Trek said goodbye to its previous model strategy for last year's Tour de France. Since then, the eighth generation of the Madone SLR has taken the place of the race all-rounder, which aims to combine the lightweight construction of the discontinued Émonda SLR with the aerodynamic quality of its predecessor. With the junction between the top tube and seat tube known as the "Isoflow", it also has a striking unique selling point.
The Trek Madone SLR 9 AXS in the lab
After testing the more favourable SL 7 we were all the more excited about the exclusive SLR 9, which, apart from the tyres, is the same as the Lidl Trek professionals' work equipment. However, our high expectations were quickly dampened. The Trek is particularly disappointing in the wind tunnel: at 216 watts, it lags behind the top competition, and compared to the seventh generation, nine watts more are needed to overcome its own air resistance at 45 km/h. Even with faster wheels, the Madone retains the red lantern in the aero rating. The all-rounder is more competitive in terms of weight, but also leaves a gap to the lightest racing bikes in this discipline due to its relatively heavy wheels. The higher carbon quality compared to the SL series results in a slightly stiffer frameset. However, the SLR 9's greatest strength is its damping.
How the Trek MAdone SLR 9 AXS rides in the field test
With almost eight millimetres of travel at the rear, the Trek is one of the most comfortable race bikes. Voluminous tyres reinforce the effect, which means that the Madone doesn't even stop at gravel tracks. A true all-rounder.
Conclusion on the Trek Madone SLR 9 AXS aero bike
Overall, the manoeuvrable Trek Madone is still one of the absolute top bikes and deserves its place among the best competition bikes. Nevertheless, it loses a little of its connection to the absolute top. In terms of price, however, the SLR continues to play in the upper class. It starts at 9499 euros. With iridescent effect paintwork, it costs more than 18,000 euros, more than five times as much as the cheapest SL base model.
The most important information about the Trek Madone SLR 9 AXS
- Price: 13,999 Euro
- Weight of complete wheel: 7.1 kilos
- Aerodynamics: 216 watts
- Frame sizes: XS, S, M, ML, L, XL (test size greased)
- TOUR grade: 1,9
Geometry data
- Seat/top/head tube: 505/555/140 millimetres
- Stack/Reach/STR: 569/382 millimetres/1.49
- Stack+/Reach+/STR+: 624/582 millimetres/1.07
- Wheelbase/caster: 980/59 millimetres
Equipment of the racing bike
- Drive/gear shift: SRAM Red AXS (2x12; 48/35, 10-33 t., PM) | Grade: 1.0
- Brakes: SRAM Red HRD (160/160 mm) | Grade: 1.0
- Tyres: Pirelli P Zero Race TLR 28 mm (eff.: 31 mm) | Grade: 1.0
- Impellers: Bontrager Aeolus RSL 51
- Impeller weights: 1280/1520 grams (front/rear)
Measured values of the Trek Madone SLR 9 AXS
- Weight of complete wheel: 7120 grammes | Grade: 2.0
- Air resistance: 216 Watt | Grade: 2.3
- Front stiffness: 8.3 N/mm | Grade: 1.7
- Bottom bracket stiffness: 54 N/mm | Grade: 2.0
- Rear comfort: 134 N/mm | Grade: 2.0
- Comfort front: 96 N/mm | Grade: 2.7
Advantages & disadvantages
- Plus: Very good rear comfort
- Minus: weak aero performance, heavy wheelset
The 13 racers in the comparison
How our sister magazine TOUR tests road bikes
Weight (25 per cent of the overall grade): The weighed complete wheel weight in the standardised test wheel size of 56-57 centimetres counts for the evaluation. However, we also show the wheel weights for orientation purposes. The grading scale is designed so that the physical effect of weight and aerodynamics on the average speed is comparable for an average route profile of 1000 metres in altitude per 100 kilometres. For orientation: The aerodynamic optimisation of the bike can compensate for up to almost four kilograms of weight on such a route. Simultaneous top marks in weight AND aerodynamics are mutually exclusive, but there are racing bikes that find a very good compromise. If the route is more hilly than our reference route, weight becomes more important; if the route is flatter, aerodynamics become more important.
Air resistance (25 per cent): Dynamically measured in the wind tunnel, with TOUR dummy, rotating wheels, moving legs and over a wide range of flow angles. Summarised to an aerodynamic grade for typical environmental conditions.
Front stiffness (10 per cent): Important parameter for steering precision and confidence in the bike at high speeds, determined in the TOUR laboratory. The overall stiffness is determined on the fully assembled frame set, i.e. including the fork. The stiffness values are capped. The aim is not an infinitely stiff frame, but one that is sufficiently stable to ride.
Bottom bracket stiffness (10 per cent): Reveals how much the frame yields under hard pedalling, for example when sprinting. This measurement also takes place in the TOUR laboratory, with realistic clamping, in which the frame can deform as it would when riding.
Rear comfort (10 per cent): A measure of compliance under road shocks, measured in the TOUR laboratory. A suspension travel is measured when the seatpost is loaded. The measured value correlates very well with the riding impressions and the feeling of comfort. Good marks also mean decent riding dynamics, which have a positive effect on speed on poor roads.
Comfort Front (5 per cent): The deformation of the handlebars under load is determined in the same way as for the rear. A good score means a lot of suspension comfort, which takes the strain off your hands on long rides. However, strong sprinters who want a lot of stiffness should look for stiff handlebars.
Switching (5 per cent): The shifting characteristics are determined in the driving test. It is not the price or the quality impression of individual components that is assessed, but exclusively the function of the entire gearbox. For example, the cable routing, the quality of the cables and the mounted chain also play a role.
Brakes (5 per cent): As with shifting, the test on the road also counts here, and the experience from our countless tests of brakes is also incorporated into the assessment. It is not the component itself that is evaluated, but the function of the interaction between brake body, pads, rims or discs and cables as well as cable routing: How well can the brakes be modulated? How durable are the brakes, how long are the braking distances?
tyres (5 percent): Rolling resistance and grip are evaluated - as far as known from one of our independent tyre tests or on the basis of driving impressions.
The overall score is calculated arithmetically from the individual scores weighted differently (percentages in brackets). It primarily expresses the sporting qualities of the bike.
Jens Klötzer
Editor
