Ingezonden

Trek finally offer a dedicated Classics-type bike in the form of the all-new Domane (James Huang/BikeRadar)

Trek’s new Domane, launched today in Kortrijk, Belgium, fills a
long-standing and gaping hole in the company’s road bike line-up. It’s a proper Classics-type machine, with dedicated features to soften the
blow of rough roads and relaxed geometry to better suit less-than-ideal
conditions. It’s not just another cookie
cutter version of that type of bike, though, but a completely original
design with a novel – and remarkably effective – way of isolating the rider
from the road.

The key feature of the Domane (doh-MAH-nee) is a new seat-tube-based
suspension system called IsoSpeed. While most ‘endurance’ road bikes are
designed to provide comfort-boosting flex via tuned tube shapes and
carbon fiber layups, IsoSpeed is a mechanical system that partially
decouples the top tube from the seat tube by incorporating a cartridge bearing
pivot at the seat cluster. 

The seat cluster is no longer a rigidly fixed joint
but rather more like an ‘X’, with the two straight lines now able to rotate
about each other. What this does is allow the seat tube to flex fore-aft (and effectively, up and down slightly, too) without affecting the other
frame tubes or compromising frame stiffness in other directions. In fact, Trek
claim the Domane is actually stiffer than
the Madone in both head tube and full frame rigidity, with gains of nine percent
and six percent, respectively.

Claimed comfort gains are far more dramatic. According to Trek road
product manager Ben Coates, internal testing shows a current Madone to flex
vertically by about 23mm while the IsoSpeed-equipped Domane moves almost 36mm
under the same load – an improvement of nearly 50 percent. Coates says IsoSpeed not only doesn’t make any major sacrifices but actually eliminates some problems that can come with a bike with lots of
vertical flex built into the structure, especially when subjected to something
as brutal as hitting Paris-Roubaix cobbles at full speed.

“Say you hit a bump on your bike – and on cobbles you actually hit
them [with both wheels] at the same time – you have this counteractive scenario happening where
your rear wheel wants to splay the bike and the front actually wants to compact
the bike,” he explained. “When you put your weight on the saddle,
it causes the compaction to be exacerbated because of the flex that comes
through the top tube, and when it unloads – there’s no damping in a carbon
frame, there’s no dissipation of energy – it just snaps back. This causes an over-center on
the back end and the cycle just continues. So when your weight is more
controlled over the system, it takes that element out away from that
compaction/splay interaction.”

IsoSpeed is a pivot placed at the seat cluster. By partially decoupling the seat tube from the top tube, Trek claim the Domane offers far greater comfort than the Madone without affecting other frame performance metrics

Coates contends that IsoSpeed is
a nearly maintenance-free system, too. Mountain bikers will quickly recognize
the assembly as a standard rear suspension pivot setup with two cartridge
bearings and an aluminum pivot axle – all sealed with rubber and an additional
protective carbon cover. ”It’s a sealed system that’s designed to last basically for the
duration of the bike,” he told BikeRadar.
“The bearing quality and size is similar to what’s in a suspension
bike, so the maintenance to replace them, if you have to, is less than five
minutes.”

Coupled with IsoSpeed at the rear end is a new IsoSpeed fork and
matching IsoZone carbon handlebar. Neither is a mechanical system, though. The fork features an extreme blade rake – a new-school take on an
old-school approach to ride comfort. Actual rake would be prohibitively
excessive with conventional straight dropouts, however, so Trek have offset it
with rear-facing dropouts to yield a more typical dimension. Still, though, the
Domane fork rake will measure a bigger than typical 48mm or 53mm depending on
frame size. 

As with the IsoSpeed rear end, Trek again claim measurable gains
in comfort and side-to-side stiffness for the fork, with seven percent and 30 percent boosts,
respectively – much subtler improvements but
improvements nonetheless. The IsoZone handlebar is even more straightforward, incorporating gel
pads into the tops (and the drops, depending on model) that Trek claim to
measurably reduce hand vibration. Those pads are recessed into the bar, too, so
outer diameter isn’t affected.

The Domane incorporates all of the geometry tricks Trek have learned on the
cobbles over the years. The handling is slightly more relaxed than a standard road bike, the wheelbase is
longer, the bottom bracket is lower and there’s more tire clearance front and
rear. Trek also adapt the hidden fender mount system from the old
Gary Fisher Cronus cyclo-cross bikes for even more versatility. Fit-wise, Coates says the Domane will be “different”
from a Madone but the sizing scheme will carry over. Just one head tube length
per size will be offered and hand position will be higher than on a
Madone.

The Domane fork blades are radically splayed forward to help smooth the ride out front. Combined with the slack head angle, the result is a longer front center for stability but steering that’s still appropriately quick

Despite all of this built-in comfort, the Domane is still surprisingly
light, with a claimed frame weight of 1,050g for a 56cm size. While the system
offers a lot of movement, there really aren’t very many parts involved and the
bearing seat for the rear IsoSpeed system is net molded right into the carbon
structure, just like Trek have long done with headset and bottom bracket
bearings.

Other features include a new 3S integrated and adjustable chain keeper
bolted directly to the base of the seat tube, Trek’s integrated DuoTrap
wireless speed and cadence sensor pocket in the non-driveside chainstay,
refined internal cable routing for use with mechanical or electronic
transmissions, and of course, the continuation of Trek’s ultra-wide BB90 bottom
bracket and e2 tapered head tube concepts.

Why even bother with such a niche machine, though? Why should most riders care about a bike designed for conditions they’ll likely never see? While the Ronde van Vlaanderen is generally raced on standard – or only
very slightly modified – road bikes, Paris-Roubaix’s notorious cobbles are an
entirely different animal. They’re far bumpier, more slippery, and the gaps
between the stones are bigger and more uneven. In short, it’s a veritable
minefield – in essence, a
longer and more intense version of what many amateurs contend with on a daily
basis, particularly in the US Midwest.

More to the point, this is what many riders want – isolation
from the road without sacrificing essential metrics like front
triangle torsional stiffness, drivetrain efficiency, weight and aesthetics. “[Domane is] a bike built for epic riding,” said Coates.
“It’s a bike built for long days, it’s comfortable and it’s racy. It’s
got technology built into it that basically isolates your comfort from your
power. It’s about staying comfortable and
staying powerful. This is geometry based, technology based – everything is designed
to increase efficiency.”

Complete bikes will start at
around US$4,500 with Shimano Ultegra while Dura-Ace mechanical bikes will fetch
around US$8,800. The Domane will be available through Trek’s Project One custom
program, too, and it’ll also be offered as a bare frameset. Best of all, Trek say it’s available starting right now.

Going along with the new Trek Domane frame is the new Bontrager IsoZone carbon handlebar with integrated pads on the tops as well as the drops depending on model 

How
the team played into the bike’s development

Trek have long built special machines for their sponsored teams tackling
the brutal Northern Classics – from the rear-suspended SPA machines of the US
Postal Service days to the just slightly tweaked geometry of last year’s
Paris-Roubaix Madones
. “That product fulfilled a specific racing need and was adapted to
fulfill a specific market need,” said Coates. “We went away from that product a number of
years ago, and our athletes for the cobbles races pretty much told us that they
want to ride a rigid bike, just with a longer wheelbase and a little bit more
tire clearance – they want to ride a full-on race bike.”

“It’s been a lot of years since our teams actually drove development,” he continued. “When we first started with US Postal, Johan, Julian, Lance, those guys knew
a lot about wheels, they had a lot. They knew what they liked – wheels,
handlebars, stems – and when we took over the Mavic and Deda sponsorships, they
had a lot of history and our history was relatively short. And so they were
helping us, they were telling us to look at these products, they were telling
us about performance benefits that they needed.”

Team-driven development again came to the fore with the signing of
Swiss powerhouse Fabian Cancellara, who’s not only one of the most successful
Classics riders of the modern era but also someone who’s renowned for being
fanatical about his equipment. “We signed up Fabian Cancellara, and he’s a technician,” said Coates. “He
cares about his bike; he’s looking for an advantage. He’s specific about what
he wants, and last year we went into a bunch of testing with him and we
learned a lot of things. 

“We did strain gauge testing; we did accelerometer
testing on the cobbles with athletes to get a real idea what’s happening in
those scenarios. We did a test session with Fabien and [the late] Wouter Weylandt. They weren’t rigged up with all the testing stuff but
we ran Trek people through with all the stuff at that point. We did blind
bicycle analysis. We did a bunch of questionnaires and blind testing, mix and
match, and filled out all the surveys and we came away with this immense amount
of knowledge of what actually happens in a bicycle.”

Cancellara (Radioshack-Nissan-Trek) has already put that knowledge to
good use, scoring the first win on a Domane at Strade
Bianche in early March. The big Swiss rider is one of the heavy favorites for
Ronde van Vlaanderen and Paris-Roubaix, too, and not surprisingly, he plans to
use his new Domane there as well. What is surprising, though, is that Cancellara supposedly wants to ride
the Domane all season – including for
this year’s Tour de France. The Madone may still be Trek’s premier Grand Tour
bike but if all of these claims hold true, the lines are certainly not a little
more blurry – but in a good way.

Trek have cleverly managed to incorporate the IsoSpeed pivot assembly into the Domane frame without radically impacting the aesthetics

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