trek speed concept 2023 review

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Trek Speed Concept SLR 7 Extended Review

Trek’s third generation speed concept tri bike has sleek lines, tons of storage, a low weight, and suspension. yes, suspension., review rating, 19 pounds, 12 ounces.

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It’s been a while since Trek released their last version of the well-loved Speed Concept tri/TT bike. By my count, something like eight years since a serious revision—but maybe even more depending on your definition of “serious revision.” We’ve seen hints and glimpses and weird theories about the third generation Speed Concept (based on spy photos, we dubbed it the Speed Cncpt at one point). Visually, the new Speed Concept isn’t jarringly different than the last model, but there’s a lot more to this version than meets the eye.

Trek Speed Concept Gen 3: The Basics

Though we tested the SLR 7 Ultegra 12-speed build of this new Gen 3 Speed Concept, the features on each of the four flavors (SLR 9, 9 eTap, 7eTap, and 7) are similar—save for wheels, drivetrain, and a few other bits like saddles. The frames/forks/bars are the same. According to Trek, the big news about this redesign is the fact that the new version is six minutes or 16 watts at 26mph (roughly Kona-winning pace) faster than the previous version. But there’s way more to it than that.

First, this is Trek’s first Speed Concept with disc brakes—a trend that is unavoidable in today’s high-end road bike market. For years Trek fans were left behind when it came to a tri bike that would take advantage of the super wide rims, greater selection, and the even lower prices that disc-brake wheels brought. Finally, you don’t have to choose Trek or disc.

Next, we’re seeing a big redesign on the Trek’s front end. Notably Trek has ditched the monopost riser that ironically a few competing brands have recently adopted ( Orbea , for instance) and swapped it out for a dual-riser system with a very clean-looking—but also more flexible—fork/stem interface. No more cone/bayonet/brake cowl situation.

And while we’ll dig into the features in more detail just below, it’s worth noting that while Trek is playing catch-up with some of their features, they’re forging a new path with their IsoSpeed suspension system. While beam bikes can rightfully claim a level of suspension in their designs, IsoSpeed—which Trek has offered for years on other lines—is the first built-in suspension in a traditional double-diamond frame. The idea being that the suspension will lessen vibration from the road into the rider without sacrificing handling or stand-up response. Less vibration means less fatigue, which not only helps on the bike, but sometimes even more so on the run.

Trek Speed Concept Gen 3: The Features

There’s a lot going on with the new generation of Speed Concepts, so we’re going to break down the features on this bike below—in order from most effective to least—but leave our impressions until the following section.

Our size medium SLR 7 with Ultegra and midrange Bontrager carbon wheels weighed in just under the all-important 20-pound mark. While many triathletes might rightfully say that weight doesn’t matter much on a tri bike, there’s something to be said for how efficient this design is, and if the wind tunnel numbers are right, Trek did a great job of playing by the UCI rules, making things increasingly more aero, making a shockingly responsive ride, and doing it all without excess materials ( Scott Plasma 6 , I’m looking at you…). This is a tight bike with a low weight that comes as a result.

Aerodynamics

Trek claims this cuts 16 minutes off an Ironman time or saves 16 watts at 26mph. While most triathletes aren’t averaging 26mph for 112 miles (in fact, almost none are…), improvements are improvements. I’d love to see this setup against other bikes in this weight class like the new Quintana Roo V-PR , Scott Plasma 6, Orbea Ordu, or everyone’s favorite double-diamond benchmark, the Cervelo P5.

Disc Brakes

While it’s hard to argue that increased stopping power isn’t a good thing, there’s a lot more to the addition of disc brakes than that. Finally Speed Concept owners can use a greater selection of wider, faster, and oftentimes cheaper disc wheels. They also don’t have to deal with insane brake calipers and aero cowlings. In the latest Speed Concept, Trek also said it’s added discs without adding weight (a tough thing to do).

Hydration, Storage

Though Trek still hasn’t cracked the code on fully frame-integrated hydration like Scott or Canyon, their downtube hydration system is sleek and basically useful.

Their attachable between-the-bars system also looks about par for the course (we weren’t able to try it, however), and the integrated top tube storage actually went above and beyond what you normally see from a built-in bento box. (Removable dividers for organization helped manage the spacious cavity.)

Finally, we really really liked the built-in tool/flat storage that was tucked neatly beneath the downtube water bottle—in many ways it kind of looked like something Canyon would do.

Suspension System

Trek’s IsoSpeed suspension system helps reduce vibration heading up from the road into the rider. Trek claims it increases compliance by 30%—which seems like a lot—by using an internal pivot system specifically placed to help with nose-riding triathletes. With reduced vibration, triathletes will have more energy to ride and run (especially if using a disc or deep-dish set of wheels). In practice, results were a bit of a mixed bag—hence this feature’s ranking on the list of features. Read on for our impressions.

Trek Speed Concept Gen 3: The Good

Oddly enough, there’s a lot that’s really exciting on this bike that Trek chose not to highlight for some reason. There’s a lot of talk about the increased aerodynamics (which are great, but hardly perceptible when riding under 26mph not in a wind tunnel) and the suspension system, but not a lot of mention about the way the bike handles, its road feel, its handling, or its weight (which is quite low for tri standards). Trek does highlight excellent storage—which the Speed Concept does very elegantly—and their wide range of easily adjustable fit options across four sizes. Those are highlights worth noting because the new Speed Concept is worthy of praise in those arenas for sure.

But the most interesting things we found while riding the new Speed Concept are slightly more imperceptible and in many ways rarer than things like storage and fit options. Not since Cervelo’s new P5—a bike that many brands flat-out use as a benchmark to compare their latest bikes to—have we had such a snappy, lively, and intuitive-handling bike. We’ll get to the vibration damping on this bike below, but the Speed Concept has a high level of road feel, accelerates quickly when standing or powering over rollers in the aerobars, and cuts corners very very well. Much like the similarly UCI-legal P5. Because the design is tight and well-thought-out, the Speed Concept feels completely connected to the rider—right out of the box. While it might not hold straight lines like the new V-PR in a screaming downhill aero tuck, it moves aggressively around obstacles and corners without earning the “twitchy” label.

Also much like the P5, the Speed Concept travels very well, as you only need to loosen a few bolts to bring the front end off and pack it up. All compartments and coverings are similarly well-integrated without a bevy of tiny bolts to potentially strip and/or get lost. Here, Trek clearly spent a lot of time in their design iterations to make sure things on the user side were simple, all while giving plenty of features that triathletes expect from a near-$10k bike.

Trek Speed Concept Gen 3: The OK

There are a few little nit-picky things on the Speed Concept that you only typically bring up if the rest of the bike is really really good. So we’ll start there. First, the saddle that comes with the SLR 7 version is shockingly hard and shockingly wide. This might work for some triathletes, but others will likely need an immediate swap.

Next, while there is a lot of fit flexibility in the four sizes that Trek offers, the seat angle can’t get as steep as some triathletes might want (if so, look to Canyon or Quintana Roo to get really steep). Also, like many (but not all) integrated front ends that are super cool, you can’t change out the aerobar extensions for a different style without changing the whole bar system—the Speed Concept’s  unusual (but easily adjustable) aerobar shape ensures this. Finally, in the nit-picky section, we were surprised that Trek sold this with midrange 51mm carbon wheels on the front and rear. I would hope to either knock $1K off the price and go with basic trainers or add a few bucks and give this rig a proper deep rear/mid-depth front.

The last thing we were surprised by was how not-smooth the ride was over low- and mid-frequency road vibrations. Given that Trek probably put a lot of time and effort into their IsoSpeed system—which worked like a charm over high-frequency road chatter—the ride was much rougher than I would have thought. That’s not to say the new Speed Concept is a rough-riding bike in the grand scheme of things, but there are at least three other new bikes off the top of my head with a smoother ride at this price range and no suspension system. Of course none of those bikes have the handling and acceleration of the Speed Concept either—so there’s a give and take, of course.

Trek Speed Concept Gen 3: Conclusions

I wasn’t sure what to expect when I first got on top of this new Speed Concept. I had always liked the old version in the way that it was predictable but unremarkable. It wasn’t a bike that would get you excited to go out and ride, but it also did it’s job just fine. The third generation of this bike seems to have gotten the “excitement” variable right. This is a fun bike. Sure it’s not as tri-specific as some of the other brands we’ve mentioned here—ones with in-frame hydration and all sorts of other non-UCI-legal goodies—but there’s something to be said for a simple, no-frills design with key features that works very very well.

I think this is (finally) a very big upgrade to the Speed Concept line that might serve as a marker to other brands for a new benchmark. For years, I’ve even used the P5 as something to measure other tri bikes against—particularly when it comes to weight, handling, and acceleration (because of course I don’t have a wind tunnel). This could replace that. I like how easy it is to work on this bike, travel with it, and adjust it. I like the way this bike feels when I ride it, and I know everything on it will stay on it and stay quiet as I add more miles onto its odometer. Not every bike at this price can say that, and with the latest version of the Speed Concept, Trek has made some big, necessary, and exciting improvements that’ll stick for years and years, until the next update.

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All new Trek Speed Concept gets more aerodynamic, but also much more comfortable

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It wouldn’t be a tri bike launch without claims of improved aerodynamics. Don’t worry, Trek assures us that the new Speed Concept certainly qualifies. In fact, they say it’s the fastest bike they’ve ever tested in a wind tunnel. But there are so many other things going on with the new frame that it’s almost easy to forget that this thing will apparently save you 6 minutes over a full Ironman-distance bike leg.

This is called the Speed Concept though, so we’ll start there. Thanks to the Trek Performance Research team and big investments like an on-premise supercomputer to run CFD simulations, Trek seems to have made big strides in terms of aerodynamics. The company claims that they run CFD simulations non-stop, which allows them to continually test for small improvements rather than having to pay someone else to run their simulations, which isn’t time or cost-effective.

The CFD testing eventually gives way to wind tunnel testing, and real-world aero testing, in which Trek discovered their new bike was 16w faster than the previous Speed Concept. That should be good for about 6 minutes based on a winning pace at Kona for a full Ironman distance bike leg.

IsoSpeed Comfort

Aerodynamics are great, but not if you have to sacrifice comfort. Aerodynamic triathlon bike design often involves big sections of carbon fiber for the frame, deep-section wheels, aero seat posts—in a word, stiff. To give the Speed Concept a big leap forward in rider comfort, Trek added their proven IsoSpeed technology to the seat tube. This claims to have improved rider comfort by a whopping 30-40%. Trek says that the IsoSpeed pivot placement is farther forward to work better with the weight bias of most triathletes’ positions.

Incredibly (and easily) adjustable

When it comes to comfort, fit is also incredibly important. So Trek created a brand new fit system to expand the fit window and make the bike easier to adjust and live with. There are three different base bars with 15mm differences in stack height and with different tower bases on top of that. Tower bases go from 0 to 75mm in 15mm increments plus there are 5mm adjustment spacers that can be put on top. The 5mm spacers have slots on the inside so you can add or remove them without re-cabling the bike. The stock extension and pad angle is set at 7°, but there is an angle adjustment spacer that can change that to 14° or 0°. That angle adjustment spacer also has a slot in it so you don’t have to recable.

In total, there is 0-115mm of pad stack adjustment, with up to 85mm of pad stack adjustment on a single base bar. In terms of pad reach, there are three different tower toppers, plus 60mm of adjustment from the extension base which results in 160mm of total reach adjustment. The length of the extensions is adjustable as well with three different mounting locations for extensions to the extension bases, which results in 100mm of total adjustment from the back of the pad to the end of the extension.

The pads also have about 120mm of total adjustment side to side, plus 10° of rotation adjustment. The reach adjustments are completely through the extensions, keeping the aerodynamics intact—moving from a monoriser to the new dual-tower design was a big part of the improvement in aerodynamics, which helps make the rider more aerodynamic by channeling the air around them.

Travel Friendly

And since competing in a triathlon typically includes traveling, Trek has designed the new Speed Concept cockpit to be easily packed without affecting your fit. When traveling, you can simply pull off the base bar which preserves all of your adjustments. This is possible since the new bike uses a more traditional steerer tube arrangement instead of the integrated fork/headtube/stem on the previous bike. If your packaging requires it, the towers can also be removed using just four fasteners which also maintains your fit, just with a little more work.

What size should I get?

With all those fit options, not sure what parts you’ll need or what size? Fortunately, Trek created a fit calculator for that exact purpose. Just input your pad stack, pad reach, and your seat post height and the calculator will tell you the ideal combination of parts to start with.

Room for nutrition

A big part of triathlon bike design is on-bike storage for nutrition, hydration, and tools. The new Speed Concept has you covered there too. For those gels, there is a removable Bento Box that’s built  into the top tube instead of sitting on top. That allows you to stash the food inside without an aero penalty. But it’s also removable and dishwasher safe so you can easily hose out all the gunk after your bike leg. Included with the bike, the Bento Box can store up to eight gels.

Then there’s the Aero Downtube Bottle, which again can be used without any aero penalty. The 700ml bottle is included with the bike and clips into its own bottle cage.

Which can easily be removed to find the Flat Kit hidden underneath, inside the frame. Another accessory without any aero penalty, the cradle is included with the bike and will hold a BITS multi-tool, threaded CO2, inflator head, tube, and tire lever (which aren’t included with the bike).

To finish the hydration system, Trek will offer the BTA aerobar bottle separately. This bottle also has a 700ml capacity and stores between the arms of the aerobars. There is a hose that is accessible without leaving the aero position, helping you fast and hydrated.

Better braking

Finally, the frame makes the expected leap to disc brakes for better braking performance—but Trek’s aerodynamics team says that this also allowed them to engineer a faster bike. More importantly, even with the addition of disc brakes, a T47 bottom bracket, and all of the new features, the new frame is still weight-neutral compared to the previous version. Meaning, they didn’t add any weight to the frame, something Trek partially credits to the use of OCLV 800 carbon fiber.

TT Version + Pricing

Not into triathlons, just all-out speed? Ther is also a Speed Concept TT which is a stripped-down version of the bike specifically for time trials without IsoSpeed, storage solutions for nutrition and hydration, or the flat kit. The TT version also has slightly different geometry, and will only be offered in S-L frames, whereas the triathlon version is offered in S-XL. The TT version will  be available to consumers, but only as a frameset for $4,999.99. You’ll also be able to buy the triathlon version of the Speed Concept frame for the same $4,999.99.

Only offered through Project One, Trek will offer the Speed Concept in both Shimano di2 and SRAM eTap versions and in SLR 6, SLR 7, and SLR 9 trim, ranging from $8,799.99 to $13,499.99.

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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Rival. 8800$. Something went wrong.

I’d pay $8k for apex Etap,

My TT is fine and i won’t change it but i would absolutely go for the Rival one. I would not care the slightest that the jockey wheel bearing are ceramic. You get the top frameset and on a TT that’s 85% of your bike, also a fine wheelset.

Zach, can you find anything on tire clearance? Will a 28 fit? Doesn’t look like it has adjustable dropouts, correct? 28s and isospeed would really help on courses like Wisconsin…

From the trek website: https://www.trekbikes.com/us/en_US/us/en_US/bikes/road-bikes/triathlon-bikes/speed-concept/speed-concept-slr-9/p/35757/

Max tire size 28c rear, 25c front

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Bike Review: Trek Speed Concept SLR7

Trek's revamp to its speed concept tri bike was worth the long wait.

There were seven years between updates on Trek’s triathlon/ TT bike, but when the company launched the redesign of the Speed Concept last fall, it announced some impressive numbers. According to Trek, the new version is six-minutes faster over a full-distance, 180-km bike course. And that speed isn’t just for pros and Uber-biking age-groupers – Trek says there’s even more gains for athletes who are averaging slower speeds for their long-distance efforts.

We didn’t take the bike into a wind tunnel to check their numbers, but we can tell you that this is a bike that wants to go fast. Trek’s excellent fit calculator helps you dial in the correct size frame and all the components to nail your set up, and the new integrated front end is both extremely aero and comfortable, so you’ll have no problems staying down in an aero tuck for even the longest efforts.

Adding to the comfort factor is Trek’s IsoSpeed design – basically the seat tube is decoupled from the top tube and flexes as you go over uneven roads. This results in one of the most comfortable rides we’ve ever had on a tri bike.

That comfort doesn’t sacrifice performance at all. While this isn’t a bike that is designed for big climbs, hitting the steepest climbs in our area has always been our “go to” test for lateral stiffness. Its impressive how stiff this bike is where you want it. While you could easily see the Speed Concept excel on a tough climbing course like Lanzarote or Nice, what this means for most users is that all the power they put into the pedals will move them forward. Pounding away on a long, flat stretch of road in the aero position is a riot – did we mention this is a bike that wants to go fast?

 Like pretty much every new bike we’re seeing these days the new Speed Concept comes with disc brakes for excellent stopping power and modulation. The Trek engineers have managed to incorporate the new brakes without adding any weight to the overall package and improving aerodynamics, too.

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The SLR 7 model we reviewed comes with Ultegra Di2 components, the impressive Speed Concept integrated cockpit and Bontrager Aeolus Pro 51 tubeless ready wheels. (Click on the images above for more detail.) We did feel a bit of a push at the front end in strong side winds, so if you’re lighter and heading to a race like Kona or Lanzarote, you might want to consider a shallower front wheel, but for most people the Aeolus Pro 51s are an excellent choice.

In terms of storage, the Speed Concept allows you to carry your hydration and nutrition supplies without any aerodynamic penalty. The included downtube bottle holds 750 ml of liquid, and Trek also sells a BTA (between the arms) water bottle – both improve aerodynamics. There’s an integrated Bento box, too, with movable dividers that can hold up to eight gels. There’s a hidden storage area for a flat kit under the downtube bottle.

This is a race-ready package, but since the new Speed Concept is available through Trek’s Project One program, you can customize everything from paint to components for the bike. There are three base bar options and three stack tower possibilities, so you can really dial in the perfect fit.

It might have been a long wait, but Trek has done a great job with its latest triathlon-specific bike. Based on the pricing, Trek is definitely focussed on the high-end consumer with the Speed Concept, but you get a lot of speed and performance for all that money you’ll spend.

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Trek Speed Concept 7.0 review

Designed to be an integrated, aero system – but is it all systems go, or is there a spanner in the works?

Jamie Beach

Trek Speed Concept 7.0 triathlon bike review

The Speed Concept 7.0 may look like a bike but it’s really more of a system – a system to transport air smoothly over its surfaces, while transporting you, your fuel and your spares smoothly to T2.

>>> Best triathlon bikes of 2014

You could say that of any bike, though, as they all fit the definition of system: a selection of parts assembled to form a mechanism that performs a particular task. But very few of them use parts that are as integrated as those on the Trek Speed Concept.

Sure, some bikes have a frame and fork that are built to work together and others might even amalgamate the brakes into the design. But Trek has gone further and incorporated the storage options, brakes, brake booster and even quick releases to help the Speed Concept perform its task.

The headset provides a rock-solid platform for cornering and has a number of storage options on the heads tube

First of all, there’s the frame. It’s constructed from Trek’s 500-Series OCLV carbon fibre made into Kamm-tailed tubes for the main triangle. The flat-backed, ‘truncated-teardrop’ profile not only makes for stiffer tubes than those using the full aerofoil shape, it also means the tubes are just as aerodynamic but less susceptible to the will of crosswinds.

Airflow around the head tube is smoothed out by its Kamm-tailed trailing edge but also by the fork’s prow that sits in front of it to provide even more of a fairing. Built into the top of the fork is a centre-pull brake, while the bottom is shaped so the quick-release lever can sit flush with it.

The rear brake is positioned behind the bottom bracket shell and is covered by Trek's Speedfin for aero gains

Similar consideration has been paid to the frame and attachments at the rear end. The seat and chainstays meet at a dropout that’s shaped to blend with the quick-release lever on the non-driveside and provide an exit port for the internally-routed rear-mech cable on the other. The rear brake is not only hidden behind the bottom bracket shell, it’s also shrouded by Trek’s Speedfin – a fairing that acts as a brake booster as well as smoothing out the airflow.

Storage options and computer sensors are also integrated into the Speed Concept (although sold separately). A mount for a Duotrap sensor is built into the non-driveside chainstay while mounts on the top tube and behind the seat tube allow you to add aerodynamically optimised tool and fuel carriers. In the 7.0 configuration, the Speed Concept also comes with Bontrager bars, a Vision saddle and a Shimano 105 drivetrain.

Carbon forks complete the aero set-up, although the wheels would be the first thing to upgrade

The wheels supplied are from Bontrager – Trek’s in-house component brand – and they’re fairly standard shallow, alloy training wheels, performing with no issues or thrills on standard training rides. The benefit of the training rims is that they keep the price down in comparison to coming supplied with deep-rim race wheels (especially if you’ve already got your own) but, if you haven’t got a set of race hoops stashed in the garage, these will be the first things you’ll want to upgrade if you’re serious about increasing race-day speed.

A lot to carry

You get a lot of bike with the Speed Concept 7.0. Not just in terms of all the aerodynamic shaping and integration but also in terms of weight. It tips the 220 scales at 9kg, which is exactly the same as the £2.5k Specialized Shiv Elite tested recently , but the Trek feels heavier when you’re riding it than that other major player.

Once it’s going, the Speed Concept is fine but getting it going takes quite a bit of coercion. It’s not one of those bikes that springs into action; rather accelerating it is a noticeable labour. And although the Speed Concept’s weight helps somewhat when you’re cruising on the flat, you can feel gravity taking its toll on the hills – the speed bleeds out of it.

It’s a shame because in other respects the Speed Concept handles well. It’s a rock-solid platform that corners with confidence and has the stiffness needed to let you push all your effort into it knowing that none of it’s getting lost in flex. The only trouble is the weight that makes it so stiff also makes it so difficult to shift.

The integrated brakes are good, especially the boosted back brake. Often integrated brakes can be a little lacking in stopping power, especially on tri/TT bikes, but not in this case. The Speed Concept has plenty of stopping power – and frankly, given the momentum you can build up with the weight it’s carrying, it needs it.

There are no worries on the comfort and adjustability front with plenty of scope for shifting the bars and saddle back and forth, in and out, and up and down to get them in the right places before you ride. And even though stiffness was a priority for the Speed Concept, it’s not been engineered in at the cost of its comfort while you’re riding.

The Speed Concept 7.0 has plenty going for it. But it’s in a very competitive price bracket and its weight is holding it back. Granted it’s not significantly heavier than many of its rivals, but it feels like it is out on the road. And that’s when all it’s carrying is a rider and a 500ml bottle. So you can imagine what it’s like when it’s loaded down with the full complement of storage options, integrated or not.

Verdict: Potentially a great bike but in this guise it’s buried under what feels like a lot of extra weight, 69%

Contact : www.trekbikes.com

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Fast. Faster. Fastest ever. Introducing the third-generation Speed Concept Speed Concept is a triathlon bike engineered to be fastest in its class. But it’s not all aerodynamics and ultra-light carbon. It’s also seamlessly designed hydration and fueling systems that boost your energy post-swim, keep you strong as you cycle, and set you up for your best run ever. We put our best into this bike, and you’ve put your all into training. This is your year—go out and earn what’s yours.

Designed to make you faster than ever Six minutes. That’s how much faster this Speed Concept is on an Ironman course than previous models. When you’re racing to place, that’s a huge advantage. But these types of gains don’t come easy—it took years to hone the bike’s design to blazing fast perfection. After thousands of iterations and a handful of trips to the wind tunnel, we found every watt and ounce possible.

• Learn how we made it aero

Fast shapes, ultralight carbon

Drag-reducing Kammtail Virtual Foil tube shapes cut through the air, and ultra-light 800 Series OCLV Carbon allows us to craft these fast aero shapes without compromising on weight.

Redesigned aero frame

From the fork to the headtube and the seat stays, Speed Concept’s frame is meticulously engineered for aero gains and is 180 grams lighter than our previous chassis.

Disc brakes without the weight

Disc brakes deliver more stopping power than rim brakes in any conditions, but they can also add weight. By optimizing the design of the fork and the wheels, we only added 170 grams. Most disc brakes designs add 450 grams of weight!

Stay fueled, stay fast Carbon fiber and aero tube shapes aren’t the only factors that’ll make you faster. That’s why we put a ton of brainpower into creating the most aerodynamic and intuitive hydration and fueling systems for Speed Concept. You won’t miss out on free speed, and you’ll stay perfectly gassed up for your ride and run.

• Learn more about fuel and storage systems

A better between-the-arms bottle

Designed to boost aerodynamics and hydration. The built-in straw makes it easy to take a sip, and when you need a refill just grab a bottle from the station and squeeze it into the bottle via the silicone port.

Fully integrated bento box

Built directly into the top tube, you can hold a race’s worth of nutrition inside. Removable dividers let you keep things organized, and a stiff silicone top with a slot makes access easy without sacrificing aerodynamics.

Aero down tube bottle

Designed for drink mix concentrate so you can calibrate your nutrition perfectly. Just squeeze a bit into the BTA’s silicone port to get the right fuel ratio.

Hidden down tube storage

Under the down tube bottle there’s concealed storage that holds an entire flat kit! A CO2 cartridge, Bontrager BITS tool, and a tube can fit inside.

A more comfortable, compliant ride Most tri bikes are… wildly uncomfortable to say the least. Not this one, as it comes with road-smoothing IsoSpeed that’s 30% more compliant than before. Because triathletes naturally sit closer to the nose of the saddle, we did a lot of testing to figure out the best place to put IsoSpeed. The result is a new, tri-specific IsoSpeed with a pivot position that’s much farther forward than other road bikes. And if you’re wondering if a more comfortable ride translates to performance improvement—yes. In real world testing done by Trek’s Performance Research Lab we’ve found that a more compliant ride is less fatiguing for your body and helps keep you fresher for the run.

Dial in the perfect fit A great bike fit is absolutely critical for triathletes—you stay planted in your aero position for mile after mile. That’s why the new Speed Concept has a huge fit window and tons of opportunity for adjustment. You can customize every bit of the bars, extensions, towers, pads and more—and we’ve made it quicker and easier to adjust, too.

• Learn more about Speed Concept fit

Travel with ease Once you’ve got your perfect fit, it’s almost devastating to have to break down your bike for travel. Fear no more—we’ve made it incredibly easy to pop off the base bars and extensions, and your fit positions will be preserved perfectly for when you re-assemble your Speed Concept at your destination.

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Speed Concept takes gold time and time again

The newest gen Speed Concept has won multiple UCI time trial world championships, Ironman world championships, and more. Learn more about Speed Concept’s victories across the globe.

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Ellen van Dijk set the fastest UCI World Hour Record on her fully-custom Speed Concept. She smashed the previous record by a full minute.

Exclusively available in Project One The all-new Speed Concept is available only through Project One, giving you the chance to create your ultimate custom tri bike. You can customize every bit of the fit, the components, and of course, the paint.

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Trek Speed Concept SLR 9 Review

Are you in the market for a new triathlon bike? Look no further than the Trek Speed Concept SLR 9.

With its cutting-edge technology and sleek design, this bike is a game-changer for serious athletes.

But before you make a purchase, it’s important to know all the details.

Choosing the right triathlon bike can be a daunting task, especially with so many options available.

In this review, we will delve into the features, performance, and overall value of the Trek Speed Concept SLR 9.

Whether you’re a seasoned triathlete or just starting out, this bike could be the perfect fit for your training and racing needs.

So let’s get started and see if the Trek Speed Concept SLR 9 lives up to the hype.

– Aerodynamic frame: The Speed Concept SLR 9 features a wind-tunnel tested frame design that reduces drag and improves aerodynamics, allowing you to slice through the air with ease.

– Integrated storage: This bike comes with integrated storage solutions, including a bento box for easy access to nutrition during your race, and an integrated storage compartment in the down tube for storing tools or other essentials.

– Adjustable fit: The Speed Concept SLR 9 features a highly adjustable fit system that allows you to fine-tune your riding position for optimal comfort and efficiency. This bike can be customized to fit riders of various heights and body types.

– High-performance components: This bike is equipped with top-of-the-line components, including a Shimano Dura-Ace Di2 electronic drivetrain for smooth and precise shifting, and Bontrager Aeolus RSL 51 carbon wheelset for maximum speed and performance.

– Integrated brakes: The Speed Concept SLR 9 features integrated Shimano Dura-Ace hydraulic disc brakes that are seamlessly integrated into the frame, reducing drag and improving aerodynamics.

– Aero handlebars: The bike comes with integrated Speed Concept aero handlebars that allow for a more streamlined riding position, reducing wind resistance and improving speed.

– Lightweight construction: The frame of the Speed Concept SLR 9 is made from lightweight 800 Series OCLV carbon fiber, making it incredibly light and agile, while still maintaining stiffness and durability.

– Sleek design: With its sleek and aggressive design, the Speed Concept SLR 9 not only performs at the highest level but also looks the part. This bike is sure to turn heads as you fly past your competition.

– Versatile use: While designed specifically for triathlons, the Speed Concept SLR 9 is also a great choice for time trials or any race where aerodynamics is crucial. This bike is built for speed and performance in any race scenario.

One of the standout features of the Trek Speed Concept SLR 9 is its aerodynamic design.

The bike is built with wind tunnel testing in mind, ensuring that every aspect of the bike is optimized for maximum speed.

From the integrated handlebars and stem to the tucked brake calipers, every detail of this bike is designed to reduce drag and improve performance.

The Speed Concept SLR 9 also features Trek’s proprietary Kammtail Virtual Foil (KVF) tube shape.

This unique design allows air to flow smoothly over the bike, reducing turbulence and further improving aerodynamics.

The KVF tube shape is found throughout the frame, fork, and seatpost, making this bike one of the most aerodynamic options on the market.

The Speed Concept SLR 9 is equipped with a full Shimano Dura-Ace Di2 electronic drivetrain.

This drivetrain offers smooth and precise shifting even in the toughest racing conditions, making it ideal for triathlons.

The bike features an 11-30t 12 speed cassette and a 52/36 chainring combination for maximum speed on the flats.

Wheels and Tires

The Speed Concept SLR 9 is equipped with Bontrager Aeolus RSL 51 carbon wheels and 25mm Bontrager R2 tires.

The Aeolus carbon wheels are lightweight, stiff, and aerodynamic, making them perfect for racing.

The 25mm R2 tires provide excellent grip in corners and a smooth ride on the straights.

Performance

In addition to its aerodynamic design, the Trek Speed Concept SLR 9 is also incredibly lightweight and stiff.

The carbon fiber frame and fork provide excellent power transfer, allowing riders to maximize their pedaling efficiency.

This bike also features a wide range of gearing options, making it suitable for both flat and hilly courses.

Overall, the Trek Speed Concept SLR 9 is a top-of-the-line triathlon bike that offers unmatched speed, efficiency, and comfort.

Whether you are a seasoned triathlete looking to take your performance to the next level or a cyclist looking for a high-performance bike, the Speed Concept SLR 9 is a great choice.

With its aerodynamic design, lightweight construction, and customizable features, this bike is sure to help you achieve your goals on the road.

Order yours online today and pick it up at your local Trek store or have it shipped to your home!

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2023 Trek Speed Concept TT Frameset

A carbon frame triathlon frameset.

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The recall relates to the cockpit on each model, which Trek will replace for free.

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Trek Speed Concept 2.5 review

Latest aerodynamic science at an affordable price

Joby Sessions

Guy Kesteven

Trek’s Speed Concept 2.5 gets the same aggressive position and chopped teardrop profiling as the carbon 7-series bikes. The overall ride is more heavy metal than an Aerosmith chart-topper though.

The Speed Concept looks amazing, with all sorts of tricks to cheat wind and attract buyers, while the alloy frame’s weight is impressively close to the carbon version’s. But it’s still heavy in comparative terms and although the aero effect is obvious at higher speeds, fit, handling and overall responsiveness issues meant our test team rarely experienced the benefits.

Ride & handling: Low acceleration and responsiveness

While Trek have clearly spent a vast amount of time in the wind tunnel and on the drawing board to chase drag out of every part of the bike, the war on wind seems to have been waged at the expense of friendly rider interaction and easy ergonomics. In other words, while there might be the option to extend the seat tube aerodynamics and store your mid-ride munchies in a more aero manner, all our testers, apart from a couple of die-hard drag queens, found the fit of the Speed Concept uncomfortable and restrictive, even after spending time tweaking the contact points.

The narrow shoulder and arm position caused by the narrow-span bar and extensions was an obvious problem for some broader-shouldered riders. Several riders also complained of reflux when trying to rev the bike, which was hard even in the tallest position possible. Issues like cable contact between the knees, the bulky tension screw adjusters looping out from behind the stem, and even rattling internal cables got on riders’ nerves.

While the handling in the tuck was sure-footed and stable for those who eventually got comfy, it’s positively frightening if you lift out of the saddle to inject speed out of a corner or up a climb. And although power transfer from the big frame tubes is reasonable, high bike weight – particularly the wheels – also meant low acceleration and responsiveness in general.

Combine this with the soft braking and you’ve got a bike with a cruiser rather than combative feel – as evidenced on group rides where the Trek struggled to keep the other bikes in sight. On the bright side it’s not as jarring as we feared from such a slab-sided alloy frame. You’ll need to keep an eye out for any significant potholes or rough patches though, otherwise you’ll be punished through your palms and shorts pad.

Frame: Kammtail aerodynamics and integrated storage

The aggressively deep maintubes and the tapered headtube (all coated in sparkling metallic paint) are certainly striking, and the Kammtail Virtual Foil (KVF) aerodynamics are something of a talking point too. The tubes’ blunt, flat backsides are designed to create flexible vortices trails and a smoother overall airflow in crosswinds than a full teardrop.

Anti-drag detailing is equally comprehensive. Internal brake and gear cable routing disappears vertically behind the stem. The extended fork top and downtube dovetail via a right-angled notch. The carbon aero seat mast is clamped with a wedge system that’s flush with the tapered horizontal top tube. While it’s not the complex, custom-faired in-brake of the carbon bikes, the rear U-brake is mounted under the chainstays behind the cranks in already ‘dirty’ air.

The frame is also drilled and pocketed to take Trek’s aero Speed Box top tube and Draft Box seat tube storage systems, as well as Speed Trap direct-mounted computer sensors. It’s not smooth-welded, but the Alpha Red aluminium is extensively shaped, which means this is actually a lighter frame than its carbon sibling if you include the integrated rear brake. It’s still heavy compared to most bikes though, especially if you include the amount of outer cable rattling round inside the frame.

Equipment: High weight and poor braking

Complete bike mass is relatively high too, and the Bontrager wheelset is the weightiest on test, which dulls acceleration. The SRAM Apex kit works smoothly though, and while we’d normally grumble about smaller compact chainset rings on a dedicated aero bike, when it’s designed for the entry-level market like this one, it’s much less of an issue. The Bontrager cockpit gives plenty of potential for adjustment too, although pad angle is crucial for a secure-feeling fit.

While the chrome-effect Trek brake levers are particularly neat and pretty, convoluted internal cable routing also makes braking feel mushy. The fat-nosed Vision saddle is also very much in the mushy mould, which was appreciated by some, although others found the breadth between their legs too much for comfort.

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Celebrating Korolyov

By lorne ipsum monday, january 15, 2007.

Last Friday, January 12th, 2007, marked the 100th anniversary of the birth of a man who would help energize the cold war, and later give the West fits during the 1960’s race to the Moon. Since he personally played a large role in 20th century technological history, but even his existence was a Soviet state secret during most of his life, it seems only fitting to give the man his due on this anniversary.

Sergey Pavlovich Korolyov was born on January 12th, 1907 in Zhytomyr, a small provincial center in what is now the Ukraine. (In some venues, December 30, 1906 is quoted as his birthday, but this is in the old style Russian calendar, and so the 1907 date is more accurate, and generally preferred.) To further confuse things, his name is often also transliterated as Korolev, although this is not as phonetically accurate. Korolyov had a turbulent family situation in his youth, and so spent much of his childhood in the care of his grandparents. While he was a lonely child as a result, he proved to be a good student. Korolyov developed an interest in aviation at an early age, and worked his way through college to gain a degree in aeronautical engineering, studying first in Kiev, and later in Moscow. While in Moscow, he studied under Andrey Tupolev, who would go on to design an array of high-performance aircraft for the Soviet Union.

In the 1930s, rockets drew a wave of interest around the world, and the Soviet Union was no exception. In 1931, along with Friedrich Zander, Korolyov helped form the Group for Investigation of Reactive Motion (GIRD), one of the earliest state-sponsored centers for rocket development in the USSR. In 1933, the group had their first successful launch of a liquid-fueled rocket, seven years after Robert Goddard’s little-publicized first launch. That same year in Germany, the Society for Spaceship Travel (VfR) collapsed as its members were essentially forced to either leave the country or begin work for the Nazi government. Also in 1933, the Soviet government decided to merge GIRD with the Gas Dynamics Laboratory (GDL) in Leningrad, in the process creating the Reaction Propulsion Scientific Research Institute (RNII). While officially being a military group, the merged organization included a number of people who were space travel enthusiasts, including Korolyov and Valentin Glushko. Within RNII, Glushko headed rocket engine design, while Korolyov was in charge of airframes. However, this state of affairs was to last just a few years.

In 1938, Stalin’s Great Purge swept through the ranks of industry. Glushko was arrested in March, then Korolyov in September. Korolyov was accused of subversion, apparently because he wished to work on liquid-fueled rockets rather than solid-fueled rockets. Korolyov was beaten to extract a confession, then sentenced to ten years of hard labor. He later learned that he had been denounced by Glushko, creating an enduring animosity between the two men. After five months of hard labor in a gold mine, leading to lifelong health problems, Korolyov was sent back to Moscow so that his case could be re-investigated. Meanwhile, his old mentor Tupolev interceded on his behalf. Rather than being returned to certain death in the gulag, Korolyov was sent to a series of “sharashkas”—essentially slave labor camps for engineers and scientists.

After the end of World War Two, the Cold War got off to a fast start, and Stalin decided to make missile development a national priority. A new research institute, Scientific-Research Institute Number 88 (NII-88) was formed for the purpose, and Korolyov made chief designer of long-range missiles. Based in part on previous work, but more on technology from captured V-2 missiles and their engineers, Korolyov and his staff developed a series of missiles over the coming years with longer and longer ranges. This culminated with the development of the first true ICBM, the R-7 (given the codename of SS-6 Sapwood by NATO), which had a number of failures before successfully launching a dummy warhead across the USSR in 1957.

Much like von Braun in the US, Korolyov was essentially apolitical, and so tried not to let his paying customer (i.e., the military) get in the way of his dreams of space exploration. Throughout the development of the R-7, Korolyov pushed for the use of the missile to launch a satellite into Earth orbit. When the concept of launching a satellite appeared in US papers leading up to the 1957 International Geophysical Year, Korolyov was able to use competition with the West for leverage to gain political approval for the effort. Still, the Politburo was strongly influenced by the military, so Korolyov got approval for the attempt only by presenting it as part of the test program for the R-7 ICBM.

To speed development, plans for a heavy and complex science satellite were shelved, and a very simple design selected—what Korolyov’s team called Prostreishy Sputnik (simple satellite). Consisting of little more than batteries, a temperature sensor, and radio transmitter, its development took less than a month from start to finish. On October 4, 1957, only six weeks after the first successful flight of an R-7, Sputnik 1 was launched, resulting in accolades from Khrushchev and others high in the Soviet political hierarchy, and considerable political discomfort in the West. The US quickly moved to create NASA, and to develop alternate approaches to building and launching its own satellites. Korolyov had started the space race with perseverance, political savvy, and a launch vehicle with just a single successful flight to its credit.

Korolyov’s team followed up on the first Sputnik with a series of satellites to Earth orbit, and later the Moon, Mars, and Venus. As was so often the case in those times, some of these spacecraft were successful, but a significant number failed. Still, after posting a number of space firsts, Korolyov’s team began work on human space flight. Again, friction with the military became an issue.

Korolyov’s R-7 was an impractical weapon: it could barely reach the northern states in the US, and took 20 hours to get ready for launch. Meanwhile, Korolyov’s insistence on launching a man into orbit absorbed resources that could have been used by the Soviet military. A compromise was reached, and Korolyov was told to proceed with the development of a manned spacecraft as quickly as was possible. This led to the launch of Yuri Gagarin into orbit on the 12th of April, 1961. But Korolyov’s Vostok (“East”) capsule design was required to also support unmanned reconnaissance missions. A greater, and more insidious, cost was that the Soviet military increasingly nurtured relationships with other designers to support future missile design work. The true impact of this would only make itself seen some years later.

Since 1955, Vladimir Chelomei had headed an institute called OKB-52, which focused on designing and building cruise missiles. But by the late 1950’s, it was obvious that ballistic missiles were not only more reliable than cruise missiles, but harder to defend against as well. The excitement and glamor of space exploration also provided impetus for a change in focus to rocketry, and Chelomei was able to exploit both the military’s impatience with Korolyov, as well as political connections by hiring some relatives of Khrushchev.

As a result, once the Soviet leadership had signed on to the concept of sending humans to the Moon, it found itself with two programs to accomplish this: one headed by Korolyov, and the other by Chelomei. Each program had its own patrons within the Kremlin hierarchy, and each absorbed funds at an impressive rate. Meanwhile, a technical dispute over the optimum propellant technology to be used in missiles resulted in Glushko leaving Korolyov’s team, and joining Chelomei. Since Glushko was the USSR’s premier propulsion designer, this left Korolyov without engines for his moon rocket. He had to procure rocket engines from a design bureau whose previous experience had been in turboprop aircraft engines. Due to their poor performance, Korolyov’s N-1 launch vehicle required 30 engines in the first stage, and controlling so many engines running at once was no simple task with the electronics at the time. Meanwhile, since the N-1 would never have any value as a weapon, the Soviet military refused to support (either politically or financially) testing of Korolyov’s engines.

Throughout all of this, Korolyov’s manic work schedule, and the damage done to his body during his time in the gulag, increasingly took its toll on his health. By 1964 he had already suffered one heart attack, bouts of intestinal bleeding, chronic inflammation of the gallbladder, and been diagnosed with cardiac arrhythmia and hearing problems. In December of 1965, he was diagnosed with a bleeding polyp in his large intestine. He entered the hospital the following January for what was anticipated to be routine surgery, but in the process it was discovered that he had a large abdominal tumor. The surgery was at first felt to be a success, but Korolyov never recovered. The loss of blood during the operation had proved too much for his weakened heart, and he died on the 14th of January, just two days after his 59th birthday.

In the wake of Korolyov’s death, his longtime deputy Vassily Mishin was given the task of completing the Soviet drive to the moon. Yet ultimately, the program had too many inherent problems to survive. Mishin was a competent engineer, but didn’t have the charisma or political connections that Korolyov had. Chelomei’s parallel effort helped drain what funding was available, and ultimately the poorly tested engines would result in the end of the N-1 development program (and with it, Soviet dreams for a lunar landing) in a series of spectacular in-flight explosions.

At least in death, Korolyov finally received some overdue recognition for his accomplishments. During his life, he was only known as the “Chief Designer”, his true identity being a state secret. After Korolyov’s death, the Soviet Union gave him a hero’s funeral, and a burial in the Kremlin Wall. Since his coworkers and competitors were still alive and working, though, the traditional Soviet veil of secrecy still covered them. As a result, Korolyov’s legacy for a time was somewhat inflated. It’s only been since the collapse of the Soviet Union that all the surviving parties in the Soviet space program have been accessible, so that a well-rounded history of Korolyov, his legacy, and his times can be compiled.

Korolyov is often compared to Werner von Braun—and granted, there’s a lot of truth to this, but it misses some important points. Both men were trained as engineers, but really made their marks as managers. Both were the driving forces behind their respective lunar programs. However, in the US von Braun had plenty of company in terms of talented and influential scientists, engineers, and managers. In the USSR, on the other hand, Korolyov was by far the single dominant figure.

Realistically, the US required four major contractors to build the Saturn 5 booster and Apollo spacecraft used to reach the moon. Korolyov was essentially trying to do the same thing all within a single design bureau, and with a vastly smaller budget. As a result, Korolyov’s death wasn’t the single thing that killed the Soviet lunar program: the N-1 almost certainly wouldn’t have been ready in time anyway. But the loss of Korolyov’s energy, judgment, and connections assured that the program would not long outlive him. Ultimately, the Soviet lunar program was hamstrung by the manner in which work was allocated to the design centers. The Chief Designer of each center had essentially no constraints imposed on him. This scheme gave Korolyov wide latitude in performing his work, but also resulted in the fight for funding that kept complete success out of his grasp.

The Soviet system was brutal on an industrial scale, resulting in uncountable human casualties of the decades that Leninism ruled the country. Even a great engineer and manager like Korolyov couldn’t make it through life without being abused by the system. Still, the things that he and his coworkers were able to achieve in spite of the system and with limited funding are truly impressive. Korolyov’s R-7 booster launched Sputnik, a modified version of it launched Gagarin into orbit in Korolyov’s Vostok capsule, and a further derived version of the R-7 still flies today in order to get cosmonauts to the International Space Station in an updated version of Korolyov’s Soyuz capsule.

Essentially, Korolyov is in some way responsible for every craft that has ever taken a cosmonaut into space. This alone is a great legacy. When you consider that many of Korolyov’s achievements spurred the US space program on to greater accomplishments, one has to wonder how much exploration of space any nation would have accomplished in his absence.

Lorne Ipsum is an aerospace engineer, and host of the Geek Counterpoint blog and podcast. Links to references used in the production of this essay are available in the show notes for the 1/12/2007 episode.

Korolyov or Korolev is an industrial city in Moscow Oblast, Russia, well known as the cradle of Soviet and Russian space exploration. As of the 2010 Census, its population was 183,402, the largest as a science city. As of 2018, the population was more than 222,000 people. It was known as Kaliningrad from 1938 to 1996 and served as the leading Soviet center for production of anti-tank and air-defense guns. In 1946, in the aftermath of World War II, the artillery plant was reconstructed for production of rockets, launch vehicles, and spacecraft, under the guidance of Russian scientist and academician Sergei Korolev, who envisioned, consolidated and guided the activities of many people in the Soviet space-exploration program. The plant later became known as the RKK Energia; when the Vostok space vehicle was being developed, this research center was designated as NII-88 or POB 989.

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Wikipedia https://en.wikipedia.org/wiki/Korolyov,_Moscow_Oblast

Official Website http://www.korolev.ru/

Coordinates 55°55'13.763" N 37°49'57.464" E

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Olivia Rodrigo Adds Asia and Australia Legs to Guts World Tour

Olivia Rodrigo will tour Asia and Australia for the first time in her career, the singer announced Wednesday. Rodrigo has added nine international dates to her massive “ Guts ” world tour for a total of 82 shows globally.

The new dates kick off Sept. 16 in Bangkok, Thailand and continue through Seoul, Hong Kong, Tokyo, Singapore, Melbourne, and Sydney, wrapping up on Oct. 19 at Qudos Bank Arena. Additional dates may be added as Rodrigo wrote on social media, “Stay tuned, Manila!” Fans in the comment sections of her social posts are eager to hear when and if Rodrigo will also be adding Latin American dates to the trek but that has yet to be confirmed.

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The “Guts” tour has since made stops in New York, Houston and Dublin, and will make its way towards London in the coming weeks. It will conclude on Oct. 18 in Sydney.

Tickets for the newly added Asia and Australia dates will be available starting with the American Express presale in select markets.

Rodrigo performed “Vampire” and “Get Him Back!” at MTV’s Video Music Awards on Tuesday night, following Lil Wayne as the second performer of the evening. It was her second-ever appearance at the show as Rodrigo made her VMAs debut in 2021 when she performed her Billboard Hot 100 No. 1 hit “Good 4 U.”

“Guts” was released to high acclaim on Sept. 8 via Geffen Records and was preceded by two top 10 singles, “Vampire” and “Bad Idea Right?” “Vampire” debuted at No. 1 on the Billboard Hot 100, marking Rodrigo the youngest artist to debut three No. 1 hits on the chart behind “Drivers License” and “Good 4 U.”

In an interview with Capital FM in England , Rodrigo said she wrote much of the songs on “Guts” with the concept of an accompanying tour “in mind.”

“I think there’s a lot of fun songs,” she said. “I wrote the album with a tour in mind, so I think they’re all songs I wanted people to be able to scream in a crowd. Hopefully, that’s what’s achieved.” A similar teaser — in the form of a faux ticket advertising “Olivia Rodrigo: Guts The World Tour” — appeared in a lyric video for “Making the Bed,” the sixth track off “Guts.”

Rodrigo last toured North America and Europe in support of her debut album “Sour” in 2022. It started on April 5 in Portland and ended on July 7 in London. Gracie Abrams, Holly Humberstone, Chappell Roan and Baby Queen served as opening acts.

Additional reporting by Jem Aswad.

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Trek Speed Concept SLR 9

• AUS $ NZD $ USD $ CAD $ GBP £ EUR €

Size / SM, MD, LG, XL

At a glance

Where to buy.

Specifications

• Frame 800 Series OCLV Carbon, KVF (Kammtail Virtual Foil) tube shape, T47 BB, integrated Bento box, integrated downtube storage
• Fork SC full foil carbon, integrated brake & stem
• Battery Shimano BT-DN300
• Wheels Front: Bontrager Aeolus RSL 51, OCLV Carbon, Tubeless Ready, 51mm rim depth, 100x12mm thru axle Rear: Bontrager Aeolus RSL 51, OCLV Carbon, Tubeless Ready, 51mm rim depth, Shimano 11/12 freehub, 142x12mm thru axle
• Chain Shimano Dura-Ace/XTR M9100, 12 speed
• Crank Size: S, Shimano Dura-Ace R9200, 52/36, 170mm length; Size: M, L, Shimano Dura-Ace R9200, 52/36, 172.5mm length; Size: XL, Shimano Dura-Ace R9200, 52/36, 175mm length
• Bottom Bracket Praxis, T47 threaded, internal bearing
• Front Derailleur Shimano Dura-Ace R9250 Di2, braze-on, down swing
• Rear Derailleur Shimano Dura-Ace R9250 Di2, 34T max cog
• Shifters Shimano Dura-Ace hydraulic disc, R9180 Di2 lever, R9270 caliper, 160mm rotor
• Brakeset Shimano Dura-Ace hydraulic disc, flat mount
• Saddle Bontrager Hilo Pro Carbon
• Seatpost Size: S, Speed Concept SLR, 11.5mm or -20mm offset, short length; Size: M, L, XL, Speed Concept SLR, 11.5mm or -20mm offset, tall length

Q: How much is a 2023 Trek Speed Concept SLR 9?

A 2023 Trek Speed Concept SLR 9 is typically priced around $13,699 USD when new. Be sure to shop around for the best price, and also look to the used market for a great deal.

Q: Where to buy a 2023 Trek Speed Concept SLR 9?

The 2023 Trek Speed Concept SLR 9 may be purchased directly from Trek .

Q: What size 2023 Trek Speed Concept SLR 9 should I get?

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