trek isospeed technology

What is Trek IsoSpeed Technology?

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

Technology in Short

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

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

What is Trek IsoSpeed?​

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

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

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

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

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

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

Does Trek Isospeed Work & How Has It Reviewed?

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

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

2018 Trek Domane SL 5 Review

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

2018 Trek Madone SLR 9 Disc Review

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

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

Cycling Weekly

2018 Trek Boone RSL Review

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

CX Magazine

2020 Trek Domane SLR First Ride Review

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

Are There any Known issues with Trek IsoSpeed?

Headset Creaking

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

Cable Rattle

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

Bearing Maintenance

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

One reply on “ What is Trek IsoSpeed Technology? “

Charles Cox

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

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Smooth operator: Trek Domane SLR 9 eTap review

Trek has simplified its endurance frame and put it on a diet for a more enjoyable ride. .

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 .

When VeloNews made the third generation Trek Domane its 2019 bike of the year , it was because the endurance model delivered speed, comfort, versatility, and integration with a purpose.

In 2022, with the release of a brand new fourth-generation Domane, all those things still hold true — but now it’s even lighter and faster.

Also read:  Trek releases significantly lighter Domane SL and SLR

What is the Domane all about?

The Domane is Trek’s endurance bike developed originally to tackle the cobbles of Paris-Roubaix. To do that, Trek developed a technology called IsoSpeed which decouples the top tube from the seat tube, building flex into the frame for a more comfortable ride without making the bike feel like a wet noodle. Trek has also always included large tire clearance for an additional comfort benefit.  

And in an era where the adjective “versatile” gets thrown around readily, the Domane is truly a versatile machine thanks to 38c tire clearance. It’s about 90 percent of the way to being a gravel bike, only lacking a handful more millimeters of clearance for chunkier tires for harder routes. Hidden fender mounts and hidden storage inside the downtube, as well as the addition of top tube bag mounts, only add to this bike’s ability to adapt to whatever is needed.

The Domane also features an endurance geometry that puts riders in a more upright position for all-day comfort.  

Also read:  Canyon unveils 5th generation Ultimate road bike

What’s changed

Everything you need to know about the fourth generation Domane is in this full rundown , but broadly the SL and SLR models have three changes.

The most significant is an update to that IsoSpeed technology at the core of the Domane’s identity. Last time around, Trek had made this adjustable. But upon realizing that most people set the decoupler and forget it, the brand decided to set the IsoSpeed permanently fixed at the most compliant setting and remove the adjustability, saving a significant chunk of grams — on the order of several hundred — from the frame. Trek has also dropped the front IsoSpeed, noting that it had become superfluous with the performance of wide tubeless tires.

Thanks to specification changes, the high-end SLR version drops another 400 grams from the entire build, bringing the savings to a significant 700 grams. The bike didn’t feel particularly weighed down last time around, but low weight was definitely something it didn’t compete on with other endurance models on the market.  

Secondly, the aero Kammtail tube shapes introduced in the previous generation have been further refined providing an additional aero advantage on a bike that already felt fast.

And third, there is a new integrated cockpit that makes for tidier cable routing through the headtube while maintaining ease of access to cables for maintenance.  

The test bike

I had the opportunity to put some miles in on the top-end SLR 9 eTap model, which comes equipped with SRAM Red eTap.

Price as tested : $13,199

Weight (Size 54 without pedals or bottle cages): 7.8kg (17.20 lbs)

Specification : SRAM Red eTap AXS (46/33T chainrings, 10-33T cassette); Bontrager Aeolus RSL 37 wheels; 32mm Bontrager R3 tires; Bontrager Verse Pro saddle; Bontrager Pro IsoCore VR-SF handlebar

The Domane already excelled in its previous iteration, if our praise for the third generation model wasn’t clear enough. Now it has taken another measurable step forward by maintaining the features that made it great while improving those couple of key areas of weight and speed.

Sure, you could argue that Trek has gone forward by simply removing a feature it once touted, adjustable IsoSpeed, and that’s certainly not wrong. But it’s a change that results in the same compliance as before while addressing one of the few downsides of the frame: weight.

The SLR version is down an impressive 700 grams (1.5 pounds) over the last generation, and it makes a difference on climbs as well as how responsive the bike feels. All those extra grams were holding the Domane back.  

And while the generation four Domane doesn’t rank among the liveliest of bikes — most endurance bikes would be hard pressed to —   it’s not sluggish either. Stocking lightweight Bontrager Aeolus RSL 37 wheels, a favorite of mine, also helps keep the bike light and contributes to quicker acceleration.

However, its overall weight could still be a turn-off for some riders who are not interested in spending over $13,000 on a bike that doesn’t crack 17 pounds. If you’re riding climbs all day, that’s a valid concern. For most other people who tackle shorter climbs and rolling terrain mixed in with flats, the weight is less noticeable and the comfort benefits and smooth ride will likely outweigh any concerns.  

Smooth operator

Born on the cobbles of northern France and Flanders, IsoSpeed continues to be more than at home taking on local potholes. I certainly looked like an idiot weaving around back country roads to hit every single road imperfection in my path, even veering into the rumble strip on the shoulder at times, but in the absence of cobbles, I had to get a feel for just how well this bike handles rough terrain: extremely well.

The tubeless 32mm tires and IsoSpeed team up for a one-two punch that both minimizes the buzz from road vibrations and also takes the edge off of large hits from potholes. Running about 50/52 PSI front/rear for my 150-pound frame helped me take full advantage of the 32mm Bontrager R3 tires that come stock on the bike.

The level of smoothness on the Domane continues to impress, creating an experience akin to being chauffeured around in a luxury sedan. It absorbs all road vibrations, operates quietly, and accelerates on flats deceptively quickly. Building on that comparison, will it be as nimble as a sports car? Not quite. But it’s still plenty fast, fun to drive, and excels at what it sets out to do.  

I will be in for a rude awakening after returning to a road bike without IsoSpeed and now seemingly small 28mm tires. The Domane creates a tangible change in your riding habits after a while. It absorbs all the minor road bumps and imperfections that you might ordinarily try to avoid, allowing you to just ride through anything. It’s a little like going from a gravel bike to a mountain bike with suspension — it changes the things you need to be concerned about rolling over on the road. Large potholes you will of course still feel with the Domane, but the total effect from the road is largely muted.  

Increased confidence

That smoothness has another important benefit beyond speed: confidence.  

Descending on the Domane brought about a heightened feeling of security and stability on the road. It picks up speed deceptively quickly thanks in part to those Kammtail aero improvements mentioned earlier. But once at speed, especially on descents, it is so stable and rolls so smoothly that you end up not feeling like you’re going fast at all, even when you’ve just about spun out the drivetrain. Road imperfections tend to get amplified at speed. The Domane simply renders those imperfections null.

Another testament to this bike’s aero prowess was my ability to roll away on a descent from a friend weighing 30 pounds more than me. Granted he didn’t have aero wheels — the Aeolus RSL 37 aero wheels certainly help — but still, the Domane is quick.

But maybe most impressive is that Trek has built this all into a bike that looks great. The overall look is even cleaner than before thanks to the integrated cockpit, making an already attractive bike even more so. You’ll have no qualms pulling this out of the shed day after day.

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devastating crash, evenepoel confirmed to be on track for tour de france\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"marianne vos lunges by celebrating lorena wiebes to nab amstel gold race women","url":"https:\/\/velo.outsideonline.com\/road\/road-racing\/marianne-vos-lunges-past-lorena-wiebes-to-nab-amstel-gold-race-women\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/marianne-vos-lunges-past-lorena-wiebes-to-nab-amstel-gold-race-women\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"marianne vos lunges by celebrating lorena wiebes to nab amstel gold race women\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/marianne-vos-lunges-past-lorena-wiebes-to-nab-amstel-gold-race-women\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"marianne vos lunges by celebrating lorena wiebes to nab amstel gold race women\"}}\u0027>\n marianne vos lunges by celebrating lorena wiebes to nab amstel gold race women\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"review: the bontrager girona rsl gravel tire is an excellent all-rounder","url":"https:\/\/velo.outsideonline.com\/gravel\/gravel-gear\/review-bontrager-girona-rsl-gravel-tire\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/gravel\/gravel-gear\/review-bontrager-girona-rsl-gravel-tire\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"review: the bontrager girona rsl gravel tire is an excellent all-rounder\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/gravel\/gravel-gear\/review-bontrager-girona-rsl-gravel-tire\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"review: the bontrager girona rsl gravel tire is an excellent all-rounder\"}}\u0027>\n review: the bontrager girona rsl gravel tire is an excellent all-rounder\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"aero bikes, ambushes, and stacks of snacks: how the classics peloton shattered speed records all spring","url":"https:\/\/velo.outsideonline.com\/road\/road-racing\/aero-bikes-ambushes-and-stacks-of-snacks-how-the-classics-peloton-shattered-speed-records-all-spring\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/aero-bikes-ambushes-and-stacks-of-snacks-how-the-classics-peloton-shattered-speed-records-all-spring\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"aero bikes, ambushes, and stacks of snacks: how the classics peloton shattered speed records all spring\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/aero-bikes-ambushes-and-stacks-of-snacks-how-the-classics-peloton-shattered-speed-records-all-spring\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"aero bikes, ambushes, and stacks of snacks: how the classics peloton shattered speed records all spring\"}}\u0027>\n aero bikes, ambushes, and stacks of snacks: how the classics peloton shattered speed records all spring\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"results: lauren de crescenzo and keegan swenson win the growler at levi\u2019s gran fondo","url":"https:\/\/velo.outsideonline.com\/road\/road-racing\/results-lauren-de-crescenzo-and-keegan-swenson-win-the-growler-at-levis-gran-fondo\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/results-lauren-de-crescenzo-and-keegan-swenson-win-the-growler-at-levis-gran-fondo\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"results: lauren de crescenzo and keegan swenson win the growler at levi\u2019s gran fondo\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/results-lauren-de-crescenzo-and-keegan-swenson-win-the-growler-at-levis-gran-fondo\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"results: lauren de crescenzo and keegan swenson win the growler at levi\u2019s gran fondo\"}}\u0027>\n results: lauren de crescenzo and keegan swenson win the growler at levi\u2019s gran fondo\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"meet andrew august: the american rider is the youngest-ever worldtour pro","url":"https:\/\/velo.outsideonline.com\/road\/road-racing\/diamond-in-the-rough-youngest-ever-worldtour-pro-andrew-august-soaking-it-in-during-rookie-rollout\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/diamond-in-the-rough-youngest-ever-worldtour-pro-andrew-august-soaking-it-in-during-rookie-rollout\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"meet andrew august: the american rider is the youngest-ever worldtour pro\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/diamond-in-the-rough-youngest-ever-worldtour-pro-andrew-august-soaking-it-in-during-rookie-rollout\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"meet andrew august: the american rider is the youngest-ever worldtour pro\"}}\u0027>\n meet andrew august: the american rider is the youngest-ever worldtour pro\n \n \n \n \n \n\n \n \n \n \n \n\n \n "}]' > >", "name": "footer-menu", "type": "link"}}'>advertise >", "name": "footer-menu", "type": "link"}}'>privacy policy >", "name": "footer-menu", "type": "link"}}'>contact >", "name": "footer-menu", "type": "link"}}'>careers >", "name": "footer-menu", "type": "link"}}'>terms of use >", "name": "footer-menu", "type": "link"}}'>site map >", "name": "footer-menu", "type": "link"}}'>my newsletters manage cookie preferences privacy request healthy 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Trek Domane SL 6 review

The versatile and comfortable Trek Domane SL 6 put to the test

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The Trek Domane SL 6 is a do-it-all bike that offers amazing comfort over long distances. It may not be the most sprightly bike out there, but it's a versatile machine that won't let you down, and comes with a great spec at a competitive price.

Comfortable

Slightly sluggish on steep hills

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.

The Trek Domane SL 6 enters Editor's Choice 2019 thanks to its superb versatility and great spec that provides comfort over any endurance ride. I've done century rides, touring rides and fast paced group rides with the Domane SL 6 never letting me down. A reliable bike that is a pleasure to ride, the Domane SL 6 is well worth it's place in this year's Editor's Choice.

The Trek Domane SL 6 is a very different kind of bike to the super-stiff frame and racey geometry I'd usually choose to ride. It's endurance setup and all-round capabilities won me over though and I was left hugely impressed after putting in a lot of miles on it.

>>> Best road bikes

>>> Buy now: Trek Domane SL 6 at Evans Cycles for £3200

The Domane is Trek's endurance offering, with its ride-smoothing IsoSpeed frame technology the unique selling point over other brands. The SL 6 is the mid-range offering, retailing at £3,200 with the most expensive version (the SLR 9) retailing at over £9,500.

The front and rear IsoSpeed is certainly the most noticeable thing when first riding the bike. Coming from a super-stiff frame, it's instantly noticeable how forgiving this bike is over rough roads and was perfect for the varying quality of British lanes in the early winter.

The IsoSpeed decouplers sit at the rear of the top tube and in the head tube, but unlike the higher end models in the Domane range you aren't able to adjust the rear IsoSpeed for more stiffness or more comfort on the SL 6. It would be a nice option to be able to adjust the bike to the style of riding your doing, but the comfort offered here on the fixed setting felt great nonetheless.

One concern ahead of riding the SL 6 was whether the dampening technology would compromise any power transfer or how fast the bike would feel. The SL 6 carbon fibre frame has some quite bulky tubes, and was responsive to seated and sprint efforts along the flats and draggy inclines. The aerodynamic shaping of the tubing also added to that feel.

Really steep climbs with efforts out of the saddle was the bike's weakest point however. It didn't feel sprightly - particularly in comparison to the Specialized Tarmac and Giant TCR I'd just ridden - and wasn't inspiring any attacking on the harsh ramps. But the Domane isn't really designed for that, though it features a wide range of gearing (50/34 at the front with 11-34 rear) that did allow me to get over anything with no trouble.

The best thing about this bike is definitely it's versatility. I used it for short commutes, long weekend rides, some short fast rides and even for multi-day touring. Trek has helped this feeling of versatility by building in neat features like the down tube storage compartment for your tubes, tyre levers and CO2 canisters, as well as built in mounts front and rear for Bontrager lights; all great touches that helped on those long rides and while touring.

Wheels can often be a mixed bag at this sort of price range, but I was impressed by the Bontrager Paradigm Comp 25 wheels provided on the Domane SL 6. With a rim width of 25mm, the wheels came shod with 32mm tubeless Bontrager R2 Hard-Case Lite tyres that I thought rolled really well and felt plenty fast considering their size and shallow rim depth. Moreover, the wheels felt stable and robust, adding to the comfort factor for endurance riding. I had no punctures or issues with the wheels at all over hundreds of miles of testing. The frame also allows you to add up to 38mm tyres if you want to as well as mud guards, perfect for winter or taking the bike over cobbles or light gravel paths.

The SL 6 comes with mechanical Shimano Ultegra R8000 which as usual performed brilliantly with crisp and reliable shifting. The bike uses flat-mount Ultegra hydraulic disc brakes which really added to the feel on long or technical descents.

In terms of value I think the Domane SL 6 is in the expected range for what its offering, coming in £200 cheaper than the comparable Specialized Roubaix Comp for example. Although this isn't the kind of bike I would usually ride, I was genuinely taken with what the SL 6 offered with it's all-round capabilities.

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Follow on Twitter: @richwindy

Richard is digital editor of Cycling Weekly. Joining the team in 2013, Richard became editor of the website in 2014 and coordinates site content and strategy, leading the news team in coverage of the world's biggest races and working with the tech editor to deliver comprehensive buying guides, reviews, and the latest product news.

An occasional racer, Richard spends most of his time preparing for long-distance touring rides these days, or getting out to the Surrey Hills on the weekend on his Specialized Tarmac SL6 (with an obligatory pub stop of course).

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

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Trek Boone 5 Disc first look

Trek tidies up a few details and pushes maximum tech to its top-shelf carbon cyclocross race rig

This article first appeared on BikeRadar .

Gallery: Sven Nys' Trek Boone 9

Trek Boone 7 Disc review

The six best tested 2018 cyclo-cross bikes

Katie Compton's Trek Boone Disc

Trek's recently launched Boone introduces new frame shapes, new cable management and thru-axles, but most importantly its proprietary IsoSpeed decoupling system is now found on the front end.

• The best cyclocross bikes we've tested this year
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• The new Trek Crockett looks perfect for privateer cyclocross racers

2018 Trek Boone 5 Disc specifications

• Frame: 600 Series OCLV carbon w/ IsoSpeed (flatmount; 12x142)
• Fork: Trek IsoSpeed Cross (flatmount; 12x100)
• Drivetrain: SRAM Rival 1
• Bottom bracket: BB90
• Wheels: Bontrager TLR
• Tyres: Bontrager CX3 Team Issue 32mm (120tpi)
• Saddle: Bontrager Montrose Comp
• Size options: 49/50, 52, 54, 56, 58, 61
• Weight (size 56): 18.05 lbs / 8.39 kg
• Price: £2,800 / $3,299

Like the previous edition of the Boone, Trek employs the IsoSpeed decoupler technology to the seat tube

In search of speed

Despite seeing professional racers riding the Boone last season, Trek delayed the Boone's release until the product satisfied its own standards, which included the watchful eyes of Sven Nys and Katie Compton.

This meant Trek retailers weren't seeing framesets in August 2017, with complete bikes hitting the showroom floor in October.

Compared to the previous-generation Boone , Trek claims the entire bike has seen an overhaul. Trek's road product marketing manager Tony Lemke lays it out cleanly: "new front IsoSpeed, 12mm thru-axles (front and rear), new frame shapes, new control centre in the down tube, but same geometry as before."

The new tube shapes were required to accommodate the front-end addition of IsoSpeed, but Trek went further and removed the braze-on front derailleur mount. Due to the uniqueness of the seat tube shape, the new clamp is proprietary to Trek.

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The newest version of the bike neatly hides IsoSpeed technology in the front end of the bike

As exciting as new frame shapes and internal routing strategies might be, the real interest has to be the addition of IsoSpeed technology at the front end.

Trek pushed front IsoSpeed on the Domane , its staple endurance road bike, well over a year ago. While the rear end of the Domane (and previous-generation Boone) already possessed the decoupling technology at the seat tube cluster, the front lacked the same forgiveness.

With some fancy engineering at the fork, the technology was well-received on the Domane as a way to knock the edge off the cracks and potholes, which was already being managed by IsoSpeed on the rear end of the bike (and quite well).

The critical aspect of the IsoSpeed addition to the front is that it's quite subtle, at least that's my experience from the Domane. Of all the trends towards comfort on road and gravel bikes, IsoSpeed has to be tops — minimal weight penalty, easy to service (if needed at all), and it's easy on the eyes.

But it remains to be seen if a cyclocross bike benefits from the IsoSpeed technology on the front.

The complete package?

In addition to the updated IsoSpeed tech at the front, the Boone gets a new cable management system that complements natural lines of drivetrain and brake housing and keeps things tidy on the underside.

Trek product managers leverage the in-house Trek Precision Fit knowledge base by adding cockpit components that are truly ready to ride straight out the box. The Montrose Comp seat and Race VR-C handlebar accommodate a wide variety of riders and complement cyclocross riding.

Additionally, for those fortunate enough to have a Di2-equipped CX or gravel rig, the Boone possesses a clever internal battery mount at the down tube. While this may not speak to all riders due to the exclusivity of Di2, what it shows is an attention to detail, overall versatility, and upgrade potential.

As a final eye-catcher, like the Crockett , the Boone has a solution for the tedious task of removing and installing bottle cages between races and training days — introducing the CrossLock cage system.

Install the frame and cage mounts to their respective positions and mate them when training or remove them when racing. Clever.

The remaining componentry goes to SRAM with its budget-oriented, yet predictable and durable Rival 1x11 group. The Rival clutch rear derailleur and wide-narrow chainring system create such a dependable system that it can be difficult to rationalize more expensive kit, unless you've just got the cash and desperately seek the lightest machine you can get.

The past few months have proven busy putting the Best 'Cross Bikes of the Year to their paces — will the all-new Boone hold up against the challenging standard?

2018 Trek Boone 5 Disc price and availability

The 2018 Trek Boone 5 Disc, and other CX models, are currently available from Trek retailers worldwide for £2,800 / $3,299.

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Most Popular

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

The Trek Domane+ Flattens Hills and Conquers Headwinds

Ride faster, ride farther, and make hills smaller with this powerful e-road bike.

Price: $7,000 Weight: 37.89 lb. (claimed, 56cm) Style: Electric, drop-bar endurance road bike Drivetrain: 1x11 SRAM Force 1 Material : Carbon (500 Series OCLV) Tire clearance: 35mm Motor: Bosch Performance Speed, 350 watt, 63Nm, 28 mph Range: Up to 60 miles The right bike for: Pretty much anyone who wants a little e-assistance out there on the road

The 2019 Domane+ is the electric version of Trek’s popular Domane , a bike highly regarded for its ability to smooth out rough roads. It’s designed for riders who appreciate the reliable comfort of the Domane’s endurance geometry and IsoSpeed decoupler but want the additional fun and function of an electric assist. At just under a claimed 38 pounds, the Domane+ is lighter than more utilitarian e-bikes, like the Trek Super Commuter+ , which can weigh upward of 50 pounds. That said, it’s heavier than some of the newest entries in the electric road category, like the Orbea Gain, which use a smaller motor and battery system but also don’t have as powerful an assist. The Domane+ offers 350 watts of power, while Orbea’s Gain, for example, tops out at around 250 watts.

5 Trek Domane+ Features We Love

Powertube Battery

Bosch’s integrated 500Wh Powertube battery can be charged on and off the bike.

350-Watt Motor

A Bosch Performance Line Speed motor offers pedal assist up to 28 mph.

Integrated Lighting

Integrated front and rear lights are powered by the battery—no charge required.

IsoSpeed Technology

Trek’s decoupler technology in the seatpost makes rough terrain less likely to cause fatigue.

4 Assist Modes

Expect to get about 5o to 60 miles out of the Domane+ when it’s in Eco mode.

Given its smooth ride and powerful motor, the Domane+ is a serious contender to replace your car, especially for longer commutes. With four assist modes (Eco, Sport, Tour, and Turbo), it takes the sting out of hills and headwinds (max speed is 28 mph) and provides a range of 50 to 60 miles in Eco mode. Integrated front and rear lights make you visible day or night and—bonus!—you don’t have to charge them because they’re powered by the motor’s battery. Hidden fender mounts and clearance for up to 35mm tires mean the bike is ready for casual touring, group rides, and adventure outings on anything from pavement to gravel to rutted city roads.

It’s too soon to tell whether the U.S. market will embrace an electric road bike, but the overall e-bike market is booming—sales in the U.S. have doubled since 2016, says Jocelyn Vande Velde, Trek’s e-bike marketing manager. The company is betting that the Domane+ will appeal to anyone who wants to ratchet up the wheee! , as well as riders coming back from injury or illness, older athletes who still want to mix it up with a speedy group, and friends or couples with different fitness levels. Vande Velde says that Trek Travel will order a full Domane+ fleet for 2019, making its bike tours more accessible than ever to a wide range of riders.

Just One Domane+

While the Domane family is extensive (more than 20 models ranging from the $850 aluminum AL 2 to the nearly $12K carbon SLR 9 Disc eTap, not including Trek’s custom program, Project One), there is only one electric model for 2019. However, the drop-bar Trek CrossRip+ uses the same 350-watt Bosch Performance Speed motor on an aluminum frame with a similar drivetrain and hydraulic disc brakes for $4,200. The CrossRip+ is just a couple of pounds heavier than the Domane+, comes with rack and kickstand, and earned a Bicycling Gear of the Year designation for 2018.

Familiar Bosch Motor

The Domane+ uses a 350-watt Bosch Performance Line Speed motor with removable 500Wh Bosch Powertube battery. While the bike may be heavier than some other electric road bikes (the motor and battery add up to just under 15 pounds), the higher power output may appeal to riders who want a boost stronger than a brisk tailwind. Those extra watts, along with features like the integrated lighting and hidden fender mounts, make it a versatile choice that performs equally well on utilitarian and recreational adventures. Trek says the included 4-amp charger will take the battery to full in about three to four hours, and it can be charged on or off the bike.

Geometry Shared With Domane

The Domane+ is built on the same endurance road geometry as the regular Domane. That means a taller head tube for a more upright riding position and a longer wheelbase for greater stability. The bike also utilizes Trek’s proven IsoSpeed decoupler technology in the seatpost (but not in the fork like analog Domane), which makes rough terrain less likely to cause fatigue over long miles. In terms of construction, the company modified the carbon layup to accommodate the battery and motor. “Every bike model and size at Trek has a unique carbon fiber layup to optimize structure, ride quality, and weight,” says a spokesperson at Trek. “Domane+ is no different.”

SRAM 1x11 Drivetrain

The 1x11-speed SRAM Force 1 drivetrain and flat-mount hydraulic disc brakes make for easy shifting and reliable stopping in any conditions, and 35mm Schwalbe G-One Speed tires add cushiness off the pavement. The Bosch Purion Performance controller/display is easy to operate and read. Use the up and down arrow buttons to toggle through power modes. You can also view speed, trip distance, and real-time range estimates based on riding style and assist mode.

Riding the Domane+

I had the opportunity to preview the Domane+ at Trek headquarters in Waterloo, Wisconsin, during a short ride on local paved roads and some unpaved paths in Waterloo Firemen’s Park.

Despite sharing geometry and comfort features, the Domane+ feels different than its analog cousin. It’s simple physics: The added weight of the battery and motor, and their location (on the down tube and the bottom bracket, respectively), makes for distinct handling. Most notably, the front end feels so much lighter than the rest of the bike that, at first, it seemed to have a life of its own. And, at about twice the weight of a standard Domane, the e-version feels heavier overall. Still, the assist makes up for the extra heft, letting you accelerate quickly, slice through headwinds, and prance up steep climbs. On one steep hill, I cruised along in Turbo mode at 15 mph, much faster than I would have on an unassisted road bike, and easily matched someone who would have dropped me otherwise. It was still an effort, but much more manageable than riding a nonmotorized bike.

The Domane+ comes to life when you take it off the pavement: The burly tires and IsoSpeed technology gobble up bumps and provide stability, while the assist lets you hit speeds on gravel you might not achieve otherwise—leaving you with all the send-y feels. Shifting the 1x11-speed SRAM Force 1 drivetrain is a breeze, although the handlebar-mounted control unit requires you to move your hand to switch between assist modes. That’s not a huge deal, but it is a bit less convenient than on a road bike, especially when your hands are on the hoods or in the drops.

Overall, the bike is a blast to ride and straddles the territory between lighter e-road bikes and heavy electric utility bikes; it has the potential to be a real game changer for so many riders.

3 Great Cold-Weather Cycling Caps

SealSkinz Belgian Style

Wind- and waterproof, with reflective knit at the back for better visibility.

Castelli Difesa 2 Cap

Full coverage: Gore Windstopper on top, Thermoflex on the flaps.

Giro Merino Winter Cap

Wool keeps your head warm and stink-free, the X-Static liner wicks sweat.

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Results have arrived, specialized roubaix vs. trek domane - tire clearance, tech, & options.

The Specialized Roubaix and the Trek Domane endurance road bikes are the benchmarks for comfort, performance, and tech. It's Future Shock vs. IsoSpeed. Let's learn which is right for you.

Written by: Bruce Lin

Published on: Jun 10, 2022

Posted in: Road

Imagine a road bike that can do it all. You can race, take on gran fondos, jump in fast group rides, and grind out your daily commute. If you're feeling daring, you can venture away from the pavement and explore rough gravel roads. If this is the riding you dream of, an endurance road bike might be just what you need. 

Endurance bikes were originally designed to tackle the cobbled classics, hard one-day pro races on Europe's roughest roads. They have relaxed geometry , upright riding positions, and stable handling, plus more compliance and wider tire clearance to reduce rider fatigue and improve performance on bumpy surfaces. 

The two undisputed kings of the endurance category are the Specialized Roubaix and the Trek Domane . If you're looking for an endurance bike, there's a good chance you're considering one or the other. Maybe that's why you're here! So how do you choose which is right for you? We'll explore the history, technology, features, race results, and even popularity to help you decide.

Specialized vs. Trek: History and tech

• Future shock vs. IsoSpeed
• Tire clearance  

On-bike storage

Bottom bracket standards, rim and disc brake options.

• Women's models

Race results

Final thoughts.

[button] Shop Roubaix [/button] | [button] Shop Domane [/button] | [button] Shop all road bikes [/button]

Roubaix (2004-2007)

The Specialized Roubaix debuted in 2004, and it has come to define the modern endurance bike genre. The Roubaix takes its name from Paris-Roubaix. Known as the "Hell of the North," Paris-Roubaix is a grueling spring classic that includes about 29 rough sectors of cobblestone roads in Northern France. Endurance bikes like the Specialized Roubaix were created to help the world's best riders tame the 'stones.

Robert Hines, the inventor of the Roubaix, felt that the bikes used in Paris-Roubaix were ill-suited for cobbled racing as well as general “real-world” riding. Road racing bikes were stiff with steep angles and super-short chainstays. This made them agile and fast for flying up mountains, but unstable over Roubaix's brutal cobbled sectors. Plus, on these bikes, riders were unable to fit wide tires, making them even harsher. With the Roubaix bike, Hines hoped to improve comfort after many hours in the saddle.

“The endurance position with higher bars and suspension built into the frame launched a whole new category of bike,” he said in an interview with The Pro's Closet in 2019 . “If you’re more comfortable, you’re going to be able to go faster and harder for longer.”

The “suspension” came from Specialized’s Zertz technology. Zertz inserts are elastomers inserted into the fork legs, seat stays, and seatpost that helped dampen vibration and increase comfort. The Roubaix was also capable of fitting larger tires than most road racing bikes (27-30mm), further increasing comfort over rough terrain. Tires of this size have since become the standard for endurance bikes.

The Roubaix has become the most dominant bike at Paris-Roubaix with seven wins to date. Some of the world’s best classics riders, such as Tom Boonen, Fabian Cancellara, and Peter Sagan, have won aboard a Roubaix.

There have now been six generations of the Roubaix. In some cases, previous-generation Roubaix bikes may have continued briefly after the release of a new model in entry-level Sport or Comp trims.

[button] Shop Roubaix [/button]

Roubaix SL2 (2008-2010)

Roubaix SL3 (2010-2012)

Roubaix SL4 (2012-2017)

Roubaix with Future Shock (2017-2019)

Roubaix (2020+)

Trek Domane

Domane (2012-2015)

Trek debuted its Domane in 2012 in the lead-up to the classics. The Specialized Roubaix was already entering its fourth generation and other manufacturers were catching on and producing bikes to compete. Trek worked extensively with world and Olympic champion Fabian Cancellara, one of the greatest classics riders in modern history, to develop the bike.

Before the release of the Domane, Trek’s flagship road bike was the Madone, named for a famed climb in Nice, France. The Domane name is an anagram of Madone, but it also means “the King’s Crown” in Latin. (Trek continued this anagram naming convention with the Emonda road bike.)

The Domane features relaxed endurance geometry similar to the Roubaix but it is offered in two fits — Endurance and Pro Endurance. (These are sometimes referred to as H3 and H1.5 geometry.) Endurance is the most common geometry and most Domanes are Endurance geometry unless otherwise noted.

Trek describes the Endurance geometry as stable but still race-oriented, with a taller headtube for better control, handling, and responsiveness. It’s tuned for the majority of riders, especially those looking to put in the long miles.

The Pro Endurance geometry is designed to meet the demands of riders who prefer an aggressive out-front position but still want predictable handling over rough roads. These Domanes will have shorter head tubes for a lower, more aggressive race position. Pro Endurance models are only offered through Trek’s Project One custom program, and only down to the 54cm frame size. They are very limited in the used marketplace and often only ridden by high-level and professional racers.

Since its introduction, the Domane has experienced race success at the Cobbled classics under Cancellara. It is now in its third generation.

[button] Shop Domane [/button]

Second-generation Domane (2016-2019)

Third-generation Domane (2020-2022)

Future Shock vs. IsoSpeed

Specialized future shock.

The introduction of Future Shock on the 2017 Roubaix was a large departure from the simplicity of Zertz inserts, which are passive damping inserts with no moving parts. Specialized partnered with Formula 1 innovators, McLaren Applied Technologies, to design the new Future Shock. It uses a spring in the head tube that actively suspends the rider with 20mm of vertical travel.

Specialized chose to use a coil spring system because it can actively absorb the frequencies encountered on the road without adding excessive weight. Springs are also less complex and have less stiction than traditional suspension systems (e.g., an air fork on a mountain bike) and require less force to initiate their travel.

Because the Future Shock is positioned under the stem, rather than between the fork and frame (like a suspension fork on a mountain bike). When the front wheel encounters rough terrain, the entire bike moves up toward your hands rather than the wheel moving toward the frame in isolation. Specialized claims this provides comfort benefits without losing any handling or efficiency. The bike's wheels are held together rigidly by the frame and the wheelbase doesn’t change through the suspension's travel so handling is more predictable that way. 

The damping of the original Future Shock could be adjusted to suit different rider weights, terrain, and stiffness preferences. For the fifth-generation Roubaix, this requires disassembling the system, removing it from the head tube, and swapping the spring. This should be a fairly simple task for most novice mechanics with basic tools. The majority of fifth-generation Roubaixs come standard with the “hard” spring installed. “Medium” and “soft” springs are also available.

Future shock only suspends the front of the bike. At the rear, seatpost flex is the main source of comfort. Increasing the seatpost’s effective length enhances this so Future Shock Roubaixs have a seat clamp located 65mm lower than the top of the seat tube to provide optimal flex. The seat tube opening is flared above that to provide ample room for the post to move.

The Future Shock system is also in use on Specialized’s Diverge all-road bike, Ruby women’s endurance bike, and Sirrus fitness bike.

Note: Specialized issued a recall January 2019 for certain Future Shock headsets. Not all bikes from all model years are affected. Addressing the recall involves replacing the steerer tube collar to improve its resistance to stress corrosion cracking. All Future Shock bikes sold at The Pro’s Closet are inspected for this recall and serviced if needed.

The 2020 Roubaix introduced Future Shock 2.0 on the high-end of S-Works, Pro, and Expert builds. This adds a hydraulic damper to the system to further improve the suspension characteristics. It still utilizes a small coil spring, but the hydraulic damper improves compression and rebound damping, and it gives the rider an external dial to adjust damping on-the-fly. Turning the dial clockwise closes damping. This makes the Future Shock feel stiffer for sprinting (it does not fully lock-out). Turning it counter-clockwise opens damping to make it feel softer and more active on rough surfaces. There is also a more discrete looking shock boot under the stem.

Future Shock 2.0 tech only comes on the higher-end builds. All other 2020 Roubaixs like the Sport and Comp models come with a simplified Future Shock 1.5 that improves on the original but leaves out the hydraulic damping and external dial. Compared to the original Future Shock, Future Shock 1.5 uses a more progressive main spring, a new top-out spring, and a new bottom-out bumper. Extra booster springs can be added for riders looking to fine-tune the stiffness. Specialized’s official stance on retrofits is that the hydraulically damped Future Shock 2.0 cannot be retrofitted to previous generation Future Shock, or new Future Shock 1.5 Roubaix.

Trek IsoSpeed

This video shows IsoSpeed in action on the second generation Domane SLR:

The goal of Trek’s IsoSpeed is the maintain the stiffness, efficiency, and handling characteristics of a race-ready frame while introducing enough compliance to reduce the jarring and fatiguing effect of rough road surfaces. Trek sought to do this without the addition of a suspension system. 

With the second-generation Domane, Trek brought the IsoSpeed decoupler to the front of the bike. The decoupler was contained inside a rocker cup at the top of the headset. The steerer tube is joined to the rocker cup by a horizontal shaft and two sealed cartridge bearings, similar to the rear decoupler. This system allowed the steerer tube to flex fore and aft, providing additional compliance at the front of a bike. The rocker cup was designed to have zero lateral movement, allowing the bike to still steer and handle with precision.

The second-generation Domane also introduced a slider on the seat tube for high-end SLR models to adjust the compliance of the rear IsoSpeed decoupler to suit conditions and rider preferences. The slider worked by changing the amount of seat tube that is allowed to flex. Increasing the effective length of the seat tube increases compliance because a longer lever will flex more than a short lever. Moving the slider toward the bottom increases compliance for rough roads while moving it toward the top increases stiffness for race conditions. The less-expensive Domane SL maintained the original IsoSpeed decoupler without the adjustable slider.

Trek brought IsoSpeed technology over to the Boone cyclocross bike in 2014, the Procaliber cross country mountain bike in 2016, and the Madone Aero Road Bike in 2018.

For the high-end 2020 Domane SLR, Trek utilizes the Top Tube IsoSpeed design that has been refined on the latest Madone. While the original IsoSpeed decoupler relied on the entire seat tube to flex between a split top tube, Top Tube IsoSpeed splits the seat tube in two. The upper portion of the seat tube forms an L-shaped component. The bottom of this “L” extends forward into the top tube and is braced underneath it. The lower part of the seat tube is fixed in place, but the top L-shaped section is still able to flex fore and aft.

Trek claims that Top Tube IsoSpeed allows for more discrete tuning between frame stiffness and ride comfort than the original IsoSpeed design. Originally, because bigger frames had longer seat tubes, taller riders got a softer ride and shorter riders got a firmer one. (The slider on the second-generation Domane SLR could be used to help combat this.) With the latest IsoSpeed design, the seat tube section braced underneath the top tube controls the stiffness and flex. The length of this component can be varied independently of frame size which allows it to be engineered to provide a softer ride for smaller frame sizes. A new built-in damper inside the seat tube also helps control movement better than the previous design.

On the Domane SLR, the stiffness of Top Tube IsoSpeed is adjustable using a slider hidden underneath the top tube. The Front IsoSpeed design remains the same. Like the previous generation, less expensive Domane SL models will not have the adjustable slider.

Specialized Roubaix vs. Trek Domane: Tire clearance

Most endurance bikes are able to fit larger tires than most road racing bikes. In the last decade, rider preferences and tire trends have been pushing manufacturers to provide more and more tire clearance. Wider tires allow riders to run lower tire pressures to increase comfort. Lower tire pressures and the larger contact patch of a larger tire also provide more versatility for riding rough roads, dirt, and gravel. Early generation Roubaixs and Domanes are generally able to clear tires in the 27-30mm range. Clearance will vary and may depend on several factors such as tire manufacturer, rim width, and brake caliper clearance, so you may need to test fit first.

With the introduction of disc brake models (available on the 2013+ Roubaix and 2015+ Domane), tire clearance grew to 32mm, giving riders even more tire options.

For 2020, tire clearance has again grown for both bikes. The Roubaix is able to fit up to 33mm tires. It will come stock from the factory with 28mm tires.

[newsletter]

The 2020 Trek Domane is the first to feature Trek’s new Hidden Storage compartment. This is a hollow storage area in the down tube only available on 2020 carbon Domane frames. The down tube bottle cage mount is attached to a removable hatch that’s accessed with a small lever. Attached to that cover is a holder for a multi-tool, and inside the down tube is a nylon tool roll for holding spare tubes and tools. (This functions similarly to the S.W.A.T. box available on some Specialized mountain bikes.)

Bottom brackets are a contentious topic in the cycling world. Consumer attitudes have been pushing many manufacturers to move away from press-fit bottom bracket shells to traditional threaded bottom brackets. If you are particular about what type of bottom bracket your bike uses, you may have to look for specific model years.

The Specialized Roubaix used the common BSA threaded (a.k.a. English) bottom bracket standard until the forth (SL4) generation. From there it transitioned to Specialized’s OSBB bottom bracket standard. OSBB stands for “oversized bottom bracket” and encompasses various press-fit standards from BB30 to PF30 depending on the frame. This has been the standard for Specialized’s high-end models for the 2012-2017 model years. In 2017 Specialized began transitioning the Roubaix and other models back to traditional BSA threaded bottom brackets. For the fifth-generation Roubaix, various models came with either an OSBB and BSA bottom bracket shell. Frames still using OSBB had Praxis Works threaded conversion bottom brackets installed instead of standard press-fit bottom brackets to increase reliability. For 2020, all Roubaix models are now BSA threaded.

The Trek Domane has used Trek’s BB90 press-fit bottom bracket standard since its inception. The new third-generation Domane, however, has been built around the new T47 threaded bottom bracket standard. T47 is a larger version of traditional BSA threaded bottom bracket shell that claims to increase stiffness and crankset compatibility.

If you’re a rim brake connoisseur interested in a Roubaix or Domane, purchasing used or “new old stock” is going to be your only option. Disc brakes have taken over as standard for both bikes because of the increased stopping power and tire clearance.

The Roubaix was available with rim brakes only from 2002 to 2012. The first disc brake model was introduced for the 2013 model year and Specialized offered both rim and disc options until 2017. Rim brake Roubaixs do exist from 2018 but were sold as “pro-only” variants supplied to the Bora-Hansgrohe and Quick-Step Floors race teams. These teams chose to stay on rim brake in 2018 for faster wheel changes in case of tire punctures. These bikes are rare will be very hard to come by.

Trek offered the Domane with rim brakes from 2013 to 2019. The first disc brake version wasn’t introduced until the 2015 model year. From 2020 onward, the new generation Domane will only be available with disc brakes.

Women’s models

Specialized and Trek have both historically offered women’s variants of the Roubaix and the Domane. The women’s Roubaix was called the Ruby. It used different geometry and touchpoints intended to suit the proportions of female riders. Trek offered WSD (Women’s Specific Design) versions of the Domane which also adjusted geometry and touchpoints.

Over the years, data gathered from sales, bike fitters, and testing have shown that many women’s bike fits don’t deviate far from men’s fits. As a result, both Specialized and Trek now offer bikes with identical have now transitioned to unisex geometry for the Roubaix and Domane. The women’s specific Specialized Ruby and Domane WSD are not available after 2019. Women’s specific models will still be offered by Specialized, with only the touchpoints altered. Both bikes are offered in large size ranges to accommodate more riders.

Both the Roubaix and Domane have experienced success at the cobbled classics. This is the type of racing that inspired these designs. Listed below are the winners riding either the Roubaix or Domane at major cobbled races in the last 10 years. Italy's Strade Bianche has also been included because its long gravel sectors are similar to the types of roads recreational endurance riders might seek out.

Paris-Roubaix 2019 | Philippe Gilbert - Roubaix 2018 | Peter Sagan - Roubaix 2014 | Niki Terpstra - Roubaix 2013 | Fabian Cancellara - Domane 2012 | Tom Boonen - Roubaix 2010 | Fabian Cancellara - Roubaix

Tour of Flanders 2014 | Fabian Cancellara - Domane 2013 | Fabian Cancellara - Domane 2012 | Tom Boonen - Roubaix

Gent-Wevelgem 2016 | Peter Sagan - Roubaix 2012 | Tom Boonen - Roubaix

E3 2013 | Fabian Cancellara - Domane 2012 | Tom Boonen - Roubaix

Strade Bianche 2016 | Fabian Cancellara - Domane 2012 | Fabian Cancellara - Domane

Over the last decade, the Roubaix has achieved nine major wins to the Domane’s six. Keep in mind, however, that list only shows wins and does not factor in podiums or any other results to create a more detailed and nuanced picture. For example, in the 2019 Paris-Roubaix, the Specialized Roubaix achieved the amazing feat of having five finish in the top 10.

There are also many cases of pro riders choosing standard race bikes in these classics. Several riders have won Flanders, Gent-Wevelgem, and E3 on the Specialized Tarmac. Bike choice often comes down to personal preference, and many pros may choose ultimate efficiency over comfort. As we all know, pros are fitter and tougher than the average rider, so don't assume you should always have the same gear that they do.

For the average rider, pro racing may have little application to everyday riding. Pros are exceptionally fast and, of course, their physical talents make the biggest difference in results. Note that Cancellara and Boonen feature heavily on this list. They were the kings of the classics and likely could have won on any bike.

Ultimately, this should not be taken as definitive evidence that any bike is superior to another. But professional racing does show how products perform at the absolute limit. This can be powerful for influencing fans and inspiring brand loyalty. It is not uncommon for particular brands to become popular due to successful pro riders, as you will see in the next section.

Because The Pro’s Closet is the world leader in used bikes, we have substantial data about what bikes sell well. I dug into our road sales for the last 12 months and compared how many Roubaix bikes we sold compared to the Domane. The two are our top-selling endurance bikes and also the top-selling bikes of any type from each brand. We have a fairly similar stock of both bikes, and inventory has yet to be depleted, so sales can be fairly compared to determine popularity among our customers.

I also polled riders in our shop to see which bike they preferred between the two. Our employees all love cycling, obsess over bikes, and have access to a huge selection of products. They are knowledgeable and opinionated. We had over 60 respondents to this poll and many explained why they would pick one over the other.

The charts below show the results:

Individual preference is a huge driver behind which bike a rider prefers. In our shop poll, I asked why people choose one over the other. Below are some of their answers.

Specialized Roubaix

• I like the paint and looks better.
• I like the active feel of Future Shock. It’s really game-changing on rough roads. No other bike feels like this. The Adjustability of Future Shock 2.0 is fantastic.
• It will likely have slightly better resale (see our article about resale ).
• It has won Paris-Roubaix more than any other bike.
• Peter Sagan rides one.
• It’s not a Trek.
• I like the muted, smooth, efficient feel of IsoSpeed. I don’t want my bike to feel suspended and active like Future Shock. IsoSpeed is simpler and there are fewer moving parts to worry about.
• The new integrated toolbox is much cleaner looking and better designed.
• Huge tire clearance.
• Fabian Cancellara rode it.
• It’s not a Specialized.

As you can tell from our shop poll, looks and brand loyalty play a large part in buying decisions. Maybe you already have made up your mind, but setting loyalties aside, the matchup between the  Specialized Roubaix  and  Trek Domane  is a tough one to call.

In my estimation, the two tech factors that should play the largest role in your decision are Future Shock vs. IsoSpeed and tire clearance. Future Shock and IsoSpeed have very different feels when riding on the road. The difference can be described as “active” vs. “passive.” Future Shock is noticeable in how it is constantly moving to absorb bumps and imperfections in the road. IsoSpeed sits more in the background, muting vibration. Some riders will prefer one ride feel or tech concept more than the other. Also, note that older Roubaix bikes (pre-2018) using Zertz inserts have a less muted feel than the Domane.

When shopping for road bikes on The Pro’s Closet, there is a handy compare tool that allows you to look at three bikes side-by-side. This allows you to compare things like geometry, weight, component spec, and price. If you have any questions, our expert Ride Guides can help you find your next endurance bike.

If you want to fit larger than 33mm tires for riding dirt and gravel, the Domane is the obvious choice. For me, personally, that is the one factor that tips the scale in the Domane’s favor. You might not need tires larger than 33mm. If so, consider the other differences, and rest assured that both bikes are fantastic options.

Are you a Roubaix or Domane fan? A Future Shock or IsoSpeed fan? Or is there a different option out there you think is even better? Let us know in the comments!

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• 17 Nov 2015
• by Cathy Wilson
• in Product Information , Tech Information

IsoSpeed Gives You The Best of Both Worlds

Trek unveiled their game changing IsoSpeed technology in 2013 with their Trek Domane endurance road bike line . They were looking for a solution for road racers who raced for extended periods of time, on less than smooth terrain. They wanted a more comfortable ride without losing efficiency. IsoSpeed was the answer! It was such a success, it has proven to be for more than the endurance road racer. Trek has taken this technology and carried it over to other styles of bikes including an entire women’s road line, cyclocross bikes, and even a cross country mountain bike line.

The IsoSpeed Decoupler on the Domane proved that both comfort and efficiency was possible.  A frame with an IsoSpeed Decoupler will slightly flex underneath you for added comfort but will not give where power is transferred to the pedals. This is accomplished by allowing the seat tube to move independently from the top-tube-to-seatstay junction. This isolation of the seat tube increases vertical compliance, without compromising pedaling efficiency.

What does IsoSpeed look like?

See isospeed in action.

Although the IsoSpeed decoupler was designed for endurance road racers, it was easy to see the opportunity to bring the technology to other bikes. A smoother ride without the loss of efficiency is a win win. The technology was transferred to bikes where the rider could benefit from additional shock absorption, without sacrificing performance. Here they are:

Trek Domane

The Trek Domane is an endurance style road bike thats masters everything from short spins to epic journeys. It delivers unrivaled bump compliance with ease. It is a uncompromisingly fast, confidently stable,  and a sublimely comfortable road ride.

Trek Silque

The Trek Silque is a women’s specific road line that has size-specific OCLV Carbon frames. This combined with the IsoSpeed Decoupler, provides the perfect balance of smoothness and power. Ride smoother, ride longer, ride faster on the Trek Silque.

The Trek Boone has ‘cross-specific features like plenty of mud clearance, exceptional race geometry, a chain keeper, internal cable routing, and an easily shouldered top tube. Combine these with the IsoSpeed technology, and you have a cyclocross superbike that is perfect for rough cyclocross courses.

Trek Procaliber

Trek’s Procaliber is ready to rule the XC circuit. It boasts a full-carbon frame with Trek’s IsoSpeed decoupler. It is a brutally fast rig that is not so brutal on you. More comfort means more performance.

Trek Madone

The new Trek Madone is the ultimate fusion of power, aerodynamics, ride quality, and integration. Even this race bike designed purely for aerodynamics and performance, is equipped with the decoupler.

So if you think you can’t have your cake and eat it too, it’s time to look at Trek bikes equipped with IsoSpeed decouplers. Ride harder, ride longer, and ride more comfortable on one of the many models available with IsoSpeed technology.

Check out the bikes in store or online at villagecycle.com

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Related post, 2014 trek madone, 2014 trek madone 5.9 sram red 22, 2014 trek domane.

The path to smoother roads Since the inception of the first bicycles, there have been three fundamental truths: We love to ride fast. We love to ride far. We love to feel good while we do it. Creating a bike that’s great at all three isn’t easy. Stiff bikes handle like a dream under speed and force but can leave your body fatigued and your hands numb. Bikes that elevate comfort feel great on long rides but can waiver under pressure at high speeds and compromise pedalling efficiency. Achieving both comfort and performance in one bicycle? Now that was a real mission. Fortunately for all of us, the engineers at Trek are never ones to turn down a challenge. Our team spent countless hours exploring suspension systems, elastomers, vibration dampers and more, before finally landing on our golden ticket in 2012 – the IsoSpeed. Time has raced by since the IsoSpeed first hit the road, but we’ve been quietly perfecting it ever since.

How it works IsoSpeed works by absorbing bumps in the road and trail, so you can ride stronger and more comfortably without sacrificing the feel and efficiency of a traditional bike. It challenges other vibration-damping tech by maintaining the same diamond-shape frame as traditional bikes but decoupling the seat tube from the frame. This allows the bike to respond and manoeuvre just like a standard race bike, while the decoupled seat tube enables enough vertical flex to elevate comfort for every rider. This simplified and smart design soaks up vibration for a smooth ride without bogging you down with energy-gobbling suspension.

The proof is on the podium Since its creation in 2012, the IsoSpeed has held its own under Trek’s top athletes through the most notoriously challenging races in the world. From Strade Bianche and Ronde van Vlaanderen to Paris Roubaix, IsoSpeed has helped our athletes conquer body-numbing cobbles and rough roads, giving them the energetic edge to hammer for the breakaway and take their place on the podium.

Creating the tech to smooth your ride IsoSpeed was first created to provide faster bikes for our professional racers competing on rough roads and rugged cross-country mountain bike trails. Our team riders are a key element in our development process. They spend more time on the bike than just about anyone, and scrutinise the most minute details, providing us with invaluable feedback that’s paramount to building the best bikes in the world. But we don’t just leave the judgement up to human perception – we also test and validate IsoSpeed technology in our lab. We built a proprietary treadmill that mimics real-life conditions and use sensors to monitor vibrations and forces transferring from the road to the rider, collecting data to determine how we can dissipate vibrations through the bike. On paper it may just look like a lot of numbers, but these numbers help us provide a meaningful difference in the quality and comfort of every ride.

Find your IsoSpeed Whether you spin on open roads and roads less travelled, or say goodbye to the road altogether, you can find a bike that brings IsoSpeed’s ride-smoothing technology to your next adventure.

The Domane delivers incredible endurance comfort without sacrificing speed thanks to IsoSpeed technology. From tarmac roads and hard-packed gravel to the cobbles of Roubaix, the Domane is smooth, fast and fun.

• See the bikes

The Checkpoint is an adventure-minded gravel ride built for taking on the most gruelling races and exploring long-forgotten dirt roads alike. It pairs a versatile design with IsoSpeed for elevated comfort on the long haul.

The Procaliber is a game-changing XC mountain bike machine that pairs classic hardtail efficiency with the fatigue-fighting comfort of IsoSpeed for a ride that feels like first place.

2023 Trek Domane SL 6 Gen 3 Review

Trek has been a leading name in the cycling industry for decades, and the Domane SL 6 is one of their most popular models.

With the latest third-generation updates, this bike promises to be even better than before.

In this review, we’ll take a closer look at the features and performance of the 2023 Trek Domane SL 6 Gen 3.

Whether you’re a seasoned pro or just getting started, this bike is worth considering for your next ride.

This bike boasts impressive features and a sleek design that will have you hitting the pavement in style. 

The 2023 Trek Domane SL 6 Gen 3 is a high-performance road bike that is designed for endurance and comfort.

It features a lightweight carbon frame and fork, as well as a host of advanced technologies that make it an ideal choice for serious cyclists.

– Lightweight 500 Series OCLV Carbon frame and fork for a smooth and responsive ride.

– IsoSpeed technology in the front and rear that absorbs vibrations and bumps in the road for a more comfortable ride.

– Bontrager carbon internal seatmast cap that allows for additional vertical compliance.

– Shimano Ultegra 2×11 drivetrain featuring a 11-34t cassette and 50/34t chainrings for smooth and precise shifting.

– Hydraulic disc brakes that provide powerful and reliable stopping power in all weather conditions.

– Tubeless Ready Bontrager Paradigm Comp 25 wheels with 700x32mm Bontrager R3 Hard-Case Lite tires for added comfort and traction on rough roads.

– Internal cable routing for a clean and streamlined look.

– Compatible with DuoTrap S for easy integration with your cycling computer.

Design and Features

The 2023 Trek Domane SL 6 Gen 3 has a sleek and aerodynamic design that is perfect for serious road cyclists.

The bike is made with Trek’s 500 Series OCLV Carbon and IsoSpeed technology, which offers a smooth and comfortable ride on even the roughest roads.

The bike also features a Shimano Ultegra groupset, which provides smooth and precise shifting.

Ride Quality

The 2023 Trek Domane SL 6 Gen 3 offers a smooth and comfortable ride, thanks to its IsoSpeed technology.

The bike also has a stable and responsive feel, making it easy to handle on descents and corners.

The bike’s 700x32mm Bontrager R3 Hard-Case Lite tires provide excellent traction, even on wet roads.

The 2023 Trek Domane SL 6 Gen 3 comes with a Shimano Ultegra groupset, which offers smooth and precise shifting.

The bike also features Bontrager Paradigm Comp 25 wheels, which are lightweight and durable.

The bike’s Bontrager Verse Comp saddle is comfortable and supportive, even on longer rides.

The 2023 Trek Domane SL 6 Gen 3 is a high-end road bike that comes with a price tag to match.

However, the bike’s impressive features and performance make it a great value for serious cyclists who are looking for a bike that can keep up with their demanding rides.

Overall, the 2023 Trek Domane SL 6 Gen 3 is an impressive road bike that offers a smooth and comfortable ride, precise shifting, and a sleek design.

While it may be on the pricier side, the bike’s high-end components and performance make it a great value for serious cyclists who demand the best from their equipment.

Order online and have it shipped to your local dealer for final assembly!!

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New Trek Madone: adjustable IsoSpeed plus disc brake options

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

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

It would say that, of course.

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

Let’s go through the design features in turn.

Adjustable top tube Isospeed

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

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

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

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

How does it work?

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

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

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

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

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

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

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

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

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

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

Aerodynamics

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

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

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

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

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

Light weight

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

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

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

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

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

New geometry

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

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

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

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

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

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

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

Integration

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

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

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

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

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

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

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

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

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

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

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

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

For more info go to  www.trekbikes.com

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

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

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

White Paper link... 

http://trek.scene7.com/is/content/TrekBicycleProducts/TK18_Madone_Whitep...

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Trek launch Domane SLR with front and rear IsoSpeed technology

Adjustable isospeed offers 14 per cent improvement in comfort, according to trek.

Four years after the launch of the original Domane, Trek have introduced the Domane SLR, in both rim and disc brake versions. The SLR uses a second-generation IsoSpeed decoupler at the rear, while also introducing the comfort-boosting technology at the front of the bike, along with a new IsoCore handlebar.

Trek’s road bike range is split into three clear divisions. With the super-light Emonda SLR launched in 2014, and the hyper-aero Madone coming in 2015, it’s now the Domane’s turn – but Trek’s endurance bike has been overhauled, rather than simply updated. These are the headlines before we delve into the details and what Trek are saying about the new bike at the launch in Belgium.

• Rear IsoSpeed decoupler now adjustable, up to 14 per cent increase in compliance
• Front IsoSpeed introduced, claimed ten per cent improvement in compliance
• New IsoCore handlebar said to offer twenty per cent increase in vibration dampening over stock carbon ‘bar
• Disc and rim brake versions, from £3,600 to £7,600
• 28mm tyre clearance on Domane SLR, 32mm on Domane SLR Disc

Back to the future

The original Domane was a genre-defining bike and one of the first in a new breed of endurance machines. The Tour of Flanders and Paris-Roubaix served as inspiration for the Domane, with Fabian Cancellara, who went on to win the Flanders-Roubaix double on the bike in 2013, as the test pilot.

If you’re not familiar, the Domane 1.0 used a decoupler, dubbed IsoSpeed, to isolate the seattube from the toptube. It was a very smart piece of engineering, and undoubtedly an effective one – but its success was also, to some degree, its downfall, and gave Trek the impetus for the Domane SLR.

The Domane’s plush rear end had a tendency to make the front feeler harsh; something Trek say they learned through press reviews and rider feedback. The Domane 2.0 concept was born, 33 ideas were brainstormed, and three frames, two forks and two handlebars fabricated before the production project was launched, and Trek’s initial concepts were fine-tuned through a process of rider evaluations, structural testing and computer simulations to arrive at the Domane SLR.

Adjustable rear IsoSpeed

“Adjustable IsoSpeed really started when we were developing the original Domane,” says Ben Coates, Trek’s road bike product manager. “We developed a lot of different [carbon] laminates, a lot of different levels of compliance to test.

“We tested them with Fabian [Cancellara], we tested them with riders back in Waterloo [Trek HQ] and we tested them with other professional riders, and we found, in some instances, riders had different preferences. Fabian likes a really stiff bike, with a lot of compliance in it, while others riders on the team like a less stiff bike.”

Trek say they’ve solved that problem by making the Domane’s IsoSpeed decoupler adjustable. While at the seattube and toptube junction, the IsoSpeed decoupler looks similar to that on the original Domane, below it the seattube is effectively split into two. The rear is an extension of the seatmast, which effectively acts as a leaf-spring, and is connected to a fixed seattube by the pivoting IsoSpeed decoupler at the top and a bolt at the bottom, neatly integrated into the bottom bottle cage bolt. This allows the carbon blade to flex independently, with the slider used to adjust the level of fore-aft flex.

“You’re using the seattube as the leverage point, just as you did in the original Domane, but now you have a level of adjustment,” says Coates. “As you move the slider up, you reduce the compliance by using less of the seattube, and as you slide the slider down, you’re increasing compliance by using more of the seattube.”

The result, Trek say, is a 14 per cent increase in compliance compared to the original Domane, when the slider is on its lowest setting. “We found we were capable of having an adjustment range of over 30 per cent compliance – a range from Madone and Emonda-levels of compliance, all the way to 14 per cent more compliant than the original Domane,” says Coates.

“That means that if you want a little more comfort out of your original Domane, you’re going to get that here, or if you want it to be a little stiffer, you can still have all the other benefits of the Domane.”

Those benefits include the front IsoSpeed, IsoCore handlebar and the Domane’s endurance-focused geometry. All of which we’ll come on to, but it’s not all about comfort, of course – particularly on a bike ridden to victory on its race debut by Cancellara at the Strade Bianche earlier this year, and to second at the Tour of Flanders. As a result, Coates says the Domane has the widest downtube on the market and uses Trek’s familar E2 headtube, as well as the firm’s OCLV carbon fibre know-how.

Front IsoSpeed

While the adjustable rear IsoSpeed is a new take on an existing concept, the front IsoSpeed is completely new to the Domane SLR. “It’s one of my favourite things we’ve ever developed,” says Coates.

However, while the front IsoSpeed is a new development, it applies the same thinking as the original IsoSpeed. “By decoupling the steerer tube from the headtube, you can take advantage of the entire steerer tube flexing, rather than just above the headset,” says Coates.

While the steerer tube is allowed to flex, resulting in a claimed ten per cent improvement in compliance over the original Domane, Trek have anchored it on both sides at the top, and they say this ensures there’s no negative effect on the handling of the bike, or stiffness when sprinting. “It steers just like a normal Domane,” says Coates. “We tested this time and time again as we’re adding a technology that nobody’s done before, and we wanted to absolutely nail it.”

As well as testing prototypes of the new Domane on the cobbles of Flanders and Roubaix, Trek also built a 100m stretch of pave in their factory in Waterloo, Wisconsin, and ran repeatable tests on that.

IsoCore handlebar

Those tests showed Trek also had an opportunity to improve comfort through the handlebar, leading to the development of the IsoCore ‘bar. It takes a number of features from Trek’s existing IsoZone handlebar, including integrated padding, but now there’s a proprietary, inter-laminar rubber pregnated into the carbon fibre, which, Trek say, helps dissipates road vibrations. The result is a claimed 20 per cent reduction in vibrations felt through the hands.

The difference between the front IsoSpeed and the IsoCore handlebar, Trek say, is the former deals with big hits dished up by the road, while the latter is focused more on high-frequency vibrations. Combined with the adjustable rear IsoSpeed, Coates says the Domane SLR offers “an incredibly balanced front and rear end feel.”

Disc and rim brake options, additional tyre clearance

As you’d expect with an endurance bike – or, really, any road bike in 2016 – Trek have launched the Domane in rim and disc brake versions. The Domane SLR Disc adopts the flat mount caliper standard and uses 12mm thru-axles at the front and rear in a bid to improve stiffness and steering precision, while using a quick release-style lever to speed up wheel changes.

The Domane SLR Disc has stacks of clearance and is capable of taking 32mm tyres, while there’s plenty of room in the regular Domane SLR, too, with clearance for 28mm rubber. Like the original Domane, both bikes also have hidden mudguard mounts – Trek say versatility is at its heart.

“The way people are riding bikes these days, they’re riding wherever they want to go. When they go down the road and they see a dirt track on the left, they can take that dirt road and enjoy a little adventure, so we increased tyre clearance on the Domane substantially,” says Coates, emphasising that the Domane offers that versatility while sticking with a road-focused geometry, unlike a gravel bike.

The Domane SLR will be offered in two geometries: Endurance and Pro Endurance. Trek describe the Endurance geometry as “stable but still racy, with a higher headtube for better control, handling, and responsiveness… perfectly tuned for most riders looking to put in the long miles.”

The Pro Endurance geometry, on the other hand, is designed “to meet the demands of riders who prefer an aggressive out-front posture and require predictable handling over rough roads.” What that translates to is a shorter headtube, while still retaining a longer wheelbase and lower bottom bracket, to keep that stable handling over cobbles and rough roads.

“It matches the fit of your Madone or Emonda,” says Coates of the Pro Endurance geometry, “but it’s a little more stable. You can get the exact same fit the professional guys are riding.”

UK specs and pricing

Five versions of the bike will initially be available, three with rim brakes, two with disc brakes. The Domane SLR and Domane SLR Disc will both also be available as a frameset only. Here’s the line-up:

• Trek Domane SLR 6 (Shimano Ultegra, claimed weight 7.46kg) – £3,600
• Trek Domane SLR 6 Disc (Shimano Ultegra, 8.3kg) – £4,000
• Trek Domane SLR 7 (Shimano Ultegra Di2, 7.49kg) – £4,400
• Trek Domane SLR 7 Disc (Shimano Ultegra Di2, 8.3kg) – £4,800
• Trek Domane SLR 9 eTap (SRAM Red eTap, 6.76kg) – £7,600
• Trek Domane SLR frameset – £2,400
• Trek Domane SLR Disc frameset – £2,550

Website: Trek

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Trek Checkpoint SL 6 AXS review – all-round gravel machine

Trek’s checkpoint has unique progressive geometry and scissor frame features and all the mount points you could want. but is it a multi-surface, multi-mission master or a complicated compromise.

BikePerfect Verdict

Genuinely ride improving IsoPulse frame tech with unique handling that’s happy from road rides to rough bikepacking, plus tons of mount points and a sweet spot spec list make the Checkpoint SL 6 an excellent, easy yet efficient choice for whatever you want gravel to be.

IsoPulse Decoupler is a significant ride smoother

Well balanced road or rough handling

Efficient speed on all surfaces

SL 6 model is a real performance for price sweet spot

Saddle is a bit squishy on longer rides

Many mounts mean slightly more mass

Controls go through the headset

Non removable front mech tab

Rough rear hub

Why trust BikePerfect Our cycling experts have decades of testing experience. We'll always share our unbiased opinions on bikes and gear. Find out more about how we test.

Trek’s second generation Checkpoint gravel bike has a unique, ride smoothing scissor frame design, confidently controlled handling, internal storage plus lots of clever external cargo fittings including custom bags. The SL 6 looks like a sweet spot in terms of performance for price too. I have been getting the multi-surface miles in to see how the Checkpoint checks out as an all-round race and adventure candidate. 

Design and geometry

The first impression of the Checkpoint SL is what a chunky frame it is. The massive downtube leaves plenty of storage space under the latched hatch though and together with the broad seat tube means full width support of the oversized T47 bottom bracket. The broad rectangular top tube gives plenty of real estate for bolt on bags above and below it. It also hugs round the head tube to create a deep brow below the upper segment that turns with the bars and acts as entry point to the internal control routing. The deeply dropped asymmetric stays are chunky too and even the seat stays are sturdy pieces by modern ‘flexy and friendly’ standards.

Normally this would read like a classic recipe for a horribly rigid ride, but hiding under the pop out servicing panels at the tope tube/seat stay/seat tube junction is a skewering pivot axle. This ‘IsoSpeed Decoupler’ lets the seat tube flex back and forth above and below (where the tube is dramatically scooped out) the axis of the pivot for an impressively smooth ride in the saddle but a very stiff feel underfoot. Specific variations of the theme have been used successfully right across Trek’s road, CX, MTB and gravel ranges for a while too.

As well as the internal space and top tube mounts, there are four bottle cage positions, hidden fender mounts, less hidden frame mounts and the mandatory triple holes down each carbon fork leg for whatever you want to bolt/strap on. There’s a steel scuff plate behind the chainring (maximum size 46T) plastic armor on the belly and an adjustable chain keeper. There’s ample space for 700 x 45mm or 650 x 52mm (27.5 x 2.1in) tires in frame and fork too. The only glitch is the redundant but irremovable front mech mount sticking awkwardly out from the seat tube.

OCLV 500 is Trek’s mid price, mid weight carbon composite option with a claimed 56cm painted frame weight of 1480g and a fork weight of 501g. This makes it heavier than the Checkpoint SLR chassis, but that’s not available separately, while the SL is $2,399 / £2,500 / €2,699

Components and build

As the model name suggests, the SL6 gets SRAM’s AXS wireless gear set up. It’s the lower/mid tier Rival group with an alloy crank (the SL7 AXS gets Force and carbon wheels) with a 40T chainring matched to a 10-44 tooth XPLR cassette. The bottom bracket is the latest T47 standard. Shifters and hydraulic disc brakes are Rival too, with 160mm rotors for decent stopping power.

Bontrager Paradigm Comp wheels use alloy 25mm wide rims with hard plastic tubeless sealing strips for long term durability. Stock bikes come with Bontrager GR1 Team Issue tires but my sample bike was running Pirelli Cinturato Gravel M Classic tires in the same 40mm width. The Bontrager Switch thru-axle has a removable lever with 4 and 5mm Allen keys in the tip too. The non-adjustable rear hub bearings were sounding super rough and wobbling within a few days of riding though.

Bontrager supply all the finishing kit including a carbon seat post and a particularly squishy saddle. All the contact points are size specific with different crank lengths from 165mm to 175mm, 38 - 46cm bars and 70 - 100mm stems depending on frame size. You get a wider saddle on 49 and 52cm bikes as well.

Complete bike weight of our 56cm test bike with bottle cages and internal storage sleeves but no pedals was 9.3kg. The price compares well to other carbon gravel bikes with internal storage like the Specialized Diverge and Santa Cruz Stigmata too although It’s worth noting that the same bike (identical apart from a moss green finish) has just appeared on the Trek UK website for only £4,300 and I imagine other territories will update soon. 

Ride, handling and performance

There’s two main things to talk about with the Checkpoint that are unique to this bike – the IsoSpeed Decoupler and the ‘progressive’ handling. It’s certainly not unique in saying it has ‘progressive’ handling but Trek do it different. Rather than slackening the head angle in an MTB style, they’ve kept it road bike steep (72.2 degrees on my 56cm test bike) but reduced the rake (angle between a vertical line through the centre of the hub/tire contact patch versus the hub and steering centers – aka headset – of the frame) of the fork. In one sense this makes it more responsive through the bars and Trek have amplified that by using a shorter stem than normal. However, the smaller rake means a longer trail figure (distance between that vertical line through the hub centre/tire contact patch). That means the front wheel ‘castors’ more strongly so it wants to stay straight and the bike needs more effort to get it to change direction. Trek have also lengthened the reach by 20mm on average and added 10mm to the rear centre so you’re getting significantly more stability that way too.

Overall then you’re getting a more resolute, ‘I’ll keep going straight rather than freaking out and tripping up’ character than average on the Checkpoint through rough, rooty or loose rock situations – while still having a light and sensitive steering feel. Its definitely subtly different to something like the Santa Cruz Stigmata where the head angle has been slackened dramatically MTB style. That manifests in a keener, more reactive feel through the bars on Checkpoint on climbs and in slow speed situations. That’s emphasised by an already slack seat angle that gets even slacker as the seat post bows backwards under high torque / low revs effort so you’re balancing between alert accuracy and popping the front wheel up and losing control at extremes. It’s not quite as planted through fast, drifting turns as the Stigmata (my current ‘gravel speedway’ benchmark) as you can provoke it to twitch and tweak at the limit. It feels less sluggish and barge like on the road than a slacked out bike though. The deeper than average (for gravel at least) drop on the bars and fast rolling tires also gives a more ‘all-road’ vibe. So if you’re likely to run fast tires or even invest in a separate set of road wheels rather than fit a dropper post and knobbly rubber, then the Checkpoint is a really effective and enjoyable balance.

That’s not to say it’s not very smooth and capable on rougher terrain though because the IsoSpeed tech really does work well. Not as obviously as a suspension seatpost, but in a more organic ‘smoothes the sharp edges and slap sting off roots and rocks’ sense that feels a lot like running much bigger tires than you are in terms of both comfort and traction. Fore and aft flux means it can feel a little ‘rounded off’ when pedaling hard in the saddle, but stand up and there’s clearly a very solid and purposeful drive delivery to the back wheel. The back wheel still carves and cuts cleanly rather than writhing across it’s axis if you’re pushing hard through turns or off cambers too.

While Trek have abandoned their front end IsoSpeed tech, the fork is similarly smooth and forgiving without slurring tracking so there’s no ‘game of two halves’ mismatch to unsettle the handling. The Bontrager Elite Gravel bars have rubber padding embedded in their top surface for a bit of extra comfort and the squidgy saddle plays it’s part in isolating the trail. The fact it’s still an active tracking and laterally stiff bike is obvious and welcome when you’re tackling singletrack or sketchy descents while loaded up for a few days of bikepacking. Even a full size seatpack rammed with a tent, stove and a couple of campsite tinnies didn’t set up any weird harmonics or wriggle at speed and knowing the top tube bags are physically bolted into place adds mental and mechanical confidence too.

The 160mm brake rotors both ends and 44 tooth largest cog on the XPLR cassette are welcome when loaded too and as usual the Rival AXS set up was totally trouble free through an extensive test period. Apart from the premature death of the bearings in the rear hub the Bontrager wheels seem tough, but a lighter set would definitely pep up the dutiful rather than dynamic accelerating character of the SL 6.

Trek like doing things differently and there’s definitely a lot of distinctive features to the Checkpoint. The result never feels weird though, just a great balance of smoothness, assured but not dull handling and efficient yet comfortable speed across a wide range of surfaces. It’s ready to have pretty much any accessory from dedicated bags to commuting fenders bolted on too.

While you can go lighter with the SLR frames, fancier with the various pricier SL models, or cheaper with the alloy ALR models, the SL 6 is a definite sweet spot pick. It's full of wireless functionality, carbon frame and proportionately sized componentry without paying any more than you need to. And if you can invest later it’s definitely a frame worth upgrading not least because it’s blend of 'feels good on the road' and when loaded up for wilderness bikepacking (as well as everything in between) makes it very versatile.

Test conditions

• Surface: Gravel, road, roots, rocks, mud, sand, grass singletrack, mixed farm tracks
• Trails: Moorland tracks, forest fire roads, actual roads, rocky rural roads, natural woodland singletrack.
• Weather: Dry to drizzle. (5 – 15 C)

Tech specs: Trek Checkpoint SL 6 AXS

• Discipline: Gravel Race/Adventure
• Price: $4,299 / £4,450 / €4,799
• Head angle: 67.5 degrees
• Frame material: 500 Series OCLV carbon fibre
• Fork: Trek Checkpoint, full carbon
• Sizes: 49, 52, 54, 56 (tested), 58, 61cm 
• Weight: 9.3kg (56cm model)
• Wheel size: 700c
• Chainset: SRAM Rival, 40T, 172.5mm chainset with DUB Wide T47 bottom bracket. 
• Rear mech: SRAM Rival XPLR eTap AXS wireless
• Shifter: SRAM Rival eTap AXS, 12-speed wireless
• Cassette: SRAM XG-1251, 10-44T, 12-speed
• Brakes: SRAM Rival hydraulic disc with SRAM Paceline 160mm rotors. 
• Tires: Pirelli Cinturato Gravel M Classic 700 x 40mm tires
• Wheels: Bontrager Paradigm Comp 25 alloy
• Bars: Bontrager Elite Gravel, 31.8 x 42 cm
• Stem: Bontrager Pro, 31.8 mm, Blendr-compatible, 7-degree, 90 mm length
• Seatpost: Bontrager carbon, 27.2 mm
• Saddle: Bontrager Verse Comp, steel rails, 145 mm width

Guy has been working on Bike Perfect since we launched in 2019. Hatched in Yorkshire he's been hardened by riding round it in all weathers since he was a kid. He spent a few years working in bike shops and warehouses before starting writing and testing for bike mags in 1996. Since then he’s written several million words about several thousand test bikes and a ridiculous amount of riding gear. To make sure he rarely sleeps and to fund his custom tandem habit, he’s also penned a handful of bike-related books and talks to a GoPro for YouTube, too.

Current rides: Cervelo ZFS-5, Forbidden Druid V2, Specialized Chisel, custom Nicolai enduro tandem, Landescape/Swallow custom gravel tandem

Height: 180cm

Weight: 69kg

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You are here, trek granted patent on isospeed technology.

WASHINGTON (BRAIN) — Trek Bicycle has been granted a utility patent on the technology behind its IsoSpeed feature, an adjustable compliance system incorporated into some of the company's road, gravel, cyclocross and mountain bike frames. The company first introduced the feature on its Domane endurance road bikes. 

Patent 10,086,899, issued Tuesday, was awarded to Trek's Tim Hartung and Steven Moechnig.

The patent background section reads, "The present invention relates to bicycles and, more particularly, to bicycle frames with adjustable compliance. Riders may desire different levels of compliance in their bicycles. Further, riders may desire to alter compliance in their bicycles based on riding conditions. Therefore, new and improved ways to modify and control compliance in bicycle frames are needed."

The patent can be viewed on the U.S. Patent and Trademarket Office website . 

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Hexlox shows locking wheel nuts and thru-axles for e-bikes, bimotal's 'keep riding the bike you love' rings true for one sea otter customer, pierer mobility revs up retailers over gasgas, husqvarna e-mtbs, colorado cyclist and planet cyclery promote 'closing sale', muc-off introduces new road & gravel tubeless sealant, kent outdoors looking for buyer for kona bikes, join the conversation.

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Victor Mukhin

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Title : Active carbons as nanoporous materials for solving of environmental problems

However, up to now, the main carriers of catalytic additives have been mineral sorbents: silica gels, alumogels. This is obviously due to the fact that they consist of pure homogeneous components SiO2 and Al2O3, respectively. It is generally known that impurities, especially the ash elements, are catalytic poisons that reduce the effectiveness of the catalyst. Therefore, carbon sorbents with 5-15% by weight of ash elements in their composition are not used in the above mentioned technologies. However, in such an important field as a gas-mask technique, carbon sorbents (active carbons) are carriers of catalytic additives, providing effective protection of a person against any types of potent poisonous substances (PPS). In ESPE “JSC "Neorganika" there has been developed the technology of unique ashless spherical carbon carrier-catalysts by the method of liquid forming of furfural copolymers with subsequent gas-vapor activation, brand PAC. Active carbons PAC have 100% qualitative characteristics of the three main properties of carbon sorbents: strength - 100%, the proportion of sorbing pores in the pore space – 100%, purity - 100% (ash content is close to zero). A particularly outstanding feature of active PAC carbons is their uniquely high mechanical compressive strength of 740 ± 40 MPa, which is 3-7 times larger than that of  such materials as granite, quartzite, electric coal, and is comparable to the value for cast iron - 400-1000 MPa. This allows the PAC to operate under severe conditions in moving and fluidized beds.  Obviously, it is time to actively develop catalysts based on PAC sorbents for oil refining, petrochemicals, gas processing and various technologies of organic synthesis.

Victor M. Mukhin was born in 1946 in the town of Orsk, Russia. In 1970 he graduated the Technological Institute in Leningrad. Victor M. Mukhin was directed to work to the scientific-industrial organization "Neorganika" (Elektrostal, Moscow region) where he is working during 47 years, at present as the head of the laboratory of carbon sorbents.     Victor M. Mukhin defended a Ph. D. thesis and a doctoral thesis at the Mendeleev University of Chemical Technology of Russia (in 1979 and 1997 accordingly). Professor of Mendeleev University of Chemical Technology of Russia. Scientific interests: production, investigation and application of active carbons, technological and ecological carbon-adsorptive processes, environmental protection, production of ecologically clean food.   

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First refuelling for Russia’s Akademik Lomonosov floating NPP

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The FNPP includes two KLT-40S reactor units. In such reactors, nuclear fuel is not replaced in the same way as in standard NPPs – partial replacement of fuel once every 12-18 months. Instead, once every few years the entire reactor core is replaced with and a full load of fresh fuel.

The KLT-40S reactor cores have a number of advantages compared with standard NPPs. For the first time, a cassette core was used, which made it possible to increase the fuel cycle to 3-3.5 years before refuelling, and also reduce by one and a half times the fuel component in the cost of the electricity produced. The operating experience of the FNPP provided the basis for the design of the new series of nuclear icebreaker reactors (series 22220). Currently, three such icebreakers have been launched.

The Akademik Lomonosov was connected to the power grid in December 2019, and put into commercial operation in May 2020.

Electricity generation from the FNPP at the end of 2023 amounted to 194 GWh. The population of Pevek is just over 4,000 people. However, the plant can potentially provide electricity to a city with a population of up to 100,000. The FNPP solved two problems. Firstly, it replaced the retiring capacities of the Bilibino Nuclear Power Plant, which has been operating since 1974, as well as the Chaunskaya Thermal Power Plant, which is more than 70 years old. It also supplies power to the main mining enterprises located in western Chukotka. In September, a 490 km 110 kilovolt power transmission line was put into operation connecting Pevek and Bilibino.

Image courtesy of TVEL

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Rosatom Starts Production of Rare-Earth Magnets for Wind Power Generation

TVEL Fuel Company of Rosatom has started gradual localization of rare-earth magnets manufacturing for wind power plants generators. The first sets of magnets have been manufactured and shipped to the customer.

In total, the contract between Elemash Magnit LLC (an enterprise of TVEL Fuel Company of Rosatom in Elektrostal, Moscow region) and Red Wind B.V. (a joint venture of NovaWind JSC and the Dutch company Lagerwey) foresees manufacturing and supply over 200 sets of magnets. One set is designed to produce one power generator.

“The project includes gradual localization of magnets manufacturing in Russia, decreasing dependence on imports. We consider production of magnets as a promising sector for TVEL’s metallurgical business development. In this regard, our company does have the relevant research and technological expertise for creation of Russia’s first large-scale full cycle production of permanent rare-earth magnets,” commented Natalia Nikipelova, President of TVEL JSC.

“NovaWind, as the nuclear industry integrator for wind power projects, not only made-up an efficient supply chain, but also contributed to the development of inter-divisional cooperation and new expertise of Rosatom enterprises. TVEL has mastered a unique technology for the production of magnets for wind turbine generators. These technologies will be undoubtedly in demand in other areas as well,” noted Alexander Korchagin, Director General of NovaWind JSC.

For reference:

TVEL Fuel Company of Rosatom incorporates enterprises for the fabrication of nuclear fuel, conversion and enrichment of uranium, production of gas centrifuges, as well as research and design organizations. It is the only supplier of nuclear fuel for Russian nuclear power plants. TVEL Fuel Company of Rosatom provides nuclear fuel for 73 power reactors in 13 countries worldwide, research reactors in eight countries, as well as transport reactors of the Russian nuclear fleet. Every sixth power reactor in the world operates on fuel manufactured by TVEL. www.tvel.ru

NovaWind JSC is a division of Rosatom; its primary objective is to consolidate the State Corporation's efforts in advanced segments and technological platforms of the electric power sector. The company was founded in 2017. NovaWind consolidates all of the Rosatom’s wind energy assets – from design and construction to power engineering and operation of wind farms.

Overall, by 2023, enterprises operating under the management of NovaWind JSC, will install 1 GW of wind farms. http://novawind.ru

Elemash Magnit LLC is a subsidiary of Kovrov Mechanical Plant (an enterprise of the TVEL Fuel Company of Rosatom) and its main supplier of magnets for production of gas centrifuges. The company also produces magnets for other industries, in particular, for the automotive

industry. The production facilities of Elemash Magnit LLC are located in the city of Elektrostal, Moscow Region, at the site of Elemash Machine-Building Plant (a nuclear fuel fabrication facility of TVEL Fuel Company).

Rosatom is a global actor on the world’s nuclear technology market. Its leading edge stems from a number of competitive strengths, one of which is assets and competences at hand in all nuclear segments. Rosatom incorporates companies from all stages of the technological chain, such as uranium mining and enrichment, nuclear fuel fabrication, equipment manufacture and engineering, operation of nuclear power plants, and management of spent nuclear fuel and nuclear waste. Nowadays, Rosatom brings together about 350 enterprises and organizations with the workforce above 250 K. https://rosatom.ru/en/

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