Trek Madone 7 SLR Gen 8 review: The Émonda’s death is the Madone’s gain

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The Trek Madone 7 SLR Gen 8 is a variation on a common theme: it's a very good all-round carbon race bike.

Some may lament the loss of dedicated lightweight and aero platforms, but Trek claims the latest Madone SLR is just as stiff and aerodynamically efficient as its preceding namesake – it certainly feels it.

The handling is sharp yet composed, if a little livelier than before, thanks to the noticeable weight loss.

On this build, which costs £8,000 / €8,999 / $8,999.99, the build is near-spot on. If you’re after a race bike that gives next-to-nothing away compared to the flagship models, this is it.

That said, there are a couple of niggles in the design to note, while there are better-value all-round race bikes around with similar specifications.

Trek Madone 7 SLR Gen 8 frameset

The eighth-generation Trek Madone SLR is an amalgamation of the previous Madone SLR Gen 7 and the Émonda SLR, with Trek seeking to create a single top-line all-round race bike.

Trek says the frameset is made of new 900-series OCLV carbon, which combined with redesigned tube profiles, is said to confer a 320g saving compared to the outgoing Madone SLR.

The brand claims a size M/L frame weighs 796g. The fork adds a further 350g. That’s very light, of course, but it’s not out of this world.

Specialized’s S-Works Tarmac SL8, for example, has a claimed weight of only 685g for a painted size-56cm frame. On the other hand, Canyon’s new Aeroad CFR comes in heavier, at a claimed 960g for a painted size-medium frame.

The 900-series OCLV carbon layup is also said to be 20 per cent stronger than the previous generation’s layup, while reducing waste material, thanks to the use of an inflatable structure inside the pre-cured frame. Trek says this pushes out excess resin and reduces flaws internally when cured.

The aerodynamics have also been addressed, with new ‘Full System Foil’ tube shapes (in favour of the truncated ‘Kammtail’ profiles used previously).

The rounder and squatter tubes are said to be more efficient at bearing loads, allowing them to be lighter – Specialized sings from a similar hymn sheet with the Tarmac SL8 – yet be more aerodynamically efficient over the whole bike with a rider on board.

To paraphrase my colleague Jack Luke, aerodynamically, the bike is practically identical to the old Madone SLR (0.1 watts faster at 35.4kph).

The aero-optimised bottle cages and bottles (which are supplied with the Madone SLR) play a part in this, though. Trek says these confer a 3.7-watt advantage at 45kph compared to standard cages and round bottles – indicating that without them the Gen 8 frameset is less aerodynamic in isolation than the old one.

If you already own a Gen 7 Madone, adding a set of these aero bottles might be a smart upgrade, although at £90 each (which nets you one cage plus a bottle), it’s a little pricier than you might expect.

At the rear of the Gen 8 Madone, the distinctive IsoFlow hole remains, with a few slimming tweaks enabled by the new manufacturing techniques. Trek says this improves its aerodynamic effectiveness, but more notably increases compliance by 80 per cent.

The Madone SLR frameset is optimised for use with the brand’s updated Aero RSL Road integrated cockpit (the same as the one used on the Trek Checkmate SLR gravel race bike), although it’s possible to switch this out for a standard stem and handlebar if you wish.

The frameset has clearance for 32mm tyres (up from 28mm with the previous Madone SLR), is Universal Derailleur Hanger compatible and sports a T47 threaded bottom bracket.

Trek Madone 7 SLR Gen 8 geometry

As with the recently launched Checkmate SLR, Trek has moved to T-shirt sizing for its bikes. It has also dropped two sizes from the Madone SLR line-up – there are now six.

I tested a size M/L, which is equivalent to the brand’s previous size 56cm.

This features suitably racy figures: a 73.5-degree head tube angle and a 73.4-degree seat tube angle, with a 389mm reach and 562mm stack.

Compared to a size-56cm Specialized Tarmac SL8, the Madone SLR frame is 6mm shorter and 3mm lower, but the angles are near-identical.

The Madone SLR comes with 35mm of stack-increasing headset spacers as standard, although you can run round spacers above the integrated stem while settling on a final position (if you don’t mind it looking a bit unsightly).

Notably, the Madone SLR has a 10mm shorter wheelbase and the fork rake is 4mm shorter, which combines to produce slightly more agile handling.

Trek Madone 7 SLR Gen 8 specification

Firstly, a quick note (or a reminder if you’re already familiar with Trek’s model nomenclature): the '7' refers to the specification level, while 'Gen 8' refers to the generation of the frame.

With that clarified, the Madone 7 SLR Gen 8 features a Shimano Ultegra Di2 R8100 groupset, complete with the latest CL800 brake rotors (still by no means a given in 2024, and said to offer improved performance over the MT800 rotors).

The 52/36-tooth crankset and 11-30 tooth cassette are ideal choices for the Madone SLR’s key target audience, although some may prefer the wider spread of an 11-34t cassette.

Happily, given the Madone SLR can be bought through the brand’s Project One custom programme, this is selectable at point of purchase – which is a bonus compared to any of the bikes mentioned already.

The same applies to the cockpit sizing – my test bike came with the stock 100mm-long, 41cm-wide handlebar (measured, centre to centre), although some racers might prefer narrower and/or longer in the name of aerodynamics.

There are 22 options, down to 35cm wide, which should prove sufficient. If not, you can, as previously noted, run a non-integrated setup, giving you practically unlimited options.

An inline seatpost is specced as standard, although a setback model is available.

Trek lists the Pirelli P Zero Race TLR tyre as the official stock choice, but my bike came fitted with Bontrager Aeolus Pro TLR tyres. The former is available as a £10 upgrade, according to the Project One programme – both are 28mm wide.

These are fitted to Bontrager Aeolus Pro 51 TLR Disc wheels. These have a progressive 23mm-wide (internal) hooked rim design, which flares to 31.3mm externally.

Claimed to weigh 1,590g, with DT Swiss 350 hub internals, there are no red flags here in terms of specs.

The saddle is a 145mm-wide Aeolus Pro model.

My test bike was missing the aero bottle cages, which should come supplied, but carried an out-front computer mount.

Specced as standard, the Trek Madone SLR 7 Gen 8 costs £8,000 / $8,999.99 / €8,999. This compares closely to a 2025 Specialized Tarmac SL8 Pro, which is £8,250 / $9,000 / €9,000: a £250 saving for those in the UK.

Cannondale’s SuperSix Evo Hi-Mod 2 is also priced at £8,250 / €8,999, albeit this is $699 cheaper in the US at $8,300.

Canyon confidently undercuts both of these alternatives, with the Ultimate SLX 8 Di2 costing £5,999 / $6,299 / €6,549.

With Canyon, though, you don’t get any customisation options at the point of purchase. The potential cost of any desired spec swaps should therefore be factored into the total price.

Trek Madone 7 SLR Gen 8 ride impressions

Fundamentally, the Trek Madone 7 SLR Gen 8 stands out for its lively handling.

While I didn’t find the previous-generation bike lacking in this regard, the weight savings have made the new version feel more agile and responsive.

My test bike weighed 7.27kg, a little under the similarly specced Madone 7 SLR Gen 7 Simon has tested.

I wonder if the handling might prove a little too sharp for everyday riders – many may prefer the slightly easier-going ride qualities of the Tarmac SL8, SuperSix Evo or Ultimate, for example – but the differences aren’t night and day.

A similar sense of aerodynamic efficiency is present here compared to those bikes (albeit the Ultimate is less obviously profiled to cut through the wind – Canyon continues to sell the Aeroad for this purpose).

The Madone SLR also feels very stiff, on a par with its key rivals, but not quite as unyieldingly rigid as the previous bike.

That doesn’t result in a loss of climbing speed, though.

The improved compliance is noticeable through the saddle too, smoothing out road buzz well, although the bike remains race-bike firm overall.

Having clearance for 32mm tyres is a bonus here compared to the previous-generation bike, but this is par for the course for most rivals – Trek has caught up.

The integrated cockpit, which I thought was a little too stiff for the Checkmate SLR, is a great foil for the Madone SLR frameset and when riding on decently paved tarmac.

With my large hands, I found the narrowed tops a little less comfortable to rest on compared to the previous bike’s broader-section cockpit, but the similar backswept shape (which yields an arrow-like profile) helps to bring the hoods and drops towards you.

The cockpit’s top-cap cover is the one notable low point of the design – it slots into place using small plastic nodules, but these are easily bent and can be broken off.

Once damaged, the top cap doesn’t sit securely and rattles, necessitating the use of Blu-Tack or double-sided tape to fix it down.

While you shouldn’t need to play with the cap often once the fit is set, it’s an unnecessary and annoying issue on such an expensive bike.