Chasing the Fox is a fresh video from Otso Cycles that follows ambassadors Jackie Neve and Jolene Holland as they ride their loaded Fenrir Tis at The Fox, a community-focused, two-day bikepacking event set in Minnesotas charming Northwoods. Watch it hereThe post Chasing the Fox: Bikepacking in the Northwoods (Video) appeared first on BIKEPACKING.com.

The 2026 Arctic Race of Norway will be taking place from the 13th to the 16th of August. It is the northernmost stage-race in the calendar and one that will provide opportunities for the sprinters, as well as some interesting summit finishes. We take a look at its profiles. The race was first held...

Uncharacteristically losing his cool, Jonas Vingegaard gestured angrily at a television motorbike to move along and leave him alone. A late incident on stage five of this year's Tour de France, had left the two-time champion scrabbling for a bike change, and his desire to avoid the cameras gaze while drafting cars back to the peloton was understandable. But that flash of frustration served as a reminder that motorcycles have become an enveloping swarm around the Tour de France peloton.There are as many as 100 motos on the road on each stage an armada that has expanded to feed the demand for multi-angle live broadcasting, with around 45 camera bikes, and at least as many police escort and support motos. Conflict is inevitable. While they havent caused any major controversies so far in this years race, this sheer number of motos presents hazards, influences aerodynamics and you wouldnt bet against such incidents cropping up in the days to come.It would be nice not to worry about it, but its a big problem, for sure, said Lidl-Treks Toms Skuji.The issue at hand is almost as old as bike racing itself, but it has become increasingly pronounced in recent years: TV motorbikes getting too close to riders and creating a slipstream effect that has a real, sometimes even decisive, influence on the racing.This is no occasional problem: it happens on each and every stage of the Tour de France, multiple times. Camera bikes frequently hover just in front of a breakaway, a solo attacker or the peloton. The benefit cannot be overstated: the effect is big enough to alter the outcome of the race.A 2020 study by engineering professor Bert Blocken of Heriot-Watt University, Edinburgh, found that a motorbike sitting 10m ahead of a cyclist and they are often much closer reduces drag by 23%. This translates to an 8.9% speed increase, or a saving of 5.4 seconds per kilometre 4kph of free speed at 54kph. Anyone benefitting from this effect is therefore much, much harder to catch. Conversely, if the peloton is the beneficiary, they are able to close the gap to the tte de la course much more easily.(Image credit: Shutterstock)Cycling Weekly contacted the UCI about this issue, but in response it referred us only to its rulebook in which it is stated that a motorcycle must operate from three-quarters in front of riders and must position itself on the opposite side of the wind in order not to provide a draft nor allow riders to benefit from their slipstream. The rulebook emphasises that the motorcyclists must carry out their work without disturbing the proper functioning of the race. The vagueness is the problem here: how close is too close when its not specified in the rules?It is generally accepted that a moto shouldnt be within 10m of the racing, but its an unwritten rule and its frequently ignored. Too often, as weve seen in this Tour de France, a motorbike loiters too close to riders, providing a pronounced aerodynamic benefit as big a boost as a brisk tailwind. Following a motorbike at a distance of five metres, a riders speed increases by 15 seconds per kilometre. Its a major advantage.The aforementioned study from Blocken et al proved that even at greater distances there is a slipstream effect. At 30m, the following riders gain 2.7 seconds per kilometre, while at 50m its 1.6 seconds. A similar study by the same author, published three years later, determined that the effect of camera bikes can be even greater than that of cars. A motorcycle with two persons sitting upright is a less aerodynamic object than [a] car. This leads to a larger benefit for the cyclist behind the motorcycle, the report concluded.It's not on the riders, you'd be an idiot to move out of the draft"Multiple variables affect how much influence a motorcycle has on a following cyclist, not least the roads gradient, the speed, and the direction of the wind. But the summary of Blockens 2020 report stated: The common concern in the cycling community that drafting behind motorcycles can influence the outcome of races is correct. Riders at the Tour wholeheartedly agree.NSNs George Bennett, riding his sixth Tour, describes the feeling of being in a motos draft. You dont really feel it, as youre still pedalling fast and pushing the same power, but you do notice that youre going really fast, he says. Youve also got to remember that one or two kilometres per hour faster is huge its such a big margin. Suddenly gaining 10 watts is quite a big difference. In a sport of millimetres, all of these small things make a big difference.In Bennetts view, its an issue that tends to favour the breakaways more than those fighting for overall victory at the end of a stage, but still has a significant effect on the race. There are examples where its really bad, he says, [including] some obvious cases in the Giro dItalia where the peloton were pulling death turns and not getting anywhere. And at the Tour de Romandie, life at the back of the peloton wasnt fun.(Image credit: Getty Images)Like others we spoke to for this feature, Bennett points to Italian races as the worst offenders. Im sure this will be a hot topic this Tour, adds the New Zealander. But its not a new topic its been around forever.Complaints from the peloton about the proximity of motorbikes have become increasingly common in recent years, but Bennett admits it works both ways: riders go out of their way to capitalise on the slipstream. You want to be the guy who attacks first because you know youre going to get a draft from the bike, he says. Ive benefitted hugely from motorbikes myself. He is unequivocal about where the responsibility lies. Its definitely not at all on the riders youd be an idiot to move out of their draft its on the motorbikes. I even know stories of Belgian ex-team-mates who have talked to motorbike drivers and made friends with them because it can really affect the race.(Image credit: Getty Images)View from the motoAt the Tour de France there are four types of motorbikes: stills photographers, TV camera bikes, in-race bikes, which give time gaps and bidons to riders, and police. Luke Edwardes-Evans piloted a motorbike at the Tour for five years in the 2010s, riding for photographer Graham Watson and snappers from Lquipe.Edwardes-Evans explains that its the TV motos that cause almost all of the issues at races not least because theyre the ones permitted to stay close to riders. Theyre big bikes with big panniers and a guy on the back standing up holding a camera. It creates a big pocket of air behind those bikes, he explains.As an experienced moto rider, Edwardes-Evans has a theory why its become more of a hot topic. Cyclists are so aerodynamic now and speeds are so fast that the tiny bit of favourable air makes a big difference. It means camera bikes should probably have to stay further and further away. But the public want a good image of the front of the race, so unless the technology catches up in terms of lenses and stability, then its difficult to see things changing very much.Moto drivers on the Tour are all really experienced, and they know what a safe distance is, but I dont think a minimum distance rule would be very beneficial. It would still require a judgement. If the minimum were 20m, how to measure it? Trying to gauge how far away you are when youre riding a motorbike isnt easy.What, then, is the solution? Some have suggested equipping motorbikes with lasers to project a distance bubble on the road, while others have called for more side-on filming (though Blocken notes this would still provide an aerodynamic effect). The use of drones as seen at Milan-San Remo and in numerous cyclo-cross races has also been proposed. However, the most popular idea is enforcing a minimum distance rule of 25m. Blocken points out that the challenge is to ensure the camera motos can still do their job effectively. From 100m away, on a winding road, the camera wont see the rider.So what does he think should be done? The best that can be done, while were waiting for drones to become practical, which could be decades, is setting some minimum distance rules. The cameras nowadays are highly advanced and they can record high quality footage 30-40m away. One even simpler solution from Blocken is to reduce the number of motorcycles allowed in front of the racing. We often see multiple motorcycles together in front of a group, he says. At most there should only be one motorcycle.When Blocken first published a study into the advantage motorbikes provide to following riders in 2017, the UCI was initially dismissive of his work. The UCI technical director said its just a load of nonsense, he recalls. Since then, the governing body has been more open to working with Blocken, and in 2023 it extended the minimum distance a following team car must remain behind a rider in a time trial from 10m to 25m. Blocken doubts this rule is enforced, and no such action has been taken in road races.Even if the UCI eventually introduces new measures, Skuji warns that the real challenge will lie in enforcement. A lot of the times we tell the race commissaires that the moto is too close. It might go away for five minutes, but then its back five minutes later, the Latvian says. We also need to educate the drivers and cameramen that they cant sit close to the rider. Its an issue guaranteed to rear its head repeatedly at this years Tour and one that shows no signs of being resolved any time soon.

Netherlands-based Accell Group, which owns a string of bike brands including Raleigh and Lapierre, has officially been declared bankrupt by an Amsterdam court, having suspended payments to suppliers earlier in August.However, help might be on its way in the form of Dublin-based Quanta Capital, which has expressed an interest in purchasing the group and its assets.The maker of the iconic Chopper in the 1970s, Nottingham-based Raleighs direct ownership is via a UK subsidiary, Accell UK & Ireland, which earlier this month filed a notice of intention to appoint administrators.Raleigh posted a 30m loss in 2023. Lapierre is sponsor of the Picnic-PostNL pro cycling team. Marijn Sourbron Meanwhile, Accell's French subsidiary, Lapierre, has filed for a judicial reorganisation with the Dijon Commercial Court in France, aiming to bring in an investor capable of providing long-term financing for its future," according to a press release. The brand recently celebrated the 80th anniversary of its founding.Accell sold the Van Nicholas titanium bike business to an Italian company in January this year, following a 22% fall in the group's reported revenue for the 2024 financial year. Van Nicholas was sold by Accell in January. David Caudery / Immediate Media It has been reported by NLtimes that Accells factory in Hungary has now shut, while Accell closed its last Dutch factory in 2025. The future of Accells 340 Dutch employees and its 2,000 employees across 15 countries is now in doubt.The Dutch bankruptcy trustees are aiming to restart parts of Accell Netherlands though, which they said will also involve examining the extent to which Accell entities abroad could be included in a potential sale or restart. Accell Group also owns the Haibike electric bike brand. Scott Windsor / Our Media Now Dublin-based investment firm Quanta Capital has expressed an interest in acquiring the Dutch parent company and all its assets.Quanta Capital is led by CEO Mel Sutcliffe, who was formerly an international cyclist, riding for the Irish national team from the late 1980s until 1996. He went on to found Eurocycles, which became one of Irelands foremost cycle retailers.He also got into bicycle distribution, purchasing Raleigh Ireland and building it up to become Irelands largest bicycle distributor, selling it to Accell Group in 2016.Accells troubles began in 2022, when it was bought for 1.1bn by a private equity consortium led by US-based KKR. The buyers bet that the electric bike market would continue its rapid growth. This failed to occur and Accell was left with unsold bikes, mirroring the industry-wide post-Covid slump. It also had to initiate a large recall of Babboe cargo bikes.The KKR-led consortium walked away from its investment, handing over control to Accells creditors last February, but despite this, according to Accell Group CEO Jonas Nilsson: Every realistic option for the future of the business has been tirelessly explored, and none have resulted in a solution to continue the Group in its current form.

The new Intend Elevator Dropper Post is the first dropper post from the German component manufacturer, and it borrows some interesting tech from their suspension forks. Find details on the post and the new Elevator Boy Lever here...The post The New Intend Elevator Dropper Post and Elevator Boy Lever appeared first on BIKEPACKING.com.

Demi Vollering reached the final stage of the 2026 Tour de France Femmes with an eight-second lead over Kasia Niewiadoma-Phinney and the fallout from the previous afternoon still hanging over the race. Niewiadoma-Phinney had accused FDJ United-Suez rider Celia Gery of deliberately forcing her towar...

Endurance bikes are having a moment right now. Larger tire clearance and a comfortable geometry are given, but now brands are adding aerodynamics, stiffer chassis, and a much more attractive appearance. Trek is the latest to modernize its endurance machine, and its a hell of a transformation. (Photo/Trek)Trek Domane SL/SLR Whats New?The updated Domane finally gets back to a cleaner road bike shape. The new Domane SL/SLR is still the brands endurance road platform. However, for this fifth generation, Trek has stripped out its iconic IsoSpeed dampener, dropped a notable amount of weight, added more tire clearance, and built a new comfort story. This time around, carbon layup, fit, seatpost flex, and bigger tires.Dropping its most distinguishing feature is a pretty bold shift for a bike that has been tied to IsoSpeed since the first Domane. The original bike was built for rough roads, 25mm tires, rim brakes, and the kind of high-pressure setup that made frame compliance do a lot of the work. This new Domane lives in a different world, one with disc brakes, embracing much larger tires, and where the pros dont always slam their stems.I can only imagine hes saying What the heck is this?! (Image/Youtube)Remember This Sneak Peek?We also got an early look at this one, whether Trek meant for that to happen or not. Back in June, we spotted a mystery road bike hiding in the background of Treks own 50th anniversary documentary (they also hid a 32 race bike in the doc too). At the time, the round seatpost, missing IsoSpeed, and new frame shape made it hard to tell whether it was a future Domane, Madone, or something else. With the new Domane official, those clues line up pretty cleanly.No IsoSpeed, Less WeightThe headline change is the lack of IsoSpeed. Trek is not pretending it is still there in some hidden form. The new Domane simply moves on from it. The tech was sound, and the benefit of the IsoSpeed design is notable in the older model on the Trek Boone and in the updated versions like the Checkmate (reviewed here). Its Achilles heel is the debris ingress and maintenance.In exchange, the bike gets a simpler frame, a real weight cut, and a cleaner look. Trek says the new Domane SLR frameset is 305g lighter than the previous generation SLR frameset. Claimed weight for the SLR medium-large frame is 835g, with a 367g fork. The Domane SL frame is listed around 1055g, with a roughly 430g fork. Trek also says the lightest new build is 2.1lb lighter than the lightest previous-generation Domane build.(Photo/Trek)Lets Talk CarbonThe Trek Domane SL models use 500 Series OCLV Carbon. SLR models move to Treks new 900 Series OCLV Carbon. Trek says the updated carbon frame is laid up to flex vertically for ride quality while staying stiff enough to keep the bike feeling responsive under power. (white paper)(Photo/Trek)How Light Are We Talking?The lightest version is the Domane SLR 9 AXS 1x, which comes in at a claimed 6.63kg, or 14.62lb. That build gets SRAM RED AXS 113, an Aero RSL barstem, and Pirelli P Zero Race 28mm tires. Its the outlier in the family, aimed at riders who want the lightest Domane possible more than the standard all-road tire setup. Personally, I would have specd 30mm tires, but were splitting hairs at this point.(Photo/Trek)So, Where Did the Comfort Go?Treks answer is pretty direct: tires, frame, seatpost, and fit.Most new Domane models come stock with 35mm tires, and the frame clears up to 40mm. That gives riders more volume, more grip, and more room to tune pressure for rough pavement or light gravel without jumping to a full gravel bike.(Photo/Trek)Trek says the new bike stays within 5% of the previous generations vibrational energy performance when using spec tires. Trek calls this the full-bike comfort metric. Its measured at the rider contact points rather than just hanging weight off a seatpost in a static test.The Trek white paper gets into the details, but if youre not ready to dig into that, let me paraphrase. Trek tested Gen 4 and Gen 5 Domane bikes with force-sensing saddles and handlebars. They then measured vibration transfer over a rough-surface treadmill (kinda like the one we saw for the Zipp XPLR 303 wheels). Trek says Gen 5 with 35mm tires came within 5% of Gen 4 with IsoSpeed and 32mm tires, while dropping weight and removing IsoSpeed maintenance from the frame.There is also a new round 27.2mm RSL seatpost. Trek says the post shape and carbon layup are tuned for vertical flex while keeping lateral stiffness. A round 27.2 post also keeps the back of the bike refreshingly normal.The new seatpost adds a new clamping mechanism, one thats unique. The new seatpost clamp looks secure, but the rubber grommet protecting the internals from debris looks a bit underdressed. The only thing holding it in place is two pilot holes and a single push fitting. It doesnt inspire confidence that it will keep up with the adverse terrain that the Domane will see. Its a very different design from the Checkmates super robust design, but we can be surprised.Bigger Tires, Same Speed ClaimA 35mm stock tire sounds like it should be slower than the older 32mm setup, at least in a straight aero argument. Trek says that is not how the full picture plays out.Trek says the 35mm tire setup is 0.9 watts slower aerodynamically, but 1.5 watts faster in rolling resistance when pressure is optimized for the larger tire, testing at 20mph. This data comes from Treks internal testing, but its not a new concept that the rolling savings more than cover the aero cost in the kind of riding this bike is meant for.That feels like the right direction for Domane. It is not Treks pure race bike, but its racable for sure, and riders will want to roll fast on it.(Photo/Trek)Trek Domane 5 Fit UpdatesDomane keeps Treks Road Endurance Geometry, now across six sizes. The goal is still a more relaxed position than the Madone, with stable handling and a fit that makes sense for long days.(Photo/Trek)Trek also adds a new Bontrager riser bar. The bar gives 20mm of rise at the hoods, uses backsweep for a better tops position, and keeps 4cm between the hoods and drops for control. The Pro version adds IsoZone pads for extra hand comfort. Crank lengths also move shorter. XS and S get 160mm cranks, M and ML get 165mm, and L and XL get 170mm. The Domane SL 4 is the exception.The Practical StuffThis is where the new Domane still feels like the Domane weve known for years. The one that you see on the rails-to-trails, the long exploration rides, and the one bike that can do most.Trek adds more storage, with a top tube bag and triangle bag mounts. Other accessory mounts still exist, with hidden fender mounts for full fender access. Other not super exciting (but very needed) updates include UDH, Switch Pro thru-axles, a T47 threaded bottom bracket, a removable front derailleur mount with chaincatcher, RCS Headset System, and aero bottle compatibility.It is a clean-looking road bike, but not a fragile, one-purpose road bike. You can build it light, build it with bigger tires, add fenders, strap on bags, or take it into Project One and make it as calm or loud as you want.(Photo/Trek)Trek Domane Models and PricingThe Domane Carbon lineup is split into SL and SLR.Whats the difference? The SL line uses 500 Series OCLV Carbon and starts at a much more approachable price than most premium carbon endurance bikes. Models start at $2,399.99 and go all the way up from there. The Trek Domane SLR bikes use 900 Series OCLV Carbon and higher-end builds, starting at $7,999.99.(Photo/Trek)Trek Domane SLDomane SL 4 gets Shimano Tiagra 2x and starts at $2,399.99. It is not available in Europe.Domane SL 5 gets Shimano 105 2x at $2,699.99 / 2,499.Domane SL 6 AXS moves to SRAM Rival AXS 2x at $4,199.99 / 3,999.Domane SL 7 AXS 1x gets SRAM Force XPLR 1x with a power meter at $6,499.99 / 4,999.(Photo/Trek)Trek Domane SLRDomane SLR 7 comes with Shimano Ultegra Di2 2x at $7,999.99 / 6,999.Domane SLR 7 AXS gets SRAM Force AXS 2x at $8,499.99 / 7,499.Domane SLR 9 gets Shimano Dura-Ace Di2 2x for $10,999.99 / 9,999.Domane SLR 9 AXS comes with SRAM RED AXS 2x at $11,499.99 / 10,499.Domane SLR 9 AXS 1x gets SRAM RED XPLR 1x at $11,499.99 / 10,499.There is also a Project One ICON No. 76 edition, limited to 124 bikes worldwide. The scheme brings back Treks original logoset and heritage blue as part of the brands 50th anniversary celebration. It is available only on the Domane SLR 9 AXS platform and costs $14,999 / 12,999.Project One Domane SLR also gets custom paint and parts options, including bar width, stem length, crank length, wheel choice, and thousands of hand-painted color options.First Ride ImpressionsWe were lucky enough to get a sneak peek of the new Domane SLR 9 AXS before the launch. I arrived just in time to get a solid impression of the updated platform and some ideas about its capability.Sizing can be a bit challenging if youre used to the older Trek sizing, before they went for the T-shirt style. Im 510 and fit well on the M (not the ML) and can mimic my road fit with a 120mm stem and some fit wizardry. If youre in between sizes or you have specific fit needs, I suggest getting to a Trek dealer, test riding between two sizes, and seeing what works best for your needs. Because six sizes can be slightly confusing, and the upright nature of the geo (and new Bontrager riser bar) can feel slightly short and/or tall for some.Weight-wise, our review ride weighs in at a respectable 17.04lbs with Dura Ace pedals, cages, and Bontrager computer mounts.Race Bike FeelOut of the box, the bike is stunning; its a huge improvement in terms of look over the past models of the Domane. From the headtube to the new toptube/seat tube junction, the bike looks elegant and strong.Our review ride has a Project One paint job, and it sticks out, but not too much. Its just enough to signal this is a cool bike but not the its faster than the rider kinda look.The spec is dialed for my current taste, with a full SRAM Red AXS setup, a 48/35T chainring, and a 10-36T cassette thats enough to climb most and still race a crit (more on that later). The wheels are Bontrager RSL 51 with DT-180 custom hubs (nothing new for this launch) and accentuate the top-end feel of the SLR 9 build.As for touch points, the new Bontrager riser bars are very comfortable. The 20mm bit of rise is nice, unexpectedly so. The bars have the same fit and sweep as the RSL Aero bars that I absolutely love, but with a little help for your lower back.The Bontrager Verse Short Pro 145mm was another nice addition. I usually ride a Specialized S-Works Evo Mirror, but the padding on the Verse Short felt excellent, and so did the shape. Its a very padded but sculpted design, one that lets you sit in the saddle and not on top of it. The shell offers some flex and feels like a nice complement to the bikes endurance nature so far.First Ride ImpressionsMy first rides and effort on the new Trek Domane SLR 9 were trial by fire. I did a super easy spin around my local road, dialing in my fit and feel on the bike. The Domane feels more like a complete road machine rather than a one-trick IsoSpeed pony than before. I wasnt waiting for it to do its trick; I was riding comfortably along the roads and not noticing much, but feeling the bike for sure.My first thoughts were this feels like a race bikeI should race it. The SLR is stiff and comfortable, especially when paired with the Bontrager Aeolus RSL 51. Its not aero like Im super lean and low, but its upright, giving you that I can really hammer these pedals kinda feel. So I took it to our weekly crit race to see how it felt under pressure and race brain.Under Pressure It seems odd to test an endurance bike at a crit race, but Im glad I did. I had a ride to feel the comfort and the ease of the new frame/tire combo. Its nice and feels pleasant, but I wanted to feel the frame updates and how the bike felt under pressure.At the beginning of the race, I played my moves carefully. I was on a new bike with 35mm tires and didnt feel as fast and aero as I do on my road machine. But an attack went, and I followed it, spinning right up to the wheel with minimal effort, a similar feel to my road race bike. It didnt feel sluggish or heavy; it responded very much like a race bike.Steering The steering was another notable piece. Sometimes endurance bikes can steer like gravel bikes and need more coaxing around sharp corners, or at least time to get used to the feel of the bike. On the other hand, with the Domane SLR, I felt fairly confident in the steering and handling of the bike. It wasnt a copy/paste from my road bike, but it wasnt too far off. I didnt feel like I had to pull the bars or steer correctly to get my line; I was able to lean the bike and trust it.Look for a full review in the upcoming months with more time in Domane territory of light gravel, chip and seal road, and all that. But as of right now, the Domane has my attention as an excellent performance ride with the comfort to let more riders express their power thoughtfully. Not folded over like an aero pretzel to save a few watts, but youre too uncomfortable to actually put any watts out.Our review ride is top-of-the-line spec it should be the clearest expression of the line, but I can see this performance trickle down.A Cleaner-Looking, Better-Performing Domane Some longtime Domane fans will probably miss IsoSpeed. Fair. It was the feature that made the bike famous. But modern tires are doing more work now, and Trek seems ready to let the frame be lighter and simpler because of it.The result is a Domane that feels less like an endurance bike with a special trick and more like a modern road bike built for real roads. That is probably the smarter place for it to be.Trekbikes.com

Tadej Pogacar's dominance has inevitably made him the centre of attention at UAE Team Emirates XRG, but Felix Grossschartner says that status is far less obvious inside the team than it appears from the outside. The Austrian spent a month alongside Pogacar and his teammates at altitude before help...

Trek has gone back to basics with the new fifth-generation Domane, enabling it to shave a claimed 305g from the frame weight. The weight saving comes from a simplified design that ditches the IsoSpeed system that had been a feature of the Domane since its launch in 2012.Instead, Trek claims its carbon layup and a new, round seatpost thats designed to flex vertically provide vibrational energy absorption thats within 5% of the previous-generation bike. Ride comfort is helped by the increased tyre clearance, which is now 40mm, in place of the previous-generation Domanes 38mm.According to Trek: The simplified Domane goes back to the roots of endurance riding as the ideal lightweight, all-road carbon bike. 2012 vs 2027 Trek Domane: how Treks carbon endurance bike has gained tyre clearance and lost IsoSpeedLower weight, lower prices So long IsoSpeed, thanks for the ride and so long in-frame storage, too. When Trek asked its customers what they wanted to change in a Domane update, it says they asked for a lighter bike, with lower-priced options and a more upright ride position.However, they were ambivalent about IsoSpeed. Trek points out it was a solution for its Paris-Roubaix winning pro bikes from a decade-plus ago, when a wide tyre meant 25mm. With 40mm tyres now an option, IsoSpeed is essentially excess weight.Trek says the 305g weight loss for the new bike comes from the 835g frame and 367g fork weight, versus around 1,055g for the fourth-generation frame and 430g for the fork. Trek says the Domane's carbon layup, round seatpost and 40mm tyre clearance offer vibration absorption on a par with IsoSpeed. Despite speccing 35mm instead of 32mm tyres on the new Domane, Trek claims the bike is as fast as its predecessor. It says, aerodynamically, 35mm tyres are 0.9 watts slower at 20mph, but they reduce rolling resistance by 1.5 watts. You can fit Treks aero bottles, introduced with the Gen 8 Madone, if you want to shed a few extra watts of drag.Trek will offer the new Domane in its 900 Series OCLV carbon in SLR builds and 500 Series carbon in SL bikes, both also used for the Madone. The frame sports a T47 bottom bracket and SRAM UDH, while the front derailleur mount is removable for 1x drivetrains. Trek's new bar has a 20mm rise for a more relaxed ride position. The frame geometry is carried over from the fourth-generation bike, but the new bikes handlebar has a slight rise, raising it by 20mm for a more upright endurance ride position without the need for excess spacers.Theres a backsweep to the bar tops too, as well as a 40mm flare to the drops. The Pro version of the cockpit also has padding on the tops for added comfort. The Domane can be fitted with a top-tube bag and a frame bag for carrying capacity, but there's no in-frame storage. While many endurance bikes now include in-frame storage and the 2020 Domane was one of the first to add this feature, somewhat surprisingly Trek has gone the other way with the new Domane.It has added more bag mounts though, with top-tube and frame-bag mounts in addition to mudguard mounting points. Nevertheless, were fans of in-frame storage, with Warren declaring himself done with saddle packs. He may have to think again.Trek Domane Gen 5 specs and prices The lightest SLR 9 AXS 1x build has a 6.63kg claimed weight. Trek will sell the new Domane in six sizes. In line with the trend for shorter crank lengths, it specs 160mm cranks on XS and S frames, 165mm on M and ML and 170mm on L and XL bikes.It claims a 6.63kg weight for the flagship SLR 9 AXS 1x bike, equipped with SRAM Red XPLR AXS, Bontrager Aeolus RSL 37 wheels, Pirelli P Zero Race RS 28mm tyres and a Trek Aero RSL cockpit.Domane SLR 9 AXS 1x Frameset: 900 Series OCLV carbon Groupset: SRAM Red XPLR AXS Wheelset: Bontrager Aeolus RSL 37 Tyres: Pirelli P Zero Race RS, 28mm Claimed weight: 6.63kg Price: 9,000 / $11,499 / 10,499Domane SLR 9 AXS Frameset: 900 Series OCLV carbon Groupset: SRAM Red AXS Wheelset: Bontrager Aeolus RSL 51 Tyres: Bontrager Kwaremont RSL, 35mm Claimed weight: 7.29kg Price: 9,000 / $11,499 / 10,499Domane SLR 9 Frameset: 900 Series OCLV carbon Groupset: Shimano Dura-Ace Wheelset: Bontrager Aeolus RSL 51 Tyres: Bontrager Kwaremont RSL, 35mm Claimed weight: 7.34kg Price: 8,500 / $10,999 / 9,999Domane SLR 7 AXS Frameset: 900 Series OCLV carbon Groupset: SRAM Force AXS Wheelset: Bontrager Aeolus Pro 51 Tyres: Bontrager Kwaremont RSL, 35mm Claimed weight: 7.73kg Price: 6,700 / $8,499 / 7,499Domane SLR 7 Frameset: 900 Series OCLV carbon Groupset: Shimano Ultegra Wheelset: Bontrager Aeolus Pro 51 Tyres: Bontrager Kwaremont RSL, 35mm Claimed weight: 7.66kg Price: 6,300 / $7,999 / 6,999Domane SL 7 AXS 1x Frameset: 900 Series OCLV carbon Groupset: SRAM Force XPLR AXS Wheelset: Bontrager Aeolus Pro 51 Tyres: Bontrager Kwaremont Pro, 35mm Claimed weight: 8.14kg Price: 4,750 / $6,500 / 5,000Domane SL 6 AXS Frameset: 500 Series OCLV carbon Groupset: SRAM Rival AXS Wheelset: Bontrager Aeolus Elite 50 Tyres: Bontrager Kwaremont Pro, 35mm Claimed weight: 8.64kg Price: 3,750 / $4,200 / 4,000Domane SL 5 Frameset: 500 Series OCLV carbon Groupset: Shimano 105 Wheelset: Bontrager Paradigm 23 rims on Formula hubs Tyres: Bontrager Kwaremont Pro, 35mm Claimed weight: 8.84kg Price: 2,500 / $2,700 / 2,500Domane SL 4 Frameset: 500 Series OCLV carbon Groupset: Shimano Tiagra Wheelset: Bontrager Paradigm 23 rims on Formula hubs Tyres: Bontrager Kwaremont Comp, 35mm Claimed weight: 9.10kg Price: N/A / $2,400 / N/ATheres also a special Project One edition of the Domane SLR 9 AXS, priced at 11,250 / $14,999 / 12,999, with only 124 bikes available worldwide.

Riley Sheehan claimed the opening stage of the 2026 Czech Tour in Karlovy Vary, beating Ben Turner in the sprint after Netcompany INEOS had spent much of the day controlling the race and then committed heavily to the finale. The NSN Cycling Team rider came through fastest at the end of the 163.2-kil...