trek 700 oclv carbon

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Results have arrived, four years & five grand: trek madone face-off.

How does a dream bike compare to a great deal? These two Trek Madones have similarly slippery aero profiles. However, braking, drivetrain, and frame tech are quite different. 

Written by: Bruce Lin

Published on: Mar 16, 2022

Posted in: Bikes

Everyone wishes they could ride a "dream bike," but what if you could track down a deal that's just as capable for way less? Today, we're comparing two Trek Madones that are separated by four years of product development and a $5,000 price difference.

[button] Shop Trek Madones [/button] | [button] Shop All Road Bikes [/button]

The dream bike: 

[product-block handle="2019-trek-madone-slr-l"/] 

For the dreamers, we have this 2020 Madone SLR 9 Disc Project One. The Madone received a major update in 2019, improving on many of the 2016 features. With the latest and greatest components, custom paint, and a $9,299.99 price tag, this bike will satisfy riders with expensive taste and plenty of money to burn.

The deal bike:

[product-block handle="nc_2017-trek-madone-9-series-l"/]

If you’re interested in getting the most bang for your buck, this 2016 Trek Madone 9 Series fits the bill. At $4,348.99, it’s less than half the price of the dream Madone. It's still flossed out with SRAM eTap wireless shifting and carbon wheels.

So is the 2020 Madone worth the extra $4,951? Let’s dive in and find out! 

2020 Trek Madone SLR 9 Disc vs. 2016 Trek Madone 9 Series 

Both Madone frames feature Trek’s high-grade OCLV 700 carbon. Until the arrival of OCLV 800 in 2021, OCLV 700 was Trek’s lightest and strongest carbon, reserved for top-of-the-line models. The most obvious difference between the two bikes is the paint. The 2020 Madone is a Project One bike, meaning the color is custom. The marbled red paint makes it a truly one-of-a-kind dream bike. The 2016 Madone, on the other hand, is simply flat black — maybe good if you prefer not to stand out. 

We have two high-end SRAM RED eTap wireless electronic drivetrains, but the 2020 Madone uses the latest 12-speed eTap AXS drivetrain with X-Range gearing (46/33t chainrings & 10-28t cassette). SRAM claims that X-Range provides better gear range with more one-tooth steps between gears. 

The older RED eTap on the 2016 Madone is 11-speed and uses traditional compact gearing (50/34t chainrings + 11-28t cassette). Notably, it comes with a Quarq power meter while the 2020 does not. Power meters aren’t cheap, so this will surely please racers and data geeks.  

[newsletter]

Both bikes are ready for to ditch tubes with tubeless-ready carbon hoops. The 2016 Madone saves a bit of cash with Zipp’s budget-friendly 302 wheels. These forgo the ABLC dimpling used on Zipp’s higher-end Firecrest and NSW wheels, but Zipp claims they’re only two or three watts slower. The biggest difference is the use of thru-axles on the 2020 Madone. Thru-axles are stiffer, keep brake rotors centered, and are up to date with modern standards. For future-proofing, thru-axle disc wheels are the better option. 

Brakes are the biggest difference between our two bikes. The 2016 Madone uses old-school rim brakes in the form of aerodynamic, center-pull, direct-mount calipers. On the front, the brake cables are hidden behind a pair of “Vector Wings” in the head tube. These quirky little doors create a sleek aero silhouette but can open up and make space for the brake cables so the fork can turn.

The 2020 Madone’s hydraulic disc brakes offer more stopping power and modulation, at the cost of a bit more drag and an increase in frame weight of 14 grams. Plus, the brakes themselves weigh significantly more (the full build is a pound heavier!).

Disc brakes are the de facto choice for modern road bikes — even at the WorldTour level. However, if you live in flat terrain, desperately want to save grams, or just prefer mechanical simplicity, the 2016's rim brakes might be a perk.

In 2016, Trek redesigned the Madone to add IsoSpeed tech for comfort and compliance. Pioneered on the Domane endurance bike, IsoSpeed decouples the seat tube from the top tube so it can flex to absorb bumps and vibration without the weight penalty of suspension. This is great for long stints in the saddle, reducing rider fatigue. This 2016 model happens to be missing the cover over the IsoSpeed bolt. It’s mostly cosmetic, and these things can happen with a six year old bike.

The 2020 model features an improved IsoSpeed design. An adjustable slider under the top tube allows riders to tune the IsoSpeed. Moving the slider forward increases compliance for rougher surfaces while sliding it back increases stiffness for a more direct feel on smoother pavement. A damper has also been added inside the seat tube. It uses an elastomer to control how the seat tube rebounds after impacts, slowing it down to reduce bounciness. 

Despite being the same size (58cm), the stack and reach numbers for the two bikes are a bit different. For years, Trek offered two geometries: H2 for more stack and less reach; H1 for longer reach and low stack. This 2016 Madone uses H2 geometry. 

The 2020 Madone SLR instead uses Trek’s latest H1.5 geometry. As the name implies, it's almost exactly halfway between H1 and H2 geometry, providing a good compromise between comfort and aerodynamics to suit most riders. 

Other details

The 2016 Madone uses a one-piece integrated handlebar and stem. If you want a different bar width or stem length, you need to change the whole unit. That is not ideal for some, so the 2020 Madone switched to a two-piece bar and stem that’s as aerodynamic as the one-piece system, but offers a wide range of fit combinations. The 2020 Madone handlebar has back-swept tops (the older bar has straight tops), and you can also apply up to five degrees of bar roll. Both models route all cables through the bars and stem, so either way, changing the cockpit will be an adventure for home mechanics. 

It may be hard to see, but the seat post clamp on the 2020 bike has also been revised from an external clamp to an internal wedge. This provides a cleaner look and allows Trek to paint match the seatpost (all 2016-2018 Madones will have black seat posts).

Dream vs. Deal verdict

So which Madone would I choose? The 2020 Madone SLR 9 Disc Project One dream bike is superior to the 2016 Madone 9 Series deal bike in nearly every way. Even though the enormous Trek logo is a bit obnoxious, the custom red paint gives me all the right feels. I like that the RED AXS drivetrain will remain SRAM’s top-of-the-line offering for several years, and I can live without a power meter. The IsoSpeed updates are nice too, though after riding other IsoSpeed bikes like the Checkpoint, I kind of doubt I’ll need the adjustable slider. 

Disc brakes are the biggest selling point. Even though the 2016 Madone would give me lots of money leftover for upgrades (not that it needs any), you can’t turn a rim brake frame into a disc brake frame. Despite the extra pound the brakes add, I prefer disc brakes, and want to stay current, so they’re what tipped the scales in favor of the dream bike.    

Bruce’s pick: 

The 2020 Madone dream bike is my winner. Can I actually afford it? Heck no. But it’s a dream bike, and I can definitely keep dreaming. If you don’t mind rim brakes, the 2016 Madone is an amazing value for the performance.

Let me know which bike you’d pick in the comments!

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Trek Madone 600 series vs. 700 series OCLV carbon

Moderator: robbosmans

Post by climbwalz » Tue Feb 14, 2012 7:31 pm --> by climbwalz on Tue Feb 14, 2012 7:31 pm

by » Tue Feb 14, 2012 7:31 pm --> by Weenie on Tue Feb 14, 2012 7:31 pm

Post by Pessin218 » Tue Feb 14, 2012 10:16 pm --> by Pessin218 on Tue Feb 14, 2012 10:16 pm

As an owner of the new 6 SSL Series Madone, I have found that is a big difference in how the bike rides compared to the previous 2009 5.5 OCLV Madone I had. The bike is noticeably lighter and the ride quality is dumbfounding absurd. This is my opinion, but if you have the time to test ride a 6 series versus the other Madone series, I highly recommend it. After test riding the new 2012 5.5 Madone, the TCT 5.5 Madone, 6.2 Madone and the SSL, I was able to discern the difference in how the bikes handled the rougher roads, hills, and corners. As for the TCT vs. OCLV, I believe there is a difference in the actual material (at the molecular level) in which the carbon is made from. My point is that the new carbon technology, whether OCLV, OCLV2, 2012 OCLV, or TCT, is always going to make an impact on how the bike rides. At least in my experience. If you have the money, I highly recommend the 6 series (SSL or not) but if you are on a budget, the other series Madones work beautifully as well. But again, this is just my opinion... Either way, the Madone series has won my heart.

Post by clarkson » Wed Feb 15, 2012 1:47 am --> by clarkson on Wed Feb 15, 2012 1:47 am

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• 12 Jan 2014
• by Anthony Mikrut
• in Tech Information

Trek OCLV Carbon – The Industry Leader

Trek OCLV Carbon

OCLV Carbon: The Industry Leader

Over two decades ago, Trek engineers developed our Optimum Compaction, Low Void carbon manufacturing process, enabling us to produce carbon bikes with consistency and quality previously thought impossible. It was an industry breakthrough… and to this day, Trek OCLV carbon frames are the best, most consistent you can buy.

700 Series OCLV

Trek OCLV Carbon 700 Series

Each level of OCLV offers the best ride for the money, thanks to an optimal balance of areal weight, stiffness, and compliance. 700 Series OCLV is the lightest, strongest carbon in the cycling world, built from strategic materials available exclusively to Trek. It’s the ultimate combination of superior modulus and superior strength, only from Trek.

Trek OCLV Carbon 600 Series

600 Series OCLV

Each level of OCLV offers the best ride for the money, thanks to an optimal balance of areal weight, stiffness, and compliance. 600 Series OCLV features advanced aerospace materials and weight-saving, performance-enhancing technology to achieve the best frame weight/stiffness combinations in the industry.

Trek OCLV Carbon 500 Series

500 Series OCLV

Each level of OCLV offers the best ride for the money, thanks to an optimal balance of areal weight, stiffness, and compliance. 500 Series OCLV achieves a superb balance of lightweight, strength, and stiffness that’s perfectly suited to the sophisticated frame technologies that distinguish Trek frames.

Trek OCLV Carbon 400 Series

400 Series OCLV

Each level of OCLV offers the best ride for the money, thanks to an optimal balance of areal weight, stiffness, and compliance. The areal weight range and modulus mix of 400 Series OCLV puts ultra high performance within reach, providing an exhilarating sense of acceleration and confident handling.

Trek OCLV Carbon 300 Series

300 Series OCLV

Each level of OCLV offers the best ride for the money, thanks to an optimal balance of areal weight, stiffness, and compliance. 300 Series OCLV is a better carbon at an amazing price, with smooth, intermediate-modulus material. Great performance and affordability don’t have to be mutually exclusive.

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Long live the road ride

The all-new Domane SL and SLR

The bike that makes every road ride better

This is an ode to the open road. To a new kind of Sunday drive where the windows are always down. This is the all-new Domane. Domane SL and SLR were made for epic days in the saddle, with incredible endurance comfort, adventure-ready versatility, and podium-topping performance. Whether you’re exploring paved or crushed gravel roads, pedaling a century, or racing across the cobbles of Paris-Roubaix, Domane is the best way to enjoy the ride.

A winning history

Raced to victory at paris-roubaix.

Domane was developed in collaboration with Trek-Segafredo to create a race-ready bike that’s fast and capable enough for the world’s most epic events – including the infamous Paris-Roubaix, where Elisa Longo Borghini and Lizzie Deignan raced Domane to victory two years in a row.

Fast as hell

Our lightest and fastest domane disc ever.

The all-new fourth generation Domane is now our fastest and lightest Domane disc ever thanks to a new lightweight frame design, premium OCLV Carbon, and updated aero Kammtail tube shaping.

Smooth as butter

Newly refined isospeed technology.

Enjoy long-haul comfort with updated rear IsoSpeed frame technology that separates the seatpost from the rest of the frame for seated compliance and less fatigue.

Right for any road

Clearance for up to 38c wide tires.

Take on paved roads, hard-packed gravel, and everything in-between with wide tire clearance that offers more comfort, traction, and stability.

The OCLV advantage

Light and strong oclv carbon.

A well-built carbon frame makes all the difference. All carbon Domane models are built using Trek’s patented carbon fiber process, which dramatically reduces weight while maintaining strength and stiffness.

Goodbye, saddle packs

Hidden storage and top tube mounts.

Sleek new top tube mounts make it easy to carry and access your essentials, and hidden downtube storage offers a smarter and more refined way to transport necessary tools.

Ready to explore? We’ll see you out there.

Explore the gen 4 carbon domane family.

Domane SLR Gen 4

Our fastest Domane SLR ever features top-of-the-line 800 Series OCLV Carbon, newly refined rear IsoSpeed, and our lightest Domane SLR disc frame yet.

Domane SL Gen 4

Look forward to more miles with a high-performance 500 Series OCLV Carbon, internal frame storage, newly refined rear IsoSpeed, and a lighter and faster frame.

Explore the Gen 3 carbon Domane family

Domane SLR Gen 3

Explore far and get there fast with lightweight 700 Series OCLV Carbon, road-smoothing front and rear IsoSpeed, and a built-in storage compartment.

Domane SL Gen 3

Solid performance at a solid price. Domane SL Gen 3 boasts a lightweight 500 Series OCLV Carbon frame, road-smoothing front and rear IsoSpeed, and internal storage.

Shop Online or In-Store to Get Yours

Trek bikes range: which model is right for you?

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The humble beginning of Trek bicycles took place in the "red barn" - once a carpet warehouse - in Waterloo, USA. The first bikes were steel touring frames , but within three years the brand had expanded substantially.

Eventually outgrowing the barn, Trek moved into a much larger headquarters - still in Waterloo - in the year 1980. From there it began to manufacture road racing bikes, then in 1983 created its first mountain bike before moving into accessories come 1984.

Having started out in steel, Trek moved into developing aluminium bikes in 1985. The first Trek branded full carbon frame came in 1989 - the Trek 5000 had a frame weight of 1.5kg. It was built by an outside manufacturer and discontinued after a year. Trek made its own efforts at carbon, with an in-house production, in 1992 to much greater success.

>>> Trek mountain bikes: which model is right for you?

Now, Trek offers the Madone (aero bike), Domane (endurance bike), Emonda (lightweight race bike) and Checkpoint (gravel bike) as well as the Boone cyclocross and Speed Concept time trial machine.

Trek's OCLV Carbon

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.

Trek's carbon bikes have always used their own patented 'OCLV carbon' - this stands for Optimum Compaction Low Void. It believes this carbon creates the best compromise between low weight and high strength and stiffness.

Optimum Compaction refers to the way sheets of carbon are layered into the mould, and optimised via heat and pressure - in Trek's opinion the two treatments are administered to the perfect ratio. Low Void refers to the minimisation of space between the layers of carbon, which might otherwise reduce strength and durability.

In 1995, Trek opened an independent facility inWhitewater, Wisconsin. The idea being that the Waterloo factory would work in frame development only. For those who want to customise their ride, the'Project One' custom paint programme arrived in 2001.

Trek's pro cycling support

Trek supported now disgraced American cyclist, Lance Armstrong, through his peak years. In 1997, it helped him sign with their sponsored team, US Postal Service Pro Cycling. He won his seven editions of the Tour de Frances on bikes bearing the brand name, but all of said wins were later taken from him following doping violations.

In 2014, the brand sponsored the Trek Factory Racing Team, now calledTrek–Segafredo. In that role, it provided bikes for high profile winners such as Fabian Cancellara and Alberto Contador,as well as Jens Voigt, and notably his Hour Record in September 2014.

In 2020, Trek continued to support the Trek-Segafredo men's and women's race outfits, two highly successful teams.

Trek's acquisitions

Over the years, Trek has made a number of high profile acquisitions. The most famous, perhaps, Gary Fisher bicycles - the mountain bike brand which it took over in 1993.

Later came Bontrager Cycles in 1995 and Electra Bicycle Company in 2014. Bontrager, now Trek's component and apparel brand, maintains the same name as does Electra, the creator of leisure bikes and accessories.

Useful links for road bike shoppers…

Trek's road bike models

Trek is able to offer a wide range of different bikes, each tuned to a slightly different purpose. Some model families are available in a selection of standards (SLR premium carbon, SL carbon, ALR premium aluminium and AL aluminium), and then these come with assorted levels of componentry to suit your price bracket.

To add even more depth to the range, Trek offers many models in two different 'fits'. The Madone and Émonda come as standard in an H2 (traditional) fit, but there are versions in what it calls 'H1' fit. This is more aggressive, shaving off about 30mm on the head tube to create a longer, lower ride. The Domane comes in an H2 'Endurance' fit, with a few models in 'Pro Endurance', again with a longer and lower stance on offer.

Here's a look at the key model families...

With each product is a ‘Buy Now’ or ‘Best Deal’ link. If you click on this then we may receive a small amount of money from the retailer when you purchase the item. This doesn’t affect the amount you pay.

Trek Domane

Our expert review:

Reasons to buy

Reasons to avoid.

The Trek Domane was introduced in 2012. It was created to offer a comfortable ride, the key feature being an IsoSpeed decoupler which separated the seat tube from the top tube, thus reducing vibrations and fatigue.

In 2016 it gained theFront IsoSpeed, which helps to reduce vibrations at the front end without impacting handling. This came alongside a new slider, which alters the level of dampening offered by the rear.

In its most recent update , the Domane took notes from the Madone with an aero fork profile, whilst becoming more versatile thanks to clearance for 38mm tyres (without mudguards, 35mm with). It also gained a downtube compartment for stashing tools (or snacks!).

Though comfort is important to the Trek Domane, it's still a racing frame, and its prowess has been demonstrated by UCI WorldTour riders at major one-day Classics, such as Strade Bianche and the Tour of Flanders. The top Domane bikes come with an H1.5 fit, which was developed with the Trek-Segafredo teams to offer the optimal balance between aerodynamics and endurance.

The Trek Domane - available as a men's build or with women's specific componentry - is a fast selling model, which comes in a range of frame materials.

The Domane SLR uses the lightest carbon Trek offers, the SL is one step down, whilst the AL uses aluminium and is the cheapest of the range.

Trek Madone

The Trek Madone is quite another beast, and the bikes come built for men and women; the latter's models with women's saddles and narrower handlebars . With an aggressive geometry and stiffness to boot, it's a road race hero, and aerodynamics have become part of its lifeblood. When we tested five aero bikes , head to head, the Trek Madone came out fastest.

Modern Trek Madone's feature a high level of integration, with the cables tucked away yet reachable via an access point at the top of the down tube.Wind tunnel testing has helped Trek to create theirKVF (Kammtail Virtual Foil) tube shapes, used on the frame and fork. These unconventional tube shapes are designed to further reduce drag, helping the rider/bike unit to slice through the air efficiently.

Because being bumped around doesn't make you faster, the Madone also features an IsoSpeed decoupler at the seat tube and more recently an adjustable one at the head tube, which offers greater compliance whilst still being integrated to prevent adding drag.

The newest model, according to Trek, can offer 17 per cent more compliance through to 21 per cent more stiffness, depending upon your chosen setting. A damper at the seatpost is also said to cut rebound by 13 per cent. All of these stats add up to a bike that can be comfortable and stiff at the same time - and one that earned a place in our 2018 Editor's Choice awards.

The majority of the bikes come in a more relaxed 'H2' geometry, save for the Madone SLR, which is in an 'H1.5' fit - this is designed to allow riders to achieve an H1 fit or an H2, depending upon their set up.

Trek Émonda

Adding more depth to the Trek family is the Trek Émonda, launched in 2014. Designed to be a climbing bike, newer adaptations are capable of negotiating mixed terrains - with disc brakes available and tyre clearance to 28mm.

>>> Trek Émonda range explained

Trek continues to work on developing the Émonda, dropping the weight of the top end Trek Émonda SLR to 640g in a size 56cm (665g with discs) and 1091g for the Trek Émonda SL (1149g with discs). The weight difference is largely achieved by the use of700 Series OCLV carbon on the SLR, as opposed to 500 series on the SL.

The aluminium model has seen some major work and the result earned it a place in the Editor's Choice 2019 awards. The key characteristic we loved was the way it simply didn't look, or ride, like aluminium. A lot of this is down to Trek's 'Invisible Weld Technology' which increases the surface area of the frame, adding to strength and reducing weight. The ALR model's frame weight comes in at a competitive 1112g, or 1131g with discs, and it uses the brand's 300 Series Alpha Aluminium.

The carbon models are available in 'SLR' build or 'SL', the former being the lightest and the latter more affordable. The majority of Trek Émonda bikes cone in an 'H2' fit, but they can be purchased in an 'H1' geometry, if you choose the top end 'Race Shop' version.

There are a few nods to neatness and integration around, such as the use of 'Blendr Integration' which seamlessly mounts Bontrager’s cycling computer, Ionbike lights or even Garmin computers directly to the handlebars. On SLR versions there's ‘Control Freak Cable Management’ which allows for shifter and brake cables to be housed through the frame.

Trek Checkpoint

With gravel and adventure bikes a fast growing category, the Checkpoint is Trek's offering to fill that sector. The crucial element here is that both the SL and ALR frame options come fitted out with 35c gravel tyres, and can accommodate rubber up to 45c. They've all got internal cable routing, to ensure much stays out, whilst the higher end models use 'Control Freak' routing which is neater.

>>> Best gravel bikes: the top models reviewed

If you opt for the carbon SL model, you get vibration dampening from an IsoSpeed decoupler at the rear, too.  To provide stability and confidence on light trails as well as comfort on all-day adventures, the geometry is not as aggressive as the road bikes elsewhere in the range. Such all-day rides warrant plenty of kit, so there's mounts for racks and mounts. Similar to elsewhere in the range, there's AL, ALR and SL models.

Trek Speed Concept

Trek's Speed Concept time trial bike has been raced by the pros yet is still seen on the amateur race scene as a popular option.

>>> Check out Fabian Cancellara's 2016 Speed Concept

The frames use 500 Series OCLV Carbon, boasting the KVF (Kammtail Virtual Foil) tube shapes described in the Madone, plus a carbon fork with integrated brake and stem - the key goal being cutting through the air quickly.There's space to fit Trek's SC Draft Box and SC Sped Box, largely used by triathletes carrying snacks.

Trek Boone 5

Trek's got plenty of experience in the muddy realm of off-road cycling - and they've got a selection of cyclocross bikes. The Trek Boone 7 model comes with hydraulic disc brakes, a one-by crank and 12-speed cassette and they've all got Bontrager's own 33c cyclocross tyres.

The frame material is Trek's 600 series OCLV carbon, and there's front and rear IsoSpeed decouplers to help riders negotiate the mud without excess transfer of vibration. Combining the mud ready tyres, disc brakes, 'cross focused cable routing and geo into an aluminium package is the Trek Crockett family.

They key differentiation is the frame material, which is300 Series Alpha Aluminium, and there's no decoupler. However, it's still a performance bike that's ready to race.

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Michelle Arthurs-Brennan the Editor of Cycling Weekly website. An NCTJ qualified traditional journalist by trade, Michelle began her career working for local newspapers. She's worked within the cycling industry since 2012, and joined the Cycling Weekly team in 2017, having previously been Editor at Total Women's Cycling. Prior to welcoming her daughter in 2022, Michelle raced on the road, track, and in time trials, and still rides as much as she can - albeit a fair proportion indoors, for now.

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Trek lays up OCLV 500 carbon fiber to lower the entry point on new Madone SL

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Love the Trek Madone SLR but can’t stomach the price tag? Now there’s hope with the new Madone SL. Built from the very same molds as the SLR, the SL model includes the use of a slightly heavier grade of carbon fiber which adds some weight, but helps lower the price – making Madone tech accessible to more riders than ever.

The Madone SLR frame is a thing of beauty, and the SL is no different. After all, they literally come from the same molds. However, Trek builds the SL with OLCV 500 carbon fiber instead of the OCLV 700 found on the SLR. This is said to add about 100g to the weight of the frame, with a 56cm painted Madone SL frame said to weigh 1225g.

Because the frame is the same, you’ll find Trek-specific features like their Adjustable Top Tube IsoSpeed unit which allows you to fine tune the rear end compliance by moving the integrated slider. It also uses the same proprietary seat mast assembly as the SLR.

Up front, the SL uses the same fork as the SLR, but one huge difference is the use of a standard bar and stem rather than the integrated unit found on the SLR. This is done in part to keep the cost down, but it also makes it easier to better fit more riders, and also allows for the use of clamp on aero bars.

Like the SLR, you’ll find integrated lighting and computer mounts through the use of the Bontrager Blendr system.

Elsewhere, the frame uses the same specifications as the SLR with flat mount disc brakes, 12mm thru axles front and rear, internal cable routing, Duo Trap S compatibility, BB90 bottom bracket, and clearance for 28mm tires. Calling it their H1.5 fit, the bike is built with a performance geometry and KVF aero tube profile to be every bit as racy as the higher end versions.

Two different builds will be offered with the SL 7 running Shimano Ultegra Di2 with Bontrager Aeolus Pro 5 carbon wheels, and the SL 6 which runs Shimano Ultegra mechanical with hydraulic brakes and Bontrager Aeolus Comp 5 carbon wheels. While the Madone SL 7 is close to the price of the Madone SLR 6, you’ll find the SL gets you a Di2 drivetrain, while the lighter SLR frame is equipped with mechanical. There’s also a frameset available if you want to build it yourself.

All models are in stock and available now.

• Madone SL 6 Disc $4,699.99
• Madone SL 7 Disc $6,499.99
• Madone SL Disc F/S $3,499.99

trekbikes.com

Zach Overholt is the Editor in Chief of Bikerumor . He has been writing about what’s new in the bicycle world for 12+ years. Prior to that, Zach spent many years in the back of a bicycle shop building and repairing nearly every type of bike, while figuring out how to (occasionally) ride them.

Based in Ohio, Zach is now slowly introducing a new generation to cycling and still trying to figure out how to fit the most rides into a busy schedule as a new dad.

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I will never buy a Trek with a BB90 bottom bracket.

Rumors of T47 BB standard coming to Trek OCLV carbon can’t come true fast enough?

Needs BSA. At least Specialized is going back to basics with their new Roubaix line.

YMMV, but I’ve got a Trek with BB90 and have never had a moment’s problem with it in 4 years.

4 years isn’t very long and it’s really mileage and your power that matters for causing the inevitable unless you have a one piece BB like a BBinfinite setup

Looks a bit weird with that seatpost with half a mile of setback.

Really? I’m considering selling a kidney to buy one! 😛

Would agree friend of mine has an RSL edition with rim brakes and I was just thinking how much better his frame looks than the disc brake one.

It’s not a bike it’s a ugly Trek billboard! The designers are tasked with fitting the biggest trek logo on it while allowing the thing to be semi rideable.

You’re right… what’s up with the size of the TREK logo? I used to think the Madone was so sleek and beautiful, but somehow it’s gotten really ugly.

Yeah, the black on black “ghost” logo is textbook complimentary color strategy for maximum contrast…

Veru odd looking bike especially that seat/setback but I’m really liking the integration with lights.

I do wonder if that bike will say “Made in USA” on it (like so many other Treks that were at best assembled in the USA). At least the big S was honest-ish with “Designed in California” (that to me is a reason to not buy one).

I do prefer made in USA frames (with made in Italy bits)…that said, I do prefer to meet the person who builds my frame in person as well.

I think Trek already moved all production back to Asia.

Trek never did that. They’re all made in Asia(even when this post was made), but they used to make their 6 series and up frames in the US while the 4/5s were made in Asia. The frames stated where they were made.

I’ll take my Fuji Transonic 2.1 over that bike anyway. It’s a rocket ship and is $1K less than the Ui2 version Trek is offering. And they didn’t dummy down the carbon to hit a price point.

Nothing about this bike or the SLR appeals to me in the slightest.

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Trek Does It All with the New Madone

Trek’s new eighth-generation Madone is lightweight, aerodynamic, and fast—the road bike raced by Lidl-Trek in the 2024 Tour de France.

Takeaway: For the eighth iteration of its legendary Madone road bike, Trek blended the low weight of the Emonda with the aerodynamics of the seventh-generation Madone. The result is a light, stiff, and fast all-around race bike. While the flagship SLR9 costs over $13,000, base-level Madon SL models start at $3,500.

Price as Tested: $13,500 Weight: 15.3 lbs (Size M, bottle cages, computer mount, no pedals)

Trek Madone SLR 9 AXS Gen 8

Jordan Roessingh, Director for Road Bikes at Trek, candidly confirmed that the new Madone actually started life as the next Émonda. “We constantly get the same feedback from our pro riders,” Roessingh said. “They tell us that they love how fast the Madone is, but could we make it lighter or they love how light the Émonda is, but could we make it more aero?”

Trek set out to make a more aerodynamic Émonda, and what they ended up with was a bike that had the same frame weight as the Émonda but was as quick as the Madone against the wind.

When your aero bike is as light as your climbing bike, or your climbing bike is as aero as your aero bike, there doesn’t seem to be a point to having two bikes anymore. So, while fans of the Émonda might be sad to see the bike go, it makes way for the return of the Madone as the ultimate road racing bike in Trek’s lineup. And this feels right, given the rich history of the Madone name.

Since it launched in 2003, the Madone name has always designated Trek’s fastest drop-bar race bike. That has meant different things at different points, with older models of the Madone leaning heavily on low weight and high stiffness while more recent models became all-out aero. Now that Trek returns the Madone to a do-it-all role, is it the best road racing bike Trek can make?

After spending the last two months riding the new Madone 8, my short answer is yes.

The new bike delivers the performance I expect from a five-figure top-of-line road bike made by a brand like Trek. For the steep price of entry, you get a bike that manages to be damn near perfect in terms of weight, stiffness, and road manners. And while all of that is important, it would matter little to bike racers (for whom the Madone is explicitly designed) if it wasn’t also fast.

Based on Trek’s provided data and my testing, the new Madone is definitely fast. But that declaration comes with a long list of caveats.

Speed is Aerodynamics In 2024

In 2011, Specialized first told us that “Aero is everything.” Knowing what I know now about the importance of aerodynamics in the context of racing, they certainly weren’t wrong. But marketing slogans are made to be catchy and concise and “Aero is everything until you build a bike that’s really heavy and doesn’t ride all that well. So maybe a bike that prioritizes aerodynamics without sacrificing weight and ride quality would be better,” does not quite roll off the tongue as easily.

Trek claims that the new Madone is as fast as the previous generation and is heaps quicker than the Émonda. The strategy to achieve this aerodynamic performance is called “Full System Foil,” where the bike is viewed not only as a cross-section of its tube shapes but as a much larger airfoil shape that includes the water bottles and wheels.

This isn’t a particularly new or earth-shattering concept. Manufacturers have designed (or at least tested) their frames around specific wheels (usually their own) for a while now. Using water bottles to fill the space between the down tube and the seat tube to smooth the airflow over a frame is also not new. It has been done on time trial and triathlon bikes for years. BMC has done it on their aero-focused time machine road bike since 2018. Cannondale recently introduced aerodynamic water bottles and cages on its all-around race bike, the SuperSix Evo , in 2023.

The cynical reading of what Trek does with the new Madone and its aerodynamic performance claims relative to the previous (and more obviously aerodynamic Madone Gen 7) is that directly comparing the two bikes is not apples-to-apples.

Trek’s claimed figures use a Madone 8 with the brand’s new aero bottles versus a Madone 7 with round bidons. In this comparison, the new Madone (at straighter yaw angles) is slightly faster than the outgoing Madone. At higher yaw angles (beyond 10º), the deeper frame tubes of the Madone 7 make it quicker than the new Madone. And when comparing the new and old Madone, with both bikes using round bottles, the results flip. According to Trek, the Madone 7 is about 1.6 watts more slippery at 22 mph.

It’s also worth dwelling for a moment on the yaw angle differences. My colleague Matt Phillips pointed this out in his review of the Specialized Tarmac SL8 , another new bike that balances optimizing aerodynamics, ride comfort, and weight. In that review, Matt points out that a rider’s speed affects the wind angles they encounter. Pro riders naturally encounter more direct (low yaw) wind angles because they (typically) ride much faster than amateur riders. Riders moving at slower average speeds will more likely encounter higher wind angles.

Trek’s aerodynamic claims for the Madone 8 are based on a rider moving at 22 mph. That is more real-world than Specialized data for the Tarmac SL8, which is based on someone moving at 28 mph.

Still, 22 mph is plenty fast for a lot of people. My rides typically average about 18 mph. At slower speeds, where the rider is more likely to encounter higher yaw angles of wind, the previous Madone will likely be faster. Strap the new Aero bottles on it, and it will almost certainly be quicker than the new Madone regardless of the wind derection.

But the gains in the Madone 8’s aerodynamics are not only down to the water bottles. Trek also introduced a new handlebar, which, when tested in isolation (without a rider on the bike), is slower than the previous handlebar. However, as part of the system with a rider on the bike, the new taller and blunter profile measures faster as it helps to smooth the airflow over the rider’s legs.

If I stop being a cycling media cynic for a minute, I can see where Trek comes from in how it designed the new Madone. Sure, there is broad acceptance across cycling to the benefits of aerodynamics, yet despite this, riders still love lightweight and snappy-feeling bicycles. With the design and packaging of the new Madone, Trek can say that the new bike is faster.

However, the issue with judging aerodynamic gains is the numerous “it depends” moments. Most of these depend on how each individual bike is equipped for testing. Using aero bottles for one frame but round ones for another is obvious, but even something less apparent, like a different handlebar shape or a different-sized rider (if you’re testing with a rider), could give different results.

To put it in perspective, Trek claims the new bike is 1.6 watts faster at 22 mph. That’s not nothing. But it’s also fair to point to the basically square downtube of the new Madone and say that Trek perhaps has left some potential aerodynamic gains on the table to make a lighter and better riding bike. And to be perfectly honest, I’m not that upset about it.

New Sizing, Similar Geometry

Long-time Trek fans will remember when the brand offered two different fits on its top-of-the-line road bikes: H1 fit, designed for pro athletes, and H2 for the riding public. This gave riders a choice of stack and reach figures. The H1 and H2 fits were eventually consolidated into what Trek dubbed H1.5. But the H1.5 designation didn’t make a ton of sense (since it referred to a geometry philosophy that no longer existed), so Trek rebranded H1.5 into “Road Race” geometry.

This rebrand comes with Trek changing its numeral sizing (51, 53, 55, etc) to T-shirt sizing (XS, S, M, etc). This is another change that makes sense to me as modern bikes rarely have a tube on them that actually measures close to their designated size number.

The big geometry shake-up with the new Madone is that Trek reduced the bike from eight sizes on the Madone 7 to six. This was accomplished by merging the 52cm and 54cm sizes into a Medium option and the 60cm and 62cm sizes into an Extra Large. Brands often reduce model options at each end of the size spectrum (to the detriment of shorter or taller riders), so it’s unsurprising that Trek merged the 60cm and 62cm. But it surprised me to see the 52cm and 54cm sizes combined.

Looking closer at the two sizes from the previous generation Madone, I was shocked at how close they were to each other. The bikes had only a 3mm difference in reach and an 8mm difference in stack. The new frame size has a few millimeters more stack than the old 54cm and 1mm more reach than the old 52cm.

I’m a rider who often chooses between these two sizes. For example, I’m happy to ride 54cm bikes from Specialized while I opt for 52cm frames from other brands like Enve or a size S from Giant. The new Medium-sized Madone I tested worked very well when paired with a 110mm stem and a zero-offset seatpost.

Still, I expect the merging of two sizes right in the middle of the size range, despite how close they are in practice, will cause some consternation for riders.

Models and Pricing

Trek offers the new Madone in nine complete bike builds and two frameset options. These are split between the more affordable Madone SL and a higher-end Madone SLR. Both bikes share the same frame shape and geometry, but the Madone SL uses a heavier 500 series OCLV carbon compared to the Madone SLR’s 900 series.

All versions of the Madone SL come equipped with a standard two-piece bar and stem. Riders who want the full aero benefits of the new bike will have to buy the aero bottles separately. A single bottle and cage set is $100, with replacement bottles at $25 each.

Four complete Madone SL bikes are offered, starting with the Madone SL 5 ($3,500), which features mechanical shifting using Shimano’s 12-speed 105.

The Madone SL 6 costs $5,500 and comes with a Shimano 105 Di2 groupset and Bontrager Aeolus Elite 35 carbon wheels. There is also a SRAM Rival AXS build of the Madone SL 6, which costs an additional $500.

At the top of the SL range is the Madone SL 7 ($6,500). This model upgrades to a Shimano Ultegra Di2 groupset, plus it uses a carbon handlebar and the deeper Bontrager Aeolus Pro 51 carbon wheels.

Next on the price pyramid is the Madone SLR 7 ($9,000). It features the same build kit as the SL 7, but for the extra $2,500, riders get the lighter-weight SLR frame, the aero bottles, nicer tires, and the one-piece RSL bar/stem. For $500 more, riders can opt for a SRAM Force AXS version of the same bike.

Finally, there are the SLR 9 flagship options. Riders can choose a Shimano Dura-Ace Di2 bike for $13,000 or one with the new SRAM Red AXS for $13,500.

Riders looking to do a frame-up build can pick between the Madone SL frameset, which costs $3,000, and the Madone SLR frameset at $6,000.

Ride Impressions

I don’t think there’s any point in dancing around it, Trek made a good bike with the latest version of the Madone—which is hardly a surprise. When you’re twenty-one years into developing a platform and are on the eighth version of it, I’m not going to say it’s impossible to make it bad, but it’s certainly difficult. This expertise, combined with wider tires that make current road racing bikes ride more comfortably than bikes from only a few years prior, I expected the new Madone to impress. And it delivered.

The new Madone is a big step forward from the previous generation Madone 7 in its enjoyability. Stomp on the pedals and the new Madone has plenty of snap, but crucially, it is vastly superior in seated comfort compared to the 7.

I complained about Trek shipping the previous Madone with 25mm wide tires, which honestly felt insane to me back in 2022 when I tested the bike. Thankfully, the new Madone ships with 28mm rubber that measures 29.5mm on the Bontrager Aeolus RSL 51 wheels. The wider tires certainly help with how pleasant the new bike feels on the road, but you still wouldn’t mistake the Madone for an endurance bike. This race bike provides excellent road feedback to the rider. You don’t float over the road on the new Madone, but it doesn’t beat you up while riding.

The next big thing I felt about the new Madone was its low weight. I clearly remember testing the Madone 7 (only two years ago), that top-level build with SRAM Red and the same wheels was 16.2 pounds (without pedals, cages, or a computer mount). The new Madone 8 I rode is nearly a pound lighter at 15.3 lbs. And impressively, that weight includes the aero bottle cages and a computer mount (but not pedals).

While we know that, empirically, bike weight has a much smaller impact on performance than we think, a lighter bike still feels awesome. When a brand charges five figures for a road bike, it should be really close to, if not below, the UCI minimum bike weight of 14.99 lbs. The previous generation Madone was never in danger of falling under that weight limit, but the new Madone should comfortably hit it with a lighter set of wheels and one or two other weight weenie changes. The Madone’s low weight and stiffness make it a fun bike to ride uphill.

Thankfully, Trek did not change the Madone 8’s handling compared to the previous version. It’s still an exceptionally well-balanced bike. Racers will find steering that, while rapid, isn’t a handful. The Madone is very stable at speed while remaining exceptionally reactive to rider inputs.

I logged quite a few miles on the new Madone and while I know that sensations are not statistics, the new Madone feels very fast. On a flat and fast weekly group ride I do, I found myself rolling off the front of the group when it was my turn to take a pull at the front. Despite the lack of deep aero tubes, the new Madone certainly has the sensation of speed that the best aero race bikes often possess. It’s best described as feeling like you’re riding with a permanent tailwind.

Conclusions on the New Madone

Combining two bikes into one is a surefire way to leave some cyclists wanting more. Some will want a more aerodynamic Madone. While others will rightly point out that Trek could have made an even lighter bike. However, the demands of modern racing often require a bike that is both aerodynamic and lightweight.

I appreciate the raw speed of an all-out aero bike. Yet bikes like that are never at the top of my dream bike ownership list. Instead, I’ve gravitated to more all-around performers, if not straight-up weight weenie dream bikes like the Specialized Aethos .

This is probably why I don’t mind Trek going with the happy medium. Even though a true Émonda rider would have wanted Trek to make the Émonda platform lighter versus more aero, I agree with Trek that the majority of Madone 7 riders—and most road riders in general—will appreciate the new Madone’s big weight reduction without taking a massive aerodynamic hit (at least on paper).

For riders with the taste and budget for this bike, the new Madone won’t disappoint. It’s a great road bike capable of competing at the highest level while offering an alternative to other high-end, do-it-all lightweight aero bikes, like the Pinarello Dogma F, Specialized Tarmac SL8, or Factor’s Ostro Vam. For cyclists seeking a bike like this but on a more limited budget, Trek offers one of the lowest-priced entry points into a high-end race bike its $3,500 Madone SL 5.

So, while the eighth-generation Madone might not be for everyone, Trek at least offers its latest race bike in a broader range of prices than the previous version, and that’s something worth celebrating.

Notes From the Field

Random observations from my time testing the bike..

• Considering how important the new bottles are to the aero performance of the new Madone, it’s worth discussing them. There is an adjustment time to become accustomed to getting them in and out of the aero cages. The actual hold feels extremely secure. If anything, they are a bit harder to get in and out than I want them to be, but I got used to them after a few weeks of riding. My only real gripe with them is the valve. It takes more force to open and close than I want. Plus, the flow isn’t that great. A minor annoyance is that you can’t stand the bottles on their end to fill them. Fortunately, the aero cages can hold a traditional round bottle, or you can ditch the bottle and cages altogether if the extra aero gains aren’t that important to you.
• Given I recently wrote a story on every bike being raced in the 2024 Tour de France , including all 18 of the World Tour teams, I’m rather confident that the new Madone is the only bike currently using a UDH derailleur hanger in the World Tour. This is great for everyday riders as it means a spare hanger should never be all that hard to find and this generation of Madone should be future-proofed for whatever drivetrain SRAM might have in the future.
• While the battle against through-the-headset cable routing has been lost, Trek at least makes the latest Madone a little easier to live with. Trek offers separate headset and spacer options to match its RSL Aero one-piece bar/stem and its RCS Pro two-piece cockpit, but there is also a headset cap that allows riders to run whatever handlebar and stem they want. Trek even offers an alternative top cap that lets riders run a round spacer on top of the RSL Aero bar. This means riders can adjust their bar height without cutting brake hoses or trimming the steerer tube.
• The included computer mount does not allow you to adjust the angle of your computer, which is annoying. Otherwise, it’s a tidy mount and a big improvement over the one used on the Madone 7.
• The new saddle clamp design is a big highlight. It’s secure and features independent adjustments for the angle and fore/aft adjustments, which is a big improvement over Trek’s previous single bolt design.
• The RSL Aero one-piece cockpit won’t please everyone. Personally, I found it quite comfy in both reach and drop shape. However, the back sweep on the tops might annoy some riders who prefer a straighter top section and spend lots of time with their hands there.

Test Editor Dan Chabanov got his start in cycling as a New York City bike messenger but quickly found his way into road and cyclocross racing, competing in professional cyclocross races from 2009 to 2019 and winning a Master’s National Championship title in 2018. Prior to joining Bicycling in 2021, Dan worked as part of the race organization for the Red Hook Crit, as a coach with EnduranceWERX, as well as a freelance writer and photographer. 

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Need to Identify a Trek OCLV Carbon Road Bike

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Trek has a great site for this 2007 Bike Archive - Trek Bicycle I'm guessing it's in the 2005-2008 range based on shapes and gears, but you will have to dig more to figure out exactly which one. Happy hunting!  

JapanCycles8 said: Trek has a great site for this 2007 Bike Archive - Trek Bicycle I'm guessing it's in the 2005-2008 range based on shapes and gears, but you will have to dig more to figure out exactly which one. Happy hunting! Click to expand...

I have a 2013 model and says same thing on frame something they were playing with around that time Ultegra components look around same time period I hope this helps you  

It's a 2003 or 2004 5200. In 2005 they went to the 'Madone' name and got rid of the wishbone seatstay. Yours is made with OCLV120 carbon. I checked some of the model year links from the archive link and was surprised that the paired spoke wheels went on for a few more years. Lots of people had issues with those wheels, but I never did with probably 25k miles on those wheels. The galvanizing/corrosion between the dropouts and the carbon fiber show some of the bike's age, but that's no worry, that's a fine bike to ride.  

2007 Madone SL 5.2 - Bike Archive - Trek Bicycle

Guess I thought you were saying that this was 9-speed?  

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Trek's OCLV Carbon

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How is it? Being a Trek fan I have always liked to pretend that it is better than most other companies but after watching a video of the guys at santa cruz trying to destroy one of their carbon frames I want to be sure that Trek has the good shet too. Anyone ever have any problems with their OCLV parts? Unexpected cracks appearing on their own or from small accidents? How is the longevity? Anyone notice their OCLV parts wearing over time more so than alloy? Yes I have seen the Trek 50lb anvil test or whatever it was called. Asking for first hand experience with OCLV.  

From my experience, working in a Trek shop, OCLV is not any better than anyone else's carbon. This is not to say it isn't good, but it is not leaps and bounds ahead of other carbon manufactures like Trek claims. It is just a marketing gimmick  

Is that how you sell it to customers too? Really convincing.  

Figured about as much. It would be fun to have someone (rich) do a video comparison of the destructibility of several brands' carbon frames.  

I have owned and own a few Trek carbon bikes. Never had any problems with them. Most of Trek's bikes have a lifetime warranty. So if something does happen. I am not worried  

I have owned two of Trek's OCLV framed bikes. The first was a 2012 Superfly 100. After one full season (about 2500 miles) it developed a de-lamination at the top of the seat tube, at the expansion seam. Trek replaced the front triangle under warranty in less than a week. That same bike also developed a crack on the chainstay just behind the crank the second season (about 5000 miles). It was also replaced under warranty in less than a week. I now have a 2016 Fuel EX 9.9. So far, nothing to report (about 2000 miles). From my experience, I would say Trek will stand by their products. That said, you are riding a "plastic" bike! Things can happen. Carbon is less fatigue-prone than most metals (Ti possessing the best anti-fatigue properties). Carbon has incredible inherent properties that make it a perfect material for mountain bike frames. Wait until you ride one for 1000's of miles and you will see. These days, almost all major bike manufacturers use very high quality carbon fiber (different types in specific areas to 'tune' the chassis), special resins for bonding the materials, and hi-quality production techniques to mold these frames. For me, buy a bike for the kind of riding you do the most. Buy a bike made by one of the major bike makers. Do your research and get a bike with the least known problems. MTBR has a thread on all of them! Buy that bike from the shop you like the most--the LBS with the best reputation in your town. We are living in the Golden Age of mountain biking; you really can't go wrong!  

In addition to the above, buy from a LBS that you've built a relationship with as well. They are who you'll be dealing with for any warranty issues.  

I've got an amazing LBS so not worried there! Riding a brand new alloy FS right now but thinking for next year that I may finally move into carbon (wife and wallet pending). Asking about OCLV now though because I am considering a pair of carbon bonty rims as the next toy for my current bike.  

drdocta said: I've got an amazing LBS so not worried there! Riding a brand new alloy FS right now but thinking for next year that I may finally move into carbon (wife and wallet pending). Asking about OCLV now though because I am considering a pair of carbon bonty rims as the next toy for my current bike. Click to expand...

Trek markets/sells it's OCLV as being superior because it's "made in the USA", personally, I don't think there's any better work being done by people in a US factory compared to an Asian one, in fact I'd wager you're getting better product out of Asia than the US, where people actually really have to work for their $$, it's all BS. The big problem with overseas production is QC and having someone on site making sure things are done right, that's it.  

I don't think they still market it this way. They try to keep it quiet, but all their carbon frames are now built in Taiwan with exception of Session and top-of-the-line Madone, Emonda, and Speed Concept. Not completely sure, but it looks like they build in Waterloo only frames that utilize 700 series carbon. Project One is only painted in Waterloo. Bontrager carbon rims are usually either built by Zipp (clinchers), or in Waterloo ( tubulars). All molds are made in Warerloo though. IMHO, OCLV is now just a marketing gimmick similar to Bontrager's Profila.  

OCLV is fine and Trek warranty is bombproof if the frame break from normal use like a crack in the BB or anywhere else, or glue separates...Trek replaces with equal or higher. but....Giant makes better and cheaper composite frames nowadays. I say better in that for a mass produced frame, they have the best source material and best machinery to do it. also the sheer numbers in the testing and destruction goes beyond anyone else budget could stand. Giant is the only manufacturer that produces their carbon fiber from scratch giving them excellent quality control throughout the process nothing wrong with OCLV though. But Giant hands down can crank out composite frames that rock the house and are sweet riding. they also make the frames for many big bike brands...like some alu frames for trek and whatnot they have the most advanced and efficient manufacturing facilities in the bicycle industry. in terms of size, Giant is #1 and Trek is #2 in overall bike sales. but no one can beat Giants Carbon/composite manufacturing, no way no how. they lead the industry on innovation in material science and mass production of that....they got the facilities and loot to get 'er done. I've owned a ton of high end bikes over the last 30 years, and when I put my legs over my new Giant carbon bikes I got in 2015 I knew right then and there Giant has this dicked. they ride amazingly well and are tough as nails (so far) my Trek OCLV's were great, rode them for years and years..but Giant is..somehow better.  

The quality of Trek's OCLV ranks right up there with Time, Giant and Easton composites. Just take a peek inside the smooth tubes.... Sent from my HTC6525LVW using Tapatalk  

I have broken every single frame I have ever owned, except my OLDEST two Treks. A 5500 road, and my '96 Y33. The Y bike was absolutely THRASHED and abused. Both of those frames were USA made (5500 and Y). All of my "non-USA" frames have broken within 3 months. I am hard on bikes apparently, and I will still run Trek carbon. One of those failures was not a Trek, and was catastrophic. I think the "OCLV" was initially a valid sales notation. Carbon WAS very new in it's cycling development when Trek monikered it's carbon as "OCLV". The OCLV was honestly VERY important for proper carbon manufacturing. Lots of "V" in the carbon is a failure going to happen. I can safely say however, I am disappointed that an $8000 bicycle, or a $5000 frame is made in Taiwan. It's actually one reason why I put up a little more money for my Madone 7, because it was USA made, not Taiwan made like the Madone 6 was.  

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Light. Strong. Carbon. Saddle up on a well-built carbon fibre bike and you’ll find a ride that’s unlike any other. Carbon is not only dramatically lighter than other materials, but it also delivers strength, stiffness and comfort that’s second to none. But carbon comes with its own unique challenges, and experience in crafting with it matters. Development is in our DNA. For over 30 years, Trek’s been building the world’s finest carbon fibre bikes and setting industry standards from our home base in Waterloo, Wisconsin, USA since 1992. And thanks to our decades of experience, trials and successes, you can climb the steepest alpine roads and descend the gnarliest mountain bike trails knowing that we’ve run every frame and component through the wringer – and then some. 

What is OCLV Carbon?  Trek’s Optimum Compaction Low Void Carbon (OCLV for short), is our patented carbon fibre used for bike frames, wheels, handlebars and beyond. It features carbon fibre that’s layered in carefully calculated patterns, then compacted using heat and pressure to create the ideal carbon-to-resin ratio. This closely-guarded heat and pressure process helps minimise voids – the spaces between layers of carbon that reduce strength and durability. The result is carbon that exceeds aerospace standards for a ride you can trust. 

Why Trek OCLV Carbon?   Simply put, Trek OCLV Carbon is put through the most extensive research and testing on the market. We start with the best materials possible, lay them up to provide specific ride characteristics for every kind of terrain, then, we run every component through some of the most extreme testing available. The result? Carbon frames and components that deliver vibration-smoothing comfort, responsive handling, robust impact resistance and aerodynamic advantages – all in a package that’s backed with the best warranty in the business.  

• SEE THE LIFETIME WARRANTY

More than a material

In additional to weight reduction, the largest advantage of carbon fibre over other materials is the limitless shapes it can be moulded into. Different shapes provide different properties, benefiting strength, stiffness and aerodynamics, and we helped teach the entire industry how to shape, mould and cure carbon for the greatest gains on every ride.

To show exactly how different shapes respond to real riding scenarios, we use a comprehensive software simulation toolkit called Finite Element Analysis (FEA). In all of our carbon bikes, we use FEA to optimise frame flex and stiffness. This allows us to craft the ideal carbon lay-up for any kind of bike frame, with stiffness where you need it for pedalling efficiency, and flex in targeted areas to increase comfort. Computer-generated designs of our bikes are assessed using Computational Fluid Dynamics (CFD) and FEA, resulting in shapes optimised for aerodynamics, weight, comfort and ride quality. Finally, these complex scientific explorations are applied to a hands-on process that combines multiple moulds and a variety of carbon materials to create a magnificently engineered product.

Road bike OCLV Carbon tiers Trek's OCLV Carbon spans from 900 Series OCLV – our most advanced carbon – to our light, yet pocket-friendly 500 Series OCLV. Each level of OCLV Carbon has a designated number that indicates how optimised for strength and stiffness its lay-up is. The higher the level OCLV, the less material is required to achieve the same strength from the final product.   Our 900 Series OCLV Carbon uses our strongest carbon fibre lay-up yet, allowing us to use less material and reduce the weight of a finished product, while still maintaining the same stiffness as a lower-series lay-up. 

How we created our lightest carbon ever  There was a time when the fastest road race bikes had to make sacrifices. They could be supremely light or supremely aero, but not both. 900 Series OCLV Carbon helped flip that notion on its head. Our 900 Series OCLV allows us to push the potential of carbon even further into the future, combining our fastest and lightest road race bikes into one for the ultimate ultra-light, ultra-aero superbike.   900 Series OCLV leads the way for carbon, measuring up to 20% stronger than our previous top-tier carbon, 800 Series OCLV, and implements a more efficient carbon moulding process. Using a 3D rigid mould, we reduce material overlap inside the frame, leaving less excess material behind. These material and process improvements result in a bike that’s as light as our previous lightweight race bike and more aerodynamic – without compromising stiffness or strength. 

OCLV Carbon mountain bikes   Mountain biking is about pushing the limit of where your bike can take you, but blasting lap after lap down chunky rock gardens and root-laden trails takes a toll on any mountain bike frame.   To create OCLV Mountain Carbon, Trek’s engineers borrowed a methodology from the aerospace industry to ensure that our frames were up to the challenge – Retained Strength. The philosophy is simple and based around the single question of how durable a frame remains following impact. By employing different composite materials in unique lay-ups, specifically in typical high-impact areas, we’ve created frames that retain their ability to bear load after an impact, surpassing even their aluminium counterparts in testing. 

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Carbon Armour 

The trail can get rough, so we build tougher. All Trek carbon mountain bikes come with removable, dual-density guards to protect from rock strikes and shuttle damage in the most impact-prone areas. For additional protection, some models feature additional Integrated Carbon Armour – an impact-resistant laminate underneath the paint, adding extra durability. Available on select models. 

OCLV Carbon road bikes OCLV Carbon helps us produce bikes that deliver the ultimate trinity of benefits for road cycling – minimal weight, aerodynamic gains and a comfortable ride. Compared to a traditional, round bicycle tube, Aerodynamic tube shapes require more material to create, which used to mean aero bikes were inherently heavier. But, OCLV Carbon allows us to design aero tubes at weights that don’t counteract the speed gained from aero shapes, resulting in bikes that deliver the best of both worlds. Ride light. Ride fast. Ride OCLV.

• Shop carbon road bikes

Built to last, backed for life  Every Trek comes with a promise: we’ll take care of you and do what’s right. We build our bikes to last, subjecting them to brutal punishment in our test lab. Just like the first Trek that was hand-welded over forty years ago in a red barn, our first full-carbon frame is still under warranty. All OCLV Carbon bicycles come with a lifetime warranty, because we believe that more people riding bikes is in everybody’s best interest. 

• LEARN ABOUT LIFETIME WARRANTY

OCLV Carbon wheels 

Carbon road wheels 

Get even more weight savings and aero gains with our full line of Bontrager OCLV Carbon road bike wheels.  

Carbon mountain wheels 

Take on any trail with the light, stiff and responsive handling of Bontrager OCLV Carbon mountain bike wheels. 

It's unlikely that you’ll damage your OCLV Carbon wheels, but in the off chance that a pothole or rock sends your rim through the wringer, we’ve got you covered. Every Bontrager carbon wheel is backed by the Carbon Care Wheel Programme. This means that if you damage your Bontrager carbon wheel in the first two years of ownership, we’ll repair or replace it for free. 

• GET CARBON CARE FOR WHEELS

Find the carbon bike of your dreams 

• Shop CARBON MOUNTAIN BIKES
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• SHOP CARBON E-BIKES