trek domane 2017 review

2-FOR-1 GA TICKETS WITH OUTSIDE+

Don’t miss Thundercat, Fleet Foxes, and more at the Outside Festival.

GET TICKETS

BEST WEEK EVER

Try out unlimited access with 7 days of Outside+ for free.

Start Your Free Trial

Powered by Outside

2017 Trek Domane SLR: full tech details and first impressions

Heading out the door? Read this article on the new Outside+ app available now on iOS devices for members! >","name":"in-content-cta","type":"link"}}'>Download the app .

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

Dual IsoSpeed is twice as nice with no added weight

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

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

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

https://youtu.be/zgADNPKolyE

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

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

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

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

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

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

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

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

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

Prices and key component specs are as follows:

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

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

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

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

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

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

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

• Shimano Ultegra 6800 drivetrain
• Shimano R685 levers and brakes

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

• Shimano Ultegra 6800 groupset

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

• OCLV 700-Series frame and fork

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

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

First impressions: Riding the new Domane SLR 7 Disc

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

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

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

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

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

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

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

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

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

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

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

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

Trek Domane SLR models and performance data

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

Popular on Velo

What’s it like to be an American cyclist living in France? Watch to get professional road cyclist Joe Dombrowski’s view.

Related content from the Outside Network

One way south, mountain bikers react to their first taste of non-alcoholic craft beer, video review: bmc urs 01 two gravel bike, kiel reijnen vuelta video diary: the painful decision to abandon.

Review: Trek Domane SLR Disc is a Smooth Affair

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

2017 Trek Domane SLR Disc Features:

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

Smooth-talking IsoSpeed

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

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

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

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

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

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

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

A sore back’s best friend

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

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

All around the Wasatch

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

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

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

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

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

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

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

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

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

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

The Bottom Line: Trek Domane SLR Disc

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

Buy Now:  Visit TrekBikes.com

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

• Ride Quality 10
• Descending 9
• Pedaling Efficiency 9

• X (Twitter)

A native of the Pacific Northwest, Jason quickly developed a love for the outdoors and a thing for mountains. That infatuation continues as he founded this site in 1999 -- sharing his love of road biking, mountain biking, trail running and skiing. With extreme attention to detail, he has been a technical product manager for top 10 web properties, eCommerce businesses and SaaS companies for 20+ years. The combination of outdoor experience and technical savvy gives him a unique perspective that is channeled into every gear review. Utah's Wasatch Mountains are his playground. He rigorously tests every product and usually uses them beyond their intended purpose -- just for the sake of testing. (Note: Jason receives sample products in exchange for authentic reviews. He is not paid, nor influenced to share anything other than his honest opinions.)

You Might Also Like

See & be seen: trek carback bike radar review, review: gorewear spinshift ls jeremy collins jersey, tifosi stash sunglasses review, 12 comments.

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

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

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

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

Amazing bike. I love mine!

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

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

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

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

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

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

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

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

Take it easy and good luck as you recover.

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

Save my name, email, and website in this browser for the next time I comment.

Notify me of follow-up comments by email.

Notify me of new posts by email.

Type above and press Enter to search. Press Esc to cancel.

Most Popular Bikes

Triathlon & Time Trial

Life Style & Commuter

Flat Bar Road

Classic & Vintage

Electric & Power Assisted

Folding Portable

What's New >

On sale >, buy bikes online >, shop all bikes.

Tri & Time Trail

Buy Frames & Forks Online >

Shop all frames & forks, most popular shoes.

Mountain Bike

Shoe Accessories

Cleat Covers

Shoe Covers

Inner Soles

Buy Shoes & Cleats Online >

Shop all shoes, most popular.

Seats & Saddles

Brakes & Parts

Power Meters

Drive Train

Derailleurs

Chain Rings

Gear Shifters & Cables

Headsets & Spacers

Bottom Brackets

Buy Components Online >

Shop all components.

Bottles & Cages

Body Creams & Oils

Bells & Horns

Racks, Tools & Cleaning

Chain Lubricants

Cleaning Tools & Agents

Pannier Bike Racks

Car Bike Racks

Storage & Display Stands

Handlebar Mirrors

Bike Trailers

Child Seats

Scooter Parts

Buy Accessories Online >

Shop all accessories.

Short Sleeve Jerseys

Long Sleeve Jerseys

Sleeveless Jerseys

Mountain Bike Pants

Warmers & Base Layers

Compression Garments

Jersey & Knick Sets

Body Armour

Tri Wetsuits

Buy Clothing Online >

Shop all clothing, most popular helmets.

Time Trial & Triathlon

Lazer Helmets

Buy Helmets Online >

Shop all helmets, wheel accessories.

Valve Caps & Adaptors

Extension Valves

Wheel Parts

Buy wheels & parts online >, shop all wheels & parts.

Tri & Time Trial

Tube Sealant

Tubeless Conversion Kits

Floor Pumps

CO2 Canisters

CO2 Inflators

Buy Tyres& Tubes Online >

Shop all tyres& tubes, top categories.

Bottle Cages

Hydration Bags

Honey Stinger

Shop All Nutrition

Trek domane sl 5 disc 2017 review.

The Domane range has been around for many years and continues to evolve past the traditional norm for endurance road bikes. It's a hugely popular model for Trek and the 2017 Australian line-up features 15 different models incorporating a Race Shop Limited edition, SLR, SL and S versions, disc and non-disc equipped options, and two aluminium versions.

We tested the Domane SL 5 Disc which features front and rear IsoSpeed technology, huge 32mm tires, flat-mount disc brakes, race-ready Metron Vision wheels and comfortable geometry. Trek has made the bold move of prioritizing wheels over drivetrains, with no better example than the model we tested. Read on to see if that decision is a good one.

• Who’s it for: The everyday rider that wants more performance and doesn't want to make any after-market upgrades.
• What we like: Impressive handling, serious smooth ride, upgraded Vision Metron wheels and 32mm tires.
• What we don’t: Shimano 105 drivetrain at an Ultegra price.

The Domane is positioned as Trek's endurance bike and so adopts the 'endurance fit', which has a longer headtube and shorter reach to put the rider in a more upright position.

A quick look at how the Domane stacks up against the Madone and Emonda and the endurance direction is obvious. For a 58cm frame, the headtube is 0.5cm taller, head tube angle almost 2 degrees slacker, chainstay length over a centimeter longer and the wheelbase 3cm longer, resulting in a taller stack height and reduced reach. All of this aims to put the rider in a more upright position and improve the stability of the bike.

The Domane's 500 Series OCLV Carbon frame is stacked with features that not only compliment the endurance geometry but ensure the bike still has plenty to offer those wanting to ride hard. 'OCLV' carbon is Trek’s patented carbon fibre process and comprises of five 'series'; 700, 600, 500, 400 and 300. The 700 series is reserved for Trek's top-tier creations, while the 600 series features on 'SLR' Domane versions and the 500 series featuring on 'SL' versions.

The foundation of the Domane range is Trek's proprietary 'IsoSpeed' technology which first started with the Domane and has since made it's way onto the aero Madone and even the Procaliber hardtail mountain bike. The idea of this technology is to separate the seattube from the toptube, allowing for greatly increased flex (compliance) in the seat tube, all without sacrificing resistance from twist (flex). For 2017, the Domane sees the IsoSpeed decoupler technology added to the front of the bike, this allows the steerer tube to move independently from the head tube reducing the impact from big bumps in the road. Trek say this new technology 'delivers an additional 10% of front-end compliance over a traditional road bike'.

As important as IsoSpeed is in the rear of the bike, it could be argued that having it in the front is even more important due to the impact felt through your hands, arms, shoulders and how much quicker they will fatigue compared to your legs. In addition, improving handling and compliance at the front should be the priority as it will have the biggest impact on control and comfort of the bike. The introduction of IsoSpeed to the front for 2017 should create a better marriage between the front and rear of the bike compared to previous models with only rear IsoSpeed.

Disc brakes are found on the majority of the Domane range, flat mount Shimano RS505 hydraulic disc brakes the choice for the SL 5. Flat mount calipers are the new standard for road bikes, providing a clean, compact and lightweight option that doesn't sacrifice on power or control when compared to earlier road disc brakes that were borrowed from mountain biking. The disc rotors are 160mm in diameter and provide plenty of stopping power and dissipate heat well to avoid excess build up on long descents.

To accommodate the disc brakes, 12mm thru-axles are used at both wheels. These have a larger diameter than a standard quick release and improve stiffness and steering as a result. It also makes tightening the wheel into position exceptionally easy, doing away with the fiddling and having to know exactly how tight to do the quick release before closing. It also means a flush lever position every time.

The Domane's bottom bracket is using Trek's BB90 system, it's a lightweight option that creates a huge bottom bracket area that allows for large tube shapes and transference of power. Earlier generations of bikes using this bottom bracket system suffered from creaking, however, a new bearing design means this noise should be a thing of the past. This test sample remained perfectly silent during the test period.

There are plenty of other features that come standard with the SL 5: hidden mudguard mounts, internal cable routing and an integrated chain keeper for the front crank. Like other premium Trek road bikes, the SL 5 is DuoTrap S compatible, meaning that the wireless cadence and speed sensor (sold separately) sits neatly tucked within the left chainstay. A Ride Tuned seat mast completes the list of extensive features, Trek uses this in favor of a traditional seat post to best complement its IsoSpeed technology. Trek' reasoning here is that traditional seat posts placed inside the seat tube create a harsh ride by effectively stiffening the seat tube.

With everything that the SL 5 has on offer, it's worthwhile pointing out two features that are exclusive to the Domane SLR range and not featured on the SL; the new rear IsoSpeed with customizable rear compliance and the IsoCore handlebar.

The new IsoSpeed features a twin seat tube design that allows you to customize the rear end stiffness by sliding a spacer that separates the seat tube and integrated seat must. This adjustment allows you to soften or firm up your ride by as much as 9%, allowing you to transition from a stiff race bike to an all-day epic just by shifting a spacer.

The IsoCore handlebar is also exclusive to the SLR range, the intention of the design is to dampen road vibration felt by the rider, while the front IsoSpeed takes care of the bigger hits. You can see an overview of the full 2017 road range from Trek that breaks down each model with specification and price, including the Domane, Madone, Emonda, Silque, Lexa and 1 series.

There's no shortage of R&D that has gone into the Domane frameset, but like any complete bike, it's a sum of all the components and how it rides in the real world that matters most. Let's delve in.

Look to nearly any major brand bike on the market, and you'll see plenty said about the frame and then the level of drivetrain components equipped. In reality, no component makes more of a difference to the ride quality, performance and general quality of a bike then the wheels, and yet, it's a part so often overlooked in a bike purchase. Trek have made the interesting decision to provide upgraded wheelsets on selected models for 2017 for those riders that are looking for added performance without having to make an aftermarket purchase.

In this case, Vision Metron 40 disc LTD wheels are used that instantly catapult the SL 5 into the performance bike category. As the name suggests, the carbon wheels are 40mm deep and feature CNC machined aluminium hubs laced with high-quality aero bladed spokes (24 front / 28 rear).

The 25.5mm width rims have a 23mm minimum tire requirement but come standard on the SL 5 with enormous 32mm Bontrager R2 Hard-Case Lite tires that we found virtually bomb proof. We measured the tire width as 31.7mm on the front and 31.8mm on the rear at 70psi.

A claimed weight of 1,675 grams for the pair puts it up there with the lightest of disc road wheel options on the market, even when comparing to major (and high priced) brands such as Enve, Zipp and Mavic.

Shimano 105 is the drivetrain of choice with a traditional 50/34 compact front crankset, paired with an 11-32 11-speed cassette of the rear. Many people would be surprised with 105 at this price point, where Ultegra is near expected.

Trek have taken the brave approach and clearly focused on ride quality and how well the bike performs for the money, not how it ranks on paper. The first upgrade for most is the wheelset, which Trek have done at the expense of the drivetrain. In this instance, Trek has taken a chance by putting the frame and wheels ahead of the drivetrain, it's a decision we agree with and time will tell if it catches on.

Ride Impressions

I mentioned that Trek has focused on ride quality over how well the bike ranks on paper, and the outcome is a huge success. This bike is the most comfortable I have ever ridden and not only in terms of fit but also in terms of smoothness on the road and the stable and predictable handling it provides.

The 32mm tires are a revelation and not as far removed from a performance point of view as the skinner tyre options as you might think. Prior to riding this bike I would have said running 28mm tires is the largest I would go, but I'm now seriously reconsidering that train of thought. The comfort is unquestionable and performance at high speed wasn't lacking as much as I thought it would. I felt at high speeds, 40kph and beyond, they required more work to keep rolling than my usual 25mm tires but aside from that they were every bit as good. They smoothed out road vibration like nothing I've ridden before and as mentioned, were indestructible. A clear point to make is that most frames and wheelsets aren't built for such large tyres, so 32mm tires aren't likely to fit your current road bike.

As well as being able to accommodate almost cyclocross sized tires, there's no doubt a large portion of the bikes performance was due to the wheelset which performed exceeding well. The larger tire volume and extended Domane geometry made things a little harder to get going but once rolling they carried speed well, weren't adversely affected in strong crosswinds and were responsive in and out of corners. There was no obvious flex during sprint efforts and at below 1,700 grams, they were hardly noticeable during any hill efforts.

While I thought the Domane would be comfortable, I didn't expect it to handle as well as it did. From the outset, I thought dropping it into corners would feel slow and require significant effort to pull it out at speed but this wasn't the case. The handling is rather sharp for an endurance bike and on more than one occasion I came out of the corner thinking I could have gone so much harder. I progressively pushed harder and harder into corners and while the bike as a whole lacked a little agility, it felt balanced, making cornering at speed comfortable and inspired confidence to go harder next time.

It's at this point we need to give some kudos to the team at Trek for providing comprehensive geometry charts on their website. Trek's geometry charts provide the rarely sighted 'trail' and 'offset' figures which give a great insight into the handling of a bike and might explain the impressive results. The Domane comes in at 6cm of trail which is a little greater than the standard for most ride bikes, providing a nice balance of stability and responsiveness. The fork offset is also slightly larger to account for the slacker headtube angle, explaining why, despite being an endurance bike, the Domane provides impressive handling. Check out BikeExchange's guide to geometry charts for more on trail and how it affects bike handling .

The IsoSpeed technology I found less noticeable on this bike than two previous Domane's I've ridden. The use of the larger tires nullifies much of the normal road vibration you feel, as a result, there is less for the IsoSpeed decouplers to do. The only time I was obviously aware of them was when cannoning into a pothole while out of the saddle with the majority of my weight over the front wheel. I felt some movement at the front of the bike but it wasn't what you might expect to feel with a loose headset, instead, it felt rather soft and plush.

I found the IsoSpeed is most noticeable when there is some form of jarring involved, while the tires handle the majority of the lesser road vibration. It's for this reason, I don't feel you're missing too much by not having the 'new' rear IsoSpeed. The additional compliance is hardly required and if it were my own bike, I'd shift that spacer to firm up the ride as much as possible.

The braking performs as expected which is to say flawlessly. Hydraulic braking is smooth, requires little finger effort and is much more consistent than rim braking. My chief complaint with hydraulic disc brakes has always been the larger hoods which I've never been able to find a comfortable position. While I still found this to be the case on the SL 5, the size is gradually reducing as development continues and so was less noticeable than previous hydraulic disc brakes bikes I've ridden.

And so that leaves the drivetrain. As mentioned, most people looking at the price point of this bike would expect Ultegra, possibly even Ultegra Di2 at a stretch, but none of those bikes would come equipped with a quality wheelset like the Vision Metron 40's. And therein lies the conundrum, do you prioritize drivetrain over a wheelset or the other way around? The 105 groupset is considered the workhorse of Shimano's stable; durable, reliable, and the company's first real step into the performance orientated groupset market. The shifting is quick, precise and more than qualified to meet the demands of most of us. If you are looking to upgrade, it also has the ability to swap individual parts with Ultegra and Dura-Ace. And so the cost of upgrading a wheelset versus a groupset is worth consideration when weighing up the value proposition of Trek's - frame > wheelset > groupset - prioritization.

Looking past the name on the drivetrain, the compact crankset paired with the large ratio cassette is the perfect choice for endurance bikes. It provides a huge range for all day riding, and even greater range than standard cyclocross bikes if you fancy taking it on gravel roads. The 50/11 doesn't leave you short on faster road rides either which makes this ratio a great option.

Trek have invested heavily in their R&D department for many years and the fruits of their labour are clearly evident in the Domane frame. Ride quality is paramount and that shone through in my testing. From a buyer point of view, it will be interesting to see what is made of the decision to upgrade the wheelset at the expense of a higher-tier drivetrain. Either way, that shouldn't draw too much attention away from what is a well-executed endurance bike that is capable of so much.

The Trek Domane SL 5 is available in sizes 50, 52, 54, 56, 58 (tested), 60 and 62cm. The sample tested sits on the scales at 8.6kg (without pedals and bottle cages). The RRP is AUD$4,999. Sharing the same frame, there's also the Domane SL 7 (AU$5,699), Domane SL 6 disc (AU$5,699), Domane SL 6 Pro ($5,499) and Domane SL 6 (AU$4,499).

Check out our overview of the full 2017 road range from Trek

[external hot offer group="EHO_1"]

Follow BikeExchange: Email | Facebook | Twitter | Instagram | YouTube | STRAVA

New 2018 Trek Emonda SLR & SL - Ten Things to Know

Weighing less than a bidon, Trek has taken its superlight Emonda to new heights for 2018...

New 2018 Specialized S-Works Tarmac SL6 – Ten Things to Know

Specialized is at it again, launching another new bike in 2017. This time it's the pure high-performance road bike, the Tarmac, that gets a makeover...

New 2018 Cervelo R5 and R3 - Ten Things to Know

The reinvention of a classic. Cervelo overhauls its high-performance R series with rim and disc versions plus plenty more. Here are the ten things to know...

© BikeExchange Inc 2024

Trek Domane SLR review

Slider down the side of seat tube lets you alter the ride quality

• Sign up to our newsletter Newsletter

Test bikes come and go here at Cycling Weekly, but the Trek Domane SLR was a bike that I kept coming back to throughout the summer between testing other models, long after I’d formed a definitive opinion on it and had finished making my notes. The ability to change the bike’s ride characteristics using a little slider on the side of the seat tube might sound gimmicky, but you can’t argue with performance. This is a bike with a rear end that can be compliant to smooth out rough roads, or stiff for efficient power transfer when riding in the saddle. This is complemented by technology at the front of the bike that while non-adjustable still manages to smooth out vibrations without detracting too much from a design geared towards racing. If you’re after a bike that will put you at the front of races and keep you comfortable on six, seven, eight-hour rides, then the Trek Domane SLR is hard to beat

Incredibly versatile

Comfortable on long rides

Great power transfer

Excellent wheels

Tyres cut easily

No adjustability on lower models

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

Over the last few years, the original Trek Domane has established itself as one of the leading endurance bikes on the market.

Now Trek has released a new model, with a standout feature that sets it apart from everything else available today.

The standout feature of the Trek Domane SLR is the adjustable rear IsoSpeed decoupler. In effect the bike has an extended seatpost that sits behind a cut out seat tube, with the two attached using a pivot bolt at the junction with the seatstays and the top tube, and a second bolt that also doubles as the bottom bottle cage bolt.

This apparently gives the new bike an adjustment range of 20 per cent of compliance. This means that the bike can go from being as stiff and relatively uncompliant as Trek’s other race bikes, the Madone and Emonda , to being up to 14 per cent more compliant than the old Domane .

Adjustment is done via a slider which runs between the two tubes: move the slider to the top to get a stiffer, less compliant ride similar to the Madone and Emonda, and move it to the bottom to get the most comfortable rider that the Trek Domane SLR can offer.

A similar IsoSpeed technology is used at the front, where the fork steerer tube is isolated, allowing it to rotate independently. This means a front end that is, according to Trek, 5-10 per cent more compliant than that of its predecessor.

Aside from IsoSpeed there are a number of extra comfort features built into the new Trek Domane SLR. First up are the IsoCore handlebars, which have a rubber compound woven into the carbon-fibre to dissipate road vibrations, meaning a claimed 24 per cent benefit over aluminium bars and 20 per cent benefit over standard carbon bars.

The bike also has a new IsoSpeed fork (with 12mm thru-axles on the disc brake versions), with the positioning of the dropouts apparently increasing compliance by 7 per cent compared to a standard road fork.

Other than the IsoSpeed technology, the Trek Domane SLR comes with a whole host of other features that come together to create what Trek reckons will be its most versatile road bike ever.

For all that talk of extra compliance and comfort, Trek has also redesigned the down tube of the new bike, giving it a curved look and making it wider, apparently meaning better power transfer.

Specification

Our Domane SLR test bike came with a top-end build that meant a Shimano Dura-Ace groupset with rim brakes rather than discs.

For those deciding whether to make the switch, there are a big selection of disc brake bikes throughout the Domane range, but it is good to see that Trek, unlike Specialized with its new Roubaix, is still giving customers a choice of which braking system to go with.

The wheels were a pair of tubeless-ready Bontrager Aeolus 3 clinchers topped with 28mm Bontrager R3 Hardcase Lite tyres. While the wheels were excellent, providing a fast yet comfortable ride, the tyres cut very easily and would be the first thing we would change.

I came to the Trek Domane SLR with two preconceptions; firstly that it is an endurance bike, and secondly that the slider was a gimmick. On both counts the bike proved me wrong.

The difference in the ride between having the slider at the top and having it at the bottom is profound. Move it all the way to the bottom and you get a super-comfortable endurance bike with a compliant rear end that is the equal of any other endurance bike on the market.

I’ve ridden this bike on the cobbles of Flanders , and with the slider at the bottom it was seriously smooth, while the IsoSpeed system at the front helped to keep my hands and wrists in decent shape, even while riding without gloves.

But move the slider and the Domane SLR is no longer an endurance bike. Back in Blighty, and with smoother roads and faster rides on the agenda, I moved the slider all the way to the top and turned it into an out-and-out race bike.

Power transfer through the bottom bracket and rear end is absolutely superb, with the bike rocketing along even with the 28mm tyres.

At the front, when sprinting I didn’t experience the handlebars bobbing up and down as expected, although I can’t claim to have fully pushed this to the limits as I’m a relatively light rider.

In practice I found myself generally setting the slider at its mid-point and leaving it there for most rides, but it’s always nice to have the option to switch things up or down to create a horse that will run well on any course.

How to ride the cobbles

I’m torn over the value on offer by the Trek Domane SLR. Seven thousand pounds is a lot of money to spend on a bike, but the Trek goes a long way to justifying that price tag with the ability to double up and perform just as well in a road race as it would on a 200km Audax over sketchy lanes.

My frustration is that the slider that makes this bike so versatile is only available on top-end Domanes — the most affordable bike with this technology costs £3,600 and comes with basic alloy wheels and second-tier Shimano Ultegra .

Thank you for reading 20 articles this month* Join now for unlimited access

Enjoy your first month for just £1 / $1 / €1

*Read 5 free articles per month without a subscription

Join now for unlimited access

Try first month for just £1 / $1 / €1

Get The Leadout Newsletter

The latest race content, interviews, features, reviews and expert buying guides, direct to your inbox!

Henry Robertshaw began his time at Cycling Weekly working with the tech team, writing reviews, buying guides and appearing in videos advising on how to dress for the seasons. He later moved over to the news team, where his work focused on the professional peloton as well as legislation and provision for cycling. He's since moved his career in a new direction, with a role at the Department for Environment, Food and Rural Affairs.

World sprint champion tells Cycling Weekly about her earliest Olympics memories, drinking coffee in Jakarta, and her passion for F1

By Tom Davidson Published 18 April 24

Brit triumphs from lone 45km breakaway, after days of battling allergies

Oli Peace is stepping up in his first pro race at the Tour of the Alps

Useful links

• Tour de France
• Giro d'Italia
• Vuelta a España

Buyer's Guides

• Best road bikes
• Best gravel bikes
• Best smart turbo trainers
• Best cycling computers
• Editor's Choice
• Bike Reviews
• Component Reviews
• Clothing Reviews
• Contact Future's experts
• Terms and conditions
• Privacy policy
• Cookies policy
• Advertise with us

Cycling Weekly is part of Future plc, an international media group and leading digital publisher. Visit our corporate site . © Future Publishing Limited Quay House, The Ambury, Bath BA1 1UA. All rights reserved. England and Wales company registration number 2008885.

• Rider Notes

2017 Trek Domane S 4

A carbon frame endurance bike with mid-range components and rim brakes.

For This Bike

View more similar bikes →

Based on frame geometry and build specs.

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

Similar Bikes

(descending)

Add custom gearing

5'1" – 5'5"

5'3" – 5'7"

5'5" – 5'9"

5'7" – 6'0"

5'10" – 6'2"

6'0" – 6'4"

6'2" – 6'5"

🐐 Estimated

• 6'0", size 56cm, Just right

Feb 2024 · road.cc Tech

With Classics season upon us, let’s take a look back at the high-tech bike that Spartacus rode in his final race season, with rim brakes and mechanical shifting

Read Review

May 2018 · Anna Cipullo

A bike that’s comfortable and forgiving, but stiff and powerful in all the right places. Buy if you want an exceptionally smooth and comfortable ride, but aren’t willing to sacrifice speed or control for the privilege

IsoSpeed and big 32mm tyres really smooth out the road, exceptionally comfortable, excellent climber, built-in ANT and Bluetooth sensor

A fraction heavier than some competitors, but still a better climber

The Trek Domane SL7 endurance road bike comes in a wide variety of specs, prices and with disc or rim brakes. But the real selling point is the IsoSpeed decouplers front and rear that reduce bumps and impact forces to improve long distance cycling comfort. Read our Trek Domane review for tech details & more!

Jul 2017 · Benjamin Topf, Manuel Buck, Robin Schmitt

Trek Domane SLR 10 RSL: Race Shop Limited – The American manufacturer doesn’t really do understatements, not even when it comes to the name of their bikes.

Mar 2017 · Fred Dreier

We got word that John Degenkolb was set to ride a new custom Trek Domane H1 version this Sunday at Gent-Wevelgem. On Friday, Degenkolb took the new whip

Mar 2017 · Andy Waterman

The Trek Domane 4.3 Disc is the future, and it only takes one ride for you to realise it

Geometry is perfect

It is not a lightweight set up and will quickly be superseded

Feb 2017 · Matthew Pioro

The endurance bike gets smoother

Oct 2016 · Henry Robertshaw

Slider down the side of seat tube lets you alter the ride quality

Incredibly versatile

Comfortable on long rides

Great power transfer

Excellent wheels

Tyres cut easily

No adjustability on lower models

Last updated July 21 Not listed for 2,463 days

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

The New Trek Domane: A Great Bike Made Better

The new Domane is everything great about the old bike, plus lighter and quicker.

The Takeaway: Trek’s best road bike gets faster, lighter, quicker, and better

• Frames are 300 grams lighter
• Slight aerodynamic improvements
• Compatible with any bar and stem

Price: $3,500 (SL 5) to $13,200 (SLR 9 eTap, tested) Weight: 19.7lb. (SL 5) to 16 lb. (SLR 9) 16.8 lb. as tested (SLR 9 eTap 52cm)

Trek Domane MK.4 Gallery

Trek Domane Generation Four—What is New

My biggest knock against the third-generation Domane was the weight. It was an excellent and feature-rich bike but a little hefty. So, I am happy to report that one of the most significant changes to the fourth generation frame is it is lighter by about 300 grams (more than half a pound. A large part of the weight savings came from simplifying the bike’s signature rear IsoSpeed Decoupler and eliminating the IsoSpeed Front system that debuted in the previous generation Domane.

When asked why Trek eliminated IsoSpeed Front, Jordan Roessingh, director of road bikes, stated that much of the system's benefit—which never offered the same compliance improvement as rear IsoSpeed—was made redundant by riders' increased adoption of higher volume tubeless tires run at lower pressures. Combined with the system’s weight penalty, Trek decided the juice was not worth the squeeze and punted IsoSpeed front into the dustbin of history.

Meanwhile, at the rear, Trek removed the adjustment from the SLR’s top tube IsoSpeed. All frames now have fixed compliance. Reggie Lund, a design engineer at Trek, said that it found, “A lot of our riders were never taking advantage of the adjustability on the previous generation bike,” so they decided to remove the feature which simplified and lighted the frame. Roessingh stated that the new Domane’s fixed compliance is in line with the previous generation SLR’s IsoSpeed set to the most compliant position.

SL-level frames also see a change to their rear IsoSpeed system. Trek has multiple iterations and generations of IsoSpeed. While third-generation Domane SLR frames had adjustable top tube IsoSpeed, third-generation Domane SL frames had non-adjustable seat tube IsoSpeed. SL and SLR fourth generation Domanes get the new non-adjustable top tube IsoSpeed.

Roessingh said that one of the drawbacks of the third-gen Domane’s non-adjustable seat tube IsoSpeed was that the system got more rigid as the seat tubes got shorter. In short, smaller and likely lighter riders experienced a rougher ride than larger riders. Top tube IsoSpeed eliminates this compromise and lets Trek tune compliance per frame size, said Rosseingh, so all riders experience similar levels of comfort.

Another signature feature of carbon framed Domane models that went to the dustbin was Trek’s No Cut semi-integrated seat mast. Instead, all models now use a seat post, although a proprietary D-shaped post instead of being round. Thankfully, Trek offers two lengths (280 and 320mm) and two offsets (five and 20mm) to help riders dial in fit. The seatpost clamp hides under a snap-on cover on the top tube, which helps clean up the lines of the new Domane.

Another way Trek cleaned up the Domane’s appearance is with a new stem with a cap that hides the hoses and housing before they enter the frame through the upper headset cover. But while the bike appears to have fully integrated routing, you can swap stem lengths without pulling the hoses or housing. The bike is compatible with a standard handlebar, and riders can use standard stems. However, if you want to install a standard stem, you will need to acquire a different upper headset cover from Trek, and you will probably want to zip-tie your hoses and housing together underneath the stem.

Trek’s Domane stem comes in sizes 60 to 130mm in minus-seven degree rise and 60 to 100mm in plus-seven degree rise. The faceplate features a single bolt mount for a computer/light/camera. Unfortunately, the Domane stem’s one-bolt mounting standard is different from Trek’s one-bolt mounting system for the Madone and Emonda and also different than any of the other stems with this feature (3T, Cervelo, Fizik, Specialized, Felt, Easton).

Trek also states that the new Domane is more aerodynamic than the previous generation due to the updated shape of the fork, downtube, seat tube, seat stays, and more-integrated cables in the front. However, Trek did not provide any data on the aerodynamic improvements. When I asked Roessingh for time or watt improvements, he told me, “I don’t think we have a specific claim other than saying we do know the bike is faster. But it’s not a huge amount so it’s not a claim we’re labeling as one of the headlines of the launch.”

One small new feature added to the Domane is a mount in the top tube for a feed bag. What has not changed is the Domane has clearance for up to a 38mm tire, hidden fender mounts, the threaded (T47) bottom bracket, and the in-frame storage accessed through the hatch in the downtube.

SL and SLR frames are compatible with mechanical drivetrains. But, there is a catch outlined in Trek’s FAQ, “The frame does not have a front derailleur housing stop, which means that you are limited to front derailleurs with a built-in stop, like Shimano toggle front derailleurs.” That means the frame is not compatible with SRAM or Campagnolo mechanical-shift drivetrains.

Trek Domane Four—SL Versus SLR

There are two grades of Domane frame: SL and SLR. According to Roessingh, “SL and SLR are essentially identical from a feature set perspective and frame shape perspective.” The biggest difference is the carbon: The SL uses Trek’s “500 Series” carbon while the SLR uses “800 series” carbon. That material difference results in a 200-300 gram reduction in frame weight. According to Trek, this puts the SL frameset at 2,500 grams and the SLR frameset around 2,200 grams.

Trek Domane Four—RSL for the Racers

Although Trek’s professional racers ride a Domane in some events, typically the cobbled classics, they do not ride the standard frame. Instead, they use the Domane RSL (Race Shop Limited). It is the frame ridden to victory in the 2022 Paris-Roubaix Femmes by Elisa Longo Borghini , and it has a few notable differences from the mainline frame.

The primary distinction is fit. The RSL fame is much lower and longer than the SL and SLR Domane. Using a 56cm frame as an example the RSL’s reach is 21mm longer (395 versus 347mm) while the stack is 43mm shorter (548 versus 591mm). The RSL also has a much shorter trail length (51mm compared to 61), likely because of the increased weight the RSL’s geometry places on the front wheel.

Other changes include eliminating the top tube bag mounts and in-frame storage hatch—you do not need those things when you have a fleet of team cars behind you—and the fender mounts. These changes help shave weight off the frame compared to the standard Domane. The RSL frame also has less tire clearance—its maximum tire width is 35mm instead of 38mm—but will fit larger chainrings (RSL: 2x 54/40, 1x 54T; SLR and SL: 2x 52/36, 1x 50T) than the SL and SLR models. Another noteworthy difference: The RSL is only compatible with electronic shifting.

Trek only offers the RSL as a frameset ($4,200) and only in sizes 52 to 60cm, four fewer sizes than the mainline frame. Claimed frameset (frame and fork) weight is 1600 grams for the RSL. On paper, that makes the RSL a whopping 600 grams lighter than the SLR. But when I fact-checked that weight delta with Roessingh, he told me, “The way we measure ‘frameset” weights in those metrics isn’t apples to apples. It includes a bunch of hardware and components. The RSL frame weight is only about 100g lighter than the SLR’s.”

Trek Domane Mk.IV—Geometry

Most of the Mk. IV Domane models carry forward the Mk. III’s endurance geometry with no changes. It is a shorter reach and a taller stack fit, with a longer wheelbase and mellower handling than a race bike. Trek offers nine sizes, from 44 to 62cm.

The RSL version previously mentioned features a lower and longer fit race fit that is even more aggressive than the Madone and Emonda race bikes with the brand’s H1.5 geometry. The RSL is only offered in five sizes, from 52 to 60cm.

Trek Domane Mk.IV—Builds, Prices, and Weights

Trek’s rolling out the new Domane with 11 models: five SL builds priced between $3,500 to $7,500 and six SLR models priced at $8,000 to $13,200. Only one model, the $3,500 SL 5, has a mechanical shifting drivetrain (Shimano 105); all the rest have electronic drivetrains from Shimano and SRAM. The SL 5 is also the only 11-speed bike; the rest are 12-speed.

All models come with Bontrager tubeless-ready wheels and Bontrager’s R3 folding-bead, tubeless-ready tires in 32mm.

Claimed weights start at 8.93Kg (19.7 lb.) for the SL 5, with the lightest complete bike coming in at 7.25kg (16 lb.). One interesting note on prices and weights: For the same relative equipment level— Ultegra Di2 versus Force eTap AXS —most Shimano-equipped bikes are less expensive and lighter than the SRAM-equipped bikes. There is a big “but” because all SRAM-equipped Domanes from the SL 7 eTap and up have power meters while the Shimano builds have standard cranks. The other exception is the SL 6 ( Shimano 105 Di2 ) and SL 6 eTap ( SRAM Rival eTap AXS )—the Shimano bike is $600 cheaper but slightly (10 grams) heavier.

As always, the Domane will eventually, though not immediately, find its way into Trek’s Project One customization program for riders who want to pick their parts and paint. Trek also offers the SL ($2,499), SLR, and RSL (both $4,200) framesets for purchase.

Trek Domane Mk.IV—Ride Review

Trek’s Domane has been a favorite of mine since the first generation, but the third generation was flat-out amazing. Comfortable, practical, and fun, it had most of the speed of a race bike without the bullshit that makes race bikes so limited and limiting. It fits big tires! You could run any bar and stem! It could store a burrito in the downtube! And it was fast .

So when Trek told me they were sending me the new, fourth generation, Domane I hoped and prayed that they found a way to make it better without messing up what made it so great. And friends, my hopes and prayers were answered because riding the fourth generation Domane was like reacquainting with a dear old friend, but one who lost a bunch of weight and now goes to therapy. Because this bike is everything the gen-three Domane was, but better.

You can read what I said about the third-generation Domane when I reviewed it and when I wrote it up as our 2020 Bike of the Year and take all of the good stuff and apply it to the new, fourth-generation Domane. But my complaints about it being a little heavy are gone. And with the weight reduction, the gen-four Domane unlocks new performance levels.

The biggest difference is the new bike is quicker, snappier, and just flies. When you hear someone talk about a comfortable road bike, it usually suggests a bike that is squishy and slow feeling. But when you get on a bike that is fast, quick, and communicative but also floats and coddles the rider like a newborn baby, well, that is a special bike. And that is what the new Domane is: Special. A great bike made better. A bike for the modern road rider: Freaking fast, wonderfully comfortable, and oh so practical.

A gear editor for his entire career, Matt’s journey to becoming a leading cycling tech journalist started in 1995, and he’s been at it ever since; likely riding more cycling equipment than anyone on the planet along the way. Previous to his time with Bicycling , Matt worked in bike shops as a service manager, mechanic, and sales person. Based in Durango, Colorado, he enjoys riding and testing any and all kinds of bikes, so you’re just as likely to see him on a road bike dressed in Lycra at a Tuesday night worlds ride as you are to find him dressed in a full face helmet and pads riding a bike park on an enduro bike. He doesn’t race often, but he’s game for anything; having entered road races, criteriums, trials competitions, dual slalom, downhill races, enduros, stage races, short track, time trials, and gran fondos. Next up on his to-do list: a multi day bikepacking trip, and an e-bike race. 

.css-1t6om3g:before{width:1.75rem;height:1.75rem;margin:0 0.625rem -0.125rem 0;content:'';display:inline-block;-webkit-background-size:1.25rem;background-size:1.25rem;background-color:#F8D811;color:#000;background-repeat:no-repeat;-webkit-background-position:center;background-position:center;}.loaded .css-1t6om3g:before{background-image:url(/_assets/design-tokens/bicycling/static/images/chevron-design-element.c42d609.svg);} Member Exclusive

How to Calculate Your Power-To-Weight Ratio

The Best Exercises to Increase Mitochondria

How This Crit Racer Fuels Her Performances

2024’s Best Road Bikes

2024’s Best Gravel Bikes

2024‘s Best Mountain Bikes

2024‘s Best Commuter and Urban Bikes

How Often Should You Ride?

6-Week Beginner Cycling Training Plan

How to Avoid Bonking on Rides

What Do Riders Eat During the Tour de France?

• off.road.cc
• Dealclincher
• Fantasy Cycling

Support road.cc

Like this site? Help us to make it better.

• Sportive and endurance bikes
• Gravel and adventure bikes
• Urban and hybrid bikes
• Touring bikes
• Cyclocross bikes
• Electric bikes
• Folding bikes
• Fixed & singlespeed bikes
• Children's bikes
• Time trial bikes
• Accessories - misc
• Computer mounts
• Bike bags & cases
• Bottle cages
• Child seats
• Lights - front
• Lights - rear
• Lights - sets
• Pumps & CO2 inflators
• Puncture kits
• Reflectives
• Smart watches
• Stands and racks
• Arm & leg warmers
• Base layers
• Gloves - full finger
• Gloves - mitts
• Jerseys - casual
• Jerseys - long sleeve
• Jerseys - short sleeve
• Shorts & 3/4s
• Tights & longs
• Bar tape & grips
• Bottom brackets
• Brake & gear cables
• Brake & STI levers
• Brake pads & spares
• Cassettes & freewheels
• Chainsets & chainrings
• Derailleurs - front
• Derailleurs - rear
• Gear levers & shifters
• Handlebars & extensions
• Inner tubes
• Quick releases & skewers
• Energy & recovery bars
• Energy & recovery drinks
• Energy & recovery gels
• Heart rate monitors
• Hydration products
• Hydration systems
• Indoor trainers
• Power measurement
• Skincare & embrocation
• Training - misc
• Cleaning products
• Lubrication
• Tools - multitools
• Tools - Portable
• Tools - workshop
• Books, Maps & DVDs
• Camping and outdoor equipment
• Gifts & misc

Frame/Fork: Quality products for the low price

The big talking point here for Trek is the ISOspeed decoupler. Essentially the seat tube isn't welded to the top tube/seat stay junction. The IsoSpeed itself consists of a bearing on either side, with a bushing forming the mechanical attachment between the top and seat tubes; this allows the whole length of the seat tube to flex under load. The initial, industry-standard 'lean on it to see what happens' test revealed a fair amount of flex in the frame - even in aluminium form, a material often known for building into frames that are a bit stiffer than carbon fibre equivalents.

On the road the compliance arising from that flex was noticeable - sometimes. I found that the frame's small bump sensitivity was not much different from other sportive or comfort bikes. However, when the going got even rougher - like on big potholes or really rough unpaved tracks akin to the cobbles of Flanders and Roubaix - the frame came into its own a bit more, softening the big hits.

The head tube is long at 17.5cm (I measured 17.3), and as such I found myself slamming the stem right down to the (quite tall) headset cap get my usual position (admittedly I run quite a racy position normally). Having said that, I have seen much longer head tubes on other endurance bikes too - Cervelo bikes spring to mind.

Build quality on this frame is excellent. The welds are all reasonably subtle, and there are both mudguard and rack mounts - a big plus for me, as I don't do riding on turbos throughout the rainy months, opting for the great outdoors instead. Similarly I was happy to find that the frame took 28mm tyres with a good few mm of room to spare. More on tyres in a minute.

Press fit bottom brackets are becoming more and more prevalent on lower end bikes. You can make arguments for and against them. I tend to fall on the side of preferring threaded bottom brackets for ease of removal and maintenance, especially as the stiffness benefits of a press fit bottom bracket were not really all that tangible to me on a bike like this. However the cranks span flawlessly and there was no dreaded press fit creak to be heard.

Other than that I found the frame to be more than adequate. I can't say I stripped the bike down to get an actual weight of the bare frame, but it seemed pretty reasonable while out on the road. The paint finish was top notch - it ooked like I was riding a more expensive bike than I actually was.

The Domane 2.0 fork is carbon, with an aluminium steerer. The fork is also an IsoSpeed product aiming to isolate road vibration, which manifests in the fork legs curving rather gracefully over the dropouts. The fork design works, but doesn't provide the same level of compliance as the rear end because the decoupler is a much more effective engineering solution. That led to a rather odd ride over certain road surfaces: there would be a lot of buzz through my hands, and then much less through the saddle. This is a minor point though, and I all but stopped noticing the difference as I became more accustomed to the bike. A way to compensate for this would be to run slightly less pressure than normal in the front tyre than the rear, or just fit plusher bar tape.

Build: Good value but a couple of changes needed.

The Domane 2.0 is supplied with 25mm Bontrager R1 tyres. At first glance, on dry roads they seem like a decent idea. But at the first hint of rain or greasy roads, I didn't feel comfortable leaning the bike over in fast corners at all and found that the wheels would lock up rather too quickly for my liking. I did start to get used to them as I rode the bike more, but I was never fully at ease. Swtiching out to 28mm Continental Gatorskins - which aren't even the most supple of tyres - I was immediately more confident to really attack the descents.

The wheels are unbranded hubs laced to 'Bontrager-approved' rims with 24 spokes both front and rear. Unsurprisingly these wheels were no featherweights, but they performed perfectly well and weren't horrendously draggy on the climbs. The wheels also stayed true throughout the test, despite my best pothole and bridleway clattering, which was a bonus.

The unbranded alloy dual pivot brakes supplied were actually surprisingly powerful and had reasonable modulation. When combined with better tyres than those supplied, braking power was really excellent for the bike.

Trek supply the Domane 2.0 with a Shimano Tiagra group set. The group comes with a 50/39/30 triple up front and 12-30 10 speed cassette out back. Personally I'm not a fan of a triple - I've never run out of gears on a compact/28 cassette combo before - but with this combination I'd back myself to ride up a brick wall (provided enough science was ignored) and it complemented the considerable weight of the bike well. The cadence I could produce was epic, even on gradients of 20% or more. This is a big plus for those who might be just starting out in the world of cycling, or are looking to do some seriously tough and hilly days. It also meant I could do some sweet sweet wheelies up my local commute climb.

Out of the box I found that both derailleurs required a couple of barrel adjuster twiddles to really be sharp, but other than that the Tiagra performed excellently. I have a gripe with the Tiagra shifter hoods though. They are very big and even my average to large sized hands struggled when braking from the hoods. Shimanos 105 hoods are considerably more ergonomic in my eyes, and also do away with the 'washing line' gear cables coming out of the sides. That's purely an aesthetic factor though: my main problem is the ergonomics, or lack thereof.

The supplied bars - again 'Bontrager approved' - are 42cm wide. I ride 40cm bars on all my other bikes (that are 56cm, as with the bike on test) and the 2cm difference was noticeable. In my opinion the bike would have suited 40cm bars far better.

The Bontrager Affinity 1 saddle was rather good, sat atop the seat post that was another heavy but solid 'Bontrager approved' product. For longer rides I would personally have switched the saddle out for something that suits me better, but that sort of decision is always a very personal thing.

Ride: Comfy yet still responsive.

On the flat I found the Domane's weight to be unsurprisingly tough to accelerate up to speed, but the bike cruised well once you got it there. While climbing, again the hefty wheels held the bike back a bit, but it was comfortable both in and out of the saddle, and the triple chainset meant that I could scale any and all Tarmac grades I could find.

When pointed down the hill and getting into the drops (and with different tyres) the Trek was stable and surefooted. I had the bike up to almost 90kph down some of Bath's steeper declines and found I could bank the bike over in hard and fast corners with no hair-raising moments. The steering was reasonably responsive, potentially siding on the slow, rather than the twitchy side. But this was no problem for me and I really enjoyed hammering descents on it by the end of the test. This bike was never aimed to be a racer, but thankfully Trek have managed to marry the expected comfortable 'endurance' position for this bike with a lively steering response.

As pointed out before, at first the ride was slightly odd between front and rear wheel in terms of differing levels of road buzz, but overall I found it to be comfortable and never overly flexy. That's as close as I dare get to the dreaded 'compliance/stiffness' cliche.

At the £900 mark, Trek have provided a frame and fork that is fully primed for some long term upgrades. If the bike were my own, my first priority would be to change the shifters and swap out the triple for a compact crankset. Upgrading these parts would cost more than the 200 jump up to the next bike in the range (the 2.3) but at the same time you are now out of the magic £1000 cycle to work scheme price point. So it's sort of swings and roundabouts really. Either way you are getting a top frame and fork for 900 quid, with perfectly functioning gears and excellent scope to upgrade in the future.

Comfortable and entertaining entry-to-mid-level bike, with excellent scope to upgrade in the future; change the tyres though

road.cc test report

Make and model: Trek Domane Two Series

Size tested: 56, White

About the bike

State the frame and fork material and method of construction. List the components used to build up the bike.

200 Series Alpha Aluminium, IsoSpeed

Trek IsoSpeed carbon, SpeedTrap compatible

50, 52, 54, 56, 58, 60, 62cm

Tell us what the bike is for, and who it's aimed at. What do the manufacturers say about it? How does that compare to your own feelings about the bike?

Alloy hubs w/Bontrager Approved alloy rims

Bontrager R1 Hard-Case Lite, 700x25c

Shimano Tiagra STI, 10 speed

Front derailleur

Shimano Tiagra

Rear derailleur

Shimano Tiagra, 50/39/30 (triple)

Shimano Tiagra 12-30, 10 speed

Bontrager Affinity 1

Bontrager Approved, 27.2mm, 8mm offset

Bontrager Race VR-C, 31.8mm

Bontrager Race Lite, 31.8mm, 7 degree

1-1/8" integrated, semi-cartridge bearings

Alloy dual-pivot

Bontrager Gel Cork tape

Mudguard & rack mounts

Frame and fork

Tell us about the build quality and finish of the frame and fork?

Excellent build quality and finish here. In my opinion, with different parts hung off it, the bike could easily be passed off as a seriously expensive machine.

Tell us about the materials used in the frame and fork?

Aluminium Frame, with ISOspeed decoupler.

Carbon Fork (Aluminium Steerer)

Tell us about the geometry of the frame and fork?

The 56cm frame provided for test has:

71.9 ° Head angle

17.5cm Head tube length

73.3 ° Seat tube angle

55.4cm Effective top tube length

52.5cm Actual Seat tube length

100.8cm Wheelbase

These numbers all added up to a bike that I was at ease on very quickly.

How was the bike in terms of height and reach? How did it compare to other bikes of the same stated size?

Height and reach were both more "conservative" as you would expect from a bike aimed at endurance riding/racing. It was similar to most other bikes I've ridden in this category.

Riding the bike

Was the bike comfortable to ride? Tell us how you felt about the ride quality.

Yes, mostly comfortable. The decoupler isn't a complete game changer but it does cushion the big hits through the back wheel well.

The fork provides some compliance but it's not quite in the same league as the rear, leading to a bit of a difference between front and rear buzz over certain road surfaces.

Did the bike feel stiff in the right places? Did any part of the bike feel too stiff or too flexible?

No problems with stiffness, or lack thereof. I didn't have my marginal gains hat on for a bike like this but nonetheless it performed well.

How did the bike transfer power? Did it feel efficient?

It felt good - a bit sluggish compared to more expensive bikes but that's to be expected. For the price point it was great.

How would you describe the steering? Was it lively, neutral or unresponsive? Neutral - a smidge on the slow side. Not an issue at all though!

Which components had the most effect (good or bad) on the bike's comfort? would you recommend any changes?

Narrower 40cm bars would have suited the 56cm frame much better - or at least my taste and fit preference.

The Tiagra shifters - while excellent at changing gear - were massive and actually hindered me when attempting to brake from the hoods.

Which components had the most effect (good or bad) on the bike's efficiency? would you recommend any changes?

I don't know if it really falls under efficiency - but the tyres had to go. They were woeful in the wet and made the bike feel more than a bit sketchy.

Hit some of my fastest ever speeds on this bike (89kph to be exact!) and the bike felt great.

With better tyres on it was really very surefooted.

The weight was always going to be a bit of a drag, but the triple helped out and it was comfortable to winch up a hill.

The drivetrain

The barrel adjusters needed a quick tune, and from then on the gears were excellent.

A triple and a 12-30 cassette, Tiagra throughout. No surprises here that it was hefty.

Bottom level drivetrain, works almost as well as any top end group. I love trickle-down tech.

Tell us some more about the drivetrain. Anything you particularly did or didn't like? Any components which didn't work well together?

I was not a fan of the shifters at all as they didn't feel good in my hands at all.

I'm not a triple man generally, but in this case it did help offset the weight of the bike a bit. Plus I think it suits the target market well.

Wheels and tyres

Wheels - OK. Tyres - dire

No worries here.

Heavy. Unsurprisingly.

Wheels were fine.

Cheap, but they worked well for what they were. And were expected for a bike of this price.

Tell us some more about the wheels and tyres.Did they work well in the conditions you encountered? Would you change the wheels or tyres? If so, what for?

I would (and did) change the tyres instantly. I went for 28mm Continental Gatorskins as that is what I had to hand, but any 28s would do to increase comfort and cornering grip.

Unbranded - Heavy.

The bars annoyed me and the saddle wasnt great for long (100km plus) rides.

Tell us some more about the controls. Any particularly good or bad components? How would the controls work for larger or smaller riders?

I would swap out the bars for 40cm ones as it felt a bit wrong. I'd hope the next size down has 40cm bars or it would feel very odd indeed. In time I would personally change the saddle too.

Your summary

Did you enjoy riding the bike? With different tyres, yes

Would you consider buying the bike? If I were in the market for this kind of bike I would.

Would you recommend the bike to a friend? Yes.

Overall rating: 8 /10

About the tester

Age: 21   Height: 182cm   Weight: 73kg

I usually ride: On-One Carbon Whippet Single Speed MTB/Kinesis Pro6   My best bike is: Scott CR1 Pro

I've been riding for: 10-20 years   I ride: Every day   I would class myself as: Experienced

I regularly do the following types of riding: cyclo cross, commuting, club rides, sportives, general fitness riding, fixed/singlespeed, mtb,

Help us to fund our site

We’ve noticed you’re using an ad blocker. If you like road.cc, but you don’t like ads, please consider subscribing to the site to support us directly. As a subscriber you can read road.cc ad-free, from as little as £1.99. 

If you don’t want to subscribe, please turn your ad blocker off. The revenue from adverts helps to fund our site.

Help us to bring you the best cycling content

If you’ve enjoyed this article, then please consider subscribing to road.cc from as little as £1.99. Our mission is to bring you all the news that’s relevant to you as a cyclist, independent reviews, impartial buying advice and more. Your subscription will help us to do more.

Add new comment

How might this compare - for comfort - to a vintage steel racer?

• Log in or register to post comments

Markus wrote: How might this compare - for comfort - to a vintage steel racer?

Hi there, Markus. While steel is real, and still the stuff of legend, it's not going to be as compliant simply by nature of the fact that it doesn't have a decoupler. It's that particular piece of tech that separates the Domane from pretty much anything else out there.

The proof is in the pudding though, and anything else I might say will make me sound like a typical marketing shill. A test ride on one, ideally immediately after riding a different bike on the same stretch, will really be all you need to understand the effects of the decoupler.

Last year, I bought a Trek Madone 2.1 which had Bontrager R1s on (700 x 23c). A month into my proud new ownership, I'm riding downhill at approx 20mph in north Wales. The road was wet as I braked approaching a mini roundabout. The tyres did just what you described. I came off, blacked out, and ended up in an ambulance with road rash. Thankfully, the Trek got off with very minor damage. The tyres were binned as soon as I got home though.

Trek dealers should be made to pull them straight away.

Good to know about the R1 tyres. I'm picking up a new Madone 2.1 in a couple of weeks - I will be sure to change them out and sell the tyres on as quickly as I can!

EarsoftheWolf wrote: Good to know about the R1 tyres. I'm picking up a new Madone 2.1 in a couple of weeks - I will be sure to change them out and sell the tyres on as quickly as I can!

Agree they are fairly horrific and shouldn't appear on the bikes in future. They were the only thing I felt I absolutely had to change on my 2013 Domane 2.0, other than that it is/was a cracking ride.

Latest Comments

The misconception here is that people drive at 30 because they're used to it, 30mph is the speed most people would not significantly exceed in...

Just because people "love to cycle there for tourism", it doesn't mean the locals have to love their being there. Tourists arriving on cruise ships...

Losing bodyweight to climb faster only works if you have weight to lose.  (And having weight to lose is individual and not dependent on whether you...

I have no problem with tubeless, I've been a happy user for years, but I don't see what benefits hookless is supposed to bring except lowering the...

Commuting ?

Exactly....

Pragmatic, or "I'm alright Jack"?...

the CEO that wanted the purchase of Kona was kicked out 8 months later. Basically Kona lost their only advocate at Kent 

Showing such disrespect towards the judge before sentencing doesn't seem to be the most intelligent of moves.

Related Reviews

Boardman SLR 8.6

Comfortable, lively ride, an excellent gear range and well-chosen components – one of the best entry-level bikes you can buy

Fara F/Road

Quick, nimble, fun, an impressive ride quality and excellent comfort – and I think it looks stunning

Factor O2 VAM

A master of climbing – but a bike that's also incredible fun and extremely capable everywhere else

Orro Venturi STC SRAM Force eTap Tailor Made 2024

Real world aerodynamics and well-designed geometry create an excellent bike that is fast and easy to ride

Review of Trek Domane SL 5: Carbon Road Bike for Endurance Rides

Trek Domane SL 5 is a step up from an entry-level carbon bike, featuring high-quality components and Trek’s patented IsoSpeed frame.

Trek’s Domane SL 5 carbon road bike features its unique 500 Series OCLV Carbon frame with front and rear IsoSpeed to absorb shock and reduce fatigue.

The IsoSpeed system is the result of years of research and development to create a frame with unprecedented comfort and maximum efficiency.

The Domane range of carbon road bikes is slightly heavier than typical carbon frame racing bikes due to the additional strength and comfort features.

These include thicker tires, heavier rims, and hydraulic brakes.

Trek Domane SL 5 Quick Overview

Main features, is the trek domane sl 5 the right choice for you, is it worth the money.

Trek Domane SL 5 Gen 4 is fitted with high-quality, lightweight components that complement its OCLV carbon frame.

This, coupled with IsoSpeed technology, makes for a surprisingly tight yet smooth ride. 

• Frame : 500 Series OCLV Carbon IsoSpeed
• Fork : Domane SL tapered carbon steerer
• Front Derailleur : Shimano 105, R7000
• Rear Derailleur : Shimano 105, R7000
• Rims : Bontrager Affinity Disc Tubeless Ready
• Number of Gears : 22
• Brakes : Shimano SM-RT70
• Tires : Bontrager R3 Hard-Case Lite, aramid bead, 700x32c
• Weight : 19.69 lbs / 8.93 kg

Get From Trek

Rather than just a well-equipped carbon frame bike, the Domane SL 5 fits together specific features to create a light and comfortable road bike that can also tackle rough terrain.

The carbon IsoSpeed frame is supported by a Shimano 105 groupset and hydraulic disc brakes.

IsoSpeed carbon frame

Trek’s IsoSpeed system features front and back decouplers with a rocker cup that allows flex in the seat tube and steerer tube.

This helps to provide a smooth ride without losing solid road contact and stability.

The frame uses optimized endurance geometry to give the rider a confident, controlled feeling in the saddle.

When it comes to carbon frames, its 500 Series OCLV is on the heavier side which is most noticeable on hills. However, it makes up for this but cutting through bumpy surfaces with ease.

Performance Cable Routing

The rear gearing and brake cables are internally routed through the bike’s carbon body, keeping the frame neat and clean.

This not only protects the cables but makes everything more attractive and aerodynamic.

Unfortunately, the front disc brake cabling is not routed through the fork, leaving a rather untidy zip-tie solution running down the left fork.

An odd choice for a road bike in this price range but it works just as well, albeit a bit less easy on the eye.

Shimano 105 groupset

Trek’s decision to use Shimano’s 105 groupset for the Domane SL 5 was an excellent choice and suits its high-quality carbon frame.

The complete Shimano groupset includes the shifters, chain, hydraulic brakes, front and rear derailleurs, and an 11-speed cassette.

The complete set works together to provide excellent, fault-proof mechanics and seamless operation that lets you focus on the road ahead.

Shimano 105 is one of the most reliable drivechains available and has been a firm favorite of cyclists around the world for decades.

The Domane SL 5 incorporates Bontrager Paradigm rims for their strong, durable nature.

Wrapped around the Domane SL 5’s Paradigm rims are Bontrager R3 Hard-Case Lite 700x32c tires.

The extra-large tires are an unusual choice for a carbon road bike, further solidifying its purpose as an all-terrain machine.

Endurance geometry

The endurance geometry used in the Domane range of road bikes is designed for long-distance rides, with a slightly higher headtube.

It attempts to balance speed and comfort, providing a more relaxed seating position than is commonly found on carbon racing bikes.

The sloping top tube reaches the seat post at an angle that makes it appear to move almost continuously into the seatstays.

The thicker-than-usual downtube also has an ever-so-slight bend that creates an appealing profile view.

It’s a marriage of technical perfection and high-quality materials to deliver a truly unique carbon frameset.

The Trek Domane SL 5 comes in 9 different sizes to fit heights of 4’11 to 6’2.

• 44 : 4’11” – 5’0″
• 47 : 5’0″ – 5’2″
• 50 : 5’2″ – 5’4″
• 52 : 5’4″ – 5’6″
• 54 : 5’6″ – 5’9″
• 56 : 5’9″ – 5’11”
• 58 : 5’11” – 6’1″
• 60 : 6’1″ – 6’3″
• 62 : 6’3″ – 6’5″

Trek’s Domane SL 5 is a serious carbon-framed road bike for dedicated riders looking to cover long distances on a regular basis.

It would suit semi-professional cyclists and triathletes looking to train regularly for competitions and events.

Sure, if you’re just a weekend rider and can afford it, you’ll love it.

However, a bike of this quality deserves to be put through its paces by those aiming for the podium.

It’s tough, fast, comparatively light, and most importantly: it provides a beautifully smooth ride.

Check out our other reviews on Domane AL 2 , AL3 , SL4 and SL6 .

Related:   Trek Bikes Explained – In-Depth Overview

High-quality carbon frame: check.

High-quality Shimano components: check.

A price tag under $3,500: check.

I would say, yes, the Trek Domane SL 5 is most certainly a piece of equipment that ticks all the right boxes to offer excellent value for money.

There are faster and lighter carbon road bikes in a similar price range, and there are tougher bikes too, but none of them find the balance quite as well as the Trek Domane SL 5 does.

This is a long-lasting bike that will seldom require any repairs or upgrades.

Related Topics:

Rad Power Bikes RadTrike Review: A Feature-Rich Electric Tricycle

Charge City Electric Bike Review: Practical, Elegant, and Made for Urban Dwellers

Aventon Level.2 Review: A Reasonably Priced Fully Equipped Commuter

Leave a reply cancel reply.

Your email address will not be published. Required fields are marked *

Expert road bike reviews and the latest road bike news, features and advice. Find rides & events, training articles and participate in our forums

Trade shows, trek model year 2017 road bike range – first look: domane, emonda, madone and more, each and every bike in trek's 2017 road bike line-up.

Trek have increased the number of Domane bikes to use the front IsoSpeed decoupler as part of a model year 2017 range which also includes a revamped aluminium Domane ALR .

Trek overhauled the flagship Domane SLR endurance bike ahead of the 2016 Spring Classics, introducing adjustable rear IsoSpeed and a pivoting front decoupler to further boost comfort.

Those updates were initially confined to the clutch of top-end SLR bikes, but the front IsoSpeed can now be found on the mid-range SL bikes between £2,500 and £3,300 – though the adjustable rear IsoSpeed remains the domain of the SLR.

Elsewhere, the Domane ALR has had a face lift, while the super-light Emonda and hyper-aero Madone continue to have a strong presence in the Trek range, with updated specs across the board and Vision wheels introduced on select models.

We stopped by the American firm’s annual dealer show, Trek World, to take a closer look at the 2017 range and pick out some road highlights, along with the Boone and Crockett cyclo-cross machines, and CrossRip commuter. There are plenty of women’s-specific bikes, too – head over to our sister site, Total Women’s Cycling , for more.

Trek Domane SLR

We’ll start with the Domane SLR, seeing as that has been Trek’s major launch in 2016. It’s been a busy few years for Trek, with the Emonda launch in 2014 followed up by the Madone in 2015 and the Domane in 2016.

As we reported from the launch in Belgium in April , Trek took the Domane back to the drawing board when developing the SLR, and the result was a frame with an adjustable rear IsoSpeed decoupler, which allows the rider to fine-tune the amount of compliance served up by the internal seat cluster pivot and, more radically, an additional IsoSpeed decoupler in the headtube and headset which seeks to balance out the comfort served at the front and rear end of the bike. Check out our launch report and first ride review  for more on the tech behind the Domane SLR.

As for the bikes, there’s an expanded range of nine SLR machines in the line-up for model year 2017: three with disc brakes and six with rim brakes. The £7,600 Domane SLR 9 eTap really caught our eye but a more realistic way into the SLR range is with the most affordable of the bikes, the £3,600 Domane SLR 6 pictured, which comes equipped with a Shimano Ultegra groupset. If you want disc brakes then the range opens with the Domane SLR 6 Disc, again with Shimano Ultegra but at £4,000. That bike is on our way to us for review.

Take a look below to see the full range of Domane SLR bikes. Generally speaking, and as you’ll learn as we move through the rest of the Domane and Emonda bikes, any bike with 9 as a suffix has Shimano Dura-Ace Di2, 8 gets Dura-Ace mechanical, 7 is equipped with Ultegra Di2, 6 has mechanical Ultegra, 5 wears 105, 4 bikes are dressed in Tiagra and 3 means Sora (though you won’t find any 5, 4 or 3 bikes in the Domane SLR range).

The Domane SLR is also available as a frameset only, costing £2,150 for the rim brake version and £2,300 for the disc-ready chassis.

Trek Domane SLR 10 Race Shop Limited (Shimano Dura-Ace Di2) – £9,700 Trek Domane SLR 9 eTap (SRAM Red eTap) – £7,600 Trek Domane SLR 9 Disc (Shimano Dura-Ace Di2) – £8,500 Trek Domane SLR 9 (Shimano Dura-Ace Di2) – £8,000 Trek Domane SLR 8 (Shimano Dura-Ace) – £4,750 Trek Domane SLR 7 Disc (Shimano Ultegra Di2) – £4,800 Trek Domane SLR 7 (Shimano Ultegra Di2) – £4,400 Trek Domane SLR 6 Disc (Shimano Ultegra) – £4,000 Trek Domane SLR 6 (Shimano Ultegra) – £3,600

Trek Domane SL

As we’ve already mentioned, the SL now has a front IsoSpeed decoupler, so front-end comfort should be improved, though the frame retains the standard rear IsoSpeed of old – there’s no adjustability.

Of the six bikes in the range (two disc brake, four rim brake), we particularly liked the top-end Domane SL 8, equipped with Shimano Dura-Ace Di2 and a lovely ‘dark aquatic/shady grey’ paintjob. Yours for £3,500.

But if you not fussed about having Shimano’s flagship groupset and want to pay more attention to wheels (and there’s certainly something to be said for that), then your eyes might prick up at the sound of the Domane SL 6 Disc. It has a Shimano Ultegra groupset but swaps Bontrager wheels for Vision Metron 40 Disc Ltd hoops. It’s interesting to see Trek move away from Bontrager wheels on select models (Bontrager is a Trek subsidiary) and has allowed them to introduce wheels for a more competitive price – the Domane SL 6 Disc is £3,400, while there are bikes with Vision wheels at £3,000. Trek say they’ve chosen Vision hoops as they meet their own wheel test criteria.

As an aside, all Domane S (which we’ll come on to next) and SL bikes are equipped with a wide-ranging 11-32t cassette to help flatten the climbs, while SLR machines come with a 11-28t cassette. All disc-equipped Domane bikes have 32mm tyres, while rim brake machine used 28mm rubber.

If you want to put together you own Domane SL build then Trek offer both the rim brake and disc brake frames for £1,800 a piece.

Trek Domane SL 8 (Shimano Dura-Ace) – £3,350 Trek Domane SL 7 (Shimano Ultegra Di2) – £3,200 Trek Domane SL 6 Disc (Shimano Ultegra) – £3,400 Trek Domane SL 6 Pro (Shimano Ultegra) – £3,000 Trek Domane SL 6 (Shimano Ultegra) – £2,400 Trek Domane SL 5 Disc (Shimano 105) – £3,000

Trek Domane S

Right then, the Domane S is Trek’s most affordable carbon fibre Domane frame – it uses Trek’s 400-Series OCLV carbon fibre, as opposed to 500 (which is a bit lighter) with the SL bikes and 600 (lighter again) with the SLR frame.

The frame is essentially unchanged for 2017, with the rear IsoSpeed decoupler we’ve known since the Domane was first launched in 2012. You’ve got the choice of three bikes: two with rim brakes, one with disc brakes.

If you want a Domane with disc brakes then Domane S 5 Disc fits the bill, coming with a Shimano 105 groupset and hydraulic stopper for £2,000, making it our pick of the S range.

Trek Domane S 5 Disc (Shimano 105) – £2,000 Trek Domane S 5 (Shimano 105) – £1,600 Trek Domane S 4 (Shimano Tiagra) – £1,400

Trek Domane ALR

The Domane range doesn’t stop with the carbon fibre S, though – there’s also the aluminium ALR frame, which has had an update for 2017. Trek say it’s lighter and with smoother welds to give it a carbon-like finish. It continues to have a rear IsoSpeed decoupler.

There are three bikes to choose from and the £1,300 Domane ALR 4 Disc looks like a hit. The Quicksilver finish is stunning and you get Shimano’s latest Tiagra groupset and the Japanese firm’s new Tiagra-level RS405 hydraulic disc brakes.

Trek Domane ALR 5 Disc (Shimano 105) – £1,500 Trek Domane ALR 4 Disc (Shimano Tiagra) – £1,300 Trek Domane ALR 4 (Shimano Tiagra) – £1,100

Trek Emonda SLR

While the Domane comes from Trek’s endurance range, the Emonda and Madone bikes have a racier touch, focusing on light weight and aerodynamics respectively. Of those two, let’s start with the Emonda.

Once again, there are three carbon frame platforms: the SLR, SL and S – with the frame weight rising but the price lowering as you move between each. The SLR is the same 690g frame ridden by some members of the Trek-Segafredo team, including climber Bauke Mollema (the team’s riders can choose between the Emonda, Madone and Domane, depending on their personal preference and the terrain).

There are four bikes in the Emonda SLR range and if you want to go full bling then there’s only one option: the £9,700 Emonda SLR 10 Race Shop Limited. For your considerable outlay you get a frame made from Trek’s lightest carbon fibre, 700-Series OCLV, with a super-light ‘carbon vapor coat’ paintjob (yeah, paintjobs can be ‘super-light’), and Trek’s pro-inspired H1 geometry (all Race Shop Limited bikes use the H1 fit). It’s equipped with SRAM Red eTap, Bontrager Aeolus XXX SL tubular wheels and Bontrager R4 Tubular tyres in a build which has one thing in mind – low weight.

Trek Emonda SLR 10 Race Shop Limited (SRAM Red eTap) – £9,700 Trek Emonda SLR 9 (Shimano Dura-Ace Di2) – £7,800 Trek Emonda SLR 8 Race Shop Limited (Shimano Dura Ace) – £5,500 Trek Emonda SLR 6 (Shimano Ultegra) – £4,000

Trek Emonda SL

If you want a more affordable Emonda then you’re going to have to sacrifice some weight to save money, with the Emonda SL frame coming in at approximately 950g – still light, just not as light at the SLR. But you do get a choice of four bikes from £1,800 to £2,900.

The Emonda SL 7 pictured here is the most expensive bike in the line-up and comes with a Shimano Ultegra Di2 groupset and Bontrager Race Tubeless Ready wheels.

Otherwise, the Emonda SL 6 Pro is another Trek bike to come with Vision wheels, pairing the Shimano Ultegra groupset with Vision Metron 40 Ltd hoops for £2,700.

Trek Emonda SL 7 (Shimano Ultegra Di2) – £2,600 Trek Emonda SL 6 Pro (Shimano Ultegra) – £2,600 Trek Emonda SL 6 (Shimano Ultegra) – £2,000 Trek Emonda SL 5 (Shimano 105) – £1,700

Trek Emonda S

Just as is with case with the Domane range, it’s the S frame which opens the Emonda collection and it has a frame weight in the region of 1,200g.

There’s just one men’s bike in the 2017 Emonda S line-up, with the S 5 coming with a Shimano 105 groupset for £1,400 and a smart black and red paintjob.

Trek Emonda S 5 (Shimano 105) – £1,400

Trek Emonda ALR

We’re already fans of the Trek Emonda ALR – review our review here – thanks to the lively, lightweight aluminium frame, which marries excellent performance with good value. Good quality’s aluminium is like that – you can get a lot of bang for your buck.

Claimed frame weight is 1,050g, so it’s lighter than the carbon fibre Emonda S, and the same chassis is used on the three bikes which make up the 2017 Emonda ALR range.

The Trek Emonda ALR 5 is the pick of the bunch for us and pairs that lightweight frame in team livery with a Shimano 105 groupset for £1,200. Otherwise you can get a Tiagra groupset for £975 and an Ultegra-equipped machine for £1,500. Trek also offer the Emonda ALR as a frameset only for £700, so you can put together your own alloy build if you want.

What about the kids? Trek offer the Emonda ALR as a child’s road bike, made from aluminium, and specced with 650b wheels and Shimano Sora (with a 46-34t chainset) for £750.

Trek Emonda ALR 6 (Shimano Ultegra) – £1,500 Trek Emonda ALR 5 (Shimano 105) – £1,200 Trek Emonda ALR 4 (Shimano Tiagra) – £975 Trek Emonda ALR 650 child’s bike (Shimano Sora) – £750

Trek Madone

You’ll likely be familiar with the Trek Madone. It’s been around since the mid-2000s but has evolved significantly since then, pitched as something of an all-rounder before getting an aero revamp in 2015. But it’s not purely an aero road bike, as it also looks to throw comfort into the mix by using a variation of the IsoSpeed decoupler first found on the Domane in order to boost comfort. You can read our report from the Madone launch last year for more on the aero-fuelled tech on this machine.

How about the Madone Race Shop Limited pictured here? It’s a stunner and essentially the same bike ridden by the Trek-Segafredo team, made from 700-Series carbon, and comes with a Shimano Dura-Ace Di2 groupset and deep-section Bontrager Aeolus 5 D3 wheels.

Otherwise, there are four bikes made from 600-Series OCLV carbon, ranging from the Madone 9.9 dressed once again in Dura-Ace Di2 for £8,800 to the Madone 9.2 with Shimano Ultegra for £4,800. You can also get the Madone frameset in a H1 fit for £4,400 and slightly more relaxed H2 fit for £3,600.

Trek Madone Race Shop Limited (Shimano Dura-Ace Di2) – £9,750 Trek Madone 9.9 (Shimano Dura-Ace Di2) – £8,800 Trek Madone 9.5 (Shimano Dura-Ace) – TBC Trek Madone 9.5 (Shimano Ultegra Di2) – TBC Trek Madone 9.2 (Shimano Ultegra) – £4,800

Trek 1-Series

All the way at the other end of the Trek range, you’ll find the 1-Series, Trek’s entry-level, aluminium road bike. Whereas the Emonda ALR uses Trek’s 300-Series Alpha Aluminium, the 1-Series uses 100-Series alloy, and these are bikes aimed at riders making there first pedal strokes into the sport.

There are two bikes: the 1.2 with Shimano Sora, which has had an update to use a similar four-arm chainset design as further up the range and internal cabling, and the 1.1 with Shimano Claris. The frame has front and rear mudguard and rack mounts, adding some additional versatility.

Trek 1.2 (Shimano Sora) – £750 Trek 1.1 (Shimano Claris) – £625

Trek Speed Concept

Not forgetting time trialists, the Trek Speed Concept comes in three complete bike builds for 2017. The 7.5 here sits in the middle and comes with SRAM Force gearing for £3,600.

Otherwise, you can step up to the Shimano Dura-Ace Di2 equipped Speed Concept 9.9 for a cool £8,900 (it’s also made from a higher grade of 600-Series carbon, compared to 500-Series for the 7.5), or move down to the 7.0 with Shimano 105 for £2,700. You can also get the Speed Concept 7 frameset for £2,000.

Trek Speed Concept 9.9 (Shimano Dura-Ace Di2) – £8,900 Trek Speed Concept 7.5 (SRAM Force) – £3,600 Trek Speed Concept 7.0 (Shimano 105) – £2,700

Trek Boone and Crockett

Now let’s take a quick look at what’s happening from Trek in the world of cyclo-cross. There’s nothing new frame-wise, with the Boone and Crockett carrying over from last season, but there are updated specs and, we hear, a completely new CX platform coming at the turn of the year.

The Boone is Trek’s self-styled ‘cyclo-cross superbike’ and, like the Domane, uses an IsoSpeed decoupler at the seat cluster to try and smooth out rough ‘cross tracks. The flagship Boone Race Shop Limited is inspired by the bike ridden by two-time ‘cross world champion Sven Nys and combined a 600-Series OCLV carbon fibre frame with a Shimano Ultegra groupset for £3,200.

The Crockett, meanwhile, still has a racy, ‘cross-specific geometry but is made from aluminium. There are two Crockett bikes – the 7 Disc with a SRAM Force CX1 groupset for £2,100 and the 5 Disc with Shimano 105 for £1,350 – while both the Crockett and Boone are also available as a frameset (£550 for the Crockett, £1,500 for the Boonen, both in disc and cantilever brake variations).

Trek Boone Race Shop Limited (Shimano Ultegra) – £3,200 Trek Boone 7 Disc (SRAM Force CX1) – £3,000 Trek Boone 7 (SRAM Force CX1) – £3,000 Trek Boone 5 Disc (Shimano 105) – £2,500

Trek Crockett 7 Disc (SRAM Force CX1) – £2,100 Trek Crockett 5 Disc (Shimano 105) – £1,350

Trek CrossRip

Bridging the gap between road and cyclo-cross is the CrossRip – a disc-equipped bike designed to handle roads, gravel tracks, tow paths, bridleways and plenty in between, while offering plenty of additional versatility thanks to full rack and mudguard mounts.

Essentially it’s aimed riders who want a bike which is just as happy on the urban commute as it is out on a weekend ride through the lanes, while throwing a bit of light off-road action into the mix.

Choose between the CrossRip 1, 2 and 3, with Shimano Sora, Tiagra and 105, for £900, £1,200 and £1,600 respectively. The 2 and 3 get hydraulic disc brakes, while the 1 has mechanical stoppers.

Trek CrossRip 3 (Shimano 105) – £1,600 Trek CrossRip 2 (Shimano Tiagra) – £1,200 Trek CrossRip 1 (Shimano Sora) – £900

Featured in this post

Related Articles

Specialized reinvent Roubaix endurance bike with FutureShock suspension

Specialized's genre-defining endurance bike has been overhauled for 2017

Eurobike 2016: seven of the best new bikes for model year 2017

Aero bikes, adventure bikes and endurance bikes from Wilier, Storck, Mason, Scott, Canyon, Colnago and BMC

Newsletter Terms & Conditions

Please enter your email so we can keep you updated with news, features and the latest offers. If you are not interested you can unsubscribe at any time. We will never sell your data and you'll only get messages from us and our partners whose products and services we think you'll enjoy.

Read our full Privacy Policy as well as Terms & Conditions .

Cookies help us deliver our services. By using this website, you agree to our use of cookies. Learn More

• MAGAZINE OFFERS
• BIKE INSURANCE
• Best Products
• Maintenance
• Accessories
• Long-Term Reviews
• BikeRadar Podcast
• First Look Friday
• Bike of the Week
• Tech Features
• Routes and Rides
• Bike Galleries
• BikeRadar Bargains
• Buyer's Guides
• Fitness & Training
• Sizing & Fit
• Mountain Biking UK
• Cycling Plus

Trek Domane SLR 7 Disc review

Hands-down the best endurance road bike available

Ben Delaney / Immediate Media

Ben Delaney

A super-plush ride that doesn’t handle like a boat; Di2 shifting; excellent Shimano hydraulic braking; adjustable rear IsoSpeed; tubeless-ready wheels and huge clinchers

It’s not light or cheap!

With what is effectively a full-suspension frame, gargantuan clinchers on tubeless-ready wheels, and steady endurance geometry that isn’t skyscraper high on the front end, the new Trek Domane SLR 7 Disc is easily the best endurance road bike I’ve ridden.

• Here's Trek's new range of road bikes for 2017
• Trek Domane SLR 7 review
• 5 ways to improve your cycling endurance

In completely rethinking how the tubes of a frame brace each other, Trek engineers have redefined how a road bike interacts with the road and the rider.

With IsoSpeed pivots front and rear, Trek engineers have allowed the machine to flex for the much-sought-after vertical compliance in ways never achieved before.

Further, instead of pigeonholing the bike as an adventure bike or an endurance bike as is the trend, the Domane’s geometry and tire clearance are such that it can be both. Especially in this disc configuration that comes with 32mm clinchers and room for more, the Domane SLR is a well-mannered road bike that’s at home on pavement and dirt roads.

I enjoyed doing spirited group road rides on the Domane — even with the plump Bontrager clinchers at about 65psi — and also rallying it down washboard dirt descents.

The bike is no featherweight climber — and you can read about my clumsy experience on the 52,500ft / 16,000m Mavic Haute Route Rockies here — but that’s not the point of this machine. If you want a bike with steady manners that can easily handle some extracurricular detours down rough lanes and dirt backroads, then I can heartily recommend the Domane.

Rethinking frame design

Ever since the endurance road bike was created, engineers had a few levers they could pull to add comfort.

The biggest contributing factor to comfort in terms of the frameset comes at the seatpost, which can flex vertically precisely because there is no triangulated bracing

Wider tires — and the fork and frame clearance to handle them — are the most obvious and the most impactful variable when seeking to add comfort to a bike. Just ask the pros who race Paris-Roubaix every year.

Then there is the carbon layup in the fork and frame. One of the great things about the wonder material is that engineers can, to some degree, ‘tune’ how tubes act through the fiber orientation, tube shape and construction. Look at the flat chainstays on a Cannondale Synapse or the pencil-thin seatstays on a Cervélo R or C Series.

The former allows for some vertical flex while keeping pedaling stiffness, and the latter just allows for a bit of vertical flex to help take the edge of the bumps. The thing is, road bicycle frames are built in vertically oriented triangles, and this triangulation is at odds with the whole ‘laterally stiff yet vertically compliant’ thing.

The biggest contributing factor to comfort in terms of the frameset comes at the seatpost, which can flex vertically precisely because there is no triangulated bracing. Note the skinny 25.4 seatpost on the Synapse, for example; I would argue that this piece contributes far more to comfort than the split downtube.

The original Domane thumbed its nose at traditional double triangle design by adding a pivot where the seat tube is typically locked solidly into the top tube and seatstays. In doing so, the seatpost flex that used to stop at this junction now could extend all the way down to the bottom bracket. The resulting suspension was and is immediately apparent when riding.

For 2016, this pivot, which Trek calls an IsoSpeed Decoupler, was added to the front end, as well. The concept is the same as at the rear — let the carbon flex more vertically with fore and aft movement while restricting side-to-side movement.

Normally, a bike’s front end will flex at the fork’s legs, and then a very small amount where the steerer tube protrudes above the top headset cap, plus a bit in the handlebar and stem.

By adding a pivot in the head tube, Trek engineers allowed a much longer section of the steerer tube to flex. Since it’s anchored on either side, there is no lateral play in the steerer, so it feels like a normal bike when you are steering, climbing or cornering.

Trek also added adjustability to the rear of the Domane SLR. By loosening a bolt that doubles as the lower water bottle cage bolt, you can then move a slider up and down on the seat tube. Moving it up stiffens the ride by effectively shortening the section of tube that is flexing. Moving it down softens the ride. I slammed that sucker all the way down and left it there.

How it feels to ride the Domane SLR

A common complaint on the original Domane was that it felt imbalanced; the back end was nice and soft but the front was relatively harsh. This new frameset is much more balanced. Bumps still come up through the frame, to be sure, but the harsh edges are smoothed off, front and rear.

The worse the roads get, the better the bike shines. On normal roads the Domane SLR feels like any other good endurance race bike. When you stand up and torque on the bars it certainly doesn’t feel mushy or soft; quite the opposite. The massive downtube and stubborn chainstays, anchored in the substantial 90mm bottom bracket shell, provide a solid pedaling platform.

But when seated you can pedal easily through choppy washboard. The low bottom bracket, raked-out fork, fat tires and front IsoSpeed make the Domane feel like you couldn’t dump it over if you tried.

While I still wish you could adjust the contact point of the Shimano hydraulic levers as easily as you can on rim brakes, the overall performance is best in class. Easy modulation, always-consistent power, and no need to fuss with it.

For me, being a fairly traditional roadie that likes to ride dirt as well as smooth pavement, I think Trek has absolutely nailed it with this bike

Similarly, Di2 remains the gold standard for electronic shifting, with five options of shift speed, auto trim on the front derailleur to match the rear shifts, and the impossibility of dirt, rain or mud affecting shifts. Of course, you do have to be smart enough to charge the thing…

With a compact crank (50/34) and a massive 11-32 cassette, you needn’t fear the hills.

How the Domane SLR fits

There are two fit options for the Domane family: Trek’s Endurance Geometry for the Disc bikes and a new Race Shop Limited Pro Endurance Geometry that you can get for the rim-brake version. With the latter, you can get a very aggressive, low position just like you can on an Emonda race bike, but with a longer wheelbase and a lower bottom bracket. The stack on a 56cm, for instance, is a scant 54cm.

On the Pro Endurance rim bike I tested in Belgium this spring, I had my normal 10cm of saddle-to-handlebar drop — and still had 3cm of spacers under the stem.

On this Domane SLR 7 Disc with Endurance Geometry, which has a 59.1cm stack, I replaced the tall top spacer with a shorter one, swapped in a 120mm -10 stem and was basically at my standard position. You can see the full geometry chart here .

The Domane SLR is not an out-and-out gravel bike. It’s not a super slack, ultra long, sleepy bike. It’s an endurance road bike that you can happily pilot wherever you like. For me, being a fairly traditional roadie that likes to ride dirt as well as smooth pavement, I think Trek has absolutely nailed it with this bike. I can get my familiar, race-like position on a stable bike that takes big, fat tires; usually it’s one or the other.

Bottom line: IsoSpeed 32s = Plush, plush, plush

IsoSpeed isn’t magic, and it’s not air- or oil-damped suspension. But it isn’t a gimmick, either. Instead of bolting things onto a road frame’s traditional triangles like Specialized’s Zertz or even the elastomer suspension of the Pinarello K8-S, the Domane SLR reworks the configuration entirely, allowing carbon do its thing, flexing like an airplane wing in one direction and remaining stiff in the other.

In addition to being able to tune the frame, you can also tune the ride considerably with the tires. You could put a fast 25mm tubeless model like a Schwalbe Pro One on or a Specialized S-Works, pump it to 95psi and fly. Or, you could do what I primarily did — set the 32s at about 70psi and enjoy floating luxuriously over any beat old road you choose.

Share this article

Contributor

• Terms & Conditions
• Subscribe to our magazines
• Manage preferences

Review: Trek Domane 4.5 – A High-End Frame and Smart Build Kit

While many brands have introduced “endurance” road bikes over the last few years, few have taken the idea to quite the extreme as Trek.

Trek Domane 4.5 – A High-End Frame and Smart Build Kit

The Domane was developed with considerable input from Swiss pro cyclist Fabian Cancellara , who is known for his steam-engine riding style, using his massive power output to crush cobblestones in the fabled Spring Classics. He is said to enjoy the bike so much that he rides it year-round, even in the Tour de France, choosing it over Trek’s racier Madone model.

The frame features the intriguing IsoSpeed decoupler , an ingenious system that separates the seat tube from the top tube and seatstays, and allows the seat tube to flex and pivot at the mounting point. If you stand next to the bike and put your weight on the saddle, you can see the seat tube flex slightly, but while riding it is imperceptible until you hit a bump.

A High-Performance Machine

Make no mistake: IsoSpeed is not a suspension system, and this is still a high-performance machine. If you’re expecting something akin to a suspension seatpost, think again. The frame’s ride quality is distinctly carbon—a muted road feel with less of that high-frequency vibration you feel from some aluminum frames, but still generally stiff.

Iso Speed makes itself most noticeable when crossing railroad tracks or other high-speed, sharp impacts that would normally require you to lift or shift your weight on the saddle to avoid being bounced. Not having to do that means you can keep your cadence smooth and the power high. The system seems so extreme some might think it’s a gimmick, but I’m convinced. Trek is as well—the technology will soon be adapted to its line of hardtail mountain bikes .

At the other end of the bike, the fork deserves some of the credit. It was developed with an asymmetrical steerer tube that is slightly thicker side-to-side than front-to-back, giving it a touch of compliance, but it never felt soft or shuddering.

The difference between the Domane 4.5 and the higher-end models is in the stiffness of the carbon fiber itself, and that this version uses a standard 27.2mm seat post rather than a seatmast that is integrated into the frame. I actually prefer the standard post, as it can be swapped for countless alternatives and provides an easy spot to clamp the bike in a work stand.

Trek’s DuoTap Hidden Speed

Other frame details include a spot for Trek’s DuoTap hidden speed and cadence sensor, an integrated chain guide to eliminate dropped chains and more generous tire clearance than most frames. It also has removable fender eyelets, so you can keep the clean look if you’re not using them. For an even smoother ride, you can ditch the tubes and set up the Bontrager Race wheels tubeless—another technology that is easy to dismiss until you try it.

It would be a mistake to write off the Domane as a “comfort” bike for weekend warriors. Despite accommodations for a smooth ride, it is as stiff and race-worthy as I could ask. Yet the slightly longer wheelbase makes it extremely stable, and it’s one of the few bikes I’ve ever plunged downhill at 40mph with a crosswind while still feeling relaxed. The fit adds to the comfort factor, as the slightly taller head tube gives you a more head’s-up position than Trek’s race bikes. Paired with a set of shallow-drop Bontrager handlebars , I felt great in each of the riding positions, an essential element of a long, comfortable ride.

Domane: Initial Acceleration is Direct and Instant

The adage “laterally stiff and vertically compliant” has gone beyond cliché to become something of a running joke in road bike circles. The notion that a bike can be a stiff-as-heck race machine and still be comfortable over rough pavement on long rides is not unlike a unicorn—a magical beast that surely can’t exist. But on the Domane, initial acceleration is direct and instant, with the massive, squared down tube and BB90 bottom bracket all but eliminating lateral flex.

SUBSCRIBE TO BIKE HACKS NEWS

Want the best cycling experience? Sign up for the latest bikes, gear, and accessories reviews out there.

By signing up, you agree to our Privacy Policy and European users agree to the data transfer policy

Back in Issue #16 I reviewed the Volagi Liscio, which also features an unusual seat tube arrangement—the seatstays bypass the seat tube and connect to the top tube. While the Liscio was smoother than the Domane in a straight line, it can’t compete with the Domane in terms of power transfer and handling accuracy. The Domane makes no sacrifices in these areas.

The Shimano Ultegra build kit performed flawlessly, as I expected. The compact crankset paired with an 11-28-tooth cassette offers tons of range for tackling the steepest pitches. The 105-level brake calipers offer power to spare, as a single finger is often enough to bring the bike to a stop.

Hitting the street for less than $2,800, the Domane 4.5 struck me as a steal, considering the high-end frame technology and the smart build kit. While it will likely be pitched to riders looking for a high-performance ride for centuries and gran fondos, the Domane is a race bike at heart that won’t beat you up on the weekdays.

Vital stats

• Price: $2,730
• Sizes Available: 50, 52, 54, 56, 58, 60 (tested), 62cm
• Weight: 18.12lbs
• Essential Bike Accessories: Your Guide to Comfort and Safety
• The Rise of eBikes in Urban Environments
• Choosing the Perfect Bike: Road, Mountain & Hybrid Guide
• Optimize Your Ride: Enhancing Your Cycling Experience
• Macfox X1: The Best Commuting Electric Bike

View all results

• Accessories
• Biking Gear
• Electronics
• Exercise Bikes
• Hoverboards
• Mountain Biking
• Skateboards
• Tires and Wheels
• Home & Garden
• Kitchen & Dining

Cigar Reviews by the Katman

Cigars. cigar reviews. life in the rock n roll fast lane….

Home › CIGAR REVIEWS › Hammer + Sickle Moscow City Series | Cigar Review

Hammer + Sickle Moscow City Series | Cigar Review

By The Katman on September 23, 2014 • ( 3 )

Today we take a look at the Hammer + Sickle Moscow City Series.

There are three sizes: Petite Robusto, Robusto Extra 5.5 x 54, and Double Robusto 6.25 x 56. The cigars are blended by Henke Kelner of Davidoff.

The cigars are everywhere online and appear to be price controlled.

There are six different blends: Moscow City Series, Berlin Wall Series, Hermitage No.1, Icon, Tradicion Serie, and Tver(Available only in Texas).

From Hammer + Sickle Cigars web site: “Crafted at the famed TabaDom manufactory, Moscow City boasts a Connecticut broadleaf wrapper, meaning it is Connecticut grown and uses Connecticut seed. We have painstakingly awaited the natural fermentation process of aging to create this premium cigar. “Only a select group of cigars on the market use this wrapper, which is both rare and high-end. It proves to be challenging to work with, yet delivers a maduro taste that is both unmistakable and unrivaled. The initial sweet taste of a Moscow City cigar emanates from the Connecticut seed, but once lit becomes rich and nutty, resulting in a smoke that is full in body and flavor.”

From NH Cigars: “The Moscow City cigars are limited to only 400 boxes worldwide and we are one of the first to offer these fine cigars. I know the name sounds kind of different because it’s not named after some Spanish Conquistador, or a name that you can’t even pronounce, but trust us folks this cigar is truly a legend already. The Moscow City cigars have a well-aged maduro broad-leaf wrapper that is wrapped around a peppery secret blend of Nicaraguan and Dominican ligero long-fillers. The burn and draw on these hot rods are outstanding. The Cigar box is made up of metal that will make a perfect conversation piece.”

The cigar has a nice looking milk chocolate wrapper with plenty of oil. The wrapper is very smooth to the touch. Seams are tight. Lots of small veins. A gorgeous triple cap.

I clip the cap and find aromas of cocoa, hazelnut, strong earthiness, enough spice to make me sneeze three times in succession, and oak. Time to light up.

The Hammer + Sickle Moscow City Series is screaming flavors. It is 5 minutes away from being a flavor bomb.

These cigars don’t need extensive humidor aging. In fact, I’ve only had them a few days. And this stick smokes like it has been aged for months.

The strength starts out at high medium bodied. In a few moments, it should hit medium/full. And I have no doubt it will hit the advertised full body.

Char line is on the money.

I can taste Granny Smith apples. That tart green skin with the slightly acidic/sweet flavor. The apple flavor literally soars.

This is damn fine cigar. Is it a mini-Davidoff? Don’t know. I think I’ve smoked half a dozen Davidoffs in my life and I can’t remember a whit about them. Too damn expensive for the working stiff.

And the cigar hits flavor bomb status.

I am about to begin the second third.

The Hammer + Sickle Moscow City Series has an interesting tobacco flavor. It is intense and painted in broad strokes. It is rich and full flavored. Sometimes, we forget about the actual taste of the tobacco and concentrate only on the foo foo flavors.

The price point. Worth every dime. A perfect example of water seeking its own level by matching a fine cigar with a fair price.

The flavors are: Spice, creaminess, chocolate, nuts, oak, molasses, honey, caramel, green apple, cedar, and leather. Not to mention a rich earthiness.

There is perfect balance. Not a single flavor, except for the heady spiciness, outdoes the other. Picking the order of flavors was near impossible. Each has its place in the puzzle.

Just as I write the above, the Hammer + Sickle Moscow City Series runs rampant in the streets. Flavors explode. The creaminess and cocoa are so intense, I grab a Diet Coke for my egg cream experience. The green apple is right behind. There are raisins now. Completing the fruity portion of this program.

Coffee appears in the form of caramel macchiato. With little chocolate sprinkles. The honey element is strong. Man, damn fine cigar!

I cannot wait to introduce you to the Berlin Wall Series and the Tradicion.

I still have 2-1/2” to go and that makes me happy. The cigar is so jam packed that it is a very slow smoke. I’ve invested 45 minutes into the first 2-1/4”.

Construction is impeccable. No issues from the wrapper. The cap is sturdy. And the char line is dead nuts. I can’t get enough of this cigar.

I begin the halfway mark.

Kelner did a spectacular job. And because of his name alone being associated with the line of cigars, they could have been in the double digit price range. So kudos to Hammer + Sickle for keeping it real, babies.

We are now in uber super-duper flavor bomb status. There is no place it can go from here. The Hammer + Sickle Moscow City Series has one of the most intense flavor profiles I’ve ever tasted.

The strength becomes full bodied. My brain begins to swim like a sea of swarming simbas.

I have the biggest smile on my puss right now. I want more. I smoked the other one last night which brought me to this review. So now I am out of this blend. I would love to get my hands on at least a 5 pack.

Don’t fuck around. Grab that sampler of 6 cigars, from Thompson, before they disappear. At $3.33 per stick, that’s $4-$5 off per stick. It will give you a good idea of which blend you prefer.

The Hammer + Sickle Moscow City Series is as close to a perfect cigar as they come. Of course, that’s my opinion. You may have another. But the fact that it was basically a flavor bomb from the start and the rich earthiness that accompanies it makes it a real experience. This ain’t no yard ‘gar. It is for the experienced palate.

I will review either the Berlin Wall or the Tradicion this week. I smoked a Berlin Wall that was a gift a few days ago. But it was one of the last sticks of the day so while I thoroughly enjoyed it, I missed out on the nuances.

And this blend is chock full of nuance and balance with a mighty long finish.

The flavors are so potent, my palate is in overload. Flavor elements have mellowed a bit but still very definable. So far, the nicotine has been mild.

There is a limited supply of these cigars. And they have mostly flown under the radar. Not much of a PR machine. But that is OK for those of us that have discovered them.

One last time: Creaminess, cocoa, spice, green apple, molasses, honey, sweet cedar, coffee, nuts, caramel, leather, earthiness, and oak.

The Hammer + Sickle Moscow City Series finishes out beautifully. Not a bit of harshness or heat. All flavors intact. But the nicotine level has risen dramatically. I put on my crash helmet so no worries.

Categories: CIGAR REVIEWS

Tags: cigar review , cigar reviews by the katman , cigars , davidoff , Hammer + Sickle Moscow City Series Cigar Review , hendrik kelner

IMO the Moscow city is like the Davidoff maduro on steroids. An excellent cigar.

coultnt resist with this review and at that price…6 already on the way. still saving for the ashton aged maduros…yeesh

ok…yeah…and i kinda want the box…hehe.

• Already have a WordPress.com account? Log in now.
• Subscribe Subscribed
• Copy shortlink
• Report this content
• View post in Reader
• Manage subscriptions
• Collapse this bar

• Remember me Not recommended on shared computers

Forgot your password?

• Payware Airports and Scenery Reviews

Scenery Review : Moscow City XP by Drzewiecki Design

• drzewiecki design

By Stephen September 24, 2016 in Payware Airports and Scenery Reviews

• Reply to this topic

Recommended Posts

You fly for hours, anticipating your arrival, wanting to take in the area and the views of another country far away from your departure airport. The airport and the area you leave from is detailed and visually full, and you know you have a great airport scenery waiting for you at the other end of the flight, then when you arrive...

...  Nothing, but flat plain emptiness and the same boring standard X-Plane basic scenery, worse there is no OSM (Open Street Map) data in the tile either, so there is no road or autogen detailing in there as well, just well nothing.

When Drzewiecki Design released their UUEE Sheremetyevo Airport XP , I loved it because it was like a visitor from the Cold War past, the Soviet era, and it was also great scenery and great choice of a destination to fly to from any of the capitals of Europe...  but that was it, just this great airport in the middle of nothingness, bland....   zero ville.

Now Drzewiecki Design has released "Moscow City"  a scenery package to compliment their UUEE Sheremetyevo, and boy how much a difference this release has done to this totally boring area.

To get the full first impression effect I flew JARDesign's A320neo from EFHK Vatnaa, Helsinki to UUEE Sheremetyevo which is flight Finnair AY153 which is a daily 9.25am service.

First Impressions

I was surprised to start picking up scenery still quite away out from central Moscow, as I approached my 6000ft transition altitude. Here there was buildings and houses and the physical visual notes you were arriving somewhere.

Looking hard at the horizon through the A320's windows and you could see the iconic silhouette of Moscow city.

The scenery provides lite versions of all Moscow's Airports, this is UUWW Vnukovo, which was easily recognisable as you flew over. As you fly closer to the centre of the city the density of the objects below becomes quite heavy as the landscape fills in. You have all kinds of infrastructure including, blocks of flats, tower blocks, factories, housing, skyscrapers and almost everything that makes up an urban landscape, in all there is 2000 custom-made buildings that makes up this impressive scenery.

A note here in that you don't get that rolling as you move feeling effect where as it just suddenly appears in front of you and then quickly disappears behind as soon as you have flown out over the area. There is a slight effect of that as there has to be, but only in the far distance and as you can see from the images the views in every direction are widespread and visually it is very good to excellent.

The "Seven Sisters" or "Stalinist skyscrapers" built from 1947 to 1953 are all in the scenery with their "Wedding Cake" architecture or officially  Russian Baroque               - Gothic style. Most famous is the Moscow State University, front and centre of the image below.

Central Moscow is excellent and extremely realistic, and you really need a travel guide to pick out the landmarks and detail, but it is hard to miss the Red Kremlin complex  and St Peter's square from the air.  Both sides of the aircraft is visually full until you have crossed right over the city.

I am not a fan of the generated 3d OSM scenery, but this is very good in blending in perfectly with the X-Plane default scenery and giving you a smooth transition from country to urban and back again with great realism.

Over the city and turning north towards Sheremetyevo, another Moscow airport UUMU Chkalovsky is represented on the turn.

The city skyline is now easily visible on landing at Sheremetyevo, and that really helps in the arrival factor, more so in that the cities building infrastructure spread now comes up and around the airport to fill the gaps to the city itself, and making the original  Sheremetyevo scenery that was so open and lonely in the old X-Plane view is now a big part of the whole in this combination. No doubt it really brings this always good scenery now alive and very usable.

Sheremetyevo Airport

Before we move on to the city itself. It is important to note the area around UUEE Sheremetyevo itself.

Compare the large image above to the earlier image at the start of this review to see the amount of change there is around UUEE Sheremetyevo with the addition of this Moscow City package. The two sceneries are of course meant to be used together, and in reality it would look odd if you had Moscow City scenery installed without the Sheremetyevo scenery included to fill out the northern areas. A highlight is that both sceneries together form a single whole, as the areas between the airport and the central city area are well filled in and that gives you a huge area of coverage and the full visual aspect.

To get a closer lower look at the Moscow Center I commandeered Dreamfoil's lovely Bell 407.

There is a 4.000km² total area covered with this scenery here, and you have expect some sort of building replication to cover all that ground. There is of course but as well in the fact there is also enough variations as to not keep it all interesting and not obviously visually obvious.

The closer you go to the central area, the variations in the buildings change there in style and density as well. And then more of the iconic buildings start to appear as you get closer in again to the middle. The business district is excellent, with a lot of business towers and the more modern futuristic skyscraper architecture that stands out in every view point in eye scans across the city.

The more recent is in tune with the more older Stalinist era that makes up the Moscow skyline.

The Kremlin Complex and the Cathedral of Vasily the Blessed (St Basil's) is excellently represented and so is "Red Square"

There are Orthodox churches everywhere and all the big icons in the Moscow Cathedral Mosque, Cathedral of Christ the Savior, Grand Arena of the Central Lenin Stadium, Otkrytive Arena and department stores, museums and power stations and more....

I did have issues with many buildings floating, including the Kremlin. I tried both "Runways follow terrain contours" on and off with no flattening of the objects and there is no information in the manual either on how to fix the problem.

Night lighting is very good, yes there is again a repeatable pattern to the majority of the hundreds of the apartment blocks that does stand out, but the more individual buildings do all have that personal touch and some buildings look really very good.

The highlight here is the business district which looks magnificent and is very realistic from any direction at night as is the lit Stadium.

Although away from the central area the Ostankino Tower that stands 540.1 metres (1,772 ft) tall, and is the tallest freestanding structure in Europe and it looks great at night and is a very good position indicator from the air from any direction.

Included Moscow Airports

As noted also included in the scenery are seven airports and several helipads.

UUWW Vnukovo

The futuristic Vnukovo International is very good for a lite version, with great terminals and lots of small detailing. Only thing missing is the static aircraft and a bit more ramp equipment, but otherwise it is highly usable.

UUDD Domodedovo

The oldest of Moscow's International airports is Domodedovo. Again it is quite devoid of static aircraft and I am not crazy about the blue terminal glass work, but it is still a very workable scenery to use and has a lot of well made objects.

UUBW Zhukovsky

Zhukovsky was a major aircraft testing facility since the  cold war years, with most of the major Russian Experimental Design Bureau's having facilities here. It is also now used by the Ministry of Emergency Situations! and cargo carriers. It was also used as a test site for the Soviet Buran  reusable Spacecraft because it has the world's second longest pubic runway at at 5,402 m (17,723 ft). Mostly it is a collection of very large hangars but has a lot of static aircraft in storage.

UUMO Ostafyevo International Business Airport

A former military airbase. Ostafyevo features a new modern glass terminal, and caters primarily to business aviation.

UUMU Chkalovsky

Chkalovsky is a military logistics airport that is famous for it's support for the Russian Space program and transport to Star City and the Yuri A. Gagarin State Scientific Research-and-Testing Cosmonaut Training Center. Yuri Gagarin left here on his final flight before crashing by the town of Kirzhach.

UUBM Myachkovo Airport

Myachkovo is a small General Aviation Airport that is owned by the Finpromko company. Cargo aircraft up to the size of the Ilyushin ll-76 freighter can also use the airport.

UUMB Kubinka

Kubinka has been a significant Russian military airbase and large airshows are held here to show off the Russian military might.

There is also provided UUU1 Kremlin Airport, within the Kremlin walls, but I couldn't get it to work? There are two pads in H1 and H2.

Your first thoughts after reviewing this excellent Moscow scenery is not with this actual package. You then wish that you could have this extensive scenery at London, Rome, Madrid, Berlin and the list could go on with any of your favorite European Cities, and don't count a load in the Middle East and Asia. But a London scenery like this would certainly be a godsend in our X-Plane world. Drzewiecki Design has already done Warsaw and Manhattan, so there is always hope.

It is not cheap either and you need to add in their UUEE Sheremetyevo scenery package on top of that as well. But you get an awful lot of ground covered here for your money, with the area covered here that is extensive...  huge and flying into Moscow will never be the same again.

A few areas to note in one that in my case a few of the buildings floated, the download is huge load at 1.4gb and this Russian area is not the best for navigation aids and programming FMS units as most waypoints are not recognised. Most of the airports ILS coordinates also have to checked and recalibrated (Drzewiecki Design do provide all the correct coordinates) so there is a little work to do to set up repeat services but the work is worth the results.

Not only is the actual Moscow city and all it's buildings supported, you also get seven (if lite versions) of Moscow's other airports included as well, but the framerate processing of all this huge amount of objects and scale is pretty good to excellent. Framerate does hurt more on a lower (helicopter) level and certainly you need a computer with a little extra power is in no doubt required, but overall for the size of the area the scenery is extremely efficient.

Yes I was impressed by this Moscow City Scenery, as this once very barren area of X-Plane is now a very attractive repeat destination as nothing can give you a greater fulfilment than seeing your destination appear in the distance and then give you a huge visual experience as you fly over and approach your destination.

Moscow City certainly delivers that and more...  Just more sceneries like this please!

Moscow City XP by Drzewiecki Design is NOW available! from the X-Plane.Org Store here :

• Extremely detailed model of Moscow metropolitan area in Russia
• Almost 2000 custom-made buildings and other objects, all high quality, FPS-friendly and with night textures
• Whole Moscow center done in 3D as well as all other important landmarks - museums, palaces, skyscrapers, towers, bridges, railway stations, Zara stores...
• Trains, ships, 3D people, cars, airport vehicles, static aircraft - anything you can imagine
• About 4000 sq.km of photoreal 0,5-1m/pix terrain with autogen
• Sceneries of all surrounding airports including UUWW Vnukovo, UUDD Domodedovo, UUBW Zhukovski, UUMO Ostafyevo, UUBM Myachkovo and UUMB Kubinka, with all airport buildings, detailed layouts, people, airport vehicles and more
• Very detailed Kremlin model with newly constructed heliport

Requirements

_____________________________________________________________________________________

Installation and documents:

Download for the Moscow City XP is 1.47gb and the unzipped file is deposited in the "Custom Scenery" as four files:

DDZ Moscow City XP (3.99gb) - Yes GIGABYTES!

DDZ Moscow City XP Layer 2 (30.20mb)

DDZ Moscow City XP Documents (1.0 mb)

ZZZ_DDZ Moscow City XP Terrain (20.10mb)

Installation for Windows comes with an .exe installer that deposits the files in the correct order required (however I still moved the ZZZ- folder to the bottom via the INI text install list.

Installation Instructions are provided for Mac and Linux

You need to check all airports ILS coordinates are correct, instructions are provided.

Documents: Two documents include

Moscow City XP MacLinuxinstall

Moscow City XP Manual (seven pages)

Review System Specifications:

Computer System : Windows  - Intel Core i7 6700K CPU 4.00GHz / 64bit - 16 Gb single 1067 Mhz DDR4 2133 - GeForce GTX 980/SSE2 - Samsung Evo 512gb SSD 

Software :   - Windows 10 - X-Plane 10 Global ver 10.50

Addons : Saitek x52 Pro system Joystick and Throttle : Sound - Bose  Soundlink Mini

Plugins: JARDesign Ground Handling Deluxe US$14.95 : WorldTraffic US$29.95

Scenery or Aircraft

- Airbus A320neo by JARDesign ( X-Plane.OrgStore ) - US$59.95 : A320neo Sound Packs by Blue Sky Star Simulations ( X-Plane.OrgStore ) - US$19.95

- Bell 407 by Dreamfoil Creations ( X-Plane.OrgStore ) - US$34.95

Link to comment

Share on other sites.

• 7 months later...

Thank you for this very thorough (as always) review. I just bought it (it's on sale) and have only one disappointment so far: Red Square has no ILS or any landing aids at all for that matter. And what a nightmare of an approach! Also I was hoping the package would include an add-on that gives my c172 a big cup holder for my Stoli. Otherwise the scenery is gorgeous. What a country!

Join the conversation

You can post now and register later. If you have an account, sign in now to post with your account. Note: Your post will require moderator approval before it will be visible.

×   Pasted as rich text.    Paste as plain text instead

  Only 75 emoji are allowed.

×   Your link has been automatically embedded.    Display as a link instead

×   Your previous content has been restored.    Clear editor

×   You cannot paste images directly. Upload or insert images from URL.

• Insert image from URL
• Submit Reply

Recently Browsing    0 members

• No registered users viewing this page.
• Existing user? Sign In
• General Aviation
• Helicopters
• Classic Aircraft
• Plugins/Apps and Simulator Addons
• Behind The Screen
• Forums Index
• Create New...

• International edition
• Australia edition
• Europe edition

Moscow City Symphony-Russian Philharmonic/Dmitri Jurowski – review

G lorying in a name that seems to have been chosen by a very large committee, the Moscow City Symphony-Russian Philharmonic is a smart modern orchestra based in the city's glitzy modern concert hall . Judging by its London debut, however, it is old-school where it counts.

Its chief conductor is Dmitri Jurowski , and his appearance meant there would be a Jurowski on the Festival Hall podium four times in a week; big brother Vladimir was in the audience to cheer him on. The programme was Russian and proud. Extracts from Prokofiev's ballet Cinderella immediately introduced a distinctive sound, soft-edged but hefty, with well-blended strings underpinned by weighty low woodwind; the rasp of the bass clarinet and contrabassoon were to become gratifyingly familiar sounds.

But not so much in Prokofiev's Third Piano Concerto, in which the orchestra seemed to be consciously ceding focus to Alexander Ghindin 's piano playing. While Ghindin was all offhand, unfussy brilliance, the orchestra were neat and contained – except, that is, for the opening of the slow movement, when the flute phrasing made the melody sound positively flirty, and Ghindin responded in smooth, almost louche style. His encore, Rachmaninov's G minor Prelude, whizzed by in a flurry of sonorous chords, but the richness with which he brought out the secondary melodies in the middle section spoke of attention to detail worn lightly.

That was just a taster for the main Rachmaninov event – the colossus that is the Symphony No 2, approached by Jurowski with a certain lightness of touch and all the better for it. It was because he began the third movement so gently and at so flowing a pace that he was able to make such an impact with the sense of stillness after its climax. The second movement was crisp, the finale buoyant – and the encore, the Infernal Dance from Stravinsky's Firebird, was a flamboyant signoff from an orchestra confident of hitting its mark.

• Classical music

Comments (…)

Most viewed.