed

Trek first brought in IsoSpeed on the Domane a few years ago and added it to the last incarnation of the Madone. 

In short, IsoSpeed is a design that “maintains the diamond-shaped frameset geometry but ‘decouples’ the seat tube from the top tube, allowing the seat tube to flex with the forces of the road” (Trek’s words). The idea is that it smooths the ride, adding comfort and reducing fatigue.


This time around Trek has brought in a what it calls Adjustable Compliance Technology. Adjustable IsoSpeed was first released on the seat tube of Trek’s Domane. The drawing  below is from Trek's white paper on the new Madone.


“The Madone Adjustable Compliance Technology [comprises] two frame elements integrated into each other just like the Domane SLR, but has been rotated into the top tube for aerodynamic advantage,” says Trek.

How does it work?

“The two frame elements are connected by the IsoSpeed decoupler and the bolted joint at the front,” says Trek. “In between the two frame elements is a vacant space with an adjustment slider that can move along the entire path. The seatmast element utilises the IsoSpeed decoupler to transfer the aft deflection of the upper aero section of the seatmast to an upward deflection of the lower seatmast element. 


“The vacant space allows the lower seatmast to deflect in the upward direction while the main frame top tube element remains independent from the lower seatmast. The slider contacts both the lower seatmast element and main frame top tube element to limit the upward deflection of the lower seatmast per the rider’s preference. 

“If the slider is towards the front of the frame, a rider will experience more compliance because of the greater vacant space that allows the lower seatmast to deflect more. If the slider is near the back of the frame towards the IsoSpeed Decoupler, a rider will experience less compliance because the slider is inhibiting deflection in the vacant space in front of it.”


Trek reports that the compliance (the amount of force required to induce movement) at the saddle of a 56cm frame ranges from approximately 119N/mm to 175N/mm depending on the slider’s position. The 9 Series Madone had a stiffness of approximately 144N/mm. According to these figures, the new Madone is capable of both more compliance (+17%) and less compliance (-22%) than its predecessor. You have to have some good statistics to support any bike launch these days!

Trek says that a further benefit of this new design is the ability to match the vertical compliance closely across all frame sizes because the removable seat-mast element is nearly the same length across the board. Usually, a larger frame will have more compliance. 


The new SLR version of the Madone features a damper to help control rebound of the seatmast. In other words, the speed at which the seat tube returns to its usual position after flexing is now regulated, the idea being to keep the ride feeling smoother and more stable. 

The damper is made up of three parts: an elastomer damper, a housing for that damper, and the frame carriage. The damper is pre-loaded in compression by a set screw against the seatmast.

“When the seatmast element is loaded during an impact event at the saddle, it creates counter clockwise rotation when viewed from the perspective of the driveside of the bike,” says Trek. “This motion unloads the damper slightly and prepares it for the rebound event. As the seatmast begins to rotate back, the damper is re-loaded, thus slowing the motion and absorbing the rebound energy.”


Trek says that these changes “add up to a significant reduction in the vibration of the cyclist’s body: the end goal of any suspension technology” and that the new Madone offers anywhere from a 44-61% increase in the damping ratio (how rapidly the motion of the saddle and rider reduce back to normal following a large bump).

If you want more details on the effects of the Madone’s Adjustable Compliance Technology, check out Trek’s new Madone SLR white paper. There’s a lot of tech in there. I don’t have a link at the time of writing but I imagine it’s just a Google search away by the time you get to read it.


Trek says that it has focused massively on aerodynamic performance in the development of the new Madone, using both CFD (computational fluid dynamics) software and wind tunnel analysis to arrive at the final design, although that has had to be balanced against the addition of adjustable top tube IsoSpeed, a new geometry, updated components, the addition of disc brakes and the desire to keep the weight low. In other words, Trek hasn’t gone after aerodynamics at all costs.


“[Our] goal for the new Madone was to maintain aerodynamic drag performance of the current Madone (within 30g) across an averaged -12.5° to 12.5° yaw sweep. [We consider] this range to be the most common yaw a rider experiences based on real world data collection studies,” says Trek.

“Experimental results collected at the San Diego Low Speed Wind Tunnel… show an average of 3,216g [of drag] across a -12.5° to 12.5° yaw sweep vs the current [9 Series] Madone at 3,202g, a 14g difference that is within Trek’s project goal and within a wind tunnel’s experimental error band.”


Trek reports that the bikes were tested with two water bottles added and a pedalling mannequin. It says that the new Madone has a lower average drag (across yaw angles from 12.5° to -12.5°) than the Specialized Venge Vias. 

Trek didn’t have access to the new Cannondale SystemSix that we showed you earlier in the week. Cannondale claims that the SystemSix is more aerodynamically efficient than the 9 Series Madone.

Light weight

Whereas aerodynamics pulls a frame design towards narrow tubes, the need for stiffness and light weight pushes it in the opposite direction so there’s always going to be something of a balancing act there. 

“[Our] goals for the new Madone were to maintain aerodynamic performance of the current Madone and reduce or maintain bike weight of the rim brake version, all while adding several new features: adjustable compliance technology, a rebound damper, split bar and stem, and a redesigned aesthetic,” says Trek. “The disc brake bike was assigned a target of 7.5kg with the same features.”


Trek says that it analysed many finite element models in order to shave off weight while maintaining aerodynamic performance. 

“The rim brake bike matches the current Madone (7.1kg/15.7lb), and the all-new disc brake bike weighs in at 7.5kg (16.6lb) depending on paint scheme,” says Trek.

The SLR frames are made from Trek’s OCLV 700 carbon while the SLs are OCLV 500 which, according to Trek, isn’t quite as light or as strong.

New geometry

The 9-Series Madone was available in two different geometries: low and stretched H1 and slightly more upright H2. The new Madone SLR comes in a single geometry called H1.5 which, as you might have guessed, sits between the two.

Frame stack (vertical distance from the centre of the bottom bracket to the top of the head tube), reach (horizontal distance between those two points) and head tube length have all been changed.


The 56cm model, for example, has an effective top tube length of 559.9mm – we might as well call that 560mm – a head tube of 151mm, a stack of 563mm and a reach of 391mm.

“H1.5 hits the sweet spot for a wide range of racers as it balances a traditional aggressive race geometry with a position that more athletes can hold longer with more comfort,” says Trek.

The Madone SL is built to Trek’s H2 geometry.


Most 9 Series Madone models came with a combined aero handlebar and stem but the Madone SLR features a two-piece system – still proprietary – with more stem options (90mm to 130mm lengths, and -7° and -14° angles), additional bar sizes (38cm to 44cm) and +/-5° of bar rotation. 

The Madone SL doesn’t feature this integrated handlebar and stem but instead has a Bontrager Pro stem and Elite Aero handlebar. 


The position of the centre-pull front brake on the rim brake version of the new Madone has been moved. It now sits at the back of the fork rather than at the front, the idea being to improve the bike’s aerodynamic performance. 

“The all new rim brakes have been redesigned with improved functionality and ease of set up in mind,” says Trek. “The brake arms use independent spring tension adjustment screws to centre the brake pads, allow for precise pad adjustments as brake pads wear, and adjust lever pull force to the desired feel. The spacing screws range allows swapping between rim widths ranging from 23-28.5mm without adjusting the centre wedge.”


Each rim brake has a claimed weight of 152g (in the case of the front brake, that’s with an unpainted cover). They’ll take tyres up to 25mm wide, whereas most road brakes these days have enough clearance for 28s. The disc brake version of the Madone will take 28mm tyres.


A Bontrager Flare RT tail light attaches to the seat mast head. Trek is big on encouraging people to use a tail light even during the day.

The Madone SLR comes in men’s and one women’s specific models. They use the same frame but the women’s version features a different saddle, handlebar width and stem length. All models have a lifetime warranty.


All of the Madone SLRs feature an OCLV 700 frame and an integrated two-piece carbon bar and stem. Here are the models and prices:

• Madone SLR 9 Disc, £10,000, Bontrager Aeolus XXX 6 TLR wheels, Shimano Dura-Ace 9170 drivetrain and hydraulic disc brakes

• Madone SLR 8, £6,750, Bontrager Aeolus Pro 5 TLR wheels, Shimano Dura-Ace 9100 drivetrain, Bontrager integrated rim brakes

• Madone SLR 6 Disc, £5,400, Bontrager Aeolus Comp 5 Disc TLR wheels, Shimano Ultegra 8020 drivetrain and hydraulic disc brakes 

• Madone SLR 6 Disc Women's, £5,400, Bontrager Aeolus Comp 5 Disc TLR wheels, Shimano Ultegra 8020 drivetrain and hydraulic disc brakes 


The SLR models are available in 'premium paint' options for an extra £550.

There’s also a Madone SL 6 in the range that uses Trek’s OCLV 500 carbon fibre which is said to be a little heavier and less stiff then OCLV 700. The Madone SL 6 doesn’t feature Bontrager’s integrated handlebar and stem but instead has a Bontrager Pro stem and Elite Aero handlebar. It comes with Bontrager Aeolus Comp 5 TLR wheels, a Shimano Ultegra 8000 drivetrain and Bontrager integrated brakes and is priced £3,600.

For more info go to  www.trekbikes.com

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trek isospeed madone

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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Mmmm, that's a big sail of a thing in a side wind.

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One must give TREK credit for producing the best looking and working rim-brake bike on the planet. I was a Spezialized guy till now, but that's history now.

White Paper link... 


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trek madone 8

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

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.

trek madone

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.

a pair of sunglasses

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.

a blue and red bicycle

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 madone 8

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.

trek madone 8

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.

geometry chart

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.

madone 7 v madone 8

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.

trek madone

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.

trek madone

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.

trek madone

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.

trek madone

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.

trek madone

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.

Headshot of Dan Chabanov

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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Trek Road Bikes Guide: Domane vs. Émonda vs. Madone

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Trek’s road bike lineup consists of Domane, Émonda, and Madone . Below, I will explain their differences and advise you on which one to buy.

The short answer is as follows:

  • Domane has the most relaxed geometry . It’s a versatile endurance road bike for the masses, suitable for beginners and intermediate riders.
  • Émonda is a performance-oriented lightweight road bike for more serious cyclists or pros.
  • Madone is a pure-blood aero racing bike for demanding riders and racers.

Continue reading for more details, the differences between ALR, SL, and SLR, and much more.

Domane vs. Émonda vs. Madone

Here’s a closer look at these 3 models and their main features.

Trek Domane: All About Comfort

Domane could be classified as an endurance road bike. This means a relaxed geometry that doesn’t push you into as aggressive a position as Émonda or Madone.

Domane sits somewhere between those two. It’s reasonably aero and lightweight but doesn’t excel in any of these categories.

On the other hand, it has a wide tire clearance , so you can equip it with wide tires (up to 38mm), which are more comfortable. This means we can also classify it as a gravel bike and compare it with Trek Checkpoint .

It features an IsoSpeed decoupler , which absorbs shock and vibrations, making the ride smoother and more comfortable.

You can see I mentioned comfort several times. That’s because Domane is all about comfort .

Price-wise, it is Trek’s most affordable road bike line.

Trek Émonda: Lightweight Yet Aero Racing Bike

Émonda is a lightweight road bike designed for racing. It has more performance geometry than Domane.

It’s not as aero as Madone, but more aero than Domane. It’s also lighter, making it ideal for climbing and riders who want an agile bike.

Since the 2021 redesign, it can be classified as a hybrid road bike (lightweight yet aero), following this industry trend.

It doesn’t have fancy features like the decoupler to keep things simple. So together with its more aggressive geometry, it means it is less comfortable than Domane.

Trek Madone: Aero Is Everything

Madone is a pure-blood aero road bike with racing geometry suitable for flats and rolling terrain.

It’s stiff to transfer the power you put into pedals efficiently. It’s so stiff that it requires getting used to. One of my friends couldn’t get used to it because of its stiffness.

Since the 2022 redesign, it hasn’t had an IsoSpeed decoupler (Gen 6), but Trek introduced IsoFlow , radically changing how this frame looks (Gen 7).

Madone is a go-to choice for sprinters and people who know what to expect from their bikes.

On the other hand, it’s probably the least comfortable road bike from Trek’s lineup.

Trek Road Bikes Range Explained

You already know the differences between Domane, Émonda, and Madone. But what do the abbreviations and numbers in their names mean (e.g., Trek Madone SLR 7)?

The abbreviation refers to the frame material. The key is as follows:

  • ALR are aluminum frame bikes.
  • SL are bikes with 500 series OCLV*  carbon (mid-range).
  • SLR are bikes with 800 series OCLV carbon (high-end).

*OCLV carbon is Trek’s patented carbon fiber process ( learn more ).

And the numbers mean the groupset:

  • Models ending with 2 use Shimano Claris (R2000) groupset.
  • Models ending with 3 use Shimano Sora (R3000) groupset.
  • Models ending with 4 use Shimano Tiagra (R4700) groupset.
  • Models ending with 5 use Shimano 105 (R7000) groupset.
  • Models ending with 6 use Shimano 105 Di2 (R7100) or SRAM Rival AXS groupsets.
  • Models ending with 7 use Shimano Ultegra Di2 (R8100) or SRAM Force AXS groupsets.
  • Models ending with 9 use Shimano Dura-Ace Di2 (R9200) or SRAM Red AXS groupsets.

When comparing Trek road bike models and their specs, I found that bikes with SRAM are heavier and more expensive than those with Shimano groupsets, even though SRAM groupsets are usually cheaper than Shimano on their own.

So, I recommend buying a Trek road bike with a Shimano groupset unless you want to try SRAM or prefer it.

The AL models are aluminum and good for beginners because they are affordable. The SL models are made of 500 OCLV carbon and are suitable for most people , while the SLR models, made of 800 OCLV carbon, are perfect for more demanding riders .

The Domane AL line is versatile and comfortable , thanks to wider tires and relaxed geometry. In my opinion, the AL 4 with the Tiagra groupset (2x10spd) offers the best value.

The Émonda line is for racers and those who like slimmer tubes. Its racing geometry pushes you into a more aerodynamic position than Domane, and its lower weight allows for better responsiveness and handling. I believe the Émonda SL 6 with Shimano 105 Di2 is the best option and much cheaper than higher-end models.

Finally, Madone is for those who want aero properties and aggressive racing geometry . The 7th generation offers beautiful bikes that stand out thanks to the IsoFlow. The previous generation was pretty heavy and “old school.” Choose a model that fits your budget. I suggest the Madone SL 7 with Shimano Ultegra Di2 because of its hidden buttons.

Trek Road Bikes FAQ

Trek road bike frames are made in Asia (mainly in Taiwan and China). Then they are shipped to Wisconsin, where they are painted and assembled. However, the design and R&D center is still in Wisconsin, US. ( Source )

Project One is Trek’s program for customizing road bikes (Domane, Émonda, Domane, Speed Concept). You can choose specific color options and some components to match your liking and preference.

Some models have women-specific options. However, in recent years, Trek has addressed women’s sizing by listing more bike sizes (e.g., size 44), with the smaller sizes being more suitable for women.

Trek sponsors only the team Trek-Segafredo. It belongs to the less successful teams based on the World Tour wins. See more details in my bicycle brands article .

Trek offers a lifetime frame warranty. However, it’s only valid for the first owner. The second (and subsequent) owners have a shorter, 3-year warranty. You can read the Trek warranty page for more info.

IsoSpeed is Trek’s technology for absorbing vibrations from the frame and seatpost that would otherwise be transferred to your body. Learn more about IsoSpeed .

IsoFlow is Trek’s frame feature that makes Madone aero road bikes (according to Trek) faster and lighter than those with IsoSpeed. This technology should also improve riding comfort. Learn more about IsoFlow .

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Crank Boutique

What is Trek IsoSpeed Technology?

Part comfort, part suspension, Crank Boutique explains one of Trek’s key pieces of proprietary bicycle technology.

trek isospeed madone

Technology in Short

While compliance and “suspension” systems are now not uncommon for road bikes (see Specialized’s Roubaix and Diverge), arguably Trek were the first mainstream brand to integrate these systems into some of their key models.

  • Manufacturer: Trek
  • Technology Type: Suspension, Compliance
  • Availability: Proprietary – Trek bikes only
  • Cost: N/A. Isospeed tends to come only on higher end models
  • Current Road/Gravel Models:   Boone ,  Checkpoint ,  Domane ,  Madone

What is Trek IsoSpeed?​

To the casual observer the biggest difference between road and mountain bikes has been the size of the tyre and attached suspension. Over the last few years however, these strict definitions have started to erode in the pursuit of adventure and comfort. With the former 700c tyres get wider every year and the gravel/adventure category mean bigger tyres for everyone. With the latter a number of manufacturers have introduced “suspension” platforms in their road bikes, including BMC, Wilier, Specialized and Trek’s IsoSpeed. 

While the term “suspension” may be mis-leading, the IsoSpeed system is designed to provide riders with more comfort and control over rougher surfaces and was originally designed by Trek to give their bikes and riders an edge in the Classics – e.g. the Paris-Roubaix. The system works by “decoupling” key parts of the bike to provide more compliance and less rigidity – resulting in a more comfortable ride. IsoSpeed is one of the most mature road “suspension” systems out there, debuting in 2012. The Trek IsoSpeed system has two components:

The IsoSpeed Read Decoupler is a essentially a “hinge” that sits between the seat tube and top tube of the bike. On IsoSpeed equipped bikes the seat tube and top tube are not physically attached but are mechanically joined by the rear decoupler. This means that the seat tube has a range of rearward moving helping to absorb the shocks of riding on things like cobbles, rough roads or gravel. There are a couple of implementations of the platform depending on the bike model – the Emonda uses a slightly different implementation with more adjustment along the top tube owing to its unique frame shape and rarefied price point…

trek isospeed madone

The Front Decoupler is slightly more complicated. The Front IsoSpeed is a proprietary headset collar with a rocker that sits in the top of the head tube and bolts into the steerer tube via an assembly that includes a couple of bolts and a preloaded spring. Obviously you won’t be railing berms or going down a double black on it, but this setup allows for a degree of back and forth movement in the steering tube and help to deflect some of the chatter out of the handlebars.

trek isospeed madone

Note that some bikes may have the rear decoupler without the front headset decoupler. IsoSpeed is available across Carbon and Aluminium models in the Domane and Madone ranges. It is also available on a number of Trek CX and gravel models (including Boone and Checkpoint) and some of their XC MTB range. Watch some videos of the system in action below.

This video from Peloton TV is on an older model – check out the classic Dura Ace – but it’s a perfect introduction to how the Isospeed de-decoupler works in practice.

Does Trek Isospeed Work & How Has It Reviewed?

2019 Trek Madone SLR 9 Disc

The CrankBoutique team have only had occasion to ride one IsoSpeed equipped bike – a Domane on some very smooth roads south of Sydney. Lovely bike as it was we can’t really comment on its comfort chops on rough roads although we certainly didn’t get any loss of power.

We haven’t found any reviews of the system in isolation, but there are a few comparative reviews of IsoSpeed equipped bikes vs competitors, including Specialized’s Future Shock:

2018 Trek Domane SL 5 Review

“The first time you hit a patch of corrugated or fractured tarmac you understand what IsoSpeed does. Rather than undulations deflecting the front wheel, it absorbs and nullifies the effect of quite big hits, keeping the wheel straight and giving a smoother ride. The rear end removes jarring vibrations that can fatigue muscles faster, helping you ride for longer…IsoSpeed’s bump absorption irons out small undulations to allow the 25mm tyres to grip more consistently, and even though the Bontrager rubber measures 26mm on the 28mm wide rims, if unaware, you’d think you were riding on 28mm tyres.”

2018 Trek Madone SLR 9 Disc Review

I’ve ridden the Trek Madone SLR 9 Disc in various IsoSpeed modes to discover what difference to the rear it would make. I learnt that I probably wouldn’t ride in the stiffest setting as it was a little too harsh at the rear for me.

Towards the middle and softest setting was my preferred mode and I could altogether forget I was riding such a racing machine, let alone an aero road bike that more often than not is too hard to ever be called comfortable. To be frank about the bike’s stiffness, I couldn’t really tell that I was getting anything less from the bike in the softest setting, it still whipped up a storm no problem.

Cycling Weekly

2018 Trek Boone RSL Review

I quickly noticed the compliance provided by the front IsoSpeed decoupler. The front end of the Boone softened the park bumps and helped absorb some of my less-than-stellar moves on singletrack. Especially given my bad back, having some shock absorption on the front improved the ride quality….Smoothing out a ride is one thing, but does the front IsoSpeed handicap actual racing by hindering accelerations out of corners or finishing sprints? I pushed the Boone RSL frame through several practice sprints and found the only limiter to be my lack of sprinting pop.

CX Magazine

2020 Trek Domane SLR First Ride Review

No doubt about it – the IsoSpeed system is impressive. That said, we question whether so much technology (and compromises in terms of cable routing) are needed to improve comfort. On balance and purely in comfort terms, the answer is probably no. After all, there are other bikes that offer the same or even better comfort levels. However, in terms of individualisation and tuning it to the rider’s weight, the IsoSpeed system offers an effective solution and will wow tech enthusiasts who appreciate the packaging of complex technology into a classic and inconspicuous design. Set up correctly, it results in well-balanced comfort between the front and rear and convincing vibration damping!

Are There any Known issues with Trek IsoSpeed?

Headset Creaking

Some users report that IsopSpeed equipped headsets have excessive creaking – see link above.

Cable Rattle

Some users report that IsopSpeed equipped bikes have excessive cable rattle – see link above.

Bearing Maintenance

Some users report that IsopSpeed equipped bikes required additional bearing maintenance – see link above.

One reply on “ What is Trek IsoSpeed Technology? “

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Charles Cox

I bought the 2021 Trek Domane SL5 and have creaking issues in the front end bringing it back to the dealer 2 times already currently in the dealer right now for the third time come on Trek get it right.

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Anyone know the torque setting for Madone SLR ISO Speed?

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Posted 2024-07-13 07:27

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Trek Madone SL6 w/ RSL Carbon Handlebar (54 cm) - $3,800 (Arlington)

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最新の新型MADONE SLR&SL マドンとエモンダ所有のスタッフが徹底比較インプレ!! by: 関 和貴

みなさんこんにちは、ワイズロードお茶の水店 関です。











TREK MADONE SLR アルテグラ仕様 (最新第8世代)














硬いだけのバイクは伸びがなく、乗り心地も悪いですが、NEW MADONEは硬いだけでなくしっかりしなる!



自分の乗っているMADONE7はOCLV700カーボンを使用していて、OCLV600カーボンを使用するMADONE6より硬く感じましたが、新型MADONE SLRは新しく採用されたOCLV900カーボン!


数年前のモデルまでは硬いけど硬すぎない印象で、自分の脚力(体重58kg FTP240)で巡航速力から若干しなりを感じ、高速巡行や登坂巡行で気持ちよくしなる印象でしたが、新型マドンでは高速巡行~登坂巡行でややしなり、スプリントや全力登坂で気持ちよく加速する印象!













つまり、従来のバイクは「空力の良いハンドルとフォークとホイールとフレームと…の集合体」だったのに対し、新型MADONE は「ホイール、フレーム、ハンドル、ライダーすべてをひとまとめに、一つの翼断面」になるように設計されています。






新型MADONE はハンドルに当たった風は上下にそれるので、体は空気抵抗を受けにくく、全体としては空力がよくなります。













































































以上、新型 第8世代マドン SL SLRのインプレでした!










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trek isospeed madone

El sistema ISOSPEED es una ingeniosa solución creada por el fabricante TREK, que permite a los cuadros que lo llevan instalado flexar verticalmente SOLO cuando el ciclista pedalea sentado, y mantenerse rígido cuando el ciclista pedalea de pie (escalada o sprint, donde necesitamos la rigidez total del cuadro).

De esta manera se consigue un doble objetivo: – La rueda trasera no rebota con las irregularidades del terreno (a alta velocidad), y hay una tracción más eficiente. – Hace un efecto amortiguador que mitiga la fatiga producida por las continuas vibraciones.


trek isospeed madone

En el vídeo tutorial te mostramos cómo realizar la operación de mantenimiento de este sistema sobre una TREK MADONE , imprescindible para evitar ruidos molestos.

trek isospeed madone

Los pasos a seguir son:

  • Extraer las TAPAS DEL  ISOSPEED con ayuda de un trozo de plástico fino que pueda penetrar en la hendidura existente entre las tapas y el cuadro. No es necesario ejercer mucha presión.
  • Con ayuda de 2 Allen de 5mm aflojamos el tornillo del lado izquierdo, y lo extraemos.
  • Ahora introducimos una Allen de 6mm por el lado izquierdo, y continuamos sujetando el tornillo del lado derecho con una Allen de 5mm. Sacamos el tornillo que fija el rodaiento izquierdo.
  • Pasamos a extraer el rodamiento izquierdo. Lo mejor es utilizar un extractor de rodamientos. En caso de no tener, podemos golpear el rodamiento izquierdo desde la derecha con una barra metálica.
  • Sacamos el rodamiento derecho.
  • Limpieza de todas las partes.
  • Lubricación de la zona de fricción de los rodamientos. Ojo ! Van montados sobre carbono. Lee sobre productos lubricantes y carbono.
  • Procedemos a montar nuevamente. Respeta el PAR DE APRIETE marcado por el fabricante.

En caso de que se aprecie desgaste en los rodamientos y goma de protección, puedes adquirir un nuevo KIT REPUESTO ISOSPEED TREK MADONE   para proceder a su sustitución.

trek isospeed madone


– 2 llaves Allen 5mm. – 1 llave Allen 6mm. – 1 extractor de rodamientos. – lámina de plástico duro.


By LaBicicleta

Related post, guía de hidratación en ciclismo.

trek isospeed madone


Geometría de un cuadro de bicicleta, cubiertas bontrager 2024 | las cubiertas de mountain bike, cubiertas bontrager 2024 | las cubiertas de gravel, tokens | la pieza mágica que transforma tu horquilla, ¿qué llevas dentro de tus ruedas de la cámara tradicional al tubeless.

Madone SLR seatpost / ISOspeed HELP


After the Roubaix photos of Chloe Hosking’s new Domane it will be interesting to see what happens with Madone/Domane’s top tube ISOspeed. On that bike it appears they removed the adjustment - not clear if that would help with the bolt issue or was done to reduce weight.

I came across this review yesterday:


I don’t know, mine was produced a few months before May 2021 so the story given by Trek to the reviewer doesn’t seem to add up.

It would make more sense if that erroneous “for” was meant to be read as “before” rather than “from”.

Yes! You’re right, I missed it completely. Makes way more sense now.

Thanks for this. Good to know and get confirmation of the known issue. Still no timeline for a replacement frame and seems like they have no idea. Although the Trek warranty is good, starting to regret going with the Madone now.

I am 6’2" just over 200 lbs and had purchased a 2019 Madone in March of 2020. In the first year and a half of ownership I had replaced 4 IsoSpeed bolts and the cover three times. I just received a 2022 Madone SLR frame and within 250 miles the same problem has arisen. Trek has treated me well as a customer however, the shops feel slighted by Trek as they’re not compensated for the labor to swap over parts. Thus, my two LBS refuse to swap my components to another new Madone frame. It’s sad that such a comfortable, good looking bike cannot be used by people who are over 175 lbs. I ride quite often and do know of many others who have had this exact same issue. The 2018 and prior Madone had actual bearings in the frame and starting in 2019 they got rid of that design and now it is just a bolt through the carbon. I really hope those responsible for switching this design over get reprimanded. The fact that Trek has had 4 frame years to address this issue and has not is worrying. I would not be surprised if people have taken legal action and / or a class action lawsuit.

That is pretty standard…it is the consumer’s responsibility to pay for the component swap usually.

You see the new 2023 Madone?

trek isospeed madone

I did see that yesterday! I have a feeling though it will be a little bit of time before available to the public. However, this looks like a step in the right direction.

I know this is an older post, but just for consistency - I’m 5’9 160, strong but not big and I have the same issue now. My bike is 1 52 frame, thought maybe that might be an issue. But my sense is it’s a design flaw and the hole for the bolt can be drilled in wrong much like a bottom bracket. That’s why some replacement frames work and other don’t, If that hole isn’t precise it will never work.

Hi all - the attached is the Retailer Bulletin about this issue, taken from the Madone Owners Facebook group. Note it specifically mentions Loctite 263 or 2701 (high strength).


Thanks Fobundy that’s a great help.

I’ve got the same issue with a SLR purchased 2 months ago. I bough the bike online as my local dealer didn’t have It on stock. This morning I phoned my local Trek dealer about the issue and the tech asked where I bought the bike. When I told him he said that was the issue, online retailers aren’t building the bikes correctly causing issues and that I could pop it in store and for £50 they will grease all the parts that cause the bike to creak. He said it’s a common issue.

Not being quite satisfied as I could grease a bike myself easily I googled and found this thread. I think I’ll phone back the dealer and ask about the service bulletin.

In the mean time I’ve tighter the pivot bolt (I don’t have loctite to hand) and test ride the bike, no noise.

One thing that is playing on my mind, the noise only happens when I pedal seated. Surely this means the iso-speed is moving in this situation and sapping the few watts from each pedal stroke?

Don’t think anyone has replied to this - it’s not creaking that’s the issue, it’s considerable lateral movement of the entire seatpost, And yeah I guess the Isospeed could absorb a few watts depending on technique.

Just to add to this topic: I have a Madone slr7 I bought new in Jan’22 (so I’m assuming it’s a 2021). The isospeed sway and creaking started after about 500km. Contacted the bike shop in Mtl (won’t name but will if asked to) with the service bulletin. They changed the isospeed washers and all. Problem came back quickly after (had to tighten the bolt 2-3 times per 60km ride), plus, the seat mast isn’t centered relative to the frame anymore (so I’m more to the left of the bike when I pedal, my right tigh often brushing the seat-stays) and the dust cover doesn’t clip in anymore. Contacted the shop again and was told that “it is what it is”, which really didn’t sit well with me. Raised a bit of a stink (I’m canadian so that means I stayed calm and polite but was firm… ey) and insisted that they contacted Trek again as I wasn’t about to accept these problems as “normal” on a 12k$ (CND$) bike. Trek ended-up saying they’d replace the whole seat-mast first and then might warranty the frame if that doesn’t fix it. Trek’s service I’m ok with but I do have a bit of a problem with the shop since I have to get firm/insitant with them in order to get them to contact Trek and do the warranty work. I’ll also say that every visit to their shop is a 1200km round-trip for me so that’s another irritant. Will post with more details as the situation progresses or is resolved. edit : messed-up the years

Update: they replaced my seat-mast. Good news: I’m not off-center anymore. Turns out I was right: there were washers missing the first time around and now they’re present. Felt weird at firts (rode over 1300km off-center) but now it’s definitely more comfortable. The dust-cap also stays in place now that the seat-post is centered.

Bad news: after two rides the system was loose again. I retightened everything and added some blue loctite. Also contacted the shop again. Hoping to hear soon from Trek. Looks like, if their word’s good, I’ll be looking at a replacement frame.

To be continued…

Thought I’d give you guys a quick update. Trek’s service has been awful. After confirmation that the replacement seat-mast didn’t fix the problem they went completely silent for over 2 months. After contacting the shop 3 times (they weren’t great at replying to me either btw) they finally reached out a couple times to Trek again and, after a while, I had an answer.

Trek’s offered me two options: 1- Get a replacement of the exact same gen6 frame 2- get a replacement gen7 frame.

The “catch” with option #2 (gen7) is that some parts (mostly the cockpit and spacers) aren’t compatible from my gen6 to the new gen7 frame so I’ll have to pay for the parts. They’re offering me 25% off so there’s that.

Since the isospeed system (for me) has been such a pain in the arse (both figuratively and litterally) and service has been so slow and, well, suboptimal, I’ve decided to opt for the Gen7 in order to steer away from the isospeed decoupler system and ensure not potentially having these problems in the future.

Waiting for the frame to come. Will report on how things develop from here.

2023-10-27 UPDATE

Can’t post more than 3 consecutive replies so here we are:

So, one last update for my case. In the end, Trek ended-up covering the cost of the non-compatible parts for the Gen7 so the whole frame-swap was without charge to me, which was damn cool of them.

Didn’t take too long for the frame to come but there were some spacers missing, which delayed the process by two weeks after I dropped the bike off at the shop. I definitely want to lower the cockpit once I’m comfortable enough but the missing spacers meant that I would’ve to drop the cockpit by more than 1.5 cm which was too much for me to get used to at the same time as a new cockpit (narrower and flared) so it was a no-go all at once.

I’m stoked on the new bike and extremely relieved that my isospeed problems are over. It must have been quite frustrating to go through this a few years ago and have no other choice than to get the same frame one more time and hope that the problems don’t occur again (which, by reading around, seemed to have re-occured quite frequently for many riders).

All in all, it was long and frustrating but at least it’s over. I have a few accessories that won’t fit the new frame/cockpit (the Garmin mount being the most expensive to replace as, as far as I know, only k-edge makes one for the Gen7 and they’re pricey, even Trek didn’t include one with the frame) but that’s it.

Wishing all the other Madone Gen6 users with isospeed troubles the same resolution as me (but maybe faster).


THanks for sharing. Have been dealing with same problem now for a while and the shop finally agreed to make a warranty claim. Lets see if I get similar offer. Tired of this recurring issue…

Good looking rig.

I know what you mean. Best of luck. From my experience, there comes a point where you have to be firm with the shop and follow-up closely. I wonder what the numbers are for this problem during the lifecycle of the gen6 madone. It must be quite high. Quite a design failure I’m sure if you compare to any other aero bike model without that system…


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Geographic coordinates of Elektrostal, Moscow Oblast, Russia

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Elektrostal , Moscow Oblast, Russia


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