trek domane disc brake pads

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• Endurance & Gravel
• Domane SL 6 Gen 4

Trek Domane SL 6 Gen 4 - 2023

Domane SL 6 is an endurance road bike that's light, aerodynamic, and built to take on long, rough miles in the saddle. It has all the road-smoothing advantages of a lightweight 500-series OCLV Carbon frame with rear IsoSpeed, a wireless electronic Shimano 105 Di2 drivetrain, high-quality wheels, and hydraulic disc brakes for confidence and braking power in any conditions. A fully integrated cockpit keeps your setup looking as sleek as it feels. Plus, it has an easy-access storage compartment for stowing ride essentials, and tire clearance for lofty 38c hoops that lets you take on almost any road, from tarmac to light gravel. It's right for you if... Every ride might start on the pavement, but that doesn't mean it'll end there. You want a ride that balances quality, comfort, and speed. Looks are important, but so is the precision shifting of the electronic Shimano 105 Di2 drivetrain and reliability of hydraulic disc brakes. Finished off with a carbon frame and rear IsoSpeed, you know every ride is going to be a dream. The tech you get A light and refined 500 Series OCLV Carbon frame with road-smoothing rear IsoSpeed, powerful flat-mount disc brakes, and a full 2x12 Shimano 105 Di2 wireless electronic drivetrain. Plus, Bontrager Paradigm Comp tubeless ready wheels, an integrated carbon cockpit, and internal storage and cable routing that add to the bike's capability and sleek look. Added top tube mounts let you secure bags for longer rides without bulky straps and bungees. The final word All the road-smoothing benefits of a carbon Domane, with a wireless Shimano 105 Di2 groupset and the extra stopping power of hydraulic disc brakes. This bike is fast, light, smooth and ready for adventure, with lofty 38c tire clearance that keeps you floating on paved roads and gravel alike. Why you'll love it - The sleek all-new frame saves weight and gives you more free speed thanks to updated Kammtail tube shapes - The Shimano 105 Di2 electronic drivetrain won't break the bank, and still provides smooth, quick shifting - Road-smoothing rear IsoSpeed absorbs fatiguing bumps in the road for a smoother, more comfortable ride - A sleek internal storage compartment gives you a versatile spot to stow tools and gear, while top tube mounts let you cleanly bolt on a bag for all day adventures

Due to supply-chain issues, Specs are subject to change without notice.

* Subject to change without notice.

Part Numbers

Trek Domane SL 6 review

The versatile and comfortable Trek Domane SL 6 put to the test

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The Trek Domane SL 6 is a do-it-all bike that offers amazing comfort over long distances. It may not be the most sprightly bike out there, but it's a versatile machine that won't let you down, and comes with a great spec at a competitive price.

Comfortable

Slightly sluggish on steep hills

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

The Trek Domane SL 6 enters Editor's Choice 2019 thanks to its superb versatility and great spec that provides comfort over any endurance ride. I've done century rides, touring rides and fast paced group rides with the Domane SL 6 never letting me down. A reliable bike that is a pleasure to ride, the Domane SL 6 is well worth it's place in this year's Editor's Choice.

The Trek Domane SL 6 is a very different kind of bike to the super-stiff frame and racey geometry I'd usually choose to ride. It's endurance setup and all-round capabilities won me over though and I was left hugely impressed after putting in a lot of miles on it.

>>> Best road bikes

>>> Buy now: Trek Domane SL 6 at Evans Cycles for £3200

The Domane is Trek's endurance offering, with its ride-smoothing IsoSpeed frame technology the unique selling point over other brands. The SL 6 is the mid-range offering, retailing at £3,200 with the most expensive version (the SLR 9) retailing at over £9,500.

The front and rear IsoSpeed is certainly the most noticeable thing when first riding the bike. Coming from a super-stiff frame, it's instantly noticeable how forgiving this bike is over rough roads and was perfect for the varying quality of British lanes in the early winter.

The IsoSpeed decouplers sit at the rear of the top tube and in the head tube, but unlike the higher end models in the Domane range you aren't able to adjust the rear IsoSpeed for more stiffness or more comfort on the SL 6. It would be a nice option to be able to adjust the bike to the style of riding your doing, but the comfort offered here on the fixed setting felt great nonetheless.

One concern ahead of riding the SL 6 was whether the dampening technology would compromise any power transfer or how fast the bike would feel. The SL 6 carbon fibre frame has some quite bulky tubes, and was responsive to seated and sprint efforts along the flats and draggy inclines. The aerodynamic shaping of the tubing also added to that feel.

Really steep climbs with efforts out of the saddle was the bike's weakest point however. It didn't feel sprightly - particularly in comparison to the Specialized Tarmac and Giant TCR I'd just ridden - and wasn't inspiring any attacking on the harsh ramps. But the Domane isn't really designed for that, though it features a wide range of gearing (50/34 at the front with 11-34 rear) that did allow me to get over anything with no trouble.

The best thing about this bike is definitely it's versatility. I used it for short commutes, long weekend rides, some short fast rides and even for multi-day touring. Trek has helped this feeling of versatility by building in neat features like the down tube storage compartment for your tubes, tyre levers and CO2 canisters, as well as built in mounts front and rear for Bontrager lights; all great touches that helped on those long rides and while touring.

Wheels can often be a mixed bag at this sort of price range, but I was impressed by the Bontrager Paradigm Comp 25 wheels provided on the Domane SL 6. With a rim width of 25mm, the wheels came shod with 32mm tubeless Bontrager R2 Hard-Case Lite tyres that I thought rolled really well and felt plenty fast considering their size and shallow rim depth. Moreover, the wheels felt stable and robust, adding to the comfort factor for endurance riding. I had no punctures or issues with the wheels at all over hundreds of miles of testing. The frame also allows you to add up to 38mm tyres if you want to as well as mud guards, perfect for winter or taking the bike over cobbles or light gravel paths.

The SL 6 comes with mechanical Shimano Ultegra R8000 which as usual performed brilliantly with crisp and reliable shifting. The bike uses flat-mount Ultegra hydraulic disc brakes which really added to the feel on long or technical descents.

In terms of value I think the Domane SL 6 is in the expected range for what its offering, coming in £200 cheaper than the comparable Specialized Roubaix Comp for example. Although this isn't the kind of bike I would usually ride, I was genuinely taken with what the SL 6 offered with it's all-round capabilities.

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Richard is digital editor of Cycling Weekly. Joining the team in 2013, Richard became editor of the website in 2014 and coordinates site content and strategy, leading the news team in coverage of the world's biggest races and working with the tech editor to deliver comprehensive buying guides, reviews, and the latest product news.

An occasional racer, Richard spends most of his time preparing for long-distance touring rides these days, or getting out to the Surrey Hills on the weekend on his Specialized Tarmac SL6 (with an obligatory pub stop of course).

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You are here, trek offers disc brakes on domane road bikes.

WATERLOO, Wisc. (BRAIN) — Trek retailers are now selling a new disc-brake equipped version of the Trek Domane, the company's endurance road bikes. 

The Domane line features Trek's IsoSpeed feature, which isolates the seattube from the seatstays, for improved comfort.

The disc-brake equipped Domanes have post-mount disc brakes and thru axles front and rear (15mm front and 12x142 rear). The company's Closed Convert drop outs allow the use of standard quick releases, as well, to make the bikes compatible with more aftermarket wheels.

The Domane 4.0 and Domane 6.9 models also feature increased tire and fender clearance. 

"The response we've seen from riders about the Domane has been unprecedented and adding a disc brake option further opens the door for riders to expand how and where this bike is ridden," said Trek's road bike brand manager, Michael Mayer.

Domane 4.0 Disc and 6.9 Disc are available now.

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A Review Of My Trek Domane AL 2 Disc

Trek domane al 2 disc road bike review.

• Final rating

For those who are on a budget and looking to get into road cycling, choosing the Trek Domane AL 2 would be a wise choice as it will offer reliability, comfort as well as speed.

• Budget friendly
• comfortable ride
• needed very little servicing
• weight limit
• vibrations on bumpier ground

User Review

Introduction.

I’m back with another cycling-related blog post and this time I’m reviewing my very own road bike, the Trek Domane AL2.

I purchased this bike in early 2020 and have had the pleasure of riding 1000’s of miles on it through some of the most scenic routes in mid-Wales . I wanted to share my experiences of riding this bike with you so you can read an honest review which may help you decide whether this bike could be the one for you.

At the time of purchase, this was the very first road bike I’d ever purchased as I’d been predominantly into off-road riding up to that time, although I did have a hybrid which I used for some road cycling.

The Covid pandemic changed everything in the world of cycling; for the first time ever the roads we clear, the weather was superb and the days were long with plenty of time to get on the open road – what better opportunity to rack up the miles on the road bike, especially with many other sports out of the question due to the rules at the time.

Features of the Trek Domane AL 2

Here are what I consider to be the most important features of the Trek Domane AL 2:

In my experience of owning this bike for a number of years, the components have mostly all been great. Here is a breakdown of what I’ve experienced so far:

Frame: As expected, no issues whatsoever and still to this day after many hours of riding, even through the testing Welsh weather it is still looking great, albeit with a few scratches.

Weight and weight limits: The Trek Domane AL2 feels light compared to all the other bikes I’ve ever ridden and this definitely shows on some of the local climbs.

Brakes: The brakes are still performing brilliantly and offer great reliability in all conditions.

Handlebar tape: This was one aspect that I found slightly disappointing with the bike, after not so much riding I had to change the handlebar tape as it had become loose.

Tyres: Great tyres which have offered solid performance across many roads, steep climbs and fast descents.

Chain and cassette: The Trek Domane AL 2 has offered some of the smoothest shifting I’ve ever experienced and still continues to do so to this day.

Some of the great things I’ve found about the Trek Domane AL 2

So, what have I found to be some of the best features of the Trek Domane AL 2?

Having a predominantly mountain biking background where you are sat in a more upright position, I was worried about the switch to the different posture needed for road cycling.

Whilst it did take some getting used to, the geometry of the Trek Domane AL 2 has offered comfort on rides.

I think the Trek Domane AL 2 was a great purchase for the price I paid for it, and even to this day it is still a fantastic price when you consider the amount of price rises in recent times.

I often like to track value for money against the amount of miles I complete in a year – this year I’ve managed a lower total of around 1200, but that still makes the cost less than £1 a mile!

Reliability

The Trek Domane AL 2 has never let me down. From short rides of under 10 miles to long rides of over 50 miles this bike has always delivered amazing performance and I’ve never had to worry about whether I’ll make it home.

DuoTrap S compatibility

Although I’ve never taken advantage of this feature you are able to connect a Bluetooth speed and cadence sensor to track performance via a compatible device. I had something similar on an old hybrid bike which I used to use for Zwifting and these are a good option if you are looking to track performance.

Low servicing need

After all the miles I’ve completed on this bike I’ve only taken it back to the bike shop for one full service. I think this shows how well the bike is put together and designed to cope with high mileage.

Additional features of the Trek Domane AL 2

There are a couple of additional features on the Trek Domane AL 2 which can be utilised if needed:

• The bike arrives without pedals as standard giving you the freedom to choose which pedals best suit your style.
• The Trek is built with long-distance and comfort in mind meaning you can be sure to feel as comfortable at the end of a long ride as you did at the start.
• There is also options to add additional items such as mud guards and saddle bags.

Current cost of the Trek Domane AL 2 Gen 3

Not that I’m in the market for another road bike at the moment, but the Trek Domane AL 2 Gen 3 is currently priced at around £900, which I think makes it excellent value for money.

You’d be able to pick up an older model or second hand Trek Domane for much less than this, and providing the second hand model is in good condition you can expect hours of cycling enjoyment.

Does it look good?

Take a look at my pictures below and make up your own mind, but I think the model I chose looks fantastic, and I’ve had quite a few compliments over the years on how good it looks. I personally love the colours but I did remove the orange reflectors!

A round up of the pros and cons of the Trek Domane AL 2

• Budget friendly – a great value bike for anyone, but especially for those looking to get into road cycling
• A very reliable bike which will enable you to complete many worry-free miles
• The Trek Domane has good geometry for a comfortable ride.
• My Trek Domane has been super reliable and has needed very little servicing since new.
• 125kg weight limit could be problematic if you plan to attach heavy baggage to the bike for touring rides.
• The rider can feel some vibrations through the handlebars on bumpier ground.
• Only suitable on road surfaces.

Final rating and conclusion

I’m giving the Trek Domane AL 2 a solid 4.5/5 final rating as this bike has performed solidly for many miles, across a variety of different mid-Wales courses.

For those who are on a budget or looking to get into road cycling, choosing the Trek Domane AL 2 would be a wise choice as it will offer reliability, comfort as well as speed, a bike that is suited to climbing and options for modifying to suit the riders needs.

I haven’t regretted purchasing my Trek Domane AL 2 at all and I’m looking forward to many more miles, once the weather has improved a little bit – in the meantime I’ll head back to Zwift!

Mike is an experienced road cyclist and mountain biker and splits his time between the two disciplines. In his spare time he can often be found tackling the big hills and mountains of mid-Wales, attempting to beat his previous times

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How to change the disc brake pads on your bike

Put a stop to sub-standard braking with our essential guide

Steve Sayers / Our Media

Oscar Huckle

Disc brake pads are a consumable component on your bike, and it goes without saying it’s important to keep them in good condition.

Low-power braking, an ear-scraping howl when braking in the dry (it's normal for some noise in the wet) or excessive lever travel can all be symptoms of worn out or contaminated disc brake pads . Thankfully, replacing them is a quick and simple job.

If you want to know more about pads specifically, including the best material to choose, we've got a separate buyer's guide to disc brake pads .

How to change disc brake pads on a bike

The following steps apply to disc brakes on road, gravel, hybrid and mountain bikes.

Although we're working with a SRAM brake in this guide, the process is almost identical for brakes from Shimano, Campagnolo and other large manufacturers.

Tools required to change disc brake pads

• Replacement disc brake pads
• Lint-free rag/paper cloth
• Appropriately sized hex key/flathead screwdriver
• Needlenose pliers
• Piston press or plastic tyre lever
• Disc brake cleaner or isopropyl alcohol
• Nitrile gloves
• Vernier calipers to measure the remaining pad material (optional but not essential)

Remove the wheel from the bike.

If you're just looking to check the brake pads for wear, removing the wheel exposes the pads in the caliper so you can get a visual indicator of how much life is left on them. It can be helpful to use a flashlight.

It’s important to check the pads regularly – if they wear down to the backing plate, the metal-on-metal contact of the pad backing plate will destroy the disc brake rotors very quickly.

If you're not sure if the pads need replacing, it's worth continuing to remove them so you can measure their thickness.

Avoid actuating the brake lever at this stage. If you're not careful, squeezing the brake lever after you've removed the disc rotors can force the pistons beyond their limits and compromise the hydraulic system, forcing you to need to bleed the brake .

Before removing the disc brake pads, now is your opportunity to push the pistons back into the bores of the caliper. If you don't own a dedicated piston press, use a plastic tyre lever. If you're using a piston press that requires the pads to be removed, skip to Step 3.

It's better to do this now rather than with the new pads installed to avoid damaging them – given we're performing this procedure to replace the pads, it doesn't matter if we damage the old ones.

Gently push the old pads into the caliper until you cannot see any exposed piston.

Remove the brake pads.

Most disc brake pads use an e-clip (a small metal disc that clips onto the end of the retaining bolt) to act as a failsafe if the retaining pin loosens. You'll need to remove this, either by hand or with needlenose pliers.

Some older Shimano brakes use a split pin, where you'll need to bend the ends straight first with needlenose pliers before it can be removed.

You can then remove the pad-retaining pin, which will typically require a 2.5/3mm hex key or a flathead screwdriver.

The pads will then remove from either the top of the caliper or the bottom, depending on the model.

Most brake pads are held together by a spring, although Campagnolo and Magura models use magnets.

If you're not sure whether your pads are worn, you can measure the remaining pad material with a vernier caliper.

Shimano advises replacing the pads when there is less than 0.9mm of braking material left, whereas SRAM says the pad should measure 2.5mm, including the backing plate.

Campagnolo incorporates a wear groove into its pads, which when worn away, indicates they are ready for replacement.

It's best to check both pads in case they have worn unevenly; you should go with the lower measurement.

Before installing the pads back into the caliper, clean the brake caliper thoroughly using disc brake cleaner or isopropyl alcohol.

Now's also the time to push the pistons back if you're using a dedicated piston press.

Make sure you also clean the disc brake rotor thoroughly because if it's contaminated with oils or grease, this will transfer to the new pads – an expensive mistake.

If you're changing pad material (ie, switching from resin to sintered pads), it's recommended you also replace the disc brake rotor. However, provided you clean the rotor thoroughly, you are unlikely to have any issues.

Install the new pads into the caliper (making sure they're the right way around because some pads are left/right-specific), along with the retaining pin and relevant clips. Make sure you avoid squeezing the brake lever.

Reinstall the wheel into the bike. You may need to align the brake.

Once aligned, bed in the new disc brake pads in a safe, car-free environment to enable optimal performance.

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Trek gear up for the disc brake revolution with new Domane Disc

Disc brakes on race bikes it's a hot topic and the trend du jour. Last week Trek showed it wasn't a trend they would be ignoring wit the  release last week of the Domane Disc . Their  first foray into t he world of disc-equipped performance road bikes will initially be available in two versions, the £1,600 Domane 4.0 and the £6,000 Domane 6.9. 

The bike created a few talking points. So we had a chat with Trek's Road Brand Manager Michael Mayer and Senior Road Product Manager Ben Coates about the Domane Disc, asking them for their view on the future of road bikes with disc brakes and to explain some of the new technology in the Domane Disc. 

Do you think disc brakes the future of road bikes?

That is a complicated question, while the easy answer is yes, the reality is that is not that simple or cut and dry. For some applications, disc brakes are not only the future but they are the here and now.  There are plenty of riders that see the value of versatility and braking performance that disc brakes offer.

The bigger question that I believe you are asking is, if they will be common place for the future on all or most road bikes? That is where it gets complicated. Taking into account UCI regulations (which might change), weight, aerodynamics, cost, rotor size, chain line, brake rub etc, there are a lot of hurdles to jump over. That said, as an industry, we are in a similar position that mountain bikes were in not too long ago. Only time will tell if we can jump over all of the hurdles to make disc brakes common place.

Why did you choose the Domane to launch your first road bike with discs, and not the Madone?

Domane platforms makes sense for how the bike is ridden, where the bike can be ridden and the growth of the endurance crowd. Just like the Boone is spec'd with Disc brakes, the Domane is the next obvious choice.

Yes, disc brakes offer superior braking performance over calipers; but the brakes, rotors, and wheels are a bit heavier than their rim brake counterparts. Plus, there are simply more rim brake wheel choices available, particularly on the high end, and riders are more likely to have a few pairs of those already in their stable. But for that adventure-seeking customer looking for supreme braking performance in all conditions, disc brakes are the way to go. Domane Disc fits this crowd.

Have you had to make many changes to the frame and forks to account for the disc brake forces?

No changes to the frame and fork geometry. New completely designed fork top to bottom designed for post mount Disc brakes. New carbon layup to handle the stress of disc brakes. New designed chain stay for the same purpose.

Is there any weight penalty in the frame and fork compared to the standard Domane?

Yes,  there is an overall weight addition when adding Disc brakes. Slight increase to frame and fork itself and more to the addition of the brakes themselves.

What sort of tyre clearance can we expect on the frame?

With the removal of the caliper and brake bridge you have an increase in tyre clearance. 25c is the max tire we can spec legally. We have some selling restriction because of CPSC and CE clearance models.  We feel tire size is definitely a preference and 25c a great all around size.  We cannot say we recommend a bigger size.

Why bolt-thru axles? Most new disc road bikes are appearing with regular quick releases.

Thru axles significantly stiffen the frame-wheel interface for more steering precision and better cornering, thanks to less flex in the system. They also ensure that the wheel is precisely placed in the dropout each time it is installed. This helps eliminate disc rotor rub from the wheel being crooked in the dropouts because of improper installation. Domane Disc is also compatible with quick-release wheels.

All Domane Disc models come set up with thru axles, but are convertible to QR if you're looking to run an existing wheelset. The rear converts to the 135mm QR disc standard.

Do you see bolt-thru as essential to the future of road disc bikes?

We feel the bolt-thru is a benefit to the road category. Just like mountain bikes evolved to this technology and acceptance, we feel road will also follow this path or develop an even more improved method over both. UCI racing discs will most likely develop new technology.

Many disc skeptics talk about slow wheel changes. Is that the case with bolt-thru?

I think the one place this can effect is if the bike is raced in a road race. But otherwise changing a wheel is not that much hassle. The time on the bike and ride performance outweighs the wheel change time. Disc brakes rubbing on a MTB sucks. Disc brakes rubbing on a road bike is unacceptable.

Plus, one of the beauties of our interchangeable dropout system is that you can swap the front dropouts from left to right. That means you can put the lever on the traditional side (left)—or you can keep the lever out of the way of the rotor by putting it on the non-disc side (right).

Can we expect to see this new technology feature on future road models in the Trek range?

I am not exactly sure which technologies [we meant disc brakes] you are referring to but in all, the answer is that we are already cross-pollinating technologies where it makes sense and developing new technologies where it doesn’t. We have borrowed knowledge from our MTB friends in the building on thru-axles, balanced post mount and carbon armour. We have put IsoSpeed and disc brakes on the Boone platform. OCLV is a company-wide technology that we continue to leverage. We will continue to utilise the right technology for the right products in the future.

After working on this new Domane, what do you see as the next development of this sort of bike?

The Domane is an amazingly versatile platform with an incredible ride that is focused squarely at going fast by being smooth and efficient. The opportunities to increase speed by targeting those two focal points are tremendous. A little imagination and reflection on the current bike will help us drive to the next one. What will that be? Good question…

Thanks to Michael and Ben for their time. Some interesting answers there, especially his views on bolt-thru axles and the UCI's stance (and whether that will change) on disc brakes in the professional peloton, and how this might push the development of frame and fork designs and bolt-thru axles. Are we about to see a lot more new road disc bikes with bolt-thru axles in preparation for a change of the rules by the UCI?

Most new disc road bikes coming out are sticking with conventional quick release axles that have been used since Tullio Campagnolo invented the concept in 1927. It hasn't changed much since. We saw a lot of disc road bikes at Eurobike last September and the majority had conventional axles, but a few brands like Giant and most notably Storck bucked the trend with bolt-thru axles. Some think this is the way forward for disc road bikes.

When we chatted to  Markus Storck about his use of similar bolt-thru axles on his new road bike, he explained to us that it's is the extra stiffness they provide, but also  allowing the fork and rear stays to be designed with fewer layers of carbon fibre, because the axles provide a lot of the necessary stiffness. So there's less carbon in the sides of the fork legs and in the seatstays and chainstays.

There are a lot of people in the industry who reckon the  disc brake revolution is coming , as we found out when we interviewed the likes of Keith Bontrager,  Ben Coates,  Dan Jones,  Mark Reilly and others last year.

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David worked on the road.cc tech team from 2012-2020. Previously he was editor of Bikemagic.com and before that staff writer at RCUK. He's a seasoned cyclist of all disciplines, from road to mountain biking, touring to cyclo-cross, he only wishes he had time to ride them all. He's mildly competitive, though he'll never admit it, and is a frequent road racer but is too lazy to do really well. He currently resides in the Cotswolds, and you can now find him over on his own YouTube channel David Arthur - Just Ride Bikes . 

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"I'd like to see bolt-thru axles" Why? 2 possible reasons. Keeping the wheel in is shouted about but they don't fall out. Never seen a wheel drop out (road or MTB) that has the QR tightened properly although it must be said that modern alloy QR's are not as good as internal cam steel ones. Those bloody lawyers lips also stop the wheel falling out if you are too stupid to put it in properly. Another reason touted is stiffness. That may be seen as a more sensible reason and I am sure that if this proves important on the road it will happen. The through axle could be a good solution in circumstance but its not perfect. Shoving a dirty axle through bearings frequently isn't good. some compromise with a retained axle seems to be the way forward. I wonder if drop down flaps would work, one each side with a some form of QR. This could easily be self centring which is also a concern amongst some people with regard to discs.

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I'd like to see bolt-thru axles become the standard for disc equipped road bikes, this is one area the MTB industry has really stolen a march on the road side. Hopefully now with Cookson at the UCI helm we can start to get some movement on this.

Because there is a pretty big marketing problem selling disk wheel bikes to racers if they are substantially less aerodynamic (apparently a disk brake increases drag about the same amount an expensive aero rim reduces it). Also, since aero wheels are such big sellers, manufactures won't be happy if disk brakes kill the aero wheel market. You could still sell "aero" disk wheels, but once people realise they are a croc, what might happen to sales? From the noises the UCI has made about disk brake bikes and rim brakes being supposedly "incompatible" there is perhaps some thought of an agenda to "fix" the problem by outlawing rim brakes. There is obviously a big risk of consumer backlash against this, so maybe there is pressure to hold off until aero disadvantage of disk brakes can be eliminated or at least mitigated by technical advances. This looks to be a big ask from a technical point of view since the consensus seems to be that road bikes need better cooling for disk brakes than mountain bikes, (better cooling=more drag). For an example of this check out shimano road disk brakes with frilly (drag inducing) coolers on inside edge of the disk. http://brimages.bikeboardmedia.netdna-cdn.com/wp-content/uploads/2013/06...

Concentrating the mass around the axle and "liberating" the rim for better aero designs is a godsend for manufacturers. They should at the same time revisit the 700C wheel size. They did in MTB, and found out that mountain bikers immediately embraced the new standards because they were that much superior, without any downside. Consumers will be ruffled at first, but soon appreciate the massive improvement. The bigger picture is that these technologies will then soon trickle down for all of us to enjoy. Therefore, the sooner disk brakes are introduced in road racing, the better.

You actually think that the aero difference between a (for example) 30mm rim with rim braking surface vs a smooth disc-only rim shape makes a measurable difference? There's WAY too much turbulence coming off the spokes in the same area for that to have any level of practical difference.

And you are suggesting that the change from 26" to 29" was anything other than pure hype and convenience?

No downside?

You live in fairy land dude.

Bigger rims means dramatically increased rotational mass - maybe not noticeable on a scale, but definitely the tire has an effect. That can work for you (on a long flat or rough road) or against you (climbs, start-stop technical trails). However, a 29" rim is going to have a harder time being as rigid and as strong as a 26". Which is why so many went back to 27.5" (which is most of the way back to 26 due to the effects of pi).

The primary reason for the change to 29 was to create a 'sideways step', to stimulate growth in bicycle sales during an economic downturn (where luxuries are the first to go). They already had the molding and the math for the 29" standard, so it was a low-cost switch. The change to 27.5 was half retcon and half "let's do that again, but this time, I want to be 'first', similar to the tapered head tubes standard.

In order to move to a larger standard than 700c, wheel makers would need a ton of new molding costs. Maybe new rim tape, new jigs for rim builders, new jigs for spoke builders. Bigger hoops either means higher tension or floppier wheels. Higher tension spokes might require bigger nipples. Bigger nipples means bigger nipple holes and beefier (heavier) rims.

And all for what benefit? Everything that MTB got from 29" was give/take anyhow (higher rotational mass or floppy wheels and more cracking at the spoke holes, etc). Naw. Road wheels won't be getting a new size anytime soon.

Physics is a thing. Marketing is another. I can see which one you have more time for. (ps, it's Entropy)

eschelar wrote: Lol. You actually think that the aero difference between a (for example) 30mm rim with rim braking surface vs a smooth disc-only rim shape makes a measurable difference? There's WAY too much turbulence coming off the spokes in the same area for that to have any level of practical difference. And you are suggesting that the change from 26" to 29" was anything other than pure hype and convenience? No downside? You live in fairy land dude. Bigger rims means dramatically increased rotational mass - maybe not noticeable on a scale, but definitely the tire has an effect. That can work for you (on a long flat or rough road) or against you (climbs, start-stop technical trails). However, a 29" rim is going to have a harder time being as rigid and as strong as a 26". Which is why so many went back to 27.5" (which is most of the way back to 26 due to the effects of pi). The primary reason for the change to 29 was to create a 'sideways step', to stimulate growth in bicycle sales during an economic downturn (where luxuries are the first to go). They already had the molding and the math for the 29" standard, so it was a low-cost switch. The change to 27.5 was half retcon and half "let's do that again, but this time, I want to be 'first', similar to the tapered head tubes standard. In order to move to a larger standard than 700c, wheel makers would need a ton of new molding costs. Maybe new rim tape, new jigs for rim builders, new jigs for spoke builders. Bigger hoops either means higher tension or floppier wheels. Higher tension spokes might require bigger nipples. Bigger nipples means bigger nipple holes and beefier (heavier) rims. And all for what benefit? Everything that MTB got from 29" was give/take anyhow (higher rotational mass or floppy wheels and more cracking at the spoke holes, etc). Naw. Road wheels won't be getting a new size anytime soon. Physics is a thing. Marketing is another. I can see which one you have more time for. (ps, it's Entropy)

From your comments, it beccomes obvious that you rely on hear-say rather than own experience. MTBers have now 2 formats to chose from, 27.5 for trail, 29 for XC. I picked-up a 29er because I love long excursions in the rough. Try one and then blush at what you wrote.

Technological advances have made larger radius, light and stiff, tubeless ready MTB wheels possible. Actually the diameter of a 29 inch wheel is the same as that of 700C, MTB tires are much larger, making the whole MTB wheel bigger. The same advances could be applied to larger diameter road wheels. I do not pretend that the benefits are as huge as the switch from 26 to 29, still I would like to hear from a knowledgeable source if 700C still represents the optimal size from a technical point of view. Curiosity is the driver of progress.

Road wheel aerodynamics are in their infancy. The removal of the constraint of having to cope with rim brakes opens up new possibilities for rim shapes and surfaces. The world of physics is richer than you think.

And yes, more wheel sizes increase entropy.

noether wrote: Concentrating the mass around the axle and "liberating" the rim for better aero designs is a godsend for manufacturers.

Exactly what part of the brake track is not aerodynamic? What would you put in it's place that's more aerodynamic than it already is?

Both Joemmo and Streamliner have probably like me experienced the transition in MTB from rim brake to disc brake to disk brake with thru-axle. These breakthrough technologies have now trickled down to entry level MTBs for all to be enjoyed.

The difference with road cycling? MTB is not ruled by the (still?) totally corrupt UCI, more interested in bakshish than in advancing the sport and/or protecting the athletes. It is truly amazing and a case study how a sport governing body can inflict so much harm on that sport.

The only concern about disk brakes of the reformed(?) UCI that I read about in these columns is "freinage à 2 vitesses". Wow, disk brakes are so more powerful and flexible than rim brakes that the mix of the 2 standards might cause havoc in the peloton. My guess is that once the UCI gives the green light, the whole peloton will convert at once and rim brakes will be relegated to the past. Buyers of rim braked bling bikes, beware!

I think this is a debate which will soon pass and disks will be everywhere you look on road bikes, just like they are on mountain bikes.

When I moved to hydraulic disks on my mtb (ten years ago...) the performance benefit was absolutely massive, and I've never looked back.

You get: much more power, nicer lever feel, consistency in all conditions, lower maintenance, no compromised rim design for needing a brake surface, no wearing out your expensive rims, I could list more.

The market is led by performance improvements - for me the improvements are stark!

My only question is, what is taking so long?

Pourquoi pas 'le Disque?

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• Domane SL 6 eTap Gen 4

Trek Domane SL 6 eTap Gen 4

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2019 Trek Domane SL 7 Disc

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Biggest tires you've put on your Domane?

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I asked Trek that question a month ago. There answer was 28's are okay, but tight and forget fenders. I believe the issue is the rear brake caliper is the tight zone. I'm running 25's on mine, and they measure just shy of 26 mm wide @ 115 psi on the rear.  

ibericb said: @ 115 psi on the rear. Click to expand...

200 lbs - total weight me + bike + gear + bottles ~ 223. The ref I use for a starting point puts my target inflation ~ 110-115 for the rear at 55-60% weight on the rear (123 - 134 lbs). By trial and error, 115 psi on a 700x25 tire feels right to me. I inflate the front to 95 psi.  

What size tire can you put on the Domane Disc? It looks like Massive Clearance - 32 or 35mm?  

The chain stay width near the tire doesn't change between canto and disc brakes. So, a 28.  

Trek Domane Disc can go up to 30mm.. Trek Domane Disc 6.9 long-term review I run 25mm tubeless on mine.  

Well, when I get around to building up some Hed Belgium+ rims for the bike it'll be interesting to see what I can put on there. 25mm rims and 28mm tires would be the dream, because my Domane gets a lot of the adventurous stuff that my other bikes don't see. Anyone else put 28c tires on theirs?  

It's been done .  

I was going to post, but that link is me posting. LoL. I am still running my 28c Gators and still loving them.  

I am currently running 32 on the front and 28 on the back of a 6 series frame. Both are Bontrager AW 2s, mounted on Aeolus 3 rims. I haven't tried a 32 on the back yet but it looks like it will be a close call. Brake calipers are not an issue at all--SRAM hydro rim brakes.  

Wow! That 32 on the front looks like a very tight fit.  

You're right. In the picture it does, but the wheel goes on and off pretty easy, clears the brake pads, and has never rubbed. Actually, this set-up has a bit more clearance than trying to run 25s on my Bianchi 928. The recommendation to try this combo came from a very solid source. I'm about 3 mos. into the experiment, have seen a fair bit of gravel, rain and even some snow, and will probably ride them through the winter at least. If nothing else, dropping down to a light and skinny racing slick will give me a psychological boost for spring climbing season.  

I am running Conti GP4000s 28mm on my Domane 4.5 Disc. They actually measure about 31mm on the stock rims. At 90psi they are a fantastic smooth and fast tyre for this bike on rough roads. I did about 5000km on a set of Bontrager AW3's also in 28mm. They were good but the GP4000 's are better. It's a much larger tire despite them both being 28mm. I doubt they would fit a rim brake model. They are a very good match for this bike.  

I tried to get 28s (Conti 4000 GPII) on my Domane 5.2. The front Ultegra brakes would not accommodate them. I went back to the Bontragers and have some Vittoria Paves (also 25s) for when the Bdontragers give up the ghost.  

I posted a thread as well but has anyone got 28's to work with fenders on a Domane Disc ?  

Depends what rim, tire and year of Domane you are running.  

Agree. 17 Domane SLR 6 disc. I like 28 and 32. Mostly running 28 Conti 4000 II on the stock al rims. Came with 32 Bontrager tires. I put them aside for now. Carbon rim set has 28 Schwab Pro on them. Plenty of room. 40's might not work but I haven't tried it yet. Winter I plan on swapping out some hub caps and trying a set of rims with 40'.  

No problem running WTB Exposure 30mm (tubeless) on my Trek Domane 6.9 Disc. Looks like I have clearance for a 32mm.  

Cheers mate. Anyone with a non disc Domane? What year model and what tires fitted it? #thanks  

I have a 2013 Domane 5.2 no disc and I run 28 Gatorskins...love it  

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