In this article, we use so-called affiliate links. With every purchase through these links, we receive a commission from the merchant. All relevant referral links are marked with . Learn more.
With six stage wins, the Madone was by far the most successful racing bike at this year's Giro d'Italia. The Lidl Trek pros around Mads Pedersen rode an exclusive top version, but regardless of the Grand Tour design, the mid-range model can also claim to be one of the more eye-catching competition bikes on the market at the moment.
Visually striking frame of the Trek Madone SL 7
This is due to the almost sculptural-looking construction on the seat tube, which the Americans refer to as "Isoflow". The cut-out in the rear triangle already characterised the predecessor, but otherwise the current race model no longer shares many similarities with the former aero racing bike. The emancipation into a versatile all-rounder is linked to the demise of the Émonda. Trek removed the lightweight carbon model from its range as there was hardly any demand for it from professionals. The US manufacturer also put the eighth generation of the Madone on a diet, making it as light as the Émonda and the better choice in many riding situations. However, this only applies to the SL 7 to a limited extent.
Heavy and aerodynamic weaknesses
At around 1,500 grams, the frameset doesn't need to hide from the competition, but the heavy wheelset from Bontrager's own brand pushes the weight upwards. On steep terrain, the Madone SL 7 has to leave a gap to the up to 700 gram lighter candidates from the Ultegra class. With the Bianchi, only one model was heavier on the scales. And the aerodynamics?
The Trek also has to put up with criticism in this discipline. After the professional machine with 216 watts for 45 km/h fell short of both expectations and its predecessor, the test version added a further five watts. In comparison, this is once again only enough for a lower place; the last top model of the Émonda did not perform much slower in the wind tunnel.
More competition bikes under 7,000 euros in the test:
No weaknesses in rigidity
The speed deficit compared to the SLR 9, which is more than twice as expensive, is mainly due to the slower handlebar/stem combination. The tuning potential is limited, as the SL 7 requires significantly more pedalling power than the most streamlined models under € 7,000, even with faster wheels. In contrast to an early test bike with a higher frame, the current model has no weaknesses in terms of stiffness.
Despite the simpler carbon quality, the chassis reaches the level of the top bikes and stays on track even at high speeds. Thanks to the first-class bottom bracket stiffness, power can be efficiently transferred to the road. Whether the better measured values are due to the different frame sizes or to fluctuations in production is impossible to judge. The greatest strength of the Madone compared to the sometimes tough competition is the high level of riding comfort. Thanks to the "Isoflow" technology, the seat dome and seat post can move freely compared to conventional designs, which means that the suspension travel is above average.
Special gearbox on board
Vibrations are felt more directly on the carbon handlebars, but the SL 7 still cuts a fine figure even on loose surfaces and fulfils the requirements of an all-rounder in this category. Unusual in the race category, but interesting for hobby riders, is the choice of gearing. Like Bianchi and Wilier, Trek uses a compact crankset, but unlike the Italian brands, it is combined with a cassette suitable for mountain biking.
In the lowest gear, a 1:1 ratio can be realised, which makes climbing easier despite the high overall weight. The SLR versions have a tighter gear ratio and are therefore more suitable for ambitious riders. Compared to the fairly priced Trek Madone SL 7, however, you will have to budget for a surcharge of at least € 2,500. Three equipment variants (from €3,499) are priced below the test bike, but leave an even bigger gap to the Lidl Trek bike in terms of weight and aerodynamics.
Trek Madone SL 7: Info & technical data
- Price: 6499 Euro >> available here
- Weight of complete wheel: 8 kilos
- Frame sizes: XS, S, M, ML, L, XL (test size greased)
- TOUR grade: 2,3
Geometry
- Seat/top/head tube: 469/545/125 millimetres
- Stack/Reach/STR: 549/383 millimetres/1.43
- Stack+/Reach+/STR+: 609/569 millimetres/1.07
- Wheelbase/caster: 980/65 millimetres
Equipment
- Drive/gear shift: Shimano Ultegra (2x12; 50/34, 11-34 t.) | Shimano Ultegra (2x12; 50/34, 11-34 t.) Grade: 1.0
- Brakes: Shimano Ultegra (160/160 mm) | Grade: 1.0
- Tyres: Bontrager R3 TLR 28 mm (eff.: 28 mm) | Grade: 1.0
- Impellers: Bontrager Aeolus Pro 51
- Impeller weights: 1,336/1,824 grams (f./h.)
Measured values
- Weight of complete wheel: 7,950 grammes | Grade: 3.0
- Aerodynamics: 221 Watt | Grade: 3.0
- Driving stability: 8.1 N/mm | Grade: 1.7
- Rear comfort: 139 N/mm | Grade: 2.0
- Comfort front: 92 N/mm | Grade: 2.7
- Ride/ bottom bracket stiffness: 58 N/mm | Grade: 1.3
Advantages and disadvantages of the Trek Madone SL 7
- Plus: Good rear comfort, striking frame design
- Minus: High total weight, poor aerodynamics
How TOUR tests
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 1,000 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 of the total score): 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 of the total score): 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 of the total score): 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 of the overall score): A measure of compliance in the event of 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 of the overall score): 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 of the total score): 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 of the overall score): 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 assessed, but the function of the interaction between the brake body, pads and discs: How well can the brakes be modulated? How durable are the brakes, how long are the braking distances?
tyres (5 percent of the overall score): Rolling resistance and grip are evaluated - if known from one of our independent tyre tests or based on driving impressions. The overall score is calculated arithmetically from the differently weighted individual scores (percentages in brackets). It primarily expresses the sporty qualities of the tyre.
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
