trek domane al 3 review 2023

2023 Trek Domane AL 3 Disc Review

The 2023 Trek Domane AL 3 Disc might just be the bike for you. But before you make a purchase, it’s important to know all the details about this bike.

Trek is a well-known brand in the cycling world, and the Domane AL 3 Disc is one of their latest models.

This bike is designed for riders who want a comfortable and versatile ride without breaking the bank. But does it live up to its promises?

In this review, we’ll take a closer look at the 2023 Trek Domane AL 3 Disc and evaluate its features, performance, and overall value.

Whether you’re a seasoned cyclist or a beginner, this review will help you decide if this bike is the right choice for your needs.

The Trek Domane AL 3 Disc is a road bike that has been designed to provide a comfortable and efficient ride on long-distance journeys.

With advanced features and a sleek design, the 2023 Trek Domane AL 3 Disc is a bike that is sure to impress riders of all skill levels.

The 2023 Trek Domane AL 3 Disc is a high-quality road bike that provides a smooth and comfortable ride, thanks to its advanced features and components.

With a lightweight 100 Series Alpha Aluminum frame and carbon fork, this bike is built for speed and agility, while the Tektro mechanical disc brakes provide reliable stopping power in any weather condition.

– Lightweight 100 Series Alpha Aluminum frame with a carbon fork for a smooth ride.

– Tektro mechanical disc brakes for reliable stopping power in any weather condition.

– 2×9-speed Shimano Sora drivetrain featuring a 11-32t cassette and compact 50/34 chainrings for smooth and efficient shifting.

– Bontrager Paradigm SL wheels for a fast and stable ride.

– IsoSpeed technology for a more comfortable ride.

– Compatible with DuoTrap S for easy tracking of your ride data.

– Ideal for road riding, commuting, and fitness training.

– Fender and rack mounts for versatility.

Frame and Design

The 2023 Trek Domane AL 3 Disc features a lightweight and durable aluminum frame that has been optimized for endurance riding.

The frame is designed to absorb road vibrations, ensuring a smooth and comfortable ride even on rough terrain.

The bike also features a carbon fiber fork featuring IsoSpeed tech that further enhances the bike’s ability to absorb shocks and vibrations.

The 2023 Trek Domane AL 3 Disc comes equipped with a 2×9 Shimano Sora groupset that provides smooth and precise shifting through the 11-32t cassette and 50/34 compact crankset.

The bike also features Tektro mechanical disc brakes that provide excellent stopping power, even in wet conditions.

The bike’s wheels are Bontrager Paradigm SL wheels wrapped in Bontrager R1 Hard-Case Lite 700x32mm tires that provide a stable and responsive ride.

One of the standout features of the 2023 Trek Domane AL 3 Disc is its comfort.

The bike features an IsoSpeed fork that allows it to absorb more road vibrations.

The bike also features a Bontrager Verse Comp saddle that is designed to provide comfort and support on long rides.

Performance

The 2023 Trek Domane AL 3 Disc is a bike that is designed for performance.

The bike’s lightweight frame and components allow it to accelerate quickly and maintain speed on flat roads.

The bike’s disc brakes provide excellent stopping power, allowing riders to descend hills with confidence.

Overall, the 2023 Trek Domane AL 3 Disc is an excellent road bike that is designed for endurance riding. With advanced features and a sleek design, the bike is sure to impress riders of all skill levels.

If you’re in the market for a new road bike, the 2023 Trek Domane AL 3 Disc is definitely worth considering.

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

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Review of Trek Domane AL 3: Endurance Road Bike for Long Days

A high-performance road bike perfect for long weekend training rides, group sportives, or amateur competitions.

Domane AL 3 serves as an ideal upgrade for those planning to take their cycling more seriously.

It could also work as a good starter bike although its price range is on the slightly higher end.

If you want to start extending your time in the saddle and do some longer rides while maintaining comfort, the Domane AL 3 will be a good fit.

It’s a quality piece of equipment for the price.

Trek Domane AL 3 Quick Overview

Trek domane al 3 sizes, is it worth the money, is the trek domane al 3 right choice for you.

Seasoned riders will immediately recognize the stability and build quality of the Trek Domane AL 3.

It’s a clear step up from your standard road bike, with higher-grade components and professional assembly.

It delivers a noticeably more competitive feeling than most bikes in its price range while keeping the geometry relaxed enough for a comfortable ride.

Overall, the Domane AL 3 feels like the perfect long-distance training bike for serious cyclists.

• Frame : 100 Series Alpha Aluminum, DuoTrap S compatible
• Fork : Domane Carbon, fender mounts, alloy steerer
• Front Derailleur : Shimano Sora R3000
• Rear Derailleur : Shimano Sora R3000, 9-Speed
• Number of Gears : 18
• Rear hub : Formula RX-142 alloy, 6-bolt, Shimano 11-speed freehub, 142x12mm thru axle
• Rims : Bontrager Affinity Disc or Bontrager Paradigm SL, both tubeless ready 24-hole, 21mm
• Tire Size : 700x32c
• Weight : 22.71 lbs / 10.30 kg

Get From Trek Bikes

The Trek Domane AL 3 is a slight upgrade from the AL2, with better quality Shimano components and lower overall weight.

It also benefits from Trek’s DuoTrap S compatible 100 Series Alpha aluminum frame and an IsoSpeed carbon fork.

Endurance geometry frame

The Domane AL 3 is built around Trek’s lightweight 100 Series Alpha aluminum frame to provide a stable and comfortable ride over long distances.

Built for endurance, the Series 100 Alpha frames are stiff and responsive, instilling confidence in the rider.

The top tube is angled just enough to put the rider in a strong forward position without being overly aggressive while the seat tube angle strikes a balance between power and comfort.

Frame sizes range from 44cm (women) to 61cm, so they should fit riders of almost any height.

The smallest 44cm model on the women’s Domane AL 3 has a 65.7cm standover height, with an 84.2 cm standover height on the largest unisex model.

Carbon Fork

Trek have complimented their fabulous 100 Series Alpha frame on the Domane AL 3 a carbon fork and headset.

The addition of a carbon fork helps to reduce weight and provide a much more comfortable ride.

Trek Domane’s carbon fork has a unique dropout placement to optimize the wheelbase combined with a tight rocker cup for precise placement. The slightly wider fork fits a 5x100m QR and includes convenient fender mounts for those wet-weather riders.

Shimano Sora Groupset

The Domane AL3 is fully kitted-out with Shimano’s Sora R3000 groupset which provides the derailleurs, shifters, chain, cassette, and cranks.

On the rear cassette, you have nine cogs ranging from 11T to 32T and on the front crank, a 50T, and 34T.

While Sora is one of the most widely-used Shimano gearing sets for road bikes and has been trusted for years, it would have been nice to see a Tiagra groupset on a bike of this price.

However, considering the high-performance frame and quality assurance that Trek provides, the overall package still offers good value for money.

Some gearheads might consider an upgrade but the Sora system works perfectly well in this instance.

DuoTrap S Compatibility

Trek’s own line of Bontrager DuoTrap S digital sensors offer some of the best data measuring tools available.

Forget strapping on clumsy sensors to your fork with zip ties, the DuoTrap S screws subtly to the inside of your chainstay and sends data wirelessly to your phone or bicycle computer.

The DuoTrap S supports both ANT+ 2.4 GHz and Bluetooth signals so you can send data to both your phone or a Trip 300 cycling computer.

Blendr Compatible Stem

Trek’s Blendr Stem which is part of its Bontrager components range provides a way to attach accessories securely to your handlebars.

The stem is compatible with a variety of Duo Base attachments that fit phones, lights, satnavs, computers, and cameras.

Rather than using up space on your handlebars by trying to squeeze in third-party attachments, the Blendr stem places your accessories directly into the handlebar stem.

The tight and secure attachment method ensures your devices are safe on even the roughest of terrain.

There are 7 sizes of Domane AL 3 available from riders 4’11” to 6’3″

• 44 : 4’11” – 5’0″
• 49 : 5’1″ – 5’4″
• 52 : 5’4″ – 5’6″
• 54 : 5’6″ – 5’9″
• 56 : 5’9″ – 5’11”
• 58 : 5’11” – 6’1″
• 61 : 6’1″ – 6’3″

The Trek Domane AL 3 is not the cheapest bike in the range of aluminum frame road bikes with Sora components.

If you aren’t picky about build quality and materials you could certainly find something cheaper.

However, unless you are willing to fork out the extra for a full carbon frame you’ll be hard-pressed to find a better bike at this price.

It’s incredibly lightweight for a non-carbon frame and carries the undisputable Trek stamp of quality.

Yes, for a similar price you could get a bike with disc brakes or a Tiagra groupset but you would be sacrificing on quality elsewhere.

Overall, the Trek Domane AL 3 delivers value for money.

Check out our other reviews on Trek Domane bikes : AL 2 , SL4 , SL 5 , SL6 .

Related:   Trek Bikes Explained – In-Depth Overview

It’s affordable while still offering everything a rider needs in a competitive road bike.

The Domane AL 3 is a good bike for that upcoming cyclist looking to go the distance and spend some serious time in the saddle.

Sure, it’ll do you fine for the occasional weekend ride but for the money you’ll want to get a decent amount of use out of this bike.

Get From Trek

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6 thoughts on “ review of trek domane al 3: endurance road bike for long days ”.

Very useful review. At the time of this post, there are two more offerings in the Domane AL line: the Domane AL4 (upgrades shifting and adds hydraulic brakes) and the AL5.

I’m thinking of getting this for my first road bike; currently riding an Aventon Level.2 (electric) and Trek Verve 3. (hybrid) I’m thinking this would raise my average speed by at least 3 mph compared to the Verve 3. Verve 3 would then become my gravel bike.

I’m in decent shape, but got dropped immediately on a group ride last weekend, even by older riders. I could only keep up with the fatties on road bikes.

Hi Jeremy, thanks for your comment! You’re right, the Domane would definitely add at least 3 mph compared to the Verve 3 and likely more with a bit of structured training. Enjoy!

Brilliant article i have a giant rapid 2 2017, am looking at getting this one for sportifs, would this be an upgrade on my giant rapid which is a quick commuter

Thanks, Derek! The Domane would be a huge upgrade, you’d be riding much more efficiently and achieving a higher average speed.

Hi, I recently purchased a domane al3 and I am looking into purchasing an indoor trainer for it.. I am new to cycling and do not know a ton about indoor trainers.. do you know of a type/brand that fits this specific bike that you would recommend? Thanks, Sam

Hi Samantha, Here is a link to all our posts related to indoor trainers . You might find one that fits your needs.

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Is Trek Domane AL 3 Disc A Good Bike? [Trek Domane AL 3 Disc Review]

Table of Contents

We have reviewed the Trek Domane AL 3 Disc

• Price: $1,449.99
• Frame: 100 Series Alpha Aluminum
• Tire: 700×32c

What we like about it: Lightweight, sturdy frames and tires take you on bigger adventures.

What we don’t like about it: Mechanical disc braking some people think it’s not powerful enough (actual riding experience tells me mechanical disc braking is just as powerful).

Rating: (4.6/5)

Introduction

As a cyclist, for a road bike, I want it to be unbeatable on flat roads, so when faced with the Trek Domane AL 3 Disc I wanted it to be a road runner, but I expected more from it.

This road bike’s excellent 100 Series Alpha Aluminum, slim 700×32c tires, and multi-shifting 2×9 drivetrain show us not only its lightning speed on the road, but also its ability to catch the eye of passersby like a magnet when it comes to commuting and light gravel roads, and its comfortable performance that is hard for me to ignore.

After a 3-month long review, this bike took us on nearly 80 miles of road riding, through park trails, and conquering gravelly countryside trails. Not only did we feel the bike’s excellent road speed, but we also experienced its outstanding performance on fitness and light gravel roads.

Below we break down the Trek Domane AL 3 Disc for road riding, gravel performance, general riding, key features, components and specs, and other versions.

If you want to know more about it, please stay tuned and we will bring more bike reviews.

Learn More: Trek Domane SL 5 Review – Are Performance Road Bikes Worth Buying?

Road Riding

Generally speaking, hardtail bikes are much better in rough, wooded terrain where this road bike is no match for a hardtail. However, on a flat road ride, the Trek Domane AL 3 Disc will keep the hardtail bike from seeing its tail.

This time we joined a road riding group that started together on an asphalt road, and although I was initially a bit behind them, I have to say that the Trek Domane AL 3 Disc had me cheered on by the crowd of teammates in the riding group for the second half of the ride.

Based on its slim 700×32c Bontrager R1 Hard-Case Lite road tires, and with a steep head tube angle (71.3°), it was able to maintain an above-average bike speed even on rides where I wasn’t doing my best.

Also, the Shimano Sora HG53 2×9 drivetrain, when facing different road surfaces, it allows me to make shifts to adjust to the most appropriate speed and its shifting is not as complicated as I thought.

In addition, it has Tektro C550 mechanical disc brakes, which allow me to maintain strong braking when descending on wet roads and needing to stop in a hurry.

As we have noticed, this is a road bike, so in terms of damping it is no trail or mountain bike professional shock absorber, but it is important to mention that this bike’s IsoSpeed carbon fiber fork, it makes up for it in this aspect.

All in all, I’m fascinated by the speed of the Trek Domane AL 3 Disc on the road at the same price point.

Gravel Riding

I wasn’t expecting much from the Trek Domane AL 3 Disc in terms of gravel performance, but I was ruthless enough to throw it out on the gravel trails in order to get a more complete picture of all aspects of performance.

The trail was covered with small and large gravel blocks and flowing winding paths, which I was also concerned would cause some hindrance to the Domane AL 3 Disc ride.

However, after the ride, I really couldn’t wait to jump off the bike and share with my friends that I was dazzled by the bike’s performance on the gravel trails. This is because of its special IsoSpeed carbon fork, which allows it to effectively absorb bumps caused by gravel, which made my ride more fun by not only not losing my pedaling efficiency, but also reducing my fatigue.

In addition, the Bontrager R1 Hard-Case Lite road tire is undaunted by gravel. The relatively slim 32c tire features Hard-Case Lite puncture protection, which gives it greater wear resistance and allows it to travel quickly and safely in the face of gravel.

In short, the Trek Domane AL 3 Disc is not only suitable for road riding, but also outstanding in its performance even when riding on gravel.

General Terrain

If you think that the Trek Domane AL 3 Disc’s features can only be used for road racing, then I must say that you really don’t know much about the Trek Domane AL 3 Disc.

As we all know, global warming, and the ecological environment needs each of us to take action to protect, low-carbon life, starting from me. So now whether it’s for work, or for some normal travel, we can see the bicycle figure, and I am no exception. So in this 3-month cycling review, I abandoned my usual riding partner and used Trek Domane AL 3 Disc for commuting, fitness, and leisure.

Based on the weight of the lightweight body and the Bontrager Comp VR-S road handlebars, it will be more agile when performing maneuvers, and its handlebars will provide shorter drop and reach distances, retaining the classic variable radius shape that provides a quick and comfortable transition from the hood to the sprint drop.

On my daily commute to work, my start-up speed always causes amazement among my peers when the light turns green, which is a source of joy for me throughout the day.

The smooth Tektro C550 mechanical disc brakes and 2×9 transmission shine when I’m riding for fitness with friends in the park or on flat village roads.

If you are a low-carbon living environmentalist, or if you are a commuter rider who loves fitness, the Trek Domane AL 3 Disc will be one of your quality choices.

Main Features

As we all know, aluminum is a popular frame material, and a regular aluminum frame doesn’t feel as comfortable on my long rides, but when I rode the Trek Domane AL 3 Disc on long rides, it made me smile on my long rides, whether it was over rough trails or through gravel trails.

In fact, at one point in my riding, I thought that this was a road bike with a carbon frame, but the Trek Domane AL 3 Disc is indeed a road bike with an aluminum frame.

Yes, Trek’s engineers have researched methods that allow the material to retain the best properties of aluminum – lightness, and strength – while improving ride quality.

In addition, this bike’s subdued Lithium Grey, quiet Crystal White, and individual Alpine Blue to Dnister Black Fade are three paint colors that really appeal to me and have a relatively wide range of options.

If you like clean and tidy frames and look like I do, I think this bike will catch your eye too. I was impressed by its clean internal alignment and simple and generous frame design.

In addition, the Trek Domane AL 3 Disc’s two water bottle mounting holes and rear rack mounting holes are set up so that I can carry plenty of water and camping gear.

Comfortable geometry that will make me love the movement on two wheels. With the Trek Domane AL 3 Disc’s steep head tube angle (71.3°), I get faster steering on winding roads.

However, I must also mention that on rough terrain, steering may be a bit unstable if done at high speeds (although I don’t feel this way on my rides).

In addition, its steep seat tube angle (73.7°) and proper seat tube length (500mm) make my riding easier, allowing me to pedal more easily and maintain a comfortable upright ride with a higher range of vision.

 Also, proper Trail (59mm) has faster and more agile steering, in addition to an improved ability to maintain a straight line in tight corners, while it is also stable in speed.

Components and Specifications

Shimano sora r3000 2×9 drivetrain.

For mountain biking, 1× would give me a better experience, but more speed options on the road are what I want, so the Shimano Sora R3000 2×9 speed range is what I like.

On this road ride, Trek Domane AL 3 Disc was sturdy and most attractive 9-speed parts, it added a lot of fun to my riding trip.

The drive has a sleek and clean design with higher-level kit technology, so even if you are changing speeds on rough terrain, you don’t have to worry about chain rap issues happening too often (provided it is set up correctly). Some may think the 2× may be more complicated to change speeds, so I asked a less experienced rider to experience it and he told us that the Trek Domane AL 3 Disc 2× didn’t feel any different from the 1×.

So I think the Trek Domane AL 3 Disc with Shimano Sora R3000 2×9 drivetrain is for anyone.

Tektro C550 Mechanical Disc Brake

When I started riding the Trek Domane AL 3 Disc, my friend was surprised and asked, “This is not the hydraulic disc brake you like?” In response to her question, I told her for sure that this mechanical disc brake was the most cost-effective brake I wanted to have.

Most people who love to ride understand that hydraulic disc brakes are very capable and feel good, but they are relatively expensive and troublesome to maintain.

Mechanical disc brakes are relatively affordable, and it does not have a weak braking ability. In addition, maintenance for mechanical discs will be easier, and in my actual riding, when I need to stop the wheel, I often don’t need to spend much effort to stop the bike steadily.

Bontrager R1 Hard-Case Lite Road Tire

My first impression of this bike’s tires was that it was too slim, and with a 32c tire width, I was skeptical of its stability. But I still had a riding experience and sure enough the Trek Domane AL 3 Disc broke my misconceptions about it.

Because the Bontrager R1 Hard-Case Lite road tire has Hard-Case Lite puncture protection, there is no noticeable wear on the tire over gravel, and the 32c width of the tire reduces rolling resistance and provides enough traction on almost every road, even when facing corners. The 32c width reduces rolling resistance and provides enough traction on almost every road, even when facing corners.

IsoSpeed Carbon Fiber Fork

As we can see, the bike doesn’t have a shock, and like many of you, I may have wondered “what if I hit a bumpy, rough road?” Don’t worry, the Trek Domane AL 3 Disc takes this into account. The special IsoSpeed carbon fiber fork reduces the feeling of bumps on the ground without sacrificing the efficiency of riding speed, allowing me to remain relaxed and happy while doing the rugged ground riding.

Other Versions of Trek Domane AL

In our current review, we have reviewed and experienced in detail the Trek Domane AL 3 Disc’s frame, Shimano Sora R3000 2×9 drivetrain, Tektro C550 mechanical disc brakes, and its tires and other components. To get a more detailed look at the bike, we found other versions of it.

The Trek Domane AL is available as a 2×9 Trek Domane AL 3, but also as a 2×10 Trek Domane AL 4 and a 2×11 Trek Domane AL 5 . These are priced at $1,799 and $2,099 respectively, and both are hydraulic disc brakes, so if you prefer more variable speed or hydraulic disc brakes you can also try them out.

All in all, there are 3 different Trek Domane AL’s to choose from, so no matter what your budget is and what your speed change requirements are, you can find the right comfortable road bike for you here.

Learn More: Trek Domane AL 4 Disc Review – Chariot Suspect Revealed!

What do we like about it?

• The lightweight aluminum frame can enjoy the freedom of Mercedes-Benz on the road.
• The wide range of 2×9 shifts allows for appropriate gear shifts to suit the changing terrain.
• Aggressive road tires that take you to exciting driving speeds.
• Tektro C550 mechanical disc brake is affordable and low maintenance.
• Rack-mountable setup allows you to carry more essential items.

What we don’t like about it?

• Some people think mechanical disc brakes are too cheap (it will surprise you if you are willing to try it).
• Not too rich a paint color selection.
• What is the material of Trek Domane AL 3 Disc’s frame?

Trek Domane AL 3 Disc’s frame is 100 Series Alpha Aluminum.

• How many gears does the Trek Domane AL 3 Disc have?

Trek Domane AL 3 Disc has a variety of gears.

• How much does the Trek Domane AL 3 Disc weigh?
• Which height riders do the Trek Domane AL 3 Disc fit?

Trek Domane AL 3 Disc size chart:

Trek Domane AL 3 Disc Specs

Comparison table, trek domane al 3 disc vs schwinn fastback carbon 105.

To be honest, I was a little surprised to see that the Schwinn Fastback Carbon 105 is a carbon fiber frame at $2299.99. At this point, some people may think the Domane AL 3 Disc’s aluminum frame is slightly inferior, but in my opinion, the lightweight aluminum frame doesn’t give me a bad experience.

Also, since the Schwinn Fastback Carbon 105’s cable-pull brakes produce some harshness on slippery surfaces and are not enough for a rider like me who loves to go fast, I would prefer disc brakes.

Also, 700c x 25c tires, maybe better in speed, but the 25c tires are a bit slim, which may take more attention for novices to handle it when driving fast.

If you’re on a budget and prefer disc brakes, you can look at the Trek Domane AL 3 Disc, which is $850 cheaper and will give you a pleasant surprise.

Learn more : Top 10 Best Road Bikes Under $1000 – Great Value For Money

Trek Domane AL 3 Disc vs Scott Contessa Speedster 25

It was really hard to choose between these two bikes. First of all, they are both $1499.99 in price and they have the same 2×9 transmission range, but in real-world riding the Trek Domane AL 3 Disc feels better to me, it doesn’t have a noticeable rustle when shifting.

With almost identical mechanical disc brakes, there is little difference in their performance on wet roads. If I had to say one thing, the Trek Domane AL 3 Disc is 0.44Ibs lighter than the Scott Contessa Speedster 25, so the Domane AL 3 Disc gives you a better experience in braking.

Also, as we can see, both bikes have the same tire size of 700 x 32c, but if you notice the tread pattern, you’ll notice that the 60tpi Bontrager R1 Hard-Case Lite road tire has relatively more wear and traction.

If you are looking for lighter weight or better tires, you can try the Trek Domane AL 3 Disc.

Trek Domane AL 3 Disc vs Trek Domane AL 5 Disc

The Domane AL 5 Disc and the Trek Domane AL 3 Disc are both parts of the Domane AL series. Both bikes have the same aluminum frame, but the Domane AL 5 Disc costs $650 more than the Domane AL 3 Disc.

However, the Domane AL 5 Disc is a hydraulic disc brake, which may be softer compared to a mechanical disc, and the Domane AL 5 Disc has a 2×11 drivetrain, so there are a few more speed options than the Trek Domane AL 3 Disc. If you like more speed options, you may be attracted to the Domane AL 5 Disc.

It’s also worth mentioning that the tires on both bikes are the same, so there’s not much difference between them in terms of wear resistance and traction.

If the 2×11 transmission is complicated for you, you can choose the more suitable 2×9 transmission, both in terms of ease of speed change and speed range selectivity it is sufficient, and you can save $650 to upgrade your car.

Learn More: Trek Domane AL 5 Disc Endurance Bike Review– Would It Be The Endurance Bike You Want?

Trek Domane AL 3 Disc vs Canyon Endurace 8 Disc

As we can see the Canyon Endurace 8 Disc has a 2×11 shift range and it also comes with Shimano RT70 hydraulic disc brakes, so it appeals to me in at least those two areas and the not-so-high price tag has me intrigued.

Although the bike looks great from the drive and braking side, that doesn’t mean that the Trek Domane AL 3 Disc will admit defeat.

The Domane AL 3 Disc’s mechanical disc brakes are affordable, light, and low maintenance, and not only that, but the brakes work reliably even on slippery surfaces. Some people may think that the speed range of the Domane AL 3 Disc 2×9 is a bit too small, but in my opinion, it depends on your needs and the 2×9 shifting is great in my real-world riding. I also like the affordable price of the Trek Domane AL 3 Disc.

Whether you’re riding on light gravel roads or flat roads, I think the Trek Domane AL 3 Disc is one of the bikes you should choose for the money.

In case, the above comments are helpful to you, please remember to share the subscription. Have a great day!

Canyon Endurace 8 Disc Review – Superb Entry Enduro Bike

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2023 Trek Domane SLR review: A tauter ride, but some curious loose threads

Trek’s latest iteration of its domane all-roader packs more performance than ever, but there are also some big missteps that give me pause..

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Story Highlights

What it is: The fourth generation of Trek’s groundbreaking endurance road bike.|| Frame features: 800-series OCLV carbon fiber construction, IsoSpeed rear pseudo-suspension, down tube storage compartment, built-in chain watcher, T47 threaded bottom bracket, front and rear fender mounts, three bottle mounts, top tube feed bag mount, fully concealed cable routing.|| Weight: 1,193 g (claimed, 56 cm frame only); 427 g (claimed, fork only); 7.54 kg (16.62 lb) as tested, 52 cm size, without pedals.|| Price: US$13,200 / AU$18,500 / £13,400 / €14,500.|| Highs: Superb rear-end ride quality, stiff and efficient-feeling under power, excellent handling, sleek aesthetics, competitively weight.|| Lows: Ride quality still a little imbalanced, creaky IsoSpeed/seatpost area, exposed headset bearing, internal housing rub, disappointing tires.

The Trek Domane has been one of the best-selling endurance road bikes since it first arrived on the scene way back in 2012, largely owing to its innovative IsoSpeed rear pseudo-suspension system. IsoSpeed lives on in the bike’s fourth generation, and it’s not only more cleverly package than ever, but it’s housed in what is clearly the most performance-packed iteration to date. 

The last few months have proven the latest Domane SLR to be a formidable competitor in the hotly contested all-road market. But part of me wonders if some of the earlier versions’ approachability has been lost in the never-ending quest for more speed, and there are a couple of disconcerting missteps that proved annoying during testing, and somewhat concerning for the long haul, too.

A primer on the latest Domane

IsoSpeed has defined the Domane since its inception, and the brilliance and elegance of its design still has no equal in the industry. 

Most bikes offer rear-end comfort with a combination of seatpost and seat tube flex; that phenomenon has been well understood for quite some time. But by adding a physical pivot at the seat cluster, IsoSpeed allows the seatpost and seat tube to bend far more under bump loads than with a more typically rigid connection. Later iterations of IsoSpeed would introduce a level of adjustability to the system so that riders could more carefully fine-tune the ride quality to their preferences (and weight), and Trek would eventually introduce a front-end analog to help balance out the comfort level between the two ends.

Whereas the previous Domane’s rear IsoSpeed system had an adjustable spring rate that allowed riders to tweak the flex characteristics to their liking, this latest version has a fixed tune that Trek says is roughly the same as the old version’s softest setting (since that’s apparently where most people ran it, anyway). The change yields a more neatly visually integrated and appealing arrangement since all of the flexy bits are now entirely tucked away inside the top tube. 

In addition, there are big changes with the seatpost – or rather that it has one at all. Up until now, all higher-end Domanes used Trek’s so-called no-cut seatmast design, with a carbon fiber cap or seatpost stub that clamped to an extended seat tube stub. According to Trek, that was only way to get as much flex from the system as its designers wanted. However, this latest L-shaped IsoSpeed architecture allows for all of the desired flex while using a more conventional (and far more convenient) telescoping seatpost.

But what happened to Front IsoSpeed, you’re wondering? Based on steerer tube flex, that system was never as effective as the corresponding rear design, and with the move from standard 28 mm-wide tires to 32 mm-wide ones, the added air volume supposedly cancels out Front IsoSpeed’s nominal comfort gains so Trek says there wasn’t any point in using it anymore. 

As you might expect, those structural simplifications result in some healthy weight savings, which is more than welcome since the third-gen Domane wasn’t exactly light. According to Trek, the fourth-generation Domane frameset sheds about 300 g (0.66 lb). Claimed weight for a painted 56 cm frame is 1,193 g, and the matching fork adds another 427 g – still not exactly feathery, but not bad at all, particularly when you consider all of that IsoSpeed hardware hidden inside.

Nevertheless, that figure becomes a little more palatable when you consider everything else that comes along with it.

As before, the Domane sports nominally aero tube shaping, although it’s more pronounced now with more aggressively flat-backed profiles that presumably cut through the air with greater efficiency. Trek has also retained the convenient storage hatch in the down tube located under the bottle cage mount, with plenty of room for snacks and repair essentials, and even perhaps a layer or two depending on how carefully you pack. 

The previous generation’s semi-concealed cable routing has been more refined this time around with a fully hidden setup that enters the frame through the upper headset bearing and tucks in against the steerer tube, instead of the separate port behind the stem and more exposed cabling used on the old Domane. Headset bearing replacements will still be a pain (more on this in a bit), but thankfully, those control lines are at least run along the underside of the bar and stem – not through them – so swapping either of those components will be a mostly trivial process measured in minutes instead of hours.

Tire clearance is officially unchanged, although that’s not a big deal considering it was already very good. Trek says just about any 700c tire with a 38 mm hot stamp on it will fit, and prior experience has not only demonstrated those claims to hold true, but that they’re often pretty conservative. Thoroughly hidden front and rear fender mounts are integrated into the frame and fork, and even with those installed, you can supposedly still fit 700×35 mm tires underneath without any trouble. 

Geometry-wise, it’s an interesting mix of road racer agility and endurance bike stability.

Up front, the steering is almost as quick as the Madone – quicker in some sizes, in fact – although that’s tempered somewhat by the more stretched-out rear end and longer wheelbase. And in a clear nod to stability, the bottom bracket drop is a ground-scraping 75-80 mm as compared to the Madone’s 68-72 mm figure. As expected, the rider position is more relaxed than what Trek uses on its road racing bikes, with more upright stack and shorter reach dimensions across the board. Neither is remotely extreme, though, so most riders shouldn’t have much issue achieving a reasonably aggressive position should they want one.

Trek sent to me a flagship Domane SLR 9 eTap model to test, built with the company’s fanciest 800-series OCLV carbon fiber blend, a SRAM Red eTap AXS wireless electronic groupset, and speedy Bontrager Aeolus RSL 37 aero carbon clinchers wrapped with 32 mm-wide Bontrager R3 Hard-Case Lite tires. Completing the spec sheet are a carbon-railed Bontrager Verse Short Pro saddle and a Bontrager Pro IsoCore carbon fiber handlebar.

Actual weight for my 52 cm sample is 7.54 kg (16.62 lb) without pedals or accessories, and retail price is a heady US$13,200 / AU$18,500 / £13,400 / €14,500.

Still dominant?

I think I’ve ridden every generation of Domane at this point, and have always been struck by its unusually smooth ride quality (at least out back). Simply put, IsoSpeed works just as it’s claimed to, and the extent of its effectiveness is something that can only be fully appreciated in person.

That still carries through to this fourth-generation model, although the overall feel isn’t the same as in years past.

The rear end is still astonishingly comfortable, and far more so than you’d expect given the chunky-looking chain- and seatstays. Smaller-amplitude stuff is wiped out almost completely, and even nastier square-edged impacts are impressively neutralized. Basically, the way you ride IsoSpeed is to stay seated on just about everything and let the bike do the work for you. There’s also an admirable lack of bounciness while pedaling, and yet despite the obvious flex in the system, I was surprised by the amount of (good) textural feedback coming up through the rear end. Mind you, it’s nowhere near as as talkative as many other bikes out there, but it’s an acceptable tradeoff for the cushiness.

Despite losing the Front IsoSpeed system, this new Domane also strikes me as more balanced than before. The rear end is still more comfortable than the front – as has been the case with every Domane since its inception – but it’s not as stark a contrast as it used to be most of the time. I can’t say if this is due to the larger stock tires (which I ran at just 52/54 psi front/rear for my 73 kg build) or the semi-flexy Bontrager IsoCore carbon handlebar, but either way, ditching the weight and complication of the Front IsoSpeed system is a welcome update.

I say “most of the time”, though, because while the Domane does feel more balanced to me on tarmac, the huge down tube, top tube, and head tube proportions make for an absolutely punishing experience if you hit anything remotely substantial. Whereas that rear IsoSpeed setup can just flex more when needed, there’s no such relief up front, and huge jolts come up through your hands if you’re not paying attention and slam into something at speed.

Overall, the impression I get is this latest-generation Domane has a sportier personality to it and it no longer seems content to just be a comfy endurance road bike. Instead, it’s looking to provide a lot of comfort to riders who want to be out all day, but who also aren’t willing to completely give up a more performance-minded feel.

Whether that’s a good thing will depend on your perspective, but it’s something to keep in mind regardless.

Sticking to that whole performance front, the new Domane is indeed very eager under power. As you’d expect given the proportions of the thing, it’s very stiff and efficient-feeling when you step on the gas, with nary a hint of flex down below. It’s a similar story up front with that huge head tube area confidently resisting any undue twisting when you rise out of the saddle for a sprint or steep uphill pitch. 

The Domane’s diet plan has paid dividends, too. Granted, 7.54 kg is still a touch on the heavy side for a top-tier carbon fiber road bike with a SRAM Red eTap AXS groupset and shallow carbon fiber clinchers, but it’s a sizable improvement nonetheless and more than fair given everything Trek has packed in here. That rear end genuinely does ride better than just about anything else out there, and while the down tube storage hatch undoubtedly adds a few grams, I’d argue it’s more than offset by the convenience factor. 

Put another way, I never finished a test ride complaining about the bike’s weight.

Nor did I have any complaints whatsoever about the Domane’s handling. The quick steering geometry may seem odd for a bike in this category, but it does work. The Domane feels agile and nimble, and eagerly turns into corner when asked. After that initial response, though, that more stretched-out rear end and the longer wheelbase work together to slow things down so you never feel like you’re diving too hard toward the apex; just initiate the turn and let the tires take a set, then carve your way through. It’s wonderfully intuitive.

A bike and a half

The official tire clearance figures naturally raise the question of if the Domane can also serve as a light-duty gravel bike. In short: absolutely. In fact, that’s how I ended up spending much of my time on this thing.

As is typical for Trek, those clearance figures are rather conservative, and a set of 40 mm-wide Schwalbe G-One Allrounds (39 mm actual width on these Bontrager rims) went on with no issues whatsoever. Although some people might not be fully comfortable with how close things start to get to the SRAM front derailleur battery, there’s room to spare everywhere else. Assuming conditions aren’t too muddy, I suspect most people wouldn’t have any problems.

Either way, the Domane proved to be right at home on dirt roads and smoother gravel stretches. That somewhat firm ride on the road tires smoothes out with the increased air volume of the gravel ones, and the longer wheelbase lends an air of confidence when you start sliding around a bit. The more road-like frame geometry also makes for a bit of a rally car feel in terms of handling on loose surfaces, and while some might interpret that as scary, more skilled riders will likely just find it to be a lot of fun. 

A Domane wouldn’t be my first choice if you’re primarily looking for a gravel bike, but if you’re after more of a mixed-terrain rig or your “gravel” is more like a network of decently maintained dirt roads, I’d certainly consider it.

As much as Trek nailed a lot of the fundamentals here, I was surprised by how many issues I encountered with my test sample.

For one, that IsoSpeed system may be super cushy, but mine also creaked incessantly. In fact, it was so loud on bigger bumps that it almost seemed like the frame was coming apart. Going along with that was persistent seatpost slipping, which I was only able to (mostly) remedy with a generous helping of friction paste and by slightly over-torquing the binder wedge. Trek says this is a known issue with bikes from early production runs and simple to fix.

“This is a known issue as we discovered supply wasn’t making it to spec. We have since made changes to compensate for the manufacturing variations. If this happens to a customer, we direct them to a local Trek dealer who can easily/quickly swap out the new, correct part for free and get them back riding on the road without the issue.”

Regular CyclingTips readers will already know I’m no fan of fully internal cable routing, although the setup Trek uses here is worthy of some light praise. The lines don’t actually go through the bar or stem, so both are blissfully easy to swap if necessary. And as compared to the layout of the previous-generation Domane, this one looks way cleaner.

That said, headset bearing replacement is still a concern with any routing setup where the lines pass through the upper bearing. Of course, that’s only a problem when it comes time to replace the bearing. But unfortunately, that’ll likely be a more frequent job given that this upper bearing is almost completely exposed to the elements (and the lower one isn’t much better). As is the case with any bike that has a similar layout, replacing headset bearings often requires new brake hoses (or at least fittings), new bar tape, and a lot of labor, so if you regularly ride in the wet and are considering a Domane, I’d advise either setting aside a sizable chunk of money for regular bike shop visits or getting really good at doing the work yourself. 

“The logic behind the design is that we’ve noticed we infrequently see our customers change their headsets,” a representative from Trek replied when I asked about this. “We’ve also seen very few related issues. For example, for all our road bikes dating back to 2013 with similar integration as Domane, we’ve received approximately ten warranty issues related to this.”

That may very well be, but just because customers don’t change their headset bearings doesn’t mean they shouldn’t be changed, and just because something isn’t submitted for a warranty claim doesn’t mean there isn’t a maintenance issue inherent to the design. Would it really be that hard to add a couple of lip seals here?

I may not win the war on hidden cable routing (sadly, that ship has sailed), but I’m still going to scream from the rooftops that brands should at least pair those rats’ nests with either more durable headset bearings or better seals. In this case, there’s neither.

Speaking of internal routing, I also noticed the rear brake hose rubbing inside the frame when turning the bars at not-overly-extreme angles. Will this be an issue over time? That’s hard to say, but most experienced shop mechanics will probably have tales to share of brake and derailleur lines slowly sawing through poorly protected areas of various mountain bike carbon fiber frames over the years. I can’t say for sure that this will happen here – and this certainly isn’t an issue limited to Trek – but it’s something I worry about regardless, particularly given it’s potentially inside the frame where no one will be regularly looking for it. 

This particular test bike was also a convenient reminder that threaded bottom brackets can still creak, as mine occasionally did under particularly hard pedaling. That said, threaded systems are at least easy to fix (a layer of plumber’s tape and some grease does wonders) – and I would have, had one of the dozen cup tools in my tool cabinet actually fit. 

For the most part, there aren’t too many surprises here. 

The SRAM Red eTap AXS stuff is great, and Trek has wisely gone with the versatile 2x configuration with 46/33T chainrings and a 10-33T cassette that provides a mountain-taming 1:1 climbing ratio. 

The Bontrager wheels are excellent: light and snappy, modestly aero, super stable in crosswinds, incredibly easy to set up tubeless, reliable DT Swiss hub internals. You get the point.

I can’t say I was a fan of the Bontrager R3 Hard-Case Lite tires wrapped around them, though. They’re decently grippy, and prior experience has demonstrated them to be impressively long-lasting. But they’re also tangibly slow (confirmed by our friends at Bicycle Rolling Resistance ) with a thick and stiff casing that makes for a less-than-inspiring ride quality. The bike deserves better.

It was a similarly mixed bag on the finishing kit.

That Bontrager Verse Short Pro saddle? Awesome. Tons of support for all-day riding and an excellent shape that minimized soft-tissue pressure and chafing. I’d almost put this head-to-head with a Specialized Power, in fact. It’s good stuff.

But that handlebar… pass (at least for me). I generally love traditional-bend bars, but this one just never felt right in my hands. The 75 mm reach dimension should be fine but it feels short in reality, and the drops feel oddly deep with a curvature that doesn’t mesh well with my large-sized palms. And the corresponding tape was pleasantly grippy, but almost too grippy if you don’t like to wear gloves, and could’ve used more padding. 

Details matter

Overall, I think Trek did a great job on the core attributes of this fourth-generation Domane. It’s back to a more reasonable weight after a couple of generations of overindulgence, it’s very unusually comfortable, the handling is superb, and it’s no stranger to going fast. The convenience of those double fender mounts and the extra bottle and bag mounts – not to mention the down tube storage – are big plusses, too. 

In short, it’s a lovely bike to ride all day, and on a wide range of road surfaces.

Bikes are more than just short-term thrills, though, and the creaking and slipping in the seatpost area, the exposed headset bearing, and that internal brake hose rub just make me wonder about what issues might persist long-term. I’ve heard from Trek dealers that a retrofittable part revision has since corrected the seatpost problem, but those other two concerns still give me pause. If Trek can address those as well, I’d happily declare this Domane a winner. But until then, I’d carefully wear the pros and cons before plunking down your wallet on this one.

More information can be found at www.trekbikes.com .

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Trek Emonda SL 6 Disc Pro Road Bike Size-54 2023 Pre-Owned

₹ 340,000.00 ₹ 305,000.00

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Frame size: 54 Brand/ Model name : trek emonda sl 6 pro Group set : ultegra Purchase date: 22 mar 23 Bill avbl : no Km driven : 140 Location: Jalandhar Punjab

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2023 Trek Domane AL 5 Gen 3

An aluminum frame endurance bike with upper mid-range components and hydraulic disc brakes.

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Domane AL 5 Gen 3

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Trek’s most budget road bike, revamped, and still with class-leading tyre clearance.

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Samara Oblast, Russia

The capital city of Samara oblast: Samara .

Samara Oblast - Overview

Samara Oblast is a federal subject of Russia located in the southeastern part of European Russia, in the middle reaches of the Volga River, part of the Volga Federal District. Samara is the capital city of the region.

The population of Samara Oblast is about 3,132,000 (2022), the area - 53,565 sq. km.

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Samara oblast coat of arms.

Samara oblast map, Russia

Samara oblast latest news and posts from our blog:.

15 February, 2020 / Syzran - the view from above .

4 April, 2019 / Cities of Russia at Night - the Views from Space .

26 January, 2018 / Samara - the view from above .

4 December, 2017 / Stadiums and Matches of the World Cup 2018 in Russia .

21 November, 2016 / Park of the History of Equipment in Tolyatti .

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History of Samara Oblast

The territory of the present Samara region became part of the Russian state in the middle of the 16th century, after the Kazan and Astrakhan khanates were conquered by the Russian state. In the 17th-18th centuries, the territory around the middle Volga was colonized by migrants from other regions of Russia and foreigners (in particular, the Volga Germans).

The intensified colonization of the region began only in the second half of the 18th century. From the mid 19th century, this region experienced economic growth. Samara became an important center of the Russian domestic grain market, which led to the development of trade and industry in the city. In 1851, Samara became the center of Samara guberniya (province).

In 1935, Samara was renamed into Kuybyshev (the historical name was returned in 1990). In Soviet times, industrialization had a serious impact on the development of the region. Construction of plants producing explosives, poisonous substances and ammunition began in the town of Chapayevsk.

During the Second World War, the region became one of the centers of the defense industry of the USSR. In 1941, an oil processing plant was put into operation in Syzran providing the army with fuel. Several aviation plants were evacuated to Kuybyshev from Moscow and Voronezh. They started production of “Il-2” attack aircraft.

More Historical Facts…

In 1942, a railway passed through Syzran to supply Soviet troops during the Stalingrad Battle. In 1941-1943, diplomatic missions of foreign countries to the USSR were located in Kuybyshev (Samara). In 1941, there were plans for transferring the capital of the country to Kuybyshev in case the German troops capture Moscow.

In the 1950s-1960s, this region was one of the leading centers of oil extracting in the USSR. In 1945-1951, Kuybyshev and Novokuybyshev oil processing plants were built. At the same time, construction of Zhiguli hydroelectric power station was resumed. It was put into operation in 1955. Because of this construction, the town of Stavropol was flooded and was rebuilt in a new place and received a new name - Tolyatti.

Later, the construction base created during the construction of Zhiguli hydroelectric power station was used to create a series of other large industrial enterprises in Tolyatti - “KuybyshevAzot” mineral fertilizer plant, “Tolyattikauchuk” synthetic rubber plant (1964-1966), the Volga Automobile Plant (1970), and the largest in the country and the world manufacturer of ammonia “TolyattiAzot” (1979).

At the same time, aviation production was expanded. Kuibyshev Aviation Plant began production of the most mass Soviet passenger medium-haul aircraft Tu-154. The Soviet rocket space program orders were also fulfilled at this plant (“Progress” rockets).

In the post Soviet period, due to saved economic potential, Samara oblast has become one of the main economic centers of the country.

Samara Oblast views

Samara Oblast scenery

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Winter in Samara Oblast

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Samara Oblast - Features

Samara Oblast stretches from north to south for 335 km, and from west to east - for 315 km. The climate is moderately continental. The average temperature in July is plus 20.7 degrees Celsius, in January - minus 13.8 degrees Celsius.

The largest cities and towns of the region are Samara (1,137,000), Tolyatti (685,600), Syzran (163,000), Novokuybyshevsk (98,400), Chapaevsk (70,100), Zhigulevsk (50,000), Otradny (47,000).

The main resources of the Samara region are oil, natural gas, shale oil, various building materials, water resources. The local industry is presented by about 400 large and medium plants and over 4,000 small ones. The most developed industries are machine building (automotive industry) and metalworking, fuel, electric power, chemical and petrochemical, non-ferrous metallurgy.

AvtoVAZ is the largest manufacturer of cars in Russia and Eastern Europe. TogliattiAzot is the largest producer of ammonia in the world (about 8-10%). The 300-kilometer section of the main ammonia pipeline Togliatti-Odessa passes through the territory of the region.

Crop production specializes in the cultivation of wheat, barley, millet, buckwheat, sunflower, vegetables, and potatoes. Livestock is represented by production of cattle meat and milk, pigs, poultry.

Tourism in Samara Oblast

There are 19 monuments of archeology, more than 1,200 cultural monuments, 11 theaters, and 58 museums on the territory of the Samara region. The cities of Samara, Syzran and Tolyatti are included in the List of Historical Settlements of the Russian Federation.

The most developed areas of tourism: sightseeing tourism, cruises along the Volga River, medical and recreational, ecological, event, rural, and ethnographic tourism, caving tourism, bicycle and horse routes.

The most interesting sights:

• The buildings of the Samara Drama Theater and the Samara Opera and Ballet Theater,
• Stalin’s Bunker, House with Elephants, Klodt Mansion, Zhigulevsky Brewery in Samara,
• Samara Space Museum,
• Church of Sergius of Radonezh in Chapaevsk,
• Kremlin, Sterlyadkin Mansion in Syzran,
• Church of the Kazan Icon of the Mother of God in the village of Verhnee Sancheeleevo,
• Museum of the History of Technology in Tolyatti,
• House-museum of Ilya Repin in the village of Shiryaevo,
• Sarbai Center of Folk Crafts in the village of Sarbai,
• Center for Historical Modeling “Ancient World” with the dwellings of the Stone and Bronze Ages,
• Zhiguli State Nature Reserve and Samarskaya Luka National Park - a UNESCO World Heritage Site. The Zhiguli Mountains are the largest mountain range in the region and, at the same time, one of the most beautiful places in Russia.

Annual festivals taking place in the Samara region:

• All-Russia festival of the author’s song named after Valery Grushin (the first weekend of July),
• “World of Bards” (in the end of August),
• Festival of electronic music and extreme sports GES FEST (the second week of July),
• “The Battle of Timur and Tokhtamysh”,
• “Steppe races in the Samara estate of Leo Tolstoy”,
• International festival “Drums of the World” (June),
• Holiday “Syzran tomato” (mid-August),
• “Holiday of a cherry pie” in the village of Shiryaevo,
• International festival “Theatrical Circle” in Tolyatti,
• Festival of Classical Ballet named after Alla Shelest.

Samara oblast of Russia photos

Nature of samara oblast.

Field road in the Samara region

Dandelions in Samara Oblast

Author: Vladimir Baboshin

Samara Oblast landscape

Pictures of the Samara region

Soviet past in the Samara region

Author: Dyomin Ivan

Church in Samara Oblast

Author: B.Yartsev

Churches in the Samara region

Author: Sergey Bulanov

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