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‘Game changer’ is a term you hear bandied around a lot, and mostly it is unwarranted. It should only really apply to innovations that truly alter our perceptions and expectations of the form or function of a product from that day forward.
Yet even by the very strictest of standards, Trek’s Domane undeniably fits the bill.
When the original Domane launched in 2012, Trek broke with convention by decoupling the seat tube from the top tube using a pivot point system it dubbed IsoSpeed.
In doing so it substantially increased the frame’s vertical compliance, taking road bikes into previously unchartered territory.
Over the seven years since, the Domane has scooped up plenty of accolades, and some prestigious race wins too.
The second generation, which arrived in 2016, took the IsoSpeed concept even further by adding a sliding adjuster to allow the rider to tune the rear end compliance, plus Trek’s engineers extended the technology to the front end too, by essentially allowing the fork’s steerer tube to flex within the head tube.
As a result, the Domane is often referenced as the benchmark for comfort in the endurance road sector.
Now for 2020 comes the third generation Domane, and as Trek’s Director of Product for Road Bikes, Jordan Roessingh, explains, it’s the smoothest and most versatile yet.
‘Over the past five years especially, we’ve really seen a change in the way people ride road bikes,’ Roessingh says. ‘They want to ride in different places and on a variety of surfaces. We have really embraced that in the new Domane.
‘We wanted to make sure the rider could do as much as possible on this bike and a big part of that is down to tyre clearance. You can fit up to [700c] 38mm tyres without affecting the bike’s geometry.
‘We also wanted to improve the overall ride experience,’ Roessingh continues. ‘A good example of that is the integrated storage. It means you don’t need to ride with over-stuffed jersey pockets or use a seat pack.
‘Those things can have a really positive impact on how a rider feels.’
The storage compartment Roessingh is referring to is neatly concealed within the down tube, beneath the water bottle mounts.
Stowed inside is a purpose-designed pouch for an inner tube, tyre levers, CO2 canister with head and a multitool, with enough room left over that you could even potentially stuff an emergency gilet or jacket in there too.
‘Speed was more of a focus this time around too,’ Roessingh says. ‘Everyone wants to go fast regardless of how they ride the bike, so there was a greater emphasis on aero with the new Domane.
‘We have used aero tube profiles, including a kamm-tail down tube and a much more aero fork. It’s certainly not a Madone in that it’s not fully optimised for aerodynamics, but we’ve made some pretty big improvements.’
Roessingh suggests that at speeds of 35-40kmh you’ll save about a minute over a ride distance that would have taken you an hour on the previous version.
Roessingh also suggests frame stiffness has increased, although so too has the weight. The new Domane is around 200g portlier than before, though this is mostly attributable to the additional features, and as such is a worthwhile trade.
Top tube IsoSpeed
‘The last pillar of the new design is compliance,’ says Roessingh. ‘The front end IsoSpeed has not altered, but we now have the adjustable top tube IsoSpeed (identical to the latest Madone) on the new Domane SLR, which gives 27% more rear end compliance in its softest setting than its predecessor.
‘To put that in context, the new frame is almost as compliant in its firmest setting as the outgoing model is at its softest setting, which is really significant. The top tube IsoSpeed also has a damper built in, which gives the movement a much more controlled sensation.’
Trek’s neat hidden mudguard mounts are a carry-over feature but an important one in terms of the bike’s overall versatility. ‘You can still comfortably fit a 35mm tyre with mudguards. It makes a huge difference being able to stay dry from road spray when riding in the wet,’ Roessingh says.
New threads
A threaded T47 bottom bracket is a new addition and a move away from Trek’s longstanding BB90 standard. ‘It has a number of benefits,’ Roessingh says.
‘It’s fully compatible with every crankset out there, but doesn’t compromise our frame’s structure and the really wide stance width we achieved with our old BB90 system. Plus it’s much easier to instal and remove a threaded system versus press-fit.’
Mainly, though, most will be pleased to never have concerns over the perpetual creaks that were the bane of so many press-fit BB systems.
The top-flight SLR frame benefits from Trek’s premium 700 Series carbon, and will come in five variants, starting from £5,400. The next tier SL frame (again with five new models, from £2,100), uses 500 Series carbon and does not have the new top tube IsoSpeed, although it does share all the other new features.
Even with such a versatile product range, though, Trek’s Project One customisation service might well be the way many choose to go, offering an entirely personalised Domane SLR or SL for a modest £600 upcharge.
For more information on the third generation Trek Domane, see trekbikes.com