trek boone 2020

Trek Boone 5 Disc review

High-end suspension frame, tubeless wheels, excellent hydraulic brakes.

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This article originally appeared on BikeRadar

Exclusive: Trek Boone 9 Disc first ride review

Pro bike: Katie Compton's Trek Boone 9 and Boone 9 Disc

Gallery: Sven Nys' Trek Boone 9

The revelation of last season, the Boone, incorporates Trek’s IsoSpeed Decoupler, the pivot point at the junction of the seat tube, top tube and seatstays that allows the seat tube to flex more freely. Besides more comfort, what this means is the ability to stay seated and pedal efficiently more often on a rough course.

The Boone 5 Disc brings this bump-absorbing design to a more attainable price, with hydraulic Shimano 105 and in-house Bontrager components and tubeless-ready wheels equipping the full carbon frameset.

• Highs: Bump-absorbing isospeed decoupler; excellent Shimano hydraulic brakes and drivetrain; tubeless-ready wheels
• Lows: Standard clincher tyres, weight
• Buy if: You want a smooth, forgiving ride

It's difficult to overstate how drastically the IsoSpeed Decoupler flattens choppy sections of a course. While your tyres are still doing the lion's share of the work keeping traction, the frame's ability to suspend your body keeps the engine better engaged.

While the Decoupler makes for a great visual talking point, the fork is perhaps the more impressive engineering feat, as the long forward sweep takes the edge off but the tucked-back dropout placement keeps the geometry in check.

As a roadie who can race like a bit of a squirrel (hello, course tape!), I found the Boone 5 Disc to be an effective sedative that often made me faster because I could focus more on steady pedalling and less on reacting to being rattled around.

Complementing the smooth-is-fast damping is the bike's geometry, with a low bottom bracket (68mm drop) keeping your centre of gravity down in the bike.

The IsoSpeed Decoupler allows the entire seatmast and seat tube to flex as one big bow

Trek's attention to detail on this bike is readily apparent, with smartly designed internal routing, an über-wide BB90 bottom bracket, an integrated chain keeper, a gel-padded chain protector, and a 15mm front thru-axle that ensures your disc won't rub, no matter how many times you smash your front wheel against that barrier.

The top tube sits a little lower than an old-school horizontal tube and dives toward the back, but dismounts at speed with a hand on the top tube are still very stable.

The seatmast has a 10cm range of seat height. Our 56cm tester, for instance, has a 71-81cm saddle height range. With a little carbon paste the seatmast hasn't budged, despite being subjected to scores of poorly executed remounts.

One huge highlight of this bike is that tubeless-ready wheels come as standard. Most bikes at this price point come with clinchers. However, the tyres specced are standard clinchers, meaning you have to pony up for the rim strips and tubeless tyres. Aside from the tubeless capability that makes the bike more race ready than its innertube-equipped friends, the Bontrager TLR wheels aren't impressive — they're heavy and I easily knocked the rear out of true in the first race.

Tubeless-ready wheels? Sweet! Now, come on, Trek, and seal the deal (or give us a deal on the seal?) with tubeless tyres instead of clinchers

The hydraulic Shimano brakes are excellent, offering all the power and modulation you could possibly need. Coming from cantilever brakes in dry conditions, the huge difference is laughable. And in wet conditions, comparing them to cantilevers is like comparing air travel to walking; it's not really fair.

Hydraulic brakes do add a bit of weight, of course, mostly in the rotors, calipers and levers, as the lines themselves are lighter than steel cables. Combined with the piggish wheels, the bike on the whole is on the heavier side at 19.42lb / 8.81kg.

For me, the weight penalty of discs is a price I am happy to pay in cyclocross. For road bikes, I love the feel of discs but I still lean towards rim brakes (the bikes and wheels are lighter, I want to swap wheels with what I have in my garage, and so on). But for cyclocross, it's no longer a question: discs are a huge advantage over the noise-makers parading as cantilever ‘brakes'. There's no going back for me.

Bottom line: you can't really go wrong with the Boone 5 Disc frameset, Shimano hydraulic brakes and, for the price, the Shimano 105 group. The wheels, while generally unimpressive, are tubeless-ready and therefore just about ready to race right out of the box. 

Specification Name: Boone 5 Disc (16) Built by: Trek Price: £2,400.00 / US$$3,199.00 / AUS$$3,899.00 Available Sizes: 50cm 52cm 54cm 56cm 58cm 61cm

Brakes: Shimano RS685 hydraulic disc, 160mm rotors Cassette: Shimano 105, 11-28, 11 speed Chain: Shimano 105 Cranks: FSA Energy Fork: Trek IsoSpeed Cross carbon disc, E2 steerer, 15mm thru-axle Frame Material: 600 Series OCLV Carbon Front Derailleur: Shimano 105, braze-on Front Tyre: Bontrager CX3 Team Issue, aramid bead, 120tpi, 700x32c Handlebar: Bontrager Race, VR-C, 31.8mm Head Angle: 72 Headset Type: FSA Integrated, sealed cartridge bearings, 1-1/8" top, 1.5" bottom Rear Derailleur: Shimano 105 Rear Tyre: Bontrager CX3 Team Issue, aramid bead, 120tpi, 700x32c Saddle: Bontrager Paradigm R, hollow chromoly rails Seat Angle: 73.6 Seatpost: Bontrager Ride Tuned carbon seatmast cap, 20mm offset Shifters: Shimano RS685 hydraulic, 11 speed Stem: Bontrager Elite, 31.8mm, 7 degree Weight (kg): 8.81 Wheelset: Bontrager Tubeless Ready disc Year: 2016 Chainring Size (No of Teeth): 36 46 Weight (lb): 19.42 Brake Levers: Shimano RS685 hydraulic Chainstays (cm): 42.5 Seat Tube (cm): 53.3 Top Tube (cm): 57 Wheelbase (cm): 1020 Frame size tested: 56cm 

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Most Popular

The Trek Boone 5 Can Tackle the Toughest ’Cross Races

With a carbon frame built to absorb shocks, the Boone can crush cyclocross races, smooth the roughest courses, and hammer up any hill.

Price: $3,555 Weight: 18.5 lb. (56cm) Style: Cyclocross Drivetrain: SRAM Rival 1 Material: Carbon The right bike for: Hard riding, on and off the ’cross course

Don’t just race the Trek Boone 5. It’d be a waste. By all means, race the snot out of it—it delivers—but don’t mothball it after that last toe-freezing ’cross race of the season. The Boone proved itself as an incredible all-around performer in our testing, flying over soft, loose gravel, nimbly cutting down buff singletrack, and jumping uphill like a climber’s road bike. Even if you already have dedicated gravel, trail, and road bikes, those strengths combine for a cyclocross bike that excels in all conditions.

IsoSpeed Decoupler

Trek’s tried-and-true frame decoupler reduces vibrations to smooth bumpy courses.

Bontrager CX3 Tires

These 120 TPI treads roll fast and are designed for soft gravel roads and wet, muddy courses.

3S Chain Keeper

This simple keeper ensures your chain stays put on the roughest rides.

IsoSpeed Fork

The carbon fork provides extra front-end compliance to better maintain traction.

Internal Routing

Trek’s Control Freak internal routing system protects cables and wiring, while also making them easier to service.

The Boone’s performance comes in large part from achieving that magic combination of being both stiff when you stomp the pedals and compliant over bumpy surfaces. A stiff race frame is hardly a rarity, but Trek’s 600 Series OCLV carbon creates a lightweight platform for race-winning efforts (or at least passing that schmuck in front of you) without requiring a second mortgage.

The compliance comes from Trek’s IsoSpeed technology which isolates frame tubes to better absorb the shock of a rough ride. An IsoSpeed decoupler at the junction of the seat tube, seatstays, and top tube gives the seat tube greater freedom to flex and absorb shocks, while a similar decoupler in the headset allows the fork to similarly flex when hit. From the saddle, it feels like you’re running your tires up to 10 psi lower than usual . The result isn’t just a more comfortable ride, but a more controlled one. By reducing vibrations, you can keep your weight forward for better front wheel traction and hold your line through tight turns.

The Boone Family

The Boone launched in 2014 as Trek’s first carbon cyclocross bike. The Wisconsin bike maker took its introduction seriously, designing the bike with input from ’cross legends Sven Nys and Katie Compton. Though updated, the Boone still features its initial hallmarks of its shouldering-friendly tube shapes and IsoSpeed decouplers.

The Boone 5 is the more affordable of the family’s two models. The SRAM Rival 1 drivetrain shifts relatively quickly, the Rival flat-mount hydraulic discs didn’t fade or falter in shoe-deep mud, and race-specific details like the 1x drivetrain and Quick Connect removable bottle cage tie together a competition-ready spec.

The Boone 7 ($4,400) features the same carbon frame, but upgrades to a SRAM Force drivetrain and brakes, titanium-railed (versus chromoly) Bontrager Montrose Elite saddle, and Bontrager Pro IsoCore VR-CF handlebar.

More Than a ’Cross Bike

On unpaved rides, the Boone excelled as a gravel bike, plowing through soft, freshly graded roads and nimbly jumping lines to avoid potholes and alarmingly large rocks. Trek markets the Boone as a gravel bike alongside its more specialized Checkpoint . The bikes’ geometries closely mirror each other with one exception at the bottom-bracket drop. The Boone measures a 6.5cm drop (for the 58cm tested) to the Checkpoint’s 7.4cm. This gives the Checkpoint a more stable ride, and it also has 45c tire clearance, compared to the Boone’s 38c. For an all-purpose bike, the Boone impresses with its versatility, but the sort of gravel racers that target all-day events like Dirty Kanza will enjoy a dedicated gravel rig like the Checkpoint.

Three Awesome Cyclocross Tires

Versatile Tubular

Challenge Griffo Great for dry courses, competent in the mud. $75 | Competitive Cyclist

Fast on Dirt and Road

Donnelly PDX Excels in mud but capable on all surfaces. $70 | Backcountry

Multifaceted Tread

Challenge Chicane Rolls fast and grips corners well. $82 | Performance Bike

Matt Allyn is the features director for Bicycling and Runner's World magazines. He's run nine marathons and come heartbreakingly close to BQing three times. In addition to running and cycling, he's also covered beer for more than a decade and is a certified beer judge.

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A bike designed to conquer your local cyclocross circuit, the Trek Boone 7 Disc is light, smooth, comfortable and seriously quick when the going gets rough.

The SRAM Force eTap 1x groupset is perhaps the best option on the market for CX racing, with a wireless design and wide range of gears to get you up the steeper sections, while the geometry of the Boone makes it a comfortable bike to shoulder when run-ups are a better option.

Boone 7 Disc Cyclocross Bike 2020

The Trek Boone 7 Disc Cyclocross Bike is a fantastic choice for racers and trail enthusiasts alike. The CX specific geometry ensures a lively ride that takes a tight corner in its stride while boasting a comfortable shouldering position too. The carbon fibre layup keeps construction lightweight, while IsoSpeed decoupler technology helps the bike absorb bumps and juts. The Bontrager Paradigm Elite 25 is an excellent CX wheelset, with a tough but lightweight construction, and the Bontrager CX3 Team Issue tyres bring all the traction you need while remaining race-legal. The instant gear changes from the SRAM Force AXS eTap groupset allow you to quickly flick up and down the 12-speed cassette to get the right gear for the ever-changing terrain. What's more, the wireless design of the gears means your frame has fewer wires penetrating the tubes, so fewer locations for possible mud or water ingress.

• This bike was designed with input from cyclocross royalty, including World Champion Sven Nys and U.S. National Champ Katie Compton
• The SRAM Force eTap AXS drivetrain is smart, smooth, and completely wireless
• The combination of Front and Rear IsoSpeed cuts down on the fatiguing impacts of rough courses and increases compliance, giving you more traction when it matters
• Cross-specific design details like the Quick Connect removable water bottle cage and a 1x drivetrain add up to a better ride
• Boone's cross-specific geometry and tube shapes make shouldering easy so you can dominate all aspects of a race, including run-ups

Technical Specification

Built, checked, tuned and tested.

All our bikes are fully built, checked, tuned and tested by our Cytech qualified mechanics and then securely packaged, ready for delivery. All you have to do is add the pedals (if included), attach the handlebars to the stem and tighten them following the included detailed instructions or by watching our video and using the provided FREE tools. Visit our Bike Assembly page to see how you assemble your new bike once you receive it.

All bikes collected from our shop, are built, tested and ready to ride. For hassle-free home delivery and bike set-up from a qualified mechanic use our Premier Delivery Service . 

Please note, occasionally, manufacturers may change the specification without notice. Bicycles do not come with pedals unless otherwise specified. Bikes ordered for delivery will not arrive with the pedals installed, please refer to the owners manual and pedal installation guides provided for guidance. We do not install accessories to bikes, including mudguards. Bikes ordered for delivery that have tubeless compatible tyres and rims will arrive with inner tubes installed or with tubeless valves installed, this will be brand dependent. Sealant is available to be purchased separately .

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Trek Boone 5 review

We've tested Trek's race-winning Boone cyclocross bike in its 105 spec variant. It uses Trek's IsoSpeed decoupler to help smooth out the ride on rough ground

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The Boone 5 is well specced and its IsoSpeed decoupler is a definite boon. But its handling is a bit edgy and the Bontrager tyres are a bit lacking in grip.

IsoSpeed decoupler works well to smooth bumps

Tubeless-ready wheels and tyres

Rather edgy handling

Tyres not as grippy as some

You can trust Cycling Weekly. Our team of experts put in hard miles testing cycling tech and will always share honest, unbiased advice to help you choose. Find out more about how we test.

In his last few seasons before retiring from cyclocross racing, Sven Nys was riding Trek’ s Boone and he’s taken the bike to the Telenet-Fidea Lions team where he’s now owner-manager . The Boone is available in a range of builds and we’ve tested the Shimano 105 variant. There’s also a cantilever braked version still available if you prefer rim brakes.

Buy now:   Trek Boone 5 Disc 2017 Cyclocross Bike at Evans Cycles for £2,200

Read more:  Sven Nys's Trek Boone

Trek has borrowed from its road bike range in designing the Boone’s frame, incorporating its IsoSpeed decoupler into the top seat tube junction. It says that this doubles the frame’s compliance. It’s paired with an IsoSpeed fork, designed for improved front end compliance.

>>> Is it the end for cantilever brakes?

The Boone has a front thru-axle, although the rear hub is quick release. There are indents in the chainstays to provide a bit more side-to-side space around the tyres, but they still come quite close to the tyres. The bridgeless seatstays provide bags of clearance though.

>>> Disc brakes: everything you need to know

The front mech cable is well integrated, as it runs through a grove under the bottom bracket and is enclosed right up to the derailleur so that it’s less prone to contamination. There are integrated mounting bolts for mudguards with removable hidden eyelets too.

Specification

Trek specs Shimano 105 shifting on the Boone 5 with a cyclocross specific 46/36 FSA Energy chainset which runs on a wide BB80 bottom bracket. It has gone for the higher spec and prettier RS685 hydraulic shifters though. The brakes work really well, although the RS685 levers are actually less comfortable than the RS505 variant off road as they are narrower and so provide less impact absorption.

The Boone 5 comes with tubeless ready wheels  from Trek’s in-house Bontrager brand, fitted with Bontrager CX3 Team Issue 32mm tyres. Bontrager also supplies the Boone’s finishing kit: saddle, carbon seatpost, bars and stem.

Watch: Guide to cyclocross bikes

The Boone has an edgy feel, which requires concentration and rider input to keep it going in the right direction. It feels engaging in the dry conditions in which it was tested but but might be a bit of a handful when it’s wetter. The Bontrager tyres are less grippy than some alternatives.

>>> Nys: "He has something very special: like a young Peter Sagan"

I’ve ridden Trek’s road-going Domane and been rather underwhelmed by its IsoSpeed decoupler, but on the Boone its ability to deal with the larger bumps encountered off road is ideal and makes fast progress a lot easier. Riding over ruts and lumps make full use of its considerable in-built travel, so that effort goes into forward motion rather than teeth jolting.

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Paul started writing for Cycling Weekly in 2015, covering cycling tech, new bikes and product testing. Since then, he’s reviewed hundreds of bikes and thousands of other pieces of cycling equipment for the magazine and the Cycling Weekly website.

He’s been cycling for a lot longer than that though and his travels by bike have taken him all around Europe and to California. He’s been riding gravel since before gravel bikes existed too, riding a cyclocross bike through the Chilterns and along the South Downs.

The easiest way of avoiding wonky, filthy valves is coming back into fashion

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By Tom Thewlis Published 6 June 24

More than 30 riders fall in slippery conditions

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Ridden and Reviewed: New 2022 Trek Boone 6 Disc Cyclocross Bike

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Trek Introduced a new version of the Boone Cyclocross Race bike just as the 2021-2022 cyclocross season was starting after a partially canceled schedule in the pandemic year of 2020.

Trek Boone 6 Disc for 2022 © C. Lee/Cyclocross Magazine

Unlike the new Specialized CruX we saw introduced at the Sea Otter Classic in October, Trek has kept the bike as a dedicated cyclocross race bike with “modern cyclocross” geometry and minimal accessory attachment points. The redesign includes a 250 gram lighter frame than the previous model, and a profile that takes cues from the Madone, Trek’s flagship road bike. The 2022 Boone is smoother in the wind, including a cleaner cable management system that Trek calls Control Freak.

Trek’s Control Freak cable management system is clean-looking. © C. Lee/Cyclocross Magazine

Treks started appearing regularly on the podium of international cyclocross racing in 2012 with 15 time U.S. National Champion Katie Compton who rode an aluminum-framed prototype that later evolved into the Crockett.

Sven Nys , arguably the greatest cyclocross racer of all time, rode a Trek Boone from 2014 until he retired from racing at the end of the 2016 season. He continues to head the Beloise Trek Lions, a Belgian team sponsored by Trek. Lucinda Brand won her 2021 Cyclocross World Championship jersey on the last iteration of the Trek Boone. More recently both she and Lars Van der Haar won their respective races at the 2021 European Cyclocross Championships aboard the new 2022 Trek Boone.

There is no doubt that Nys, Brand and Van der Haar had input to Trek’s decision to keep the Boone as a dedicated cyclocross race bike, while other companies are making cyclocross models more gravel-friendly with geometry corrected for larger tires and long-distance comfort.

The Boone is 600 series carbon fiber, two levels down from the top road racing models Madone and Emonda, and one level from Trek’s Domane that is ridden in the one-day European Spring Classics. Trek marketing manager Anders Ahlberg told me, “OCLV 600 was chosen for the right balance of properties to keep the weight down, but also to keep the cost competitive given that the Boone 6 is now our single complete CX bike. Every carbon bike we make comes with a ton of different specific fibers in it, used in different areas for different reasons. Think of a higher grade as one that contains a higher percentage and usage of higher modulus fibers.”

The Trek Boone geometry is unchanged from the previous version. Our 56cm review sample has a 68mm bottom bracket drop, 72-degree headtube angle, and 42.5cm chainstays. The reach and stack measurements are 387mm and 580mm respectively for a 56cm frame that has a 55.8cm effective top tube. The wheelbase is a fairly standard 102.0 cm. With a 45mm fork offset, the calculated trail is 67mm with a 33mm tire.

The general frame aesthetics and headtube shape are more streamlined in appearance than before, with a new cable routing through the headtube and IsoSpeed fork with a crown that integrates with the downtube. The 2022 Boone retains the rear IsoSpeed decoupler and the integrated seat mast with an external 135mm long carbon seat mast cap that holds the saddle and slides over the seat mast to offer some saddle height flexibility. The relative saddle height adjustment is limited to about 80mm, which is enough if you select the correct frame size. Trek does make a longer 175mm seatmast cap if you need a bit more height. The seatmast caps are also available with either a 5mm or 20mm setback and use a side-mount saddle rail clamp.

The fork is new and labeled IsoSpeed, and contributes to the integrated, streamlined style and lighter weight of the new Boone. The 2022 Boone does not have the front IsoSpeed decoupler that the Domane has with the rocker upper headset cup. Removing the front IsoSpeed decoupler that was on the previous version of the Boone is a large part of the frame weight savings, according to Ahlberg.

Significant to the more streamlined front end is the control line entry into the headtube. A bit less complicated than control lines run internally in the handlebars and stem, the control lines of the Boone enter the upper headset race cover through rubber-booted ports. This cover does not seal the upper headset bearing, it is cosmetic and acts as an entry point for the control lines. Easy on the power washer! Trek calls this Control Freak. The lines then enter the large headtube around the ordinary round tapered fork steerer and find their way to destinations internally via the downtube. The arrangement looks clean and is only a little more complicated than normal internal control line runs entering the downtube. The front brake hose runs inside the headtube straight into the left fork leg.

The 2022 Trek Boone uses 12mm through-axles (100mm front and 142mm rear), flat mount disc brake calipers, and follows the rest of Trek’s line with a move to a T-47 threaded internal bottom bracket. It has an 85.5mm wide bottom bracket shell and an insert threaded to M47 X 1.0mm bonded in. Based on Trek’s experience in the ’90s with threaded BB inserts, these new T47 inserts are slightly tri-lobed so they are keyed and resist rotational forces better. The chainstays are asymmetric, narrower on the drive side for crank clearance. Both front and rear through-axles have a 6mm Allen key fitting and Trek includes one lever with a 6mm head that snaps onto the through-axle. Trek could have had 2 axles with handles or no handles at all. This is a good solution: clean looking but with the convenience of always having a way to remove your wheels.

Trek had industry insiders abuzz when the 2022 Boone was introduced with a press release that erroneously indicated a 33mm maximum tire clearance. That was of course a nod to the tire size limit for UCI contested cyclocross races. In 2020 USAC ruled that non-UCI contested cyclocross races allow tire width up to 38mm. With a 40mm tire, we were able to achieve the industry standard 5mm tire-to-frame clearance on the Boone. Trek’s official stance is the Boone fits 38mm maximum tire width leaving more than 6mm clearance all around the tire, an admittedly conservative recommendation. So, the 2022 Boone can be ridden in any USAC race using a tire up to the maximum size for a given category. And yes, it can handle many gravel ties.

The new Trek Boone is shown with 33mm (measured) tires in place. Trek’s 85.5mm wide T47 threaded bottom bracket. © C. Lee/Cyclocross Magazine

The Trek Boone with a 42mm (measured) tire in place. There is a 3mm tire-to-frame clearance on the drive side. © C. Lee/Cyclocross Magazine

The only accessory mountings are for two bottle cages in the usual positions of the down and seat tubes. Our review Boone 6 has a beautiful paint job that fades red to navy to teal from the upper to lower frame. I received numerous compliments about the bike’s aesthetics from non-cyclists and cyclists alike.

The Trek Boone 6 comes with a full Shimano GRX mechanical kit. The stock front chainring is 40 teeth, and the arm length varies with frame size. Our 56cm sample has a 172.5mm crankarm length. The Boone has a height-adjustable chain guide mounted directly to the frame to aid chain retention when using a single chainring. The chain guide not only keeps the chain from dropping inboard but also has a guide on top to keep the chain from riding off the top of the chainring. If you want to run a double chainring crank with a front derailleur, you will need a special clamp from Trek since the seat tube is not round and there is no provision for a standard bolt-on front derailleur hanger. There is a port on the back of the seat tube for the control line, whether it be cable housing or wire. The cassette is 11-34 11-speed. The 34t cassette is unique in the Shimano road cassette lineup since the 34 tooth cog overhangs the cog spider. This allows the cassette to fit old Shimano 8-9-10 speed cassette bodies. On an 11 speed body, it requires an inboard spacer. This is useful if you have old wheels laying around, but all those old wheels will likely be for rim brakes with quick-release hubs!

The cockpit consists of a Bontrager Elite IsoZone VR-CF (variable radius compact flare) aluminum bar. That supposedly comes with IsoZone pads, but I did not untape the bar to verify this particular fact. The stem is a Bontrager Pro aluminum model that is Blendr compatible. Blendr is a group of accessory mounts that integrate into the stem. I commented about this in an early review of the Trek Crockett two years ago.

The Paradigm Comp 25 wheelset is also from Bontrager, Trek’s component brand. The rim inner width is 25mm and the outer width is 31mm. The aluminum rim is has a tubeless compatible profile but comes with a standard rim strip and tubes installed. The tires are Bontrager CX3, an all-around tread labeled 32 but measures 33.5 on the wide rim. Still, there is little rim protection with this tire and rim combination. Though I did a lot of riding with this stock wheelset, much of my review riding was done with a familiar tire and wheel combination, the WTB Riddler 700 X 37 tires with the WTB CZR i23 wheelset I recently reviewed.

Bontrager CX3 32mm tire on a Bontrager Paradigm Comp rim with an internal width of 25mm measures 33.5mm but still offers minimal rim protection 0n the 31mm outer width rim. © C. Lee/Cyclocross Magazine

The complete Boone 6 Disc is 18.4 pounds. It is 11.1 pounds without the wheels, but with the through-axles.

The new Boone is instantly familiar if you’ve ridden a lot of ’cross bikes over the years, as I’ve done. That said, every bike is nuanced, and this all-carbon, race geometry machine is no different, especially given Trek’s experience with carbon construction and the IsoSpeed decoupler and fork.

The Boone’s rear IsoSpeed decoupler works. When the saddle is weighted the seat mast flexes back firmly from the pivot point, and the seat tube flexes forward reciprocally. The rear IsoSpeed decoupler depends on the weight of the rider who must be seated to activate the system. It also depends on the height and setback of the saddle to leverage the seat mast. I weigh 155 pounds and my saddle height is 75cm. This places the saddle about 25cm above the IsoSpeed pivot and is only a centimeter above the minimum height for the size 56cm frame. You could argue that with my weight and low saddle height relative to the available range, I am least likely to benefit from the IsoSpeed decoupler.

That said, the Boone certainly has a smooth ride for a stiff bike, an interesting dichotomy. On bumpy terrain, I can stay in the saddle and continue to apply power to the pedals- more efficient and less fatiguing in many situations. I experienced this with the Boone 6 over bumpy track, rocky trails, washboard and broken pavement on fast flat sections, when climbing in the saddle to maintain traction, and even downhill in the case you need weight on the saddle for rear-wheel traction. The ride is not soft, bouncy, or springy and you are certainly aware of the surface, but the vibrations are muted and bumpiness is damped. I can conclude Trek’s use of the IsoSpeed decoupler provides a desirable ride quality from the saddle on the Boone. The Aluminum Trek Crockett reviewed 2 years ago had a similarly smooth ride without the rear IsoSpeed decoupler, as do other bikes, so this quality can be engineered in different ways.

Trek Boone rear Isospeed decoupler allows the seat mast to flex for compliance over rough terrain. © C. Lee/Cyclocross Magazine

Out of the saddle, the rear IsoDecoupler does not play a role in ride quality-that is left to frame design and carbon layup engineering. The Boone is on par with other top-end cyclocross bikes I recall such as the last Cannondale Super-X. You jump on the pedals and the bike shoots out from under you. Throw it into a turn, on the road or off, and it follows your command. In transitions from pavement to dirt and back the front end does not waver. Descending out of the saddle over a rocky trail that burped both tires relied on the fork to provide the damping without the IsoSpeed decoupler. It did a fine job, keeping the bike online, under control without bucking my hands off the bars.

The new trek Boone has get up and go! © C. Lee/Cyclocross Magazine

For ’cross racing, the Boone has a fairly level top tube that is easy to grasp. It has a flat profile that is comfortable on your shoulder when portaging. The Control Freak cable management keeps control lines out of the way but does not restrict steering at all. When washing the bike, there was no more water imbibed in the bearings than would normally occur. Any water following the control lines will go down the fork leg or into the downtube as on other frames. The down tube is massive-it comes off of a huge headtube and flares to the entire width of the bottom bracket. I could not put my medium-sized hand around the tube, so lifting from the downtube to shoulder the bike requires some adjustment. The large downtube also has thin walls that flex if you squeeze it, so don’t hit it hard.

Shimano GRX mechanical with a single chainring is a good choice for the Boone 6 with a caveat. ‘Cross racers in the U.S. have long had a penchant for a single ring set up. Thanks to SRAM for making the setup more reliable with the combination of a wide-narrow chainring and clutch rear derailleur, the 1x has become the choice for many off-road riders. Shimano’s take on the single ring setup works fine, but moving the chain line out 2.5mm with the GRX crankset means there is a greater chain angle in the lower gears since the cassette is in the same place. The Boone does not need the extra clearance afforded by the GRX crank. 2.5mm doesn’t seem like much, but considering 11-speed cassette cogs are spaced 3.74mm apart that is nearly one cog further outboard. I think the GRX is a bit noisier in the lower gears, and the chain crawls off the large cog when pedaled backward more often than with a Shimano road crank or with the SRAM setup. The ‘stock’ gears offer a low ratio of 1:1.18 or 31.8 gear inches, lower than the old standard 36 X 28 which yields 1:1.29 or 34.8 gear inches.

The included GRX rear derailleur is the RD RX810 for 2X11 with a 34T maximum cog capacity. I thought this a curious choice for a bike that came set up as 1X. If you want a lower gear or wider gear range than is on the Boone 6, you would officially need the GRX RD RX812 to use an 11-42 cassette or add a hanger extension, or you could convert to a double chainring setup with a front derailleur which is considerably more expensive and complicated.

In the case of the 2X conversion, you’ll need an STI lever, and the front derailleur must be a GRX due to the 2.5mm outboard spacing, you will need the Trek Boone 2022 clamp, and the Boone does not have a cable housing stop, so thankfully the GRX FD RX810-F has a housing stop built-in. Shimano is conservative with specified rear derailleur capacity. As an example, I have consistently used 32T cogs with old Shimano road rear derailleurs specified as 28T maximum without a hitch. That said, extending any Shimano derailleur beyond the stated capacity, whether it be with available extension links or by experimentation, is at the user’s risk. An 11-36 should work fine, but pushing it to an 11-40 or 11-42 gets dicey, not to mention potential cog pitch differences .

It’s a limitation that can’t be overstated. The gearing is perfect for Elite racers and flatter courses for the rest of us, but many potential retail-paying customers will need more versatility. They’ll ride trails and gravel when not racing, and might need a lower gear for hillier courses. Buyer beware, you may be in for some drivetrain expenses if the 40×34 gear doesn’t meet your needs. That tall low gear kept the bike in the stable whenever climbs were on the menu.

Trek Control Freak control line management unveiled. © C. Lee/Cyclocross Magazine

The included Bontrager Paradigm Comp 25 wheelset is a solid price-point choice that weighs over 1700 grams. It is tubeless-ready but comes with a regular rim strip and tubes inside the Bontrager CX 3 tires. The tires are a good all-around ’cross racing choice and conversion of the wheels to tubeless requires the Bontrager tubeless plastic strip which has a bead shelf profile, valves and sealant. I have substituted tape instead of the Bontrager tubeless strip, but it requires a couple of layers to make a tight bead seal, so my advice is to use the Bontrager tubeless strip. Though the Paradigm Comp25 is a solid starter wheelset, the Boone deserves a more light and lively wheelset.

The Verdict

Before gravel riding and racing became its own category, cyclocross racers used their ’cross bikes for off-season mixed-terrain riding. The 2022 Trek Boone is a great cyclocross race bike that is versatile in just that way. It is true to its pro-racing roots with a UCI-approved frame and geometry that suits the European-style cyclocross courses that it spends a lot of time on. I love its response to rider input and maneuverability on fast, tight courses. Trek’s rear IsoSpeed decoupler adds to the superb ride allowing the rider a bit more seated comfort, power transfer and control.

The new Trek Boone race bike is nimble. © C. Lee/Cyclocross Magazine

It does not suit the rider who is interested in multi-day adventures or bike camping since the only accessory mounts are for two bottles. The maximum tire that can comfortably fit in the frame is 40mm to meet the industry-standard 5mm tire-to-frame clearance, which is enough for most gravel races. Trek produced the Checkpoint with more tire clearance, adjusted geometry, and many more accessory mounting points for those who desire that.

Trek’s top cap tells what this bike is for. © C. Lee/Cyclocross Magazine

You can have one bike to do it all, choose the Checkpoint. If you like a racy bike that can do fast one-day mixed terrain rides off-season, then the Boone is a great choice if you can afford some drivetrain mods. If you have a tighter budget, but like the latter, the Trek Crockett is one to look at in the Trek family.

2022 Trek Boone Cyclocross Bike Specs:

MSRP: $4030 USD Frame: Carbon Fiber monocoque Fork: Trek IsoSpeed Carbon Fiber with carbon steerer: 1 ⅛” -1 ½” Weight: 18.4 pounds, as tested no pedals; 11.1lbs without wheels or pedals Shifters: Shimano GRX mechanical11 speed Crankset: Shimano GRX 40T single chainring Brakes: Shimano GRX Shimano RT-800 rotors 160mm front, 160mm rear Cockpit: Bontrager Aluminum, 10cm stem, 42cm bar Seatpost: Trek seatmast Saddle: Bontrager Verse Comp, steel rails Wheels: Bontrager Paradigm, 25mm inner width aluminum Tires: Bontrager CX3 team edition 700X33 tubeless Warranty: Lifetime, frame and fork (original owner) Country of origin: Taiwan More Info: trekbikes.com

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• Rider Notes

2021 Trek Boone 6 Disc

A carbon frame cyclocross bike with high-end components and hydraulic disc brakes.

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Boone Custom - 2021, 54cm

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Dec 2021 · Cyclocross Magazine

Is the new Trek Boone only a race bike? Find out if it's a good choice for your cyclocross and gravel racing adventures.

Read Review

Sep 2021 · Lily Hansen-Gillis

An updated version of the competitive CX ride

Jul 2020 · Laura Weislo,

Trek's lightweight, dust-busting Boone 7 Disc cyclo-cross bike might be an out-and-out closed-circuit racing bike but it can also traverse the odd gravel trail when needed

Responsive geometry

Smooth-riding frame with top of the line components at a better price point than competitors’ models that typically have lower end components

Lightweight off the rack at 8kg

275lb weight limit

Tyres puncture easily

Doesn't come set up as tubeless

Aug 2018 · Thomas McDaniel

Super fast, super fun, and clearly a well-thought-out bike from axle-to-axle. Buy if an awesome cyclocross racer and mixed terrain all-rounder wrapped in one piques your interest

Predictable handling, brilliant cable management, functional and balanced compliance technology, top-shelf carbon quality

Somewhat finicky bottom bracket

Last updated June 18 Not listed for 716 days

Trek keep the guessing game going with 'Madone/Émonda' at Critérium du Dauphiné

A fter recently teasing a new bike on social media during the Giro d’Italia , Lidl-Trek riders have been spotted aboard what appears to be a new edition of the brand’s Madone aero bike at the key Tour de France tune up race, the Critérium du Dauphiné . 

Shots of the bike show the word Madone clearly marked on the top tube. However, Trek is evidently keen to keep the guessing game going, with closer inspection revealing the name Émonda just showing through beneath the white lettering.

Since Trek's climbing focused Émonda hasn't been updated since 2020, whilst the aero Madone had a refresh in 2022, knowledge of cycling's product cycles would suggest the former would be next in line for a renewal. However, when it became clear that a new bike was on the cards, at Cycling Weekly , we placed our bets on a Madone . 

Now that the bike is being ridden at the Tour warm-up race, it looks more and more likely that we're anticipating an aero racer, and perhaps even the end of the Émonda climbing machine.

Other brands, most notably Specialized with the Tarmac SL8 , have converged their aero and lightweight bikes, to create one all purpose machine, and it looks as if Trek may be aiming to provide the same for the likes of Mads Pedersen and Tao Geoghegan Hart. 

The new bike still features Trek's 'IsoFlow' tech, a hole in the seat tube which replaced the compliance boosting 'Isospeed' that Trek was so well known for, in the name of improved aerodynamics. 

Of course, it's possible Trek may have applied this tech to its climbing machine. However, the fork legs have a similar depth to the brand’s aero machine and the kink in the downward surface of the bike’s top tube is still present. 

Clearly, whatever name the bike will take, it works - Pedersen rode to victory and claimed the race’s first yellow leader’s jersey aboard the new weapon. 

Having been the source of speculation for several months, it's obvious that this bike is primed to be used by Lidl-Trek riders during the Tour and other major races this season. 

Meanwhile, other brand new bikes have been spotted at the Dauphiné last weekend. This included the new Pinarello Dogma F and a fresh new Canyon Aeroroad . 

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Russia to Build High-Speed Railway Between Moscow and St. Petersburg

FILE PHOTO: A view shows train carriages of the Russian Railways on a frosty day in Moscow, Russia November 17, 2023. REUTERS/Maxim Shemetov/File Photo

MOSCOW (Reuters) - Russia has approved a project to build the first high-speed passenger railway between its two biggest cities, Moscow and St. Petersburg, to be funded with billions of dollars from the state budget, a government directive showed on Thursday.

The government approved the construction of the 679 km railroad, which should allow Russian-made trains travelling at 360 km/hour per hour to get from Moscow to St. Petersburg in 2-2.5 hours instead of the current 4-5 hours, on the first business day of the St Petersburg International Economic Forum.

The railway, which will cost more than 2.3 trillion roubles ($25.97 billion), will be built by a Russian company, VSM Two Capitals, on concession terms using state and private money.

The Russian government plans to allocate at least 300 billion roubles of loans from the National Welfare Fund at 1% in 2025, and subsidies amounting to about 328 billion roubles between 2024 and 2038, the directive showed.

More than 580 billion roubles is needed for the project from the National Welfare Fund, with other funding coming from sources including Russian state-owned banks VTB, Sberbank and Gazprombank, the former minister of transport Vitaly Savelyev said in February.

The head of Russia's Sberbank German Gref said on Thursday it will participate in financing the project.

Russia has proposed to raise taxes for companies and the wealthy, which may add an extra $30 billion to next year's budget revenues and allow Moscow to increase spending, including on its war in Ukraine.

($1 = 88.5750 roubles)

(Reporting by Gleb Stolyarov; Editing by Jan Harvey)

Copyright 2024 Thomson Reuters .

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