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Gravel bikes let you explore beyond the beaten path and onto more rugged terrain like gravel logging roads and flowery dirt trails.

Checkpoint is made for gravel aficionados who mainly ride off-pavement and want tons of capability.

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Domane is for cyclists who ride mostly on pavement but want the ability to grind gravel on occasion.

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Trek Checkpoint

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The Trek Checkpoint, an adventurous Trek gravel bike, is the perfect bike for winning gravel races, enjoying fast-paced bikepacking trips, and riding wherever the heck you'd like to.

Explore Our Trek Checkpoint Guide

Trek Checkpoint SL 5 – First Impressions

The not-so-minor details.

Trek Checkpoint SL 5

https://www.trekbikes.com

Grab your flannel shirt, lace-up shoes and enamel camping mug, Trek has a new bike that might just be what you’ve been looking for. The all-new Checkpoint 5 SL might confuse you as to what it is exactly, but in fact, Trek has let you decide yourself what to do with it, so far what we can tell is they’re calling it a; ‘gravel bike for epic all-road adventures’.

We know what we’ll do with it – adventures! – but before we give it a run to the hills let’s take a look at this unique animal in closer detail.

So many things to look at.

It might look like a road bike from afar but take a couple steps closer and you’ll notice frame features you’d never see on a classic road bike. We’re talking about; rack/utility mounts, multiple water bottle cage mounts, loads of tyre clearance, 12mm thru-axles, impact protection under the downtube, and an adjustable wheelbase.

IsoSpeed decoupler, the fancy little bump-diffuser.

As seen on the Trek Procaliber is Trek’s unique vibration dampening system; IsoSpeed. Seen on Trek’s cross-country hardtail; the Procaliber, the Boone cyclocross bike and their endurance road bike, Domane.

It’s like the tiniest bit of suspension to take the sting out of the road.

It essentially uses a bushing and axle arrangement at the junction of the seat tube and top tube to allow the seat post to bend backwards independently from the top tube, adding comfort when seated. The top tube and seat tube tube are completely separate parts, joined by the decoupler unit.

See the IsoSpeed used for the purpose of mountain biking here: Trek Procaliber review.

Flow ‘GravelCross’ Bike, sorry, what?

We are aware that our name Flow Mountain Bike is completely void of words like ‘cyclocross’ or ‘gravel’, nor do we profess to be experts in the field of gravel but we’ve ridden quite a few nowadays, and our road bikes are gathering dust because of it. What’s going on?

C’mon, we know mountain bikers are hard on road bikes. There are even gravel events popping up like this one!

Isn’t it just a cyclocross bike?

In comparison to Trek’s cyclocross bike – The Boone – the Checkpoint’s frame geometry is lower in the bottom bracket, taller up the front and has considerably more tyre clearance. The adjustable wheelbase will provide the rider with the ability to select a fast and agile feel, or long and stable.

Other gravel bikes we’ve recently tried out.

Norco’s Search XR shares a lot of features with the Checkpoint, check out the chainstays, multiple mounts, tyre clearance etc. Have a look here.

Cannondale Super X SE is an adaption from a cyclocross race bike for the gravel, a fast bike indeed! Check it out here.

Checkpoint options?

Trek provides the Checkpoint in three models, the SL 6 for $4699 is the top-end carbon frame version with the fancy Shimano Ultegra, the SL 5 we have sells for $3699 with Shimano 105. The ALR 5 uses a is aluminium frame option for $2699.

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The New Trek Checkpoint Line Is For Gravel Riders of All Kinds

Updated geometry and differentiated models for speed, adventure, and all purpose riding

The Takeaway: A great bike gets better, with geometry updates suited to the evolution of gravel.

• Two centimeters longer reach and front center on all sizes
• One centimeter longer chainstays
• New race-oriented SLR platform
• Additional cargo mounts

Price: $12,000 (SLR 9, as tested) Weight: 17.8 lb. (Size 54cm)

Trek’s gravel loving Checkpoint is all new front to rear, with new geometry (covered below) and features for the ever-evolving world of gravel riding. That evolution is why Trek differentiated the three complete bike platforms—SLR, SL, and ALR—for different kinds of gravel riders. I go into more depth below, but the short version is: SLR = race; SL = all-around, ALR = utility.

Threaded T47 bottom brackets now grace all Checkpoint frames, but Trek has done away with the sliding dropouts found on the previous generation Checkpoint. All eight builds get gravel gearing and clutch-style rear derailleurs (Shimano GRX or SRAM eTap AXS), as well as 40mm tubeless ready tires and tubeless ready rims. All models, and all sizes, can fit up to 45mm tires with plenty of mud clearance; which means riders in dry conditions can fit in even bigger tires. If you choose, you can fit the Checkpoint with 650b wheels—all models and all sizes come stock with 700c wheels—which bumps tire clearance up to 53mm (2.1 inches).

In the press release, Trek makes mention of “ Émonda -inspired aero tube shapes,” without providing any wind tunnel data. My suspicion is the tube shapes do save a few watts, though Trek isn’t leaning into gravel aero as much as 3T does with its Exploro RaceMax .

Trek Checkpoint — Geometry

Geometry is where the new Checkpoint sees the biggest change. While there are three Checkpoint frame platforms (outlined below), all three share the same, all new, geometry (see table above).

The overall theme to the geometry updates is “more progressive.” Trek took a page from the mountain bike playbook and stretched all sizes of the frame’s reach and front center by about two centimeters. Trek now fits shorter stems and shorter-reach bars to mitigate cockpit length changes. Chainstays on the frame grow by a centimeter (now 435mm on all sizes). Trail is also longer (about six millimeters) even though head angles remain about the same—new fork offset is 45mm, old was 49mm—and wheelbase grows as well. Frame stack bumps up a touch too.

Jordan Roessingh, Trek’s director of road product, says the new geometry aids stability, “It’s a longer bike, so whether you’re doing long Unbound type stuff where you’re just pointing the bike straight or you’re doing high speed stuff on gravel descents in the mountains, we believe this geometry lends itself to confidence. Getting that wheel out in front of you also unweights it makes you feel a lot more confident when you’re doing steep technical stuff—you don’t feel like you’re going to go over the bar. That front wheel is really easy to unweight and allows it to roll over a lot more stuff.”

Roessingh further explained that the new geometry also reduces toe overlap on smaller sizes and allows them to approve larger tires sizes for smaller riders, “On the previous [Checkpoint] we had to limit our small frame size tire size recommendations to only 40mm. Not because the frame didn’t have the capacity for 45, but when you put a 45 it created too much toe overlap.” The issue here was government regulations that outline a production bike’s maximum tire overlap. But with the new bike’s longer front end every size can, officially, run up to a 45mm tire.

One note on the geometry: The new Checkpoint is not suspension fork corrected. However, the Checkpoint has a 1.5-inch lower fork steerer diameter, so you can fit the new RockShox Rudy , a Suntour GVX, or Fox AX, but doing so will raise the front end and slacken its angles.

Trek Checkpoint — Where is the Front IsoSpeed?

One surprising omission from the new Checkpoint is IsoSpeed in the front, a feature found in Trek’s Domane all road bikes . According to Roessingh, IsoSpeed on the front of a bike with big tires, “Doesn’t provide a sufficient gain in compliance to make a real difference to the rider because a [larger than 32mm tire] is such a dominant aspect of the compliance,” so it was left off the new Checkpoint. The benefit is a less complicated front end, and some weight savings.

Rear IsoSpeed continues on all models. Roessingh explains that it has more deflection than front Isospeed so it offers additional compliance benefit even with larger tires.

Trek Checkpoint — Three Frame Platforms

The new Checkpoint comes in three platforms: SLR, SL, and ALR. The top of the line SLR (super light race) platform is new to the Checkpoint line. Previously, Checkpoint topped out with the SL model. All the models have T47 threaded bottom bracket, internal hose and housing routing, 45mm tire clearance, frame bag mounts, fender mounts, and come in six sizes: 49 to 61cm. SLR and SL carbon frames get the same in-frame storage system found on carbon Domane frames.

But though the three platforms share geometry and many features, they’re tuned to suit different riders.

The SLR is race oriented, so it gets the highest-grade carbon composite, a traditionally shaped (not flared) road bar, and forgoes cargo mounts on the fork. This model also has Trek’s no-cut seat mast with (non-adjustable) top tube IsoSpeed.

The SL gets an all-purpose gravel focus. It uses lower grade carbon than the SLR but adds adventure riding features like three-pack mounts on the fork legs, and a flared gravel bar. This model does have Trek’s IsoSpeed decoupler in the seat tube but fits a traditional 27.2mm seatpost: That makes this model dropper-post compatible.

The aluminum framed ALR is the least expensive of the new Checkpoints, and Trek’s representatives expect this to be a popular model with riders looking for a commuter or utility bike. It has the same geometry as the other platforms, and the same rack, fender, framebag and mudguard mounts as the Checkpoint SL, and it gets a flared gravel bar and 27.2mm dropper-post compatibility. The two features it lacks relative to the SL are the in-frame storage and an IsoSpeed decoupler.

Trek Checkpoint — Models, Prices, Weights

There are eight complete bikes for the USA: one ALR, three SL, and four SLR models. Prices and claimed weights are below, with a quick look at the build kits. All complete bikes roll on Bontrager GR1 40mm tubeless ready tires, have tubeless ready rims, and ship with tubeless valves, rim strips, and sealant.

• Checkpoint ALR 5— $2,400, 21.5lb. Shimano GRX600 2x11 with 30/46 rings and 11-34 cassette
• Checkpoint SL 5—$3,200, 21.3lb. Shimano GRX600 2x11 with 30/46 rings and 11-34 cassette, Bontrager Paradigm SL wheels (21mm internal width)
• C heckpoint SL 6 eTap — $4,100, 20.0lb. SRAM Rival eTap AXS 1x12 with 40 ring and 10-44 cassette, Bontrager Paradigm Comp wheels (25mm internal width)
• Checkpoint SL 7 eTap—$6,3,00 19.6lb. SRAM Force Wide eTap AXS 2x12 with 30/43 rings and 10-36 cassette, Bontrager Aeolus Pro 3V carbon wheels (25mm internal width)
• Checkpoint SLR 6 eTap—$7,600, 19.1lb. SRAM Rival eTap AXS 1x12 with power meter, 40 ring and 10-44 cassette, Bontrager Aeolus Pro 3V carbon wheels (25mm internal width)
• Checkpoint SLR 7—$8,300, 19.4lb. Shimano GRX815 2x11 with 31/48 rings and 11-34 cassette, Bontrager Aeolus Pro 3V carbon wheels (25mm internal width)
• Checkpoint SLR 7 eTap—$8,300, 18.6lb. SRAM Force eTap AXS 1x12 with power meter, 40 ring and 10-44 cassette, Bontrager Aeolus Pro 3V carbon wheels (25mm internal width)
• Checkpoint SLR 9 eTap—$12,000, 17.9lb. SRAM Red eTap AXS 1x12 with power meter, 40 ring and 10-44 cassette, Bontrager Aeolus RSL 37V carbon wheels (25mm internal width)

Trek Checkpoint — Ride Impressions and Review

Trek sent me the top-of-the-line SLR 9 eTap AXS well ahead of the bike's launch, and I’ve done my usual “gravel” shenanigans on this bike—long gravel rides, mixed media rides, some road riding, and plenty of singletrack.

On anything dirt, and especially on singletrack, the new Checkpoint is not just better than the previous generation, it’s one of the best gravel bikes I’ve been on. I love the previous generations above-average comfort and smoothness and that’s still present, but the geometry updates make the new bike much more capable: And the faster and more technical the dirt, the more the geometry pays off. It’s accurate, but not darty, and composed but appropriately flickable.

Here’s the rub: Give us geometry that lets us go faster and…we’re going to go faster. The Checkpoint is so damn fast on downhills singletrack that I take issue with Trek’s decision to forgo front IsoSpeed or correct the geometry for a suspension fork. I mean, this is a pretty compliant bike overall, but when you go faster the hits get stronger. Many times I wacked stuff that made my hands and arms stung. Bigger tires help, but a 45mm maximum isn’t that big (Canyon’s Grizl fits 50s, for example).

Basically, there were times I felt like the geometry was writing checks the Checkpoint couldn’t cash without some help from suspension. But then, when you add weighty suspension and fatter tires, you have a much different bike; so I’m also not sure that’s the answer. I think we’re at a very interesting point with “progressive” gravel bikes where they are tickling the edges of mountain bike capability and, if they go much further, suspension must be a part of the conversation.

On the flip side of the new Checkpoint’s added capability, it feels less chipper on paved surfaces. The old Checkpoint was almost a road bike that could do gravel while the new one definitely takes cues from the world of mountain bikes. On balance, this works out okay for the most fun and challenging parts of gravel rides, though the Checkpoint bike feels a bit logy on the liaisons between the best bits. That’s a compromise I’m okay with, but if you want more quickness on pavement from your gravel bike you might be happier on something like a Cervelo Aspero 5 or the 3T Exploro Racemax .

Trek isn’t breaking any new ground with the Checkpoint’s geometry and handing traits. This mountain bike influenced longer, more stable, geometry (oh, hello, Chamois Hagar ) is an increasingly popular trend, and already found in bikes like Canyon’s Grizl (which the Checkpoint reminds me of) and some other bikes. I’m curious to see how this geometry goes down with the general riding public, and how far brands push the geometry. When used for actual gravel and off-pavement riding and racing, this geometry makes sense. But if riders are buying gravel bikes because they want more capability and comfort out of a drop bar bike, but are mostly sticking to pavement, I don’t think this geometry suits that kind of rider.

Handling covered, let’s look at the rest of the Checkpoint’s attributes. The added cargo options (in frame storage, direct mount bag in main triangle) are great, almost mandatory, features for a gravel bike. My 54cm frame did have two water bottle mounts on the downtube, but it required a bit of trial and error with a Wolf Tooth B-Rad base to get two bottles to fit comfortably. With the Bontrager frame bag mounted, I needed to reposition the seat tube cage location to fit a bottle. Larger sizes have more space in the main triangle, so this won’t be an issue, but riders on frames smaller than 54 might need to look into alternative ways to carry water if they run the frame bag.

I do have a gripe with the road-bend bar on the SLR models. Trek sees this model as appealing to racers who are coming from a road background. This is why it gets a traditional, and lighter, road bar. But it’s still a gravel bike, and flared drops are awesome for comfort and control. Besides, flared bars are so awesome that once you ride them, you’ll want to put them on your road bikes. Thankfully, Trek didn’t do anything weird with the bar and stem on the new Checkpoint, so riders can fit anything they desire.

That’s my only gripe though. I love this bike, and the rest of the parts kit is dialed. I’m going to throw out special kudos for spec'ing the SRAM-equipped SLR models with power meters from the factory. I think that’s perfectly in line with this bikes purpose and customer.

Overall, the new Checkpoint is a wonderful gravel bike. It’s faster, better handling, and more suited to the needs of the today’s gravel rider.

Trek Checkpoint SLR 9 eTap

Would you like to test new gear for Bicycling ? Click HERE to find out more.

A gear editor for his entire career, Matt’s journey to becoming a leading cycling tech journalist started in 1995, and he’s been at it ever since; likely riding more cycling equipment than anyone on the planet along the way. Previous to his time with Bicycling , Matt worked in bike shops as a service manager, mechanic, and sales person. Based in Durango, Colorado, he enjoys riding and testing any and all kinds of bikes, so you’re just as likely to see him on a road bike dressed in Lycra at a Tuesday night worlds ride as you are to find him dressed in a full face helmet and pads riding a bike park on an enduro bike. He doesn’t race often, but he’s game for anything; having entered road races, criteriums, trials competitions, dual slalom, downhill races, enduros, stage races, short track, time trials, and gran fondos. Next up on his to-do list: a multi day bikepacking trip, and an e-bike race. 

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2022 Trek Checkpoint gravel bike review: Longer, but not slacker

Major geometry changes make for a new personality that’s rowdier, but also perhaps more polarizing..

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Story Highlights

What it is: Trek’s second-generation gravel bike family|| Frame features: Carbon fiber or aluminum construction, longer and more progressive frame geometry, integrated down tube storage and IsoSpeed rear pseudo-suspension on carbon models, cleanly hidden internal/external hybrid routing, lots of mounts, T47 threaded bottom brackets|| Weight: 950-1,450 g (claimed, frame only); 8.65 kg (19.07 lb), as tested, 52 cm size, without pedals or accessories|| Price: Starting at US$2,400 / AU$3,200 / £2,250 / €2,400; topping out at US$12,000 / AU$16,500 / £11,000 / €12,000|| Highs: More forgiving handling, size-specific IsoSpeed tuning on the SLR models, reasonably headache-free cable routing, traditional frame shaping|| Lows: Handling is more stable but also more sedate, strange bar bend on some models

Going a little deeper down the gravel rabbit hole with a longer front end

Trek’s original Checkpoint was a runaway sales success, offering very good capability on mixed terrain while retaining the nimbleness and agility of road and cyclocross bikes that many nascent gravel riders enjoyed. But as popular as that bike family has been, gravel bikes have continued to veer further into proper off-road terrain since then, and the new second-generation Checkpoint has evolved to keep up with those trends.

By far, the biggest change is in the new Checkpoint’s frame geometry.

Gravel bikes have grown steadily longer up front, and Trek has definitely hopped on that bandwagon here — albeit in its own way. Reach and front center dimensions on the second-generation Checkpoint have grown by about 2 cm across the board, and a 10 mm bump in chainstay length has added further to the total wheelbase (the old Stranglehold adjustable rear dropouts are gone). 

Stem length and handlebar reach each decrease by 1 cm to maintain the same riding position as before, and overall stack dimensions have changed by no more than 6 mm.

Head tube angles have slackened only very slightly, but that’s coupled with a drop in fork rake from 49 mm to 45 mm. Trail dimensions have grown as a result for more steering stability, but the trail figures still aren’t too crazy. Whereas the old Checkpoint was quite road-like with trail measurements ranging from 59-66 mm, depending on size, the new ones sit at 65-74 mm. 

Down below, bottom bracket drop remains unchanged at 74-78 mm, depending on size.

Overall, the intent is to add some stability to the Checkpoint while still retaining some of its trademark agility — and it’s also somewhat telling that the axle-to-crown length of the revised fork intentionally doesn’t account for switching to a suspension fork. 

Interestingly, claimed maximum tire size remains unchanged at 700×45 mm (40 mm-wide tires come stock across the board), although 650b setups finally get the official Trek seal of approval, at least for tires up to 2.1″-wide.

Built-in burrito storage, hidden cabling

Integrated into the down tube of carbon fiber Checkpoint models is the same cleverly integrated storage compartment as is already found in the Domane SLR and multiple Trek mountain bikes. A single lever secures the smartphone-sized hatch, and there’s enough room inside for an included tool roll with compartments for an inner tube, CO2 cartridge and inflator, a tire lever, and a bit more. Directly attached to the underside of the hatch is a holder for a Bontrager mini-tool, too, although it’s missing a chain tool and there’s no obvious dedicated location to add one, either, so you’ll want to source a compact model yourself. 

If you’re open to carrying the repair items somewhere else, I can also say that I’ve done the hard research to confirm that the down tube is sufficiently spacious — and the hatch opening sufficiently wide — for you to stuff an actual burrito inside (just don’t forget it’s in there).

Cable routing is slightly revised from the previous Checkpoint, and arguably an improvement over some of the bonkers fully-internal setups we see on many other drop-bar bikes these days. 

Similar to what Trek has already done on multiple Madone and Domane models, brake hoses and derailleur lines now enter the frame through openings in the upper headset cover. The handlebar and stem are otherwise completely normal items, though, so while the routing is tidier than it used to be (which can actually come in handy if you like to run handlebar bags), it’s not quite as much of a maintenance headache as more fully integrated setups. 

Trek has also equipped those headset cover ports with some rubber gaskets, unlike the more gaping holes on the Madone and Domane. This should keep out a lot of dirt and debris, but water will still trickle in there, so keep that in mind if you tend to wash your bikes frequently, especially since headset bearings will require you to fully disconnect all of the control lines. 

Two Checkpoints now become three

So just how popular was the original Checkpoint? Popular enough that Trek saw fit to add a third variant to the existing SL carbon fiber and ALR aluminum versions.

The new top-tier Checkpoint SLR is aimed more at gravel racing, built with a lighter-weight OCLV 700 carbon fiber blend and a new version of Trek’s Top Tube IsoSpeed pseudo-rear suspension system, complete with an integrated no-cut seatmast and carbon fiber topper. This Top Tube IsoSpeed variant isn’t adjustable like it is on the Madone SLR or Domane SLR, but Trek says it’s been tuned to be on the cushier side of things (similar to the current Domane SLR when its slider is set nearly to full-soft). 

Moreover, since this new Top Tube IsoSpeed design’s flex patterns aren’t tied to frame size, smaller frames can be made more compliant than larger ones, which is the opposite of what you get with the original seat tube-based IsoSpeed (since longer tubes flex more than shorter ones). An integrated elastomer damper promises to minimize bounciness, too.

Going along with that racing bent, the new Checkpoint SLR also features mounts for up to four water bottles (three inside the main triangle on larger sizes) and a top tube feed bag, but the rear rack mounts of the first-generation Checkpoint SL are gone, along with any sort of carrying capacity on the fork. Front and rear fender mounts are still standard, though, to help make the Checkpoint SLR better suited to all-weather duty. 

Claimed weight for an unpainted 56 cm Checkpoint SLR frame without hardware is 950 g.

The second-tier Checkpoint SL carries on with the same mid-range OCLV 500 carbon fiber as the original model, along with the same seat tube-based IsoSpeed pseudo-rear suspension design. Whereas that first-generation Checkpoint SL also had a no-cut integrated seatmast, though, this newer Checkpoint SL switches to a conventional 27.2 mm round seatpost.

That also makes it compatible with internally routed dropper seatposts should you decide to run one, which is in keeping with Trek’s intent for this to be the “sendier” of the two carbon Checkpoint models. This one also gets additional rear rack mounts and accessory mounts on the fork blades for more carrying capacity should your definition of “sendy” comprise just heading deeper into the wilderness for longer periods of time.

Claimed frame weight is 1,150 g for the Checkpoint SL, or about 200 g heavier than the Checkpoint SLR.

Rounding out the new Checkpoint family is the aluminum Checkpoint ALR, TIG-welded from Trek’s hydroformed and butted Alpha 300 aluminum tubing. Aimed at gravel riders on tighter budgets — or even commuters who just want something a little sportier — this one retains front and rear fender mounts, rear rack mounts, fork bottle mounts, a top tube feed bag mount, and up to four bottle mounts on the front triangle. Unfortunately, though, the down tube storage compartment doesn’t make the cut here.

Claimed weight for an unpainted 56 cm Checkpoint ALR frame is 1,415 g.

Now, you might be asking yourself at this point why Trek hasn’t incorporated the Front IsoSpeed mechanism from the Domane SLR into the new Checkpoints. After all, if a big part of the game when it comes to gravel bikes is compliance, shouldn’t a softer ride be better? 

Well, yes. However, Trek says that while Front IsoSpeed pays comfort dividends on something like the Domane SLR with its narrower tires and higher inflation pressures, it was too stiff to make enough of a difference with the Checkpoint’s larger and softer tires to justify the additional cost and weight.

One thing that did make it into every new Checkpoint, though, are new T47 oversized threaded bottom bracket shells in place of the old BB90 press-fit design. This admittedly adds a few grams, but it’s unlikely many people will complain much. As compared to BB90, this setup should be far less prone to creaking and will be easier to service, and it also now finally allows for oversized crankset spindles. 

Models, pricing, and availability

Trek is offering the new Checkpoint in a wide range of models, including four Checkpoint SLR versions, three Checkpoint SLs, and one Checkpoint ALR. All three will be available as framesets — yay! — and it’s expected that the Checkpoint SLR will also be offered through Trek’s Project One custom program.

Models, basic build information, pricing, and claimed weights (for a 56 cm size) are as follows, with all models expected to be available at Trek retailers immediately (at least in some capacity).

• Checkpoint SLR 9 eTap: SRAM Red XPLR eTap AXS 1×12 electronic groupset, Bontrager Aeolus RSL 37 carbon wheels; 8.1 kg (17.86 lb); US$12,000 / AU$16,500 / £11,000 / €12,000.
• Checkpoint SLR 7 eTap: SRAM Force XPLR eTap AXS 1×12 electronic groupset; Bontrager Aeolus Pro 3V carbon wheels; 8.45 kg (18.63 lb); US$8,300 / AU$11,700 / £7,800 / €8,500.
• Checkpoint SLR 7: Shimano GRX Di2 2×11 electronic groupset; Bontrager Aeolus Pro 3V carbon wheels; 8.81 kg (19.42 lb); US$8,300 / AU$11,400 / £7,650 / €8,300.
• Checkpoint SLR 6 eTap: SRAM Rival XPLR eTap AXS 1×12 electronic groupset; Bontrager Aeolus Pro 3V carbon wheels; 8.65 kg (19.07 lb); US$7,600 / AU$10,200 / £6,450 / €7,000.
• Checkpoint SL 7 eTap: SRAM Force XPLR eTap AXS 2×12 electronic groupset; Bontrager Aeolus Pro 3V carbon wheels; US$6,300 / AU$8,000 / £5,750 / €6,000.
• Checkpoint SL 6 eTap: SRAM Rival XPLR eTap AXS electronic groupset; Bontrager Paradigm Comp 25 aluminum wheels; 9.05 kg (19.95 lb); US$4,100 / AU$5,300 / £3,750 / 4,000.
• Checkpoint SL 5: Shimano GRX RX600/800 2×11 mechanical groupset; Bontrager Paradigm SL aluminum wheels; 9.65 kg (21.27 lb); US$3,200 / AU$4,200 / £3,200 / €3,500.
• Checkpoint ALR 5: Shimano GRX RX600/800 2×11 mechanical groupset; Bontrager alloy wheels; 9.75 kg (21.50 lb); US$2,400 / AU$3,200 / £2,250 / €2,400.

New Bontrager bikepacking bags, too

Going along with the new Checkpoint is a trio of new bikepacking bags from Bontrager. There’s an oversized handlebar bag and saddle bag — both with generous 9-liter capacities — and also a frame bag that’s offered in six (six!) different sizes for direct-mount attachment to the new Checkpoint’s dedicated threaded fittings. The frame bags can still be installed with traditional straps for other bikes, too.

Bontrager isn’t billing any of the bags as being waterproof, but the handlebar bag and saddle bag are both made of waterproof materials and use waterproof zippers, and the roll top format mimics the dry bags often used in rafting and kayaking. Both of those bags attach with conventional straps and buckles, and both also feature multiple strapping points if you need to lash on additional gear. 

Light mounts are on hand, too, and the handlebar bag even has a dedicated pocket and hose port for a 1.5-liter Hydrapak bladder. Supplemental pockets are included throughout to help organize smaller items, and — dear god, thank you — the inside of the frame bag is lined with high-viz material so you’re not trying to dig around inside a black hole for your stuff.

Retail price for the handlebar bag is US$100, while the saddle bag and handlebar bag both retail for US$120. Prices for other regions is to be confirmed.

So is the new Checkpoint better or just different from the old one?

Trek delivered a production Checkpoint SLR 6 eTap sample to me for testing, built with a SRAM Rival AXS XPLR 1x wireless electronic groupset, Bontrager Aeolus Pro 3V wide-profile carbon clinchers wrapped with 40 mm-wide Bontrager GR1 tires (set up tubeless), and finished with a Bontrager P3 Verse Elite saddle, Bontrager Pro forged aluminum stem, and a Bontrager Pro IsoCore VR-SF carbon handlebar. For my 52 cm size, actual weight was 8.65 kg (19.07 lb) without pedals or accessories — which, it’s perhaps worth noting is exactly what Trek claims for this model in a 56 cm size.

I mentioned earlier that the original Checkpoint has been a huge sales success for Trek, and now that I’ve been riding this one for the past few weeks, I have little reason to think these new versions will be any different. 

As with other bikes with similarly long front ends, the revamped Checkpoint is easier and more confidence-inspiring to ride off-road on even moderately steep or loose terrain than before. Granted, pushing the front wheel 2 cm further out doesn’t sound like much on paper, but it’s often the difference between mild understeer before the tire regains traction, or jackknifing over the bars. 

Overall, the front end of this second-generation Checkpoint feels calmer and more settled in those situations, and there’s less thought and skill involved in navigation tricky ground. And assuming you’re comfortable exploring the limits of just how much you can push that front end, the changes also make for more speed.

Low-speed handling definitely takes a hit, however. Although the geometry of that original Checkpoint would now be considered pretty old-school, one of the things I’ve always enjoyed about it is its road-like agility. It was amusingly quick and nimble, and with room for 45 mm-wide knobbies, a skilled rider could have a blast throttling that thing in the woods. The more toned-down reflexes of this new Checkpoint dampens some of that dartiness, though, and that longer wheelbase and longer rear end feel slower to come around a corner when it’s tight and technical. Nevertheless, hair-trigger reflexes and borderline nervousness are not what most mainstream riders are looking for in a gravel bike, so I’d say Trek made the right decision here. Plus, if you really want quicker handling with (somewhat) fatter tires, there’s still the new Boone .

Given Trek’s stated goal that the Checkpoint SLR is the most race-oriented of the three new Checkpoint models, it’s no surprise that it feels stiff and solid underfoot in terms of pedaling efficiency, too. It’s not on the same level as the company’s ultra-efficient Emonda, but still on the upper-middle end of the spectrum as far as carbon gravel bikes go in general. 

In terms of ride quality, I found the new non-adjustable Top Tube IsoSpeed setup on the Checkpoint SLR to be a little perplexing. 

Granted, it’s now been a while since I spent a lot of time on the first-generation Checkpoint, but I have very fond memories of how cushy that older seat tube-based IsoSpeed seatmast felt on rough ground. It was basically a magic carpet of compliance, suspending you on a virtual cloud when things got bumpy.

Trek says this fancier Top Tube IsoSpeed version offers an even more comfortable ride, but I found it to feel firmer — also less bouncy, mind you, but firmer and less dramatically different from a conventional telescoping seatpost nonetheless. And apparently, I’m not alone.

“The little elastomer in the SLR’s top tube unit damps the motion a bit,” explained Trek road product marketing manager Anders Ahlberg. “I’ve found that in testing bikes with and without damping, the bikes with damping feel less compliant just because they’re less bouncy.”

On the plus side, the perception that the rear end is firmer than on the original Checkpoint SL makes for a more balanced feel, and Trek has done a superb job of hiding all of that extra hardware inside the frame. Especially with the matte black finish of my loaner, you barely notice there’s anything unusual going on at the seat cluster area. Combined with the only modestly dropped chainstays and wholly conventional looking seatstays and front triangle, the whole profile of the Checkpoint looks about as classic as something like this can probably be.

I’ve got very mixed feelings on the revamped cable routing used here. On the one hand, it’s undeniably tidier looking, it helps keeps the lines from interfering with handlebar bags, and since none of the lines run inside either the handlebar or stem, it’s easy to swap both of those components or move them around. And kudos to Trek to at least trying to seal up the hose ports in the upper headset cover instead of just leaving them as gaping holes (like on the Madone SLR and Domane SLR) that practically invite water and debris into the frame.

Those ports aren’t watertight, though, so riders who wash their bikes regularly will want to exercise caution, particularly since swapping headset bearings will be a monumental pain in the butt. In general, though, if Trek engineers felt like they absolutely had to implement some sort of semi-internal routing scheme on the new Checkpoint, this is a lot less crappy than how many other brands do it.

As I’ve found with every other bike I’ve ridden with this feature — on road or off — the new down tube storage is brilliant. There’s enough room inside the down tube for a spare inner tube, tire levers, multiple CO2 cartridges and an inflator head (or a mini-pump , depending on the model), and even some snacks or an extra layer, depending on the size of your frame. The included tool wrap makes it easy to organize all of that stuff, and also keeps it from rattling inside. The hatch fits very securely, too, and yet is easy to access with a single lever flip.

I do wish that Trek could find a lower-profile way of attaching the multi-tool to the underside of the hatch, though. As it is, it impinges on the interior space more than I’d like, and if you’re not careful with how you pack the down tube, it causes the hatch to bow outward a little, which compromises the seal and potentially allows water and debris to get inside the frame.

Speaking of which, those new Bontrager Adventure bags seem to be a nice option if you’re interested in taking the Checkpoint on a multi-day trip (and I’ll admit that I was only able to do a test run with the bags loaded up with gear, not an actual overnighter). They fit securely — the strap-free frame bag is especially nice — and don’t wiggle around too much on the trail, and the front and rear bags have plenty of capacity for camping gear, especially if you follow Trek’s guidance and carry your tent poles inside the frame bag instead of the saddle bag. Add-ons like extra layers are easy to attach to the strapping points on the front and rear bags, too.

I do wish that Bontrager had incorporated some one-way valves into the saddle and handlebar packs, though. Although they’re not advertised as proper waterproof bags, Bontrager still builds these with waterproof materials and zippers, and it’s tricky to compress the bags since air essentially has nowhere to go. I also had to get pretty creative in mounting the front bag since the bottom would otherwise drag on the tire on my 52 cm test bike, so riders on smaller sizes or running lower handlebar heights in general should be wary.

There aren’t too many surprises as far as the build kit on this particular bike goes.

The SRAM Rival AXS XPLR wireless electronic groupset is just as good as it’s been the other multiple times I’ve ridden it now, with quick and reliable shifts, ample range from that new 10-44T cassette, and plenty of power from the hydraulic disc brakes with excellent control to boot. The downsized lever bodies feel great in your hands, and so far, I haven’t regretted not being able to plug in any remote shift buttons. It’s still rather heavy stuff, mind you, but in most cases, that doesn’t detract too much from the overall performance, and probably not enough that most everyday riders will care.

I’ve also spent plenty of time with these Bontrager Aeolus Pro 3V carbon wheels on this and other bikes, and they’re honestly some of my favorites. They’re appropriately wide at 25 mm between the bead hooks, they feel fast and solid, and the 108-tooth freehub mechanism is very quick to engage (although it’s also quite loud and buzzy). The molded plastic tubeless rim strip incorporates beadlock ridges for a very secure hold that’s still field serviceable, and I’ve found it to hold up much, much better over time than any tape I’ve used. They’ve been quite durable, too, shrugging off the various times I’ve bottomed the tires out on the sharp rocks that litter my local trails.

I also give high marks to the Bontrager Versa saddle for its accommodating shape, supportive padding, and built-in accessory mount underneath the shell, and to the neat Bontrager Pro forged aluminum stem. That stem is nothing special in terms of traditional performance metrics like weight and stiffness, but it’s compatible with Bontrager’s broad array of Blendr faceplate-based accessory mounts to keep things neat and tidy up front, even if you want to run a computer and a front flasher or camera. Only Bontrager, Garmin, and SRM (?!) computers are supported for now, although other 3D-printed options are offered through third parties.

I have more mixed feelings on the new handlebar shape, however. 

As mentioned earlier, Bontrager opted to take a centimeter of reach out of both the handlebar and stem to offset the 2 cm increase in front-end length. This makes sense in concept, but the shorter 75 mm reach of the Bontrager Pro IsoCore VR-SF carbon bar is mated to a comparatively deep 128 mm of drop with a surprisingly traditional large-radius bend. I normally love classic-bend bars on the road, but this bend just feels weird to me and I was never able to find a comfy spot for my hands in the drops.

Final thoughts

Regular readers of CyclingTips will know that I’m generally a big fan of how gravel bike geometry has been evolving over the past couple of years (and I suspect many riders with more of a mountain bike background would agree). The whole longer-slacker-lower thing offers the same benefits on gravel as it does for mountain bikes, and Trek wisely hasn’t gone too extreme in that direction. The new Checkpoint is a more capable bike than the one it replaces, and it’s easier to ride fast on unpaved surfaces, too.

That said, one of the things I really enjoyed about the old Checkpoint was its nimbler personality. It was maybe a bit more of a handful as compared to more modern gravel bikes with new-school geometry when things got rowdier — and there was the small issue of toe overlap, too — but there was nevertheless an element of playfulness and agility that I can’t help but miss.

Does it sound contradictory that I repeatedly praise new-school gravel geometry and yet simultaneously kind of miss the handling of the old Checkpoint? Maybe, but perhaps it’s also just me wishing Trek hadn’t applied the same geometry across the board. If the Checkpoint SL and ALR models are supposed to be the rowdier and more versatile ones, could it have made sense to apply this geometry to those two, but have something more agile for the SLR?

Then again, there’s probably a good reason why I don’t run a bike company or count the beans.

Nitpicks aside, the new Checkpoint is still very fun — albeit in a different way now — and I fully expect Trek will continue to sell a ton of these things. 

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

Our Field Test group bike tests are by no means paid events, but they’re still only possible with some outside support. CyclingTips would like to thank the following sponsors for this round of the Field Test:

• Rudy Project
• Pearl Izumi
• Sierra Nevada Brewing Company
• Lead Out Gear

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the rapha blaero project takes aero clothing at unbound to a whole new level\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"rosa kl\u00f6ser wins historic nine-woman sprint at unbound gravel 2024","url":"https:\/\/velo.outsideonline.com\/gravel\/gravel-racing\/unbound-gravel-2024-womens-results\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/gravel\/gravel-racing\/unbound-gravel-2024-womens-results\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"rosa kl\u00f6ser wins historic nine-woman sprint at unbound gravel 2024\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/gravel\/gravel-racing\/unbound-gravel-2024-womens-results\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"rosa kl\u00f6ser wins historic nine-woman sprint at unbound gravel 2024\"}}\u0027>\n rosa kl\u00f6ser wins historic nine-woman sprint at unbound gravel 2024\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"what will red bull-bora-hansgrohe look like blue kits but no pidcock, van aert for incoming mega-team","url":"https:\/\/velo.outsideonline.com\/road\/road-racing\/what-will-red-bull-bora-hansgrohe-look-like-blue-kits-but-no-pidcock-van-aert-for-incoming-mega-team\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/what-will-red-bull-bora-hansgrohe-look-like-blue-kits-but-no-pidcock-van-aert-for-incoming-mega-team\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"what will red bull-bora-hansgrohe look like blue kits but no pidcock, van aert for incoming mega-team\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/what-will-red-bull-bora-hansgrohe-look-like-blue-kits-but-no-pidcock-van-aert-for-incoming-mega-team\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"what will red bull-bora-hansgrohe look like blue kits but no pidcock, van aert for incoming mega-team\"}}\u0027>\n what will red bull-bora-hansgrohe look like blue kits but no pidcock, van aert for incoming mega-team\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"f1 driver valtteri bottas spotted riding an unreleased canyon road bike","url":"https:\/\/velo.outsideonline.com\/road\/road-gear\/f1-driver-valtteri-bottas-spotted-riding-an-unreleased-canyon-road-bike\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-gear\/f1-driver-valtteri-bottas-spotted-riding-an-unreleased-canyon-road-bike\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"f1 driver valtteri bottas spotted riding an unreleased canyon road bike\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-gear\/f1-driver-valtteri-bottas-spotted-riding-an-unreleased-canyon-road-bike\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"f1 driver valtteri bottas spotted riding an unreleased canyon road bike\"}}\u0027>\n f1 driver valtteri bottas spotted riding an unreleased canyon road bike\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"crit\u00e9rium du dauphin\u00e9 stage 3: derek gee dazzles with first worldtour win, nabs race lead","url":"https:\/\/velo.outsideonline.com\/road\/road-racing\/criterium-du-dauphine-stage-3-results-report\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/criterium-du-dauphine-stage-3-results-report\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"crit\u00e9rium du dauphin\u00e9 stage 3: derek gee dazzles with first worldtour win, nabs race lead\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/criterium-du-dauphine-stage-3-results-report\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"crit\u00e9rium du dauphin\u00e9 stage 3: derek gee dazzles with first worldtour win, nabs race lead\"}}\u0027>\n crit\u00e9rium du dauphin\u00e9 stage 3: derek gee dazzles with first worldtour win, nabs race lead\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"\u2018we are going to stick with road racing\u2019: bad luck undoes matej mohori\u010d in unbound gravel","url":"https:\/\/velo.outsideonline.com\/gravel\/gravel-racing\/we-are-going-to-stick-with-road-racing-bad-luck-undoes-matej-mohoric-in-unbound-gravel\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/gravel\/gravel-racing\/we-are-going-to-stick-with-road-racing-bad-luck-undoes-matej-mohoric-in-unbound-gravel\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"\u2018we are going to stick with road racing\u2019: bad luck undoes matej mohori\u010d in unbound gravel\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/gravel\/gravel-racing\/we-are-going-to-stick-with-road-racing-bad-luck-undoes-matej-mohoric-in-unbound-gravel\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"\u2018we are going to stick with road racing\u2019: bad luck undoes matej mohori\u010d in unbound gravel\"}}\u0027>\n \u2018we are going to stick with road racing\u2019: bad luck undoes matej mohori\u010d in unbound gravel\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"crit\u00e9rium du dauphin\u00e9 stage 2: magnus cort outmuscles rogli\u010d, jorgenson in uphill sprint","url":"https:\/\/velo.outsideonline.com\/road\/road-racing\/criterium-du-dauphine-stage-2-results-and-report\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/criterium-du-dauphine-stage-2-results-and-report\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"crit\u00e9rium du dauphin\u00e9 stage 2: magnus cort outmuscles rogli\u010d, jorgenson in uphill sprint\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/criterium-du-dauphine-stage-2-results-and-report\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"crit\u00e9rium du dauphin\u00e9 stage 2: magnus cort outmuscles rogli\u010d, jorgenson in uphill sprint\"}}\u0027>\n crit\u00e9rium du dauphin\u00e9 stage 2: magnus cort outmuscles rogli\u010d, jorgenson in uphill sprint\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"notebook: inside visma\u0027s mad tour de france scramble, jorgenson\u2019s big gc chance, quinn\u2019s funky us jersey","url":"https:\/\/velo.outsideonline.com\/news\/inside-vismas-tour-de-france-mad-scramble-jorgensons-big-gc-chance-quinns-funky-us-jersey\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/news\/inside-vismas-tour-de-france-mad-scramble-jorgensons-big-gc-chance-quinns-funky-us-jersey\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"notebook: inside visma\u0027s mad tour de france scramble, jorgenson\u2019s big gc chance, quinn\u2019s funky us jersey\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/news\/inside-vismas-tour-de-france-mad-scramble-jorgensons-big-gc-chance-quinns-funky-us-jersey\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"notebook: inside visma\u0027s mad tour de france scramble, jorgenson\u2019s big gc chance, quinn\u2019s funky us jersey\"}}\u0027>\n notebook: inside visma\u0027s mad tour de france scramble, jorgenson\u2019s big gc chance, quinn\u2019s funky us jersey\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"velo\u0027s 2024 unbound gravel elite race predictions","url":"https:\/\/velo.outsideonline.com\/gravel\/gravel-racing\/2024-unbound-gravel-elite-race-predictions\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/gravel\/gravel-racing\/2024-unbound-gravel-elite-race-predictions\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"velo\u0027s 2024 unbound gravel elite race predictions\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/gravel\/gravel-racing\/2024-unbound-gravel-elite-race-predictions\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"velo\u0027s 2024 unbound gravel elite race predictions\"}}\u0027>\n velo\u0027s 2024 unbound gravel elite race predictions\n \n \n \n \n \n\n \n \n \n \n \n\n \n "}]' > >", "name": "footer-menu", "type": "link"}}'>advertise >", "name": "footer-menu", "type": "link"}}'>privacy policy >", "name": "footer-menu", "type": "link"}}'>contact >", "name": 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Trek Domane SL 6 Review: My New Favorite Gravel Bike

• by Riding With Ryan (Official)

Converting a road bike to a gravel bike is easier than you might think. In this Trek Domane SL 6 review we will cover what is both good and bad about the bike, as well as the modifications made to turn it into a gravel bike. If you have the AL version of the Domane pay attention. Converting the aluminum frame to gravel uses a different set of tire clearance specs.

As a road bike the Domane SL 6 would not rank well in many categories outside of comfort. As a gravel bike this thing is fast! Let’s dive into the details…

How Much Does Trek Domane SL 6 Weigh?

No road bike review would be complete without talking about weight. In this Trek Domane SL 6 review we will go over weight numbers and why they aren’t that important. There is no denying this is a “heavy” carbon road bike, but the well thought out features make it easier to ride farther and faster.

My Domane SL 6 is a size 56 cm. It weighs exactly what Trek said it would at 20.51lbs. With bottle cages, tire swaps and more I am running at closer to 22.5 lbs. A big reason this bike is over 20 lbs is because of the front and rear IsoSpeed.

The added weight of IsoSpeed may cost you a few watts, but what you gain in comfort more than makes up for it. Because this bike is so comfortable I can ride longer and faster on big rides. It also makes the bike perfect for those rougher gravel surfaces. You can run a narrower tire and maintain your comfort on gravel thanks to IsoSpeed. The reduced surface friction keeps me fast on the road too.

Trek Domane SL 6 Specs

The Trek Domane SL 6 is spec’d with a carbon fiber frame that includes both front and rear IsoSpeed. if you aren’t familiar with IsoSpeed it is essentially a coupler build into the from at the front headtube and where the seat tube connects to the top tube. The coupler absorbs some of the vibration before reaching your contact points making for a smoother more comfortable ride.

The wheels that come on this bike are Paradigm Comp 25. They aren’t the lightest wheels on a bike at this price point, but they are tubeless ready and work great with gravel tires.

The group set on this bike is the mechanical shifting version in Shimano Ultegra. The disc brakes are of course hydraulic, and I have to say I really prefer Shimano disc brakes over SRAM.

The saddle that comes with it is a Verse Comp, but saddles are something that should be custom fitted to each individual so I would recommend transferring your old saddle over or fitting for a new one.

The Elite IsoZone handlebars from Bontrager are nice. Because I did a gravel conversion, I switched over to ENVE bars that flare the drops out for a wider hand position during sketchy portions of trail.

Is the Domane SL 6 Worth It?

Even though I love this bike, I can’t say I will ever buy another one. For me, I want that high end electronic shifting on a race frameset, or I want something cheaper I can build up myself. Buying a carbon bike with mechanical Ultegra doesn’t get me excited anymore.

A big reason for my change of opinion could be the arrival of my Project One Trek Domane SLR 7 with Di2 Ultegra on it. Once you’ve ridden a bike with electronic shifting it is hard to go back to mechanical setups.

For many people the Domane SL 6 will already exceed their max budget. The 2021 SL 6 comes with a price tag of $4,099.99. One way I’ve been able to justify that high price tag is by using two different wheel sets. One wheelset has my gravel tires, the other my road tires. Now the bike works perfect to fill the needs of two different bikes.

How To Convert Trek Domane To Gravel Bike

There are a few steps required to make the change to a gravel bike. First, and most obvious, is a tire change. If you have the SL version of the Trek Domane you can fit a 38mm gravel tire, per trek. I personally use a 40mm gravel tire. I’m sure doing so would void my warranty if that tire were to cause damage, but I have over 1,000 miles without issues thus far.

For more information on gravel tires read: Which Gravel Tire Is Best?

Once you have your tires upgraded you will need to protect your bike. The new gravel tires will throw small gravel pieces are your frame. There is a product called Ride Wrap that makes precut vinyl for most bike models. Alternatively, you can pick something like this: 3M Clear Paint Protection Vinyl up on Amazon for $20 bucks.

Finally, converting a disc brake bike will be best. I really don’t like rim brakes covered in dust. When they get wet you lose stopping modulation, and your gravel riding experience will be a lot better on a disc brake bike. With the Domane being an endurance road bike the frame geometry is perfect for gravel biking.

If you have an old endurance road bike in the garage you already have the perfect bike to convert to gravel. If you want to really make a full conversion get some new handlebars that have drops flaring outward. This is a must have for a race gravel bike.

Can You Use Domane As A Touring Bike?

The short answer here is no. Even with the modifications made to turn it into a gravel bike, a touring bike requires racks for storage of supplies. Even as a gravel bike the Domane’s biggest downfall is a lack of storage add-ons available. Thankfully there is plenty of storage inside the downtube. There are also plenty of mounting locations for water bottles.

If this Trek Domane SL 6 review has you eager for a bike but you can’t find anything in stock visit a Trek dealer. One thing I love about Trek is the dealer locator on their website . For example, on the Trek Domane SL 6 page, you can see what dealers nearby have this exact bike in stock. Simply select color and size, then head to the closest dealer with the bike in stock.

If you don’t like drop bars and are looking for a bike at a much lower price point then the Trek FX 2 Disc may be the bike for you. Read my Trek FX 2 Review here.

2 thoughts on “Trek Domane SL 6 Review: My New Favorite Gravel Bike”

Hi Ryan, I’d like to know deeper insinghts about your sentence such as ” If you have the AL version of the Domane pay attention. Converting the aluminum frame to gravel uses a different set of tire clearance specs.” because I’m planning to buy a Domane AL for riding on/off roads as usual.

Thanks in advance. Best regards.

The aluminum frame and carbon frame have different tire clearance numbers. Double check with trek before committing to a size.

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2023 Trek Checkpoint SL 5 Review

Are you looking to upgrade your bicycle and don’t know where to start? With so many options on the market, it can difficult to decide which one is best for you. 

Well, if you are an avid cyclist that covers long distances, then the 2023 Trek Checkpoint SL 5 should be at the top of your list.

Trek has been in the business of making bicycles for more than four decades and is renowned for making some of the best quality cycle frames. 

The 2023 Trek Checkpoint SL 5 features a lightweight 500 Series OCLV Carbon fiber frame and parts that have been designed with high performance and durability in mind.

This review is an exploration of the 2023 Trek Checkpoint SL 5 bike; everything from its build quality, handling, components and performance. 

Read on to discover why this road bike is worth investing in.

The 2023 Trek Checkpoint SL 5 is one of the most versatile, race-ready gravel bikes on the market. 

With Shimano hydraulic disc brakes and other components, you can go from crushing all-day gravel epics to exploring singletrack with equal parts speed and confidence. 

In this review, we’ll explore the features that make this gravel bike stand out from the rest.

The Trek Checkpoint SL 5 is a bikepacking and gravel bike that gives you the perfect blend of balance, power and performance on any terrain. 

With its lightweight OCLV Carbon frame and components, this bike is great for rides over miles of hills or through sandy trails. 

Other features include 29-inch wheels, IsoSpeed, downtube storage door, unobtrusive mudguard compatibility and durable Bontrager Paradigm SL rims. 

This is an adventure ready bike designed for those wanting to explore their limits on varied terrains.

– Lightweight OCLV Carbon frame for superior strength

– Shimano GRX 2×11 drivetrain

– Flat mount hydraulic disc brakes

– Unobtrusive fender and bag mounts

– Durable Bontrager Paradigm Tubeless ready rims

– 700x40c Tubeless Ready Bontrager GR1 Team Issue tires

The Checkpoint SL 5 has an incredibly light and stiff 500 Series OCLV Carbon frame which provides excellent handling and response. 

The IsoSpeed decoupler delivers a dampened, responsive ride that absorbs unpleasant bumps while avoiding harsh impacts. 

A storage compartment on the downtube allows you to conveniently store your tools and equipment. 

It also has strategically placed mounts for extra water storage or bags, as well as a wide range of gears that make it an ideal choice for racing across any terrain.

Shimano’s GRX 2×11 drivetrain offers crisp shifting and incredible control while riding off road or in technical conditions. 

The 46/30T chainrings and 11-34, 11 speed cassette gearing combination gives you plenty of options to choose from during climbs or descents.

Running on Shimano hydraulic disc brakes, the Checkpoint SL 5 provides exceptional brake performance with minimal effort required from the rider to modulate stopping power. 

This makes it easy for novice riders who are still getting accustomed to higher speeds on off road terrain.

Wheels & Tires

Tubeless compatible Bontrager Paradigm SL wheels with 700x40mm Bontrager GR1 Team Issue tires offer ample traction to tackle any type of terrains, whether it be dirt roads, gravel paths, or trails full of rocks and roots. 

The generous clearance of this frame allows you to install larger tires (700x45mm or 27.5×2.1″) for riding over more difficult terrain and tracks.

Bottom Line

The Checkpoint SL 5 is an excellent choice for anyone looking for a high-performance race ready gravel bike that won’t let them down when pushed hard in unpredictable conditions. 

The light frame paired with powerful disc brakes alongside tubeless compatible wheels & tires provide extreme control across varied terrain – making it well suited for epic adventures through nature as well as competitive racing against your friends on long weekends away!

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

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Reviews, Ride Experiences, Calendar, Resources & More!

All-New 2023 Trek Domane: Gravel Bike AND Endurance Road?

“ Trek has launched the all-new Domane SL and SLR today, taking their most versatile performance road bike platform and making it lighter, faster and more capable.” – Trek Bicycle

But, is the new Domane capable of more than just pavement-going cycling? Trek kindly provided the opportunity for Gravel Cyclist to review this exciting new bike.

2023 Trek Domane SLR Video

Alternative Video Link for those reading via email subscription .

In this video, JOM of the Gravel Cyclist runs through many of the standout features of the all-new Trek Domane, as a preview to a coming long-term review. Several variants of the Domane are on offer, this be the Domane SLR 9 eTap (Red).

Continued from Above:

“The fourth generation Domane SL and SLR maintain the all-day comfort Domane is known for, with all-new race-ready details designed for the top step of the podium.”

“ Trek’s lightest Domane disc ever, the all-new Domane also comes in a race-specific RSL frameset that was raced to victory at the 2022 Paris-Roubaix Femmes by Trek-Segafredo’s Elisa Longo Borghini.”

All-New Lightweight Design

“ Domane SL and SLR share the same tech and frame design, weighing in at around 300 g lighter than the previous generation thanks to a simplified frame, refined rear IsoSpeed and an upgraded 800 Series OCLV Carbon frame (SLR only).”

Road-Smoothing Rear Isospeed

“ Newly refined IsoSpeed comfort technology shaves weight and soaks up fatiguing bumps in the road so you can ride stronger for longer.”

Podium-Topping Speed

“ Updated Kammtail tube shaping and a newly integrated cockpit improve aerodynamics to create the fastest Domane yet.”

Boundless Adventure

“ Clearance for up to 38c tyres and a stable, comfortable endurance geometry give riders the versatility to ride everything from smooth pavement to light gravel and even the infamous cobbles of the world’s most epic one-day Monuments.”

Storage & Mounts for Every Ride

“ Internal downtube storage, hidden mudguard mounts and new top tube bag mounts give riders the option to keep their Domane lean and clean or fully accessorised for all-day rides.”

Race Shop Limited (RSL) Frameset

“ The new Domane also comes in a Race Shop Limited (RSL) frameset that prioritises ultimate speed and performance over comfort and versatility. This frameset features a more aggressive H1.5 racing fit, foregoes downtube storage and features a smaller tyre clearance (35 mm capacity) to shave even more weight.”

Geometry Charts

MY23 Domane SL, SLR and RSL FAQ

What’s different about the frame compared to previous versions?

• 800 Series OCLV carbon on Domane SLR and RSL
• All-new, lighter, non-adjustable rear IsoSpeed system
• Front IsoSpeed has been removed to shed weight
• Kammtail Virtual Foil (KVF) tube shaping and an all-new integrated cockpit for improved aerodynamics
• Top tube bag mount for clean installs on big days out
• Race-orientated H1.5 geometry
• No downtube storage saves 100 g over standard SLR frame
• 35 mm max tyre clearance
• Won 2022 Paris-Roubaix Femmes under Elisa Longo Borghini

How much lighter are the new bikes? Complete bike weights are significantly lighter: up to 700 g on SLR builds and 300 g on SL builds.

What is the geometry? Domane SL and SLR use Endurance Geometry. Compared to the H1.5 geometry found on Madone and Émonda, Endurance Geometry features a higher top tube and longer wheelbase to maximise comfort and stability. The race-orientated Domane RSL, however, uses H1.5 geometry.

What is the maximum tyre size (according to Trek)? SLR and SL: 38 mm, 35 mm with full-coverage mudguards RSL: 35 mm

Is it compatible with mechanical drivetrains? Yes, with full-housing. The frame does not have a front derailleur housing stop, which means that you are limited to front derailleurs with a built-in stop, like Shimano toggle front derailleurs. Because of this, SRAM mechanical front derailleurs are not compatible.

Is that a standard round seat post? No, it’s a D-shaped KVF post for improved aerodynamics.  The new seat post is available in two lengths (280 mm and 320 mm) with two offsets per length (5 mm and 20 mm).

What type of bottom bracket? T47

Max chain rings? SLR and SL: 2x 52/36 (min 46/33) , 1x 50T RSL: 2x 54/40, 1x 54T

Does the frame have internal storage? Domane SLR and SL do; RSL skips internal storage to save 100 g of frame weight.

How about mudguard / fender mounts? Domane SLR and SL have hidden mudguard mounts to be used with SKU W331954; RSL does not have hidden mudguard mounts.

What do I need to know about the RCS Pro stem? The RCS Pro is an all-new, integrated stem that shares compatibility across several different road models. It keeps the cables tucked out of sight while also allowing riders to swap stem sizes without having to remove any brake hoses or shift housings. RCS Pro is available in both -7 and +7 degree rise.

Domane SL, SLR and RSL will be available globally on trekbikes.com and through Trek’s global network of retail partners. 

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Looking forward to your long-term review. Would also like to see you review Trelk’s CheckPoint which I understand is their main gravel bike.

Thank you. I hope to review the Checkpoint in the future.

Would be interested how it compares to the Checkpoint for gravel riding and which makes the better all-road bike.

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• Critérium du Dauphiné stage 5 Live - Can Pedersen or Bennett be challenged in the sprint?

Trek teases secret 'invisible' new gravel bike in wake of Unbound

Is this the new Trek Checkpoint, or another amalgamation of models?

The mud - or dust this year - is slowly settling after a weekend of fantastic racing at Unbound Gravel 2024.

The racing there provides heaps of new and interesting gravel tech, products and hacks to deal with the challenging route. We have a premium Unbound mega tech gallery for you to enjoy, along with a pair of custom-painted Factor Ostros , a brace of canary yellow Colnago G4-Xs and three Felt gravel race bikes .

One bike that we nearly missed is what looks to be a new Trek Checkpoint gravel rig, teased online by the brand itself, and shown up in a few sneaky shots.

We don't know if this bike will be a Checkpoint or a brand-new model. Many brands have multiple gravel bikes in their lineup, with racy models alongside more adventure-friendly models. Trek still only has the Checkpoint as a dedicated gravel bike, alongside the Boone cyclocross bike and the Domane all-road bike. 

Trek also has a new road bike in the works and we aren't sure of the name of that bike yet either, with the rumours suggesting it will be an amalgamation of the Madone and the Emonda. With that in mind, let's not assume anything here.

Details of the new gravel bike are even scarcer than the road bike, but we think it's safe to say a new bike is on the way, along with perhaps a new integrated carbon fibre handlebar and stem, and Bontrager gravel tyres from what we can make out from our online snooping.

The @trekbikes Instagram account made the below post. Blanking out the new bike and pretending it's not there is one way of creating a bit of positive chat ahead of a new bike release.

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We did, however, manage to find a few sneaky shots, courtesy of the official Unbound press photos, and the MAAP.CC Instagram account, showing of the new bike under racers Russell Finsterwald and Hayley Hunter Smith, both of whom race for the Trek Driftless gravel race team.

A post shared by Trek Bicycle Company (@trekbikes) A photo posted by on

The bike raced by Finsterwald (and likely a few other athletes) has a regular seatpost instead of the integrated unit with topper mast found on the existing top-level Checkpoint SLR. 

It looks as though the Isospeed has been redesigned, with a single pivot point sitting just in front of the seatpost, and a seat tube that's a good amount deeper than the seatpost that sits inside it. Interestingly, the down tube storage box seems to have disappeared. Will this be a race-focused, pared-back model? 

There also looks to be top tube mounts for bags which the existing bike has, and a carbon integrated handlebar we assume from the Bontrager component family.

We'll keep our eyes peeled for more details and see if Trek will give us any details in the meantime, and we'll be sure to update this story when we know more. 

A post shared by MAAP (@maap.cc) A photo posted by on

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Tom joined the Cyclingnews team in late 2022 as tech writer. Tom has over 10 years experience as a qualified mechanic with 5 or so of those being spent running an independent workshop. Tom has ridden and raced bikes from an early age up to a national level on the road and track and has ridden and competed in most disciplines, even the odd bit of bike polo. Tom is as happy tinkering away in the garage as he is out on the road bike exploring the Worcestershire lanes.

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About Gravel Bike Database

Explore, search and compare thousands of the world’s best gravel bikes here on Gravel Bike Database.

Compare prices, components, suspension, reviews, images and more on current and past Gravel Bikes’s. You can even share reviews, comments and questions on gravel bikes. View and compare a huge selection of bikes from brands such as Trek , Specialized , Giant , Santa Cruz , Norco and more .

We strive to provide accurate and up-to-date information for gravel bikes on Gravel Bike Database. If you’ve spotted any issues, please let us know . We also include helpful tools, such as our frame size calculator, to assist you in choosing the right gravel bike. Bear in mind that these tools serve as a guide and simply provide a general indication. Refer to information provided by your bike manufacturer for the most applicable information for your bike.

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THE ORANGE BIKES RANGE: Gravel/Urban/Road

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Gravel/Urban/Road

The RX9 is a 'gravel' bike with a subtle twist of Orange. Fast. Slack. And, lot's of fun, both on and off road. The Speedwork is your suburban commuter during the week doubling as a capable flat-bar graveller at the weekend.

Adventure Cross bike with chunky 650b wheelset. Bring some bounce to your drop bar gravel action.

F: 40mm |  W: 700c

RRP From: $4,800.00

More info...

RX9 Frame + Fork

 W: 700c

RRP From: $1,800.00

RRP From: $3,900.00

RX9 Pro Plus

 W: 650b

RRP From: $3,700.00

RX9 Pro 700c

Price: {lv_price_tbc}

RX9 Pro 650b

The Speedwork defies being labelled; a breathtaking blend of gravel bike comfort and road bike speed is what this bike is all about, with a healthy dose of fun thrown in.

Speedwork S

Time in Elektrostal , Moscow Oblast, Russia now

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Time zone info for Elektrostal

• The time in Elektrostal is 8 hours ahead of the time in New York when New York is on standard time, and 7 hours ahead of the time in New York when New York is on daylight saving time.
• Elektrostal does not change between summer time and winter time.
• The IANA time zone identifier for Elektrostal is Europe/Moscow.

Time difference from Elektrostal

Sunrise, sunset, day length and solar time for elektrostal.

• Sunrise: 03:41AM
• Sunset: 09:09PM
• Day length: 17h 28m
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• The current local time in Elektrostal is 25 minutes ahead of apparent solar time.

Elektrostal on the map

• Location: Moscow Oblast, Russia
• Latitude: 55.79. Longitude: 38.46
• Population: 144,000

Best restaurants in Elektrostal

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• Electrostal History and Art Museum

You can spend time exploring the galleries in Electrostal History and Art Museum in Elektrostal. Take in the museums while you're in the area.

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• Places of interest
• Yuri Gagarin Cosmonaut Training Center
• Central Museum of the Air Forces at Monino
• Peter the Great Military Academy
• History of Russian Scarfs and Shawls Museum
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• Bykovo Manor
• Pekhorka Park
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• Balashikha Museum of History and Local Lore
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Geographic coordinates of Elektrostal, Moscow Oblast, Russia

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Coordinates of Elektrostal in decimal degrees

Coordinates of elektrostal in degrees and decimal minutes, utm coordinates of elektrostal, geographic coordinate systems.

WGS 84 coordinate reference system is the latest revision of the World Geodetic System, which is used in mapping and navigation, including GPS satellite navigation system (the Global Positioning System).

Geographic coordinates (latitude and longitude) define a position on the Earth’s surface. Coordinates are angular units. The canonical form of latitude and longitude representation uses degrees (°), minutes (′), and seconds (″). GPS systems widely use coordinates in degrees and decimal minutes, or in decimal degrees.

Latitude varies from −90° to 90°. The latitude of the Equator is 0°; the latitude of the South Pole is −90°; the latitude of the North Pole is 90°. Positive latitude values correspond to the geographic locations north of the Equator (abbrev. N). Negative latitude values correspond to the geographic locations south of the Equator (abbrev. S).

Longitude is counted from the prime meridian ( IERS Reference Meridian for WGS 84) and varies from −180° to 180°. Positive longitude values correspond to the geographic locations east of the prime meridian (abbrev. E). Negative longitude values correspond to the geographic locations west of the prime meridian (abbrev. W).

UTM or Universal Transverse Mercator coordinate system divides the Earth’s surface into 60 longitudinal zones. The coordinates of a location within each zone are defined as a planar coordinate pair related to the intersection of the equator and the zone’s central meridian, and measured in meters.

Elevation above sea level is a measure of a geographic location’s height. We are using the global digital elevation model GTOPO30 .

Elektrostal , Moscow Oblast, Russia