2016 trek boone 9

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Reviewed: 2016 Trek Boone 9 cyclocross bike

A race bike at a fair price point, the boone offers comfort, stiffness, and an excellent overall design, despite a few imperfections..

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MSRP for stock model: $4,500 MSRP for bike as tested (Aeolus 5 wheels): $6,550 Overall star rating: 4/5

Star ratings: Value: 4/5 Comfort: 5/5 Handling: 4/5 Acceleration: 4/5

What we like: Tight, quick steering; IsoSpeed decoupler adds comfort. What we don’t like: QR rear wheel; plastic cap covering decoupler broke almost immediately.

Trek has committed to IsoSpeed for 2016, and its proprietary decoupler has appeared in various iterations on many of its most popular dirt and pavement bikes. The Boone 9 is no exception: The IsoSpeed decoupler is built into the frame to help add a splash of comfort to what ultimately seems to be a very stiff frame. The idea behind IsoSpeed is to allow flex in the seatpost without compromising stiffness in the bottom bracket area. This allows for as much pedal power transfer as possible without shaking your fillings loose when you’re in the saddle.

We’ve put some miles on the Boone both on and off the race course, and overall, we found it to be an excellent race bike: quick steering, instant acceleration, and comfort to boot. But it’s got some imperfections that should be addressed on future versions of the Boone.

We’ve mentioned in other reviews that IsoSpeed works, and this is the case with the Boone 9 as well: The decoupler quiets chattery courses so you can concentrate on pedaling hard and strategizing your next move around the guy ahead of you in the chicanes. We were a bit surprised, though, to see how quickly the bolt within the decoupler loosened. It took about five hard rides before we heard a noise and found that the bolts were not tight. The plastic cover, too, worked loose almost immediately and cracked. It’s a decorative piece, so no big deal in terms of functionality, but aesthetics matter when you’re paying this much for a bicycle. Once tightened, the decoupler didn’t work loose again.

Trek has added a thru-axle fork for 2016, though it stuck with a quick-release rear, a contentious choice when the stiffer 142×12 option is now available on so many bikes in this category. Aside from that complaint, the frame is spot-on: The geometry feels fairly compact, avoiding that long, laid-out position common on race CX bikes, which can compromise quick steering; the frame is, subjectively, quite stiff in the bottom bracket (we did not send this bike to the VeloLab for testing).

Despite all that stiffness, the Boone rarely feels harsh, which is likely attributed to the IsoSpeed. Up front, our best guess is there’s enough flex in the fork and head tube to keep the ride comfortable, but the thru-axle provides quick, accurate steering.

Our test bike came with Bontrager’s Aeolus 5 D3 TLR Disc wheels, which are not stock on this model, and while they’re stiff wheels that offer tubeless versatility, it isn’t worth pillaging your wallet for them. Tubeless-ready clinchers will run you $2,850 aftermarket for the set, while tubulars will set you back $2,400. We rode the clinchers with tubeless tires, and the set-up was ideal for many conditions but not necessarily the race course. You won’t get the low tire pressures you can with tubulars, but the peace of mind that came with tubeless, knowing punctures wouldn’t likely be an issue on terrain riddled with goat heads, definitely helped. Tubeless isn’t about to overtake tubulars in terms of overall usability and performance on the ‘cross course, so if really low pressures are your thing, or you fear burping a tire, you might want to consider the tubular version instead. For our money, we’d stick with Zipp 303 tubular discs, which are just as stiff, weigh slightly less, and actually cost less.

While Trek could stand to iron out a few kinks with the IsoSpeed, and the rear axle really should be a 142×12 thru-axle, the Boone 9 is an agile and fast racer that hits a price point lower than similar bikes in the category. We’d stick with the stock wheels to keep the price down, and invest in some tubulars for serious racing, but otherwise, out of the box the Boone 9 is serious about reaching the podium.

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Trek Boone 9 Disc Cyclocross Bike 2016

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Sitting a top Trek's illustrious cyclocross range, the Trek Boone 9 Disc Cyclocross Bike 2016 is as good as it gets.

Developed with the master of cyclocross, Sven Nys, this is lighter, faster and smoother than ever. This is thanks to Trek's supreme 600 Series OCLV carbon, IsoSpeed decoupler and BB90. Full Shimano 6800 Ultegra 11-speed components with Shimano RS685 hydraulic disc brakes guarantees the best performance.

The range topping Trek Boone 9 Disc Cyclocross Bike 2016 really is a thing of beauty. Designed with the help of Sven Nys, and all of his 140 competitive race victories, Trek have been able to improve on an bike that was already a world leader. Now you are getting a lighter, faster and smoother cyclocross bike.

Working with Nys, and other professional riders has enabled Trek to give you a race ready machine with the CX geometry produced in Trek's supreme 600 Series OCLV carbon to match.

The carbon forks are designed to offer a large tyre clearance, allowing you to ride a multitude of different tyre sizes. For this model the carbon fibre even extends to include the steerer. Another performance orientated feature is the cable routing, which reduces friction for the sharpest actuations in all conditions. The routing is even compatible with electronic groupsets, with no requirement for unsightly cable ties or tape.

All forms of riding are catered for by the post mounted Shimano RS685 hydraulic disc brakes with 160 millimetre rotors. Hydraulic units are at the forefront of this braking revolution, sweeping the cycling industry, with unprecedented braking force and modulation. This improved stopping power has necessitated the incorporation of a 15 millimetre front through axle to give you the most precise steering and control. Do not worry though, the quick release feature still allows for rapid wheel changes.

Another exciting feature is the IsoSpeed technology that allows you to take on any terrain. To accomplish this in comfort, Trek have designed the seat tube to be able to rotate separately from the top-tube-to-seatstay junction. This provides vertical compliance at twice the level of any other bike. This means you will be able to ride flat out for more time than anyone else. Comfort is further enhanced by the No-cut Ride Tuned seatmast to keep you in top form. For the Boone 9, this technology has been extended to the Bontrager Race Lite IsoZone handlebar. Your hands are particularly vulnerable, so the 20% reduction in vibration displacement is a welcome addition to reduce fatigue and to improve control.

It is also brilliant to see that this years model has stepped up to 11-speed thanks to the excellent Shimano Ultegra 6800 groupset. This is finished off with Bontrager Race Lite components, for added comfort and a lightweight setup as well as Bontrager Affinity Elite Tubeless Ready wheels that offer bulletproof reliability, roll incredibly well and are lightweight. Most importantly they are tubeless ready, so no messing around with a tubeless conversion.

This bike is clearly set up as a race ready cyclocross machine, crying out for you to pin on a race number. However, it would be equally at home as a tough commuter, with the vanishing mudguard mounts allowing you to install a set of mudguards for all weather riding.

• Carbon fibre cyclocross bike
• 600-Series OCLV carbon fibre
• Full carbon fibre fork with carbon steerer
• CX race geometry
• Adjustable, performance internal cable routing (electronic groupset ready)
• IsoSpeed decoupler and fork with IsoZone handlebar
• Rear carbon dropouts
• Ride Tuned seatmast
• 11-speed full Shimano Ultegra 6800 groupset
• 3S integrated chain keeper to keep you riding
• Powerful and dependable Shimano RS685 hydraulic disc brakes

Upgrades from Trek Boone 5 Disc

• Full Shimano Ultegra drivetrain
• Bontrager Affinity Elite TLR wheelset
• Full carbon fork with carbon steerer
• Bontrager Paradigm RL saddle with hollow Ti rails
• Bontrager Race Lite IsoZone handlebar

Specification:

FRAME Trek 600 Series OCLV Carbon, IsoSpeed, Ride Tuned seatmast, E2 tapered head tube, Weather Sealed, BB90, internal control routing, 3S chain keeper, disc balanced post mount, hidden mudguard mounts

FORK Trek IsoSpeed Cross carbon disc, carbon E2 steerer, 15mm thru-axle

HEADSET FSA Integrated, sealed cartridge bearings, 1-1/8" top, 1.5" bottom

STEM Bontrager Race X Lite, 31.8 mm, 7-degree

HANDLEBARS Bontrager Race Lite IsoZone, VR-CF, 31.8 mm

TAPE Bontrager gel cork tape

FRONT BRAKE Shimano RS685 hydraulic disc, 160 mm rotors

REAR BRAKE Shimano RS685 hydraulic disc, 160 mm rotors

FRONT DERAILLEUR Shimano Ultegra 6800, braze-on

REAR DERAILLEUR Shimano Ultegra 6800, 11-speed

SHIFT LEVERS Shimano RS685 hydraulic, 11-speed

CASSETTE SShimano Ultegra 6800, 11-28, 11-speed

CRANKSET Shimano Ultegra 6800

CHAINRINGS 46/36T

WHEELSET Bontrager Affinity Elite Tubeless Ready, 15 mm front

TYRES Bontrager CX3 Team Issue, aramid bead, 120 tpi, 700 x 32c

SADDLE Bontrager Paradigm RL, hollow titanium rails

SEATPOST Bontrager Ride Tuned carbon seatmast cap, 20 mm offset

Image shown for representation of colour way only, specification subject to change at any time. Bicycles do not come with pedals unless otherwise specified.

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

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

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Bike Test: Trek Boone 9 Disc

Since the first day we experienced Trek’s IsoSpeed decoupler featured on the Domane road bike, we’ve always felt the suspension system would make great sense on a ’cross or gravel bike. Apparently, the engineers at Trek were thinking the same thing. Trek’s proprietary decoupler is a pivot point located on the top tube just in front of the seat tube, which allows 33mm of movement in what would normally be a fixed joint between the two tubes. This allows greater vertical compliance of the seat tube (when the saddle is weighted) without any downside that we’ve found, other than the approximate the 50 grams in weight it adds.

Compared to the Domane, the only difference between the two decouplers is their location on the frame, with the Boone’s being mounted in line with the top tube so the bike could be shouldered more comfortably. Also aiding in the bike’s compliance at the saddle is the same Ride Tuned seat mast design used on Trek’s other high-end bikes.

Four models of the Boone are available— two with disc brakes (Boone 9 Disc, Boone 5 Disc) and two without (Boone 9, Boone 7). Thru-axles failed to make their way onto the Boone disc models since Trek feels that racers would prefer the lighter-weight quick-release skewers.

Geometry is in line with traditional cyclocross numbers that give it a bottom bracket drop of 6.8cm (56cm size frame) for better pedal clearance compared to the 7cm drop commonly found on road bikes. The numbers round out with a long 102cm wheelbase, a 73.6-degree seat angle, and a relaxed head tube angle of 72 degrees. The fork itself uses Trek’s E2 taper that goes from 1 1/8-inch at the top to 1 1/2-inch diameter at the crown. Since cyclocross bikes are often purchased because of their versatility rather than just their merits on the racecourse, Trek gave the Boone hidden fender mounts and a second bottle-cage mount, in addition to internal cable routing that’s fully compatible with mechanical and electronic drivetrains.

With all four of the Boone models receiving the same 600 Series-grade carbon, it’s simply the parts spec list that separates them. Our Boone 9 Disc represents the highest-end model in the line, and comes equipped with a Shimano Ultegra Di2 group with RS785 hydraulic disc brakes and a fantastic wheelset in the HED Ardennes+ that uses a 25mm outer rim width for exceptional tire sidewall support, which is especially important with wide ’cross tires. The hubs use Shimano’s Centerlock design with 160mm IceTech rotors mounted to them.

The smaller details of the build are definitely oriented to a true cyclocross setup rather than an all-around gravel/ adventure bike, with the 46/36 gearing up front and the narrow 32c knobby tires. Out on the racecourse, 32c tires may well be the ideal width, but when it comes to dirt road or singletrack riding, they’re simply not enough to enjoy the ride. Switching to a 35c semi-slick at the same tire pressure made a noticeable improvement in handling and comfort. Tire clearance allows up to a 38c tire to be used.

Since our review took place before the cyclocross season kicked off, much of our ride time on the Boone 9 took place on dirt roads rather than the racecourse itself. Regardless, things like its low weight are going to be equally advantageous whether you’re accelerating out of a corner in a race or climbing a hill on a gravel ride.

Where the Boone shone brightest, though, was when the conditions deteriorated into rough, pocked terrain. We could stay in the saddle and maintain power through bumps that would otherwise prove too rough. The IsoSpeed decoupler did more than just take the edge off the bumps; it dramatically smoothed out the terrain. In a ’cross race, being able to pedal through choppy corners while having the rear wheel follow the ground’s contours rather than bouncing is going to be a distinct advantage. Out of the saddle the Boone felt stiff in the front end when sprinting up to speed; although, just as thru-axles gave the Domane Disc a noticeable improvement in stiffness, we’re sure the same would hold true for the Boone.

THE VERDICT

Trek nailed it with the Boone. It’s an impressively efficient bike that benefits greatly from the IsoSpeed decoupler. No other ’cross bike we’ve ridden shares the Boone’s ability to be pedaled through the rough stuff. The parts spec’d on the Boone 9 are some of the best options available, especially when it comes to the HED Ardennes+ wheels. For us, dirt road riding was improved by going to a wider tire with greater air volume than the 32c race tires that come stock. The Boone series starts with the Boone 5 at $2839.99.

Price: $6299.99, $2299.99 (frameset)

Weight: 18.3 pounds

Sizes: 50, 52, 54, 56 (tested), 58, 61cm

See this bike and more at trekbikes.com

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Exclusive: Trek Boone 9 Disc first ride review

Isospeed 'decoupler' a game changer for cyclo-cross.

You can trust Cyclingnews Our experts spend countless hours testing cycling tech and will always share honest, unbiased advice to help you choose. Find out more about how we test.

This article originally published on BikeRadar

One of our first thoughts after we first tried Trek's Domane endurance road bike was that its bump-leveling IsoSpeed 'decoupler' would be fantastic on a cyclo-cross machine. That day has now come with the introduction of the Boone . BikeRadar got an exclusive first ride on the top-end Boone 9 Disc model and after racing it at the 2014 US Cyclo-cross Nationals, we can confidently declare that this thing is a legitimate game changer.

Ride and handling: smoother = faster

We took delivery of the bike on a Saturday and raced it at the US National Championship just four days later on what turned out to be a very bumpy, slick and technically challenging course. Though the Boone would likely be a fine machine without IsoSpeed, it's that unique mechanical pivot at the seat cluster that defines and absolutely dominates this bike's ride and performance characteristics.

In combination with the integrated seatmast, IsoSpeed allows the entire seat tube to flex much more than usual under impact. The affect on comfort, rider freshness, pedaling efficiency, and traction is real and dramatic. It's akin to running clinchers with 30psi versus tubulars at 25psi – it's that profound.

The rear end of the Boone isn't just less jarring; it's silly smooth. On one section of the course that was straight but disruptingly bumpy, we were able to stay comfortably seated and continue to apply power, whereas we would have been forced to stand and/or coast on other 'cross bikes. This, of course, pays dividends in terms of speed, but it also left us feeling fresher at the end of the race than we expected. And in the specific case of cyclo-cross, the slight give in the seatmast made for gentler remounts, too.

Not only were we able to more consistently apply power, but we also discovered benefits in terms of rear wheel traction. One particularly tricky corner – the treacherous 'Pete's Plunge' – was very off-camber, slick, and littered with grassy lumps covered in melting snow and mud. Grip and stability were of the utmost importance here and the Boone supplied both in spades. Even with not-so-supple clinchers installed, all we had to do was stick a leg out, maintain weight on the saddle, and basically rail it while many others around us were forced to tip-toe through the corner to avoid sliding out.

We can't really think of any drawbacks to incorporating the IsoSpeed decoupler, either. According to Trek, the system only adds about 50g, there's no undue bounciness, and no negative affect on overall frame stiffness that we could notice. Riders who might be worried that the Domane's ultra-smooth ride might be a little too soft on the Boone shouldn't worry, either, as the pivot point has been repositioned to be more inline with the seat tube to firm it up slightly while still being incredibly effective.

Just as we found on the Domane, though, there is a slightly unbalanced feel as the front end just doesn’t level out the ground as well as the rear – which isn't surprising since there's no mechanical pivot like there is out back. Nevertheless, Trek has still done a very good job making the most of a conventional setup with dramatically curved fork blades terminating in rear-reaching aluminum tips to maintain a proper rake. While the impact isn't as big, the slender fork does still offer a notably smooth ride when compared to most tapered carbon 'cross forks – particularly ones with huge crowns and oversized blades.

Even ignoring the fantastic IsoSpeed benefits, there's a lot to like here. Frame geometry is wholly lifted from the aluminum Crockett and it's fantastic. The low bottom bracket is stable and confident through corners, the front-end geometry is both agile at low speeds and calm at high speeds, and in general the bike seems more than happy to attack slippery corners.

Overall stiffness is very good, too. The Boone is quick to respond when you apply the power and the solid front end contributes to the predictable handling, especially when the ground is slick.

Mud clearance is also generous throughout thanks to the widely set chain stays and the broad stance of fork crown. There are no bridges on the seat stays or chainstays, either, and there's absolutely no shelf whatsoever behind the bottom bracket on which mud and debris can collect. With true-to-width 32mm tires installed, we measured no less than 15mm of space around the fork and seatstays and a still-ample 10mm between the sidewalls and chainstays.

Frame: a Domane adapted for the dirt

In many ways, the Boone's carbon fiber frame is simply a Domane that has been rejiggered for use on a 'cross course with extra clearances, revised geometry, and the aforementioned modified IsoSpeed pivot leverage ratio. Of course, our disc-specific test bike also adds post mount tabs at the fork and on the chainstay.

Many of the tube profiles are quite similar, too, with mostly organic shapes throughout and few abrupt edges to speak of.

The Boone has clean lines and a shoulder-friendly top tube

Not surprisingly, the Boone also has similar frame features, including an extra-wide BB90 bottom bracket shell and tapered 'e2' 1 1/8-to-1 1/2in head tube – both with drop-in bearings – Trek's usual no-cut integrated seatmast, and convertible internal routing that can be used with either mechanical or electronic drivetrains.

Trek has taken some impressive steps toward versatility and component integration, too. In addition to the hidden full fender mounts and dual bottle bosses (which isn't always a given on top-shelf 'cross bikes), there's even a dedicated pocket inside the bottom of the seat tube to affix an internal-style Shimano Di2 battery. Given that the charge port for Shimano's latest electronic drivetrains now conveniently resides on the box beneath the stem, most users will likely never need to access that Li-ion pack at all – and if they do, they'll just have to remove the crank and bottom bracket cover to get to it.

We do have to take issue with Trek's claim that the Boone frame is "weatherproof". While the integrated seatmast design does eliminate the usual entry point for water, the access ports for the brake and derailleur lines are hardly hermetically sealed. Water will eventually get into this thing, especially if you plan on regularly using a power washer, but at least there's a drain hole down at the bottom.

We haven't had a chance to tear down our test bike for actual frame and fork weights, but Trek claims 1,000g for the former and 400g for the latter. Our disc-specific fork will certainly weigh more, however, given the aluminum steerer instead of the rim brake version's full carbon fiber construction.

Equipment: Awesome Ultegra Di2 transmission, fantastic brakes, great wheels

Our top-end Boone 9 Disc tester came well-equipped for 'cross duty with a Shimano Ultegra Di2 electronic transmission, the company's new R785 hydraulic disc brakes , and a full complement of Bontrager finishing kit. Surprisingly, though, the Bontrager was not applied to the wheels, which instead come from HED in the form of its fantastic Ardennes Plus Disc tubeless-ready clinchers.

Much as we love Di2 on the road, we're of a slightly mixed opinion for 'cross. As usual, shifts are robotically precise and consistent regardless of conditions. Simply push the button and you're rewarded with a perfect shift every time.

That being said, the small buttons are especially tough to feel with full-fingered gloves – more so when it's cold or bumpy – and there's still barely any tactile feedback, particularly since the shifts themselves are so flawlessly (and fluidly) executed. The Ultegra Di2 variant is also a bit heavy, which generally doesn't create much of an issue until it's time to pick the bike up for barriers and run-ups – which in the case of the US National Championship course was 3-4 times per lap.

Total weight for our 52cm test sample was 8.08kg (17.81lb) without pedals – hardly a boat anchor but not nearly as light as it could be with a mechanical drivetrain.

We were quite willing to deal with that slight increase in weight, however, as it's currently the only way to get into Shimano's utterly amazing R785 hydraulic disc brakes. Just as with the company's off-road brakes, these offer a light and silky smooth lever feel, outstanding power, and fantastic fingertip control that allowed us to consistently flirt with the limits of traction. They also run virtually silently, even when wet, and given the full-hydraulic design self-adjust for pad wear (which is critical for 'cross racers who regularly tackle wet conditions). Trek specs 160mm rotors front and rear but both ends will accept 140mm ones.

The HED wheels may have been a surprise but they're a pleasant one. The wide-profile rims (20mm internal width) provide a great foundation for bigger tires, they offer confidence-inspiring stiffness, and the front and rear grease ports are a godsend after soupy races.

The matching Bontrager CX3 tires, however, were more of a mixed bag. On the one hand, the aggressive tread pattern is awesome in slippery conditions with stout knobs that bite hard even when there's little traction to be had. However, the casing is surprisingly stiff – and thus, noticeably slow-rolling – for a 120tpi tire and we expected them to measure wider than their 32mm printed width given the extra-wide rims on which they were mounted.

Also, while we applaud Trek for including tubeless-ready wheels, the tires use standard tube-type beads and don't readily seal. We had to add a second layer of Gorilla Tape on top of the stock adhesive rim films in order to get a reliably tight fit. Thankfully, tires are such a location- and conditions-specific item that you'll likely need to switch to something else anyway.

Otherwise, the rest of the Bontrager gear do their respective jobs competently and without complaint. The Race Lite IsoZone aluminum bar features a comfy bend and genuinely effective under-tape foam padding, the matching forged aluminum Race X Lite stem is suitably stiff and secure, and the Evoke 3 saddle is reasonably light and comfy – solid and dependable stuff all around.

At least for now, UK customers will unfortunately be limited to the mid-range Boone 5 Disc (£2,400) complete bike and the rim brake-specific frameset (£1,750).

The verdict: Only once in a great while does a bike come along that truly changes the game. The new Boone does just that. The IsoSpeed 'decoupler' offers an uncannily smooth ride that no other 'cross bike can match at the moment, and the performance benefits it imparts are real and significant. While we have some issues with the spec, they're relatively minor and don't significantly take away from what is otherwise an utterly incredible bike for hitting the barriers.

Price: US$6,299 Weight: 8.08kg (17.81lb, 52cm, complete, without pedals Available sizes: 50, 52 (tested), 54, 56, 58, 61cm Highs: IsoSpeed 'decoupler' offers amazing ride quality and traction benefits, great geometry, precise Di2 transmission, awesome full-hydraulic disc brakes, solid workhorse wheelset Lows: A bit heavy, slow-rolling and narrow tires BikeRadar verdict: 5 stars More information: www.trekbikes.com

Complete bike specifications

Frame: Trek Boone Disc Fork: Trek IsoSpeed Cross carbon disc Headset: FSA Orbit integrated, 1 1/8-to-1 1/2in tapered Stem: Bontrager Race X Lite Handlebars: Bontrager Race Lite IsoZone Tape/grips: Bontrager Gel Front brake: Shimano BR-R785 hydraulic disc w/ 160mm SM-RT99 Freeza rotor Rear brake: Shimano BR-R785 hydraulic disc w/ 160mm SM-RT99 Freeza rotor Brake levers: Shimano STI Dual Control ST-R785 Front derailleur: Shimano Ultegra Di2 FD-6870 Rear derailleur: Shimano Ultegra Di2 RD-6870 Shift levers: Shimano STI Dual Control ST-R785 Cassette: Shimano Ultegra CS-6800, 11-28T Chain: Shimano Ultegra CN-6800 Crankset: Shimano Ultegra FC-6800, 46/36T Bottom bracket: Trek BB90 integrated Pedals: n/a Wheelset: HED Ardennes Plus Disc Front tyre: Bontrager CX3 Team Issue, 700x32c Rear tyre: Bontrager CX3 Team Issue, 700x32c Saddle: Bontrager Evoke 3 Seatpost: Bontrager Ride Tuned Carbon seatmast

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Exclusive: Trek Boone 9 Disc first ride review

IsoSpeed 'decoupler' is a game changer for cyclocross

James Huang/Future Publishing

James Huang

One of our first thoughts after we first tried Trek's Domane endurance road bike was that its bump-leveling IsoSpeed 'decoupler' would be fantastic on a cyclocross machine. That day has now come with the introduction of the Boone . BikeRadar got an exclusive first ride on the top-end Boone 9 Disc model and after racing it at the 2014 US Cyclocross Nationals, we can confidently declare that this thing is a legitimate game changer.

• Highs: IsoSpeed 'decoupler' offers amazing ride quality and traction benefits, great geometry, precise Di2 transmission, awesome full-hydraulic disc brakes, solid workhorse wheelset
• Lows: A bit heavy, slow-rolling and narrow tires

Ride and handling: smoother = faster

We took delivery of the bike on a Saturday and raced it at the US National Championship just four days later on what turned out to be a very bumpy, slick and technically challenging course. Though the Boone would likely be a fine machine without IsoSpeed, it's that unique mechanical pivot at the seat cluster that defines and absolutely dominates this bike's ride and performance characteristics.

We wasted little time pulling the Boone out of the box and getting it on to the race course

In combination with the integrated seatmast, IsoSpeed allows the entire seat tube to flex much more than usual under impact. The affect on comfort, rider freshness, pedaling efficiency, and traction is real and dramatic. It's akin to running clinchers with 30psi versus tubulars at 25psi – it's that profound.

The rear end of the Boone isn't just less jarring; it's silly smooth. On one section of the course that was straight but disruptingly bumpy, we were able to stay comfortably seated and continue to apply power, whereas we would have been forced to stand and/or coast on other 'cross bikes. This, of course, pays dividends in terms of speed, but it also left us feeling fresher at the end of the race than we expected. And in the specific case of cyclocross, the slight give in the seatmast made for gentler remounts, too.

Not only were we able to more consistently apply power, but we also discovered benefits in terms of rear wheel traction. One particularly tricky corner – the treacherous 'Pete's Plunge' – was very off-camber, slick, and littered with grassy lumps covered in melting snow and mud. Grip and stability were of the utmost importance here and the Boone supplied both in spades. Even with not-so-supple clinchers installed, all we had to do was stick a leg out, maintain weight on the saddle, and basically rail it while many others around us were forced to tip-toe through the corner to avoid sliding out.

We can't really think of any drawbacks to incorporating the IsoSpeed decoupler, either. According to Trek, the system only adds about 50g, there's no undue bounciness, and no negative affect on overall frame stiffness that we could notice. Riders who might be worried that the Domane's ultra-smooth ride might be a little too soft on the Boone shouldn't worry, either, as the pivot point has been repositioned to be more inline with the seat tube to firm it up slightly while still being incredibly effective.

Not only does the IsoSpeed decoupler take the edge off, it also improves traction

Just as we found on the Domane, though, there is a slightly unbalanced feel as the front end just doesn’t level out the ground as well as the rear – which isn't surprising since there's no mechanical pivot like there is out back. Nevertheless, Trek has still done a very good job making the most of a conventional setup with dramatically curved fork blades terminating in rear-reaching aluminum tips to maintain a proper rake. While the impact isn't as big, the slender fork does still offer a notably smooth ride when compared to most tapered carbon 'cross forks – particularly ones with huge crowns and oversized blades.

The slender fork legs take the edge of rough courses

Even ignoring the fantastic IsoSpeed benefits, there's a lot to like here. Frame geometry is wholly lifted from the aluminum Crockett and it's fantastic. The low bottom bracket is stable and confident through corners, the front-end geometry is both agile at low speeds and calm at high speeds, and in general the bike seems more than happy to attack slippery corners.

Overall stiffness is very good, too. The Boone is quick to respond when you apply the power and the solid front end contributes to the predictable handling, especially when the ground is slick.

Mud clearance is also generous throughout thanks to the widely set chain stays and the broad stance of fork crown. There are no bridges on the seat stays or chainstays, either, and there's absolutely no shelf whatsoever behind the bottom bracket on which mud and debris can collect. With true-to-width 32mm tires installed, we measured no less than 15mm of space around the fork and seatstays and a still-ample 10mm between the sidewalls and chainstays.

The Boone has ample mud clearance and no shelf on the bottom bracket shell to collect mud and debris

Frame: a Domane adapted for the dirt

In many ways, the Boone's carbon fiber frame is simply a Domane that has been rejiggered for use on a 'cross course with extra clearances, revised geometry, and the aforementioned modified IsoSpeed pivot leverage ratio. Of course, our disc-specific test bike also adds post mount tabs at the fork and on the chainstay.

Many of the tube profiles are quite similar, too, with mostly organic shapes throughout and few abrupt edges to speak of.

The Boone has clean lines and a shoulder-friendly top tube

Not surprisingly, the Boone also has similar frame features, including an extra-wide BB90 bottom bracket shell and tapered 'e2' 1 1/8-to-1 1/2in head tube – both with drop-in bearings – Trek's usual no-cut integrated seatmast, and convertible internal routing that can be used with either mechanical or electronic drivetrains.

Trek has taken some impressive steps toward versatility and component integration, too. In addition to the hidden full fender mounts and dual bottle bosses (which isn't always a given on top-shelf 'cross bikes), there's even a dedicated pocket inside the bottom of the seat tube to affix an internal-style Shimano Di2 battery. Given that the charge port for Shimano's latest electronic drivetrains now conveniently resides on the box beneath the stem, most users will likely never need to access that Li-ion pack at all – and if they do, they'll just have to remove the crank and bottom bracket cover to get to it.

The Boone has a wide BB90 bottom bracket shell

We do have to take issue with Trek's claim that the Boone frame is "weatherproof". While the integrated seatmast design does eliminate the usual entry point for water, the access ports for the brake and derailleur lines are hardly hermetically sealed. Water will eventually get into this thing, especially if you plan on regularly using a power washer, but at least there's a drain hole down at the bottom.

We haven't had a chance to tear down our test bike for actual frame and fork weights, but Trek claims 1,000g for the former and 400g for the latter. Our disc-specific fork will certainly weigh more, however, given the aluminum steerer instead of the rim brake version's full carbon fiber construction.

The rear brake line and Di2 cable are routed through ports on the top of the downtube

Equipment: Awesome Ultegra Di2 transmission, fantastic brakes, great wheels

Our top-end Boone 9 Disc tester came well-equipped for 'cross duty with a Shimano Ultegra Di2 electronic transmission, the company's new R785 hydraulic disc brakes , and a full complement of Bontrager finishing kit. Surprisingly, though, the Bontrager was not applied to the wheels, which instead come from HED in the form of its fantastic Ardennes Plus Disc tubeless-ready clinchers.

Much as we love Di2 on the road, we're of a slightly mixed opinion for 'cross. As usual, shifts are robotically precise and consistent regardless of conditions. Simply push the button and you're rewarded with a perfect shift every time.

The Ultegra Di2 transmission doesn't offer much in the way of tactile feedback, but it shifts with robotic precision each and every time

That being said, the small buttons are especially tough to feel with full-fingered gloves – more so when it's cold or bumpy – and there's still barely any tactile feedback, particularly since the shifts themselves are so flawlessly (and fluidly) executed. The Ultegra Di2 variant is also a bit heavy, which generally doesn't create much of an issue until it's time to pick the bike up for barriers and run-ups – which in the case of the US National Championship course was 3-4 times per lap.

Total weight for our 52cm test sample was 8.08kg (17.81lb) without pedals – hardly a boat anchor but not nearly as light as it could be with a mechanical drivetrain.

We were quite willing to deal with that slight increase in weight, however, as it's currently the only way to get into Shimano's utterly amazing R785 hydraulic disc brakes. Just as with the company's off-road brakes, these offer a light and silky smooth lever feel, outstanding power, and fantastic fingertip control that allowed us to consistently flirt with the limits of traction. They also run virtually silently, even when wet, and given the full-hydraulic design self-adjust for pad wear (which is critical for 'cross racers who regularly tackle wet conditions). Trek specs 160mm rotors front and rear but both ends will accept 140mm ones.

Shimano's R785 hydraulic disc brakes offer impressive performance even in the worst conditions

The HED wheels may have been a surprise but they're a pleasant one. The wide-profile rims (20mm internal width) provide a great foundation for bigger tires, they offer confidence-inspiring stiffness, and the front and rear grease ports are a godsend after soupy races.

The matching Bontrager CX3 tires, however, were more of a mixed bag. On the one hand, the aggressive tread pattern is awesome in slippery conditions with stout knobs that bite hard even when there's little traction to be had. However, the casing is surprisingly stiff – and thus, noticeably slow-rolling – for a 120tpi tire and we expected them to measure wider than their 32mm printed width given the extra-wide rims on which they were mounted.

The HED Ardennes Plus wheelset offers ample support for 'cross tires at low pressures

Also, while we applaud Trek for including tubeless-ready wheels, the tires use standard tube-type beads and don't readily seal. We had to add a second layer of Gorilla Tape on top of the stock adhesive rim films in order to get a reliably tight fit. Thankfully, tires are such a location- and conditions-specific item that you'll likely need to switch to something else anyway.

Otherwise, the rest of the Bontrager gear do their respective jobs competently and without complaint. The Race Lite IsoZone aluminum bar features a comfy bend and genuinely effective under-tape foam padding, the matching forged aluminum Race X Lite stem is suitably stiff and secure, and the Evoke 3 saddle is reasonably light and comfy – solid and dependable stuff all around.

Th e Bontrager Evoke 3 saddle is not the lightest option, but its a comfortable perch for remounts

At least for now, UK customers will unfortunately be limited to the mid-range Boone 5 Disc (£2,400) complete bike and the rim brake-specific frameset (£1,750).

The verdict: Only once in a great while does a bike come along that truly changes the game. The new Boone does just that. The IsoSpeed 'decoupler' offers an uncannily smooth ride that no other 'cross bike can match at the moment, and the performance benefits it imparts are real and significant. While we have some issues with the spec, they're relatively minor and don't significantly take away from what is otherwise an utterly incredible bike for hitting the barriers.

Complete bike specifications

• Frame: Trek Boone Disc
• Fork: Trek IsoSpeed Cross carbon disc
• Headset: FSA Orbit integrated, 1 1/8-to-1 1/2in tapered
• Stem: Bontrager Race X Lite
• Handlebars: Bontrager Race Lite IsoZone
• Tape/grips: Bontrager Gel
• Front brake: Shimano BR-R785 hydraulic disc w/ 160mm SM-RT99 Freeza rotor
• Rear brake: Shimano BR-R785 hydraulic disc w/ 160mm SM-RT99 Freeza rotor
• Brake levers: Shimano STI Dual Control ST-R785
• Front derailleur: Shimano Ultegra Di2 FD-6870
• Rear derailleur: Shimano Ultegra Di2 RD-6870
• Shift levers: Shimano STI Dual Control ST-R785
• Cassette: Shimano Ultegra CS-6800, 11-28T
• Chain: Shimano Ultegra CN-6800
• Crankset: Shimano Ultegra FC-6800, 46/36T
• Bottom bracket: Trek BB90 integrated
• Pedals: n/a
• Wheelset: HED Ardennes Plus Disc
• Front tyre: Bontrager CX3 Team Issue, 700x32c
• Rear tyre: Bontrager CX3 Team Issue, 700x32c
• Saddle: Bontrager Evoke 3
• Seatpost: Bontrager Ride Tuned Carbon seatmast

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Review: Trek Boone 9 Disc

Trek has gone and stirred things up in the realm of cyclocross with its premium line of carbon-fibre frame ’cross bikes.The Boone 9 Disc is the main offender. On paper, it may lull racers into a thinking that ’cross racing is now going to be easy. Technological advancements – such as Ultegra electronic shifting, hydraulic disc brakes, a super light frame and Trek’s IsoSpeed decoupler – seem as if they would take the edge off of a ’cross race. But, once the gun goes off, your lungs and legs will still scream. But, this is a fabulous bike to race and train on, or to just ride around. Cyclocross legend Sven Nys says it’s perfect.

Trek Boone 9 Disc

The frame geometry, dialed in with input from Trek rider Katie Compton, had little to no negative attributes. Just apply some power and hang on. The bottom bracket is one of the lowest I have ridden, which made for a stable feel. I needed less energy to get back on the saddle after a dismount.

The saddle was my biggest issue: I found it far too soft. Besides, I’m not interested in a plush seat. I wanted to feel how the IsoSpeed system helped rider comfort. After swapping the Bontrager Evoke 3 out for my firmer, personal favourite, I can say the stock saddle had nothing to do with the bike’s bump-diffusing ability. A proper remount doesn’t require a soft saddle, so ditch the couch cushion and practise getting back on smoothly. The shallow-drop handlebar was comfortable, but its 85-mm reach may be long for some riders.

The bike is equipped with 160-mm rotors front and rear, which a lighter rider may want to swap out for the 140-mm size to gain more modulation, at least on the rear end. The Hed wheels – which have easy-access grease ports in the hubs – accelerated well. Their width helps make the 32-mm tires feel larger, keep pinch flats at bay and lessen deflection when changing lines on uneven surfaces.

The frame has a slightly strange look, but every line and curve is based on functionality above esthetics.

The frame has a slightly strange look, but every line and curve is based on functionality above esthetics. For example, the down tube joins the 90-mm wide bottom bracket shell completely flush on the non-drive side to maximize power transfer and reduce mud accumulation.

The complete bike sells for $7,000. You can also get the Boone frameset for $2,499 and have a lot of fun building up a machine exactly the way you like it.

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What makes Trek special as a bike manufacturer?

• Innovation : Trek has a history of introducing innovative technologies and designs, such as their OCLV (Optimum Compaction Low Void) carbon fiber frames, IsoSpeed decoupler for enhanced comfort, and the ABP (Active Braking Pivot) suspension system.
• Wide range of products : Trek offers a diverse portfolio of bicycles catering to various riding styles and disciplines, including road, mountain, hybrid, electric, and kids' bikes.
• Quality and craftsmanship : Trek is known for producing high-quality bicycles using premium materials and skilled craftsmanship, ensuring durability and performance.
• Professional cycling presence : Trek sponsors professional cycling teams and athletes, such as the Trek-Segafredo men's and women's road teams, which helps showcase their products at the highest level of competition.
• Environmental and social responsibility : Trek has implemented various initiatives to reduce its environmental impact and promote cycling as a sustainable mode of transportation. They also support cycling advocacy and community outreach programs.
• Extensive dealer network : Trek has a wide network of authorized dealers worldwide, providing customers with access to professional services, support, and a strong brand presence.
• Community and advocacy : Trek actively engages in community events and advocacy for cycling infrastructure and policies, promoting biking as a healthy and environmentally friendly mode of transportation.

Used Bike Buyers Guide: Trek Domane Model History - From TPC's Magazine

Used bike buyers guide & model overview: trek émonda - from tpc's magazine, curated trek bike reviews.

• Boone Disc Frameset

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"True to its pro-racing roots with a UCI-approved frame and geometry that suits the European-style cyclocross courses that it spends a lot of time on."

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Trek Bicycles 2016 Cyclocross Boone and Crockett Models Revealed: Going to Thru Axle Forks

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Back in  Issue 25 , we reviewed the 2016 Trek Boone, complete with its IsoSpeed technology , and not long after, we were able to get an up-close look at the Pro Bike that sent Nys to take the win at CrossVegas .

Trek Bicycles has recently released a few details on their lineup for 2016 cyclocross bikes: The Boone and Crockett. The bikes still have their trademark IsoSpeed decoupler and frame geometry. Apart from colors and drivetrain package options, the key difference looks to be Trek’s investment into thru axle technology, moving to a 15mm thru axle front hub for 2016, although they will be keeping the rear as a quick release.

All of the race models shown in our slider below, including the framesets, come equipped with a carbon thru-axle fork. The aluminum Crockett 5 Disc and carbon Boone 5 Disc will come with an aluminum steerer. The remaining four disc models: The Crockett 9 Disc, Boone 9 Disc, Crockett Disc frameset and Boone Disc frameset, will feature full carbon thru-axle forks with carbon steerer tubes, shaving a full 120g off the weight.

Already have a Boone or Crockett Disc bike? Trek is also releasing an upgraded solid black full carbon fork you can use on the older bikes to replace quick release forks.

More concerned about color selection? Here’s what Trek has to say on the matter: “Through some highly scientific and complicated research, our engineers found that the new color schemes will give you 16.2% more heckles and a whopping 18.6% more handups during races. Trust us – we use science and stuff.”

Sizes available for all below models: 50, 52, 54, 56, 58, 61cm.

More info: trekbikes.com

Trek’s 2016 Boone Disc 9, with Shimano Ultegra, RS685 hydraulic brakes and a full carbon steerer tube. The bike will retail for $4,729.99  Photo from Trek Bicycles.

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2016 Trek Boone 9 Disc

• Serial: WTU139CT0054
• Manufacturer: Trek
• Model: Boone 9 Disc
• Primary colors: Black
• Frame Material: Carbon or composite

Distinguishing features

2016 Trek Boone 9 Disc Cyclocross Bike 54cm Carbon Shimano Ultegra 11s Bontrager

Trek Boone 9 Disc Cyclocross Bike 2016 Matt Black/Blue

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Season:2016

Code:2468000-20162016MATBLK

The  Trek Boone 9 Disc Cyclocross Bike 2016  is one of the fastest, smoothest, lightest Cross Bikes ever, bringing together race crushing geometry and top quality componets to ensure you're never short of terrains to conquer. The OCLV Carbon frame is nothing short of perfect, saving every bit of possible weight without compromise, leading to one of the best balanced frames for its weight to stiffness ratio. IsoSpeed technology features on the Trek Cyclocross Bike, working to produce a super smooth and compliant ride even on the roughest of paths.

With a Shimano Ultegra 11-Speed drivetrain the Trek Boone 9 delivers on reliability, performance with the ride tuned seatmast you can easily adjust for the optimal riding position, helping you remain comfortable regardless of how rough the road you are riding is. Avid BB5 mechanical disc brakes produce reliable stopping power in all conditions for ultimate performance off the best path. Additional features such as the 

Trek Boone 9 Disc Cyclocross Bike 2016 Features

• CX race geometry, developed with the world's fastest racers
• The 600 Series OCLV Carbon frame is super-light and Cross tough
• The IsoSpeed doubles compliance to conquer the roughest races
• Disc brakes + front thru-axle for ultimate control
• Full carbon fork w/ carbon steerer
• Full Shimano Ultegra drivetrain
• Bontrager Affinity Elite TLR wheel set
• Botnrager Paradigm RL saddle w/ hollow Ti rails
• Bontrager Race Lite IsoZone handlebar

IsoSpeed Technology – Explained

IsoSpeed is all about providing an extra level of stability and control to bikes which are more likely to be ridden over more technical or bumpy terrain. Incorporating outstanding strength into a light-weight and sleek design it guarantees you can ride harder for longer.

IsoSpeed Decoupler

At the core of Trek’s endurance comfort technology is the IsoSpeed decoupler, after an extensive development and design process over how riders position themselves on rough roads and how it affects performance.

Essentially it allows the seat tube to rotate independently, increasing vertical compliance to twice that of the nearest alternative, all without having a negative effect on pedalling efficiency!

IsoSpeed Fork

Featuring an extra curve above the dropout the swept-leg design creates a much smoother ride that helps absorb road force rather than transmitting it straight to the rider. The forks positioning and angle also helps increase fork lateral stiffness, for maximum control on just about any road surface.

Trek Men's Bike Sizing Guide

We have put together a general sizing guide for Trek road and mountain bikes. Please see the below for a general size and check out the Trek Bikes Sizing Guide for all bike model guides and how to measure yourself. 

Trek Men's Road Bike Sizing Guide

Trek men's mountain bike sizing guide, trek men's commute bike sizing guide, write a review for trek boone 9 disc cyclocross bike 2016 matt black/blue, also in the range.

• £3290 £3290 Trek Boone 5 Cyclocross Bike 2025 Plasma Grey Pearl

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2016 Trek Boone, Crockett cyclocross bikes get spec, color updates and more disc brakes

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Now that the 2015/16 cyclocross season is a wrap, it’s time to start thinking about the upcoming cyclocross season. After all, that’s when most of us are actually pinning on a number, so it’s always in the backs of our minds. And, with the growing interest in alternative ways to ride a road bike, it’s on a lot of manufacturers’ minds, too.

While some other brands have made dramatic changes to their CX bikes recently, Trek’s carrying forward the frames unveiled for the 2015-16 season  unchanged save for their dress and spec, but you’ll find much fewer cantilever rim brake options unless you’re at the top of the Boone line. Yes, the very tip top of the line is the Sven Nys Race Shop Limited model, which shaves grams by eschewing discs, which worked quite well for many of Sven’s World Cup wins over the years. Of course, even he’s upgraded .

The Crockett lineup goes to all disc brakes, all the time. Both models continue on with 15mm thru axle forks and standard QR rear dropouts. Hop on down for a quick overview of models and specs…

The Race Shop Limited is a nod to Sven’s recent race bikes and comes equipped with Shimano Ultegra 11-speed and CX70 canti brakes. Retail is $3,999.

Below it is the SRAM CX1 equipped Boone 7 for $3,999 with hydraulic disc brakes. Get it with cantis for $3,499. Drop down from there and it’s all disc, unless you go for the framesets.

The Boone is available as a frameset with, like the RSL and 7 bikes, a full carbon fork. Retail is $2,099 for either disc or canti versions. All Boone frames share the same 600-series OCLV construction with BB90 and IsoSpeed decoupled seatmast to absorb the bumps and bruises along the course.

The Boone 5 drops down to a carbon fork with alloy steerer tube and gets a Shimano 105 group with hydraulic disc brakes and FSA Energy cranks. Retail is $3,199.

The Crockett shares the same race-proven geometry as the carbon Boone, but has a 200-series Alpha Aluminum frame with BB86.5 bottom bracket shell. It starts off with the Crockett 7 and a full CX1 group for $2,599.

The Crockett 5 gets Shimano 105 with FSA Energy cranks and Hayes CX5 mechanical disc brakes.

If you want a rim brake Crockett, you’ll have to build it yourself from the available frameset (also available for disc brakes). Either one will set you back $879.

All of Trek’s 2016-17 cyclocross bikes come equipped with a chain catcher at the base of the seat tube. And all complete bikes are wrapped with 700×32 Bontrager folding 120tpi tubeless-ready tires, but there’s room for a fender in there (with hidden mounts on the frames) or a fatter 700×38 piece of rubber.

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So ridiculous, just watching the CX disc market fly away from them. Correction that the frame is carried over from the 14-15 race season, the only thing that changed last year was the fork to thru-axle. No 142×12 rear end on this, but they’ll slap it on the Domane disc? Stupid. A clear effort to save some engineering $$$, and it’ll cost them sales this Fall.

Would have bought if it had 142×12 rear. Now will not, and will not wait untill next year.

@Perplexed.. not everyone is so gung ho about thru axles. Especially with Big red S releasing another standard this year. Trek’s not usually one to just do what people are doing. Instead they usually come up with yet another standard that only they make 😛

interesting. What wheel/axle standard does Trek make that is proprietary? (Hint: none)

Also, yes the frames haven’t changed. But has anyone actually ridden these bikes? My Boone is by far the best CX bike I’ve ever ridden. Just because something is ‘new’ doesn’t mean that it’s better. These bikes are still extremely relevant (and in my opinion still class leaders) so no, they don’t NEED to be updated.

Trek was the driving force behind bringing Boost to market. Yes, boost is an open standard but so is Specialized’s SCS for CX and Road. I agree that Trek CX bikes ride great but pretending they don’t contribute to the overwhelming amount of “standards” is just naive.

no need to be harsh there guy. he did not say “Trek”, “wheel/axle standard” or “proprietary” in the same sentence. you did! HA! you sound like a new england’er.

trek comes up with their fair share of proprietary …stuff. like a lot of companies.

i do have a boone disc from this year. and yes. it is amazing.

but would i say the bike is perfect? ohhhh no. i would hope there is endless progression to be had. because if it ceased to exist, then what is the point of living for tomorrow?

@Bill–I was under the impression that TAs are by far the superior option when it comes to disc brakes (alignment-wise).

@postopheterom: You are correct, disc alignment issues with QRs are a PITA when changing a flat.

I also don’t understand the obsession with rear thru axles on ‘cross bikes.

I have the Thru-axle front and QR-rear setup on my Giant TCX and its the bees knees. The fork is where you see the real benefits of thru axles on these bikes IMHO. The rear I could take or leave, and at least with a QR its easy to throw on a trainer.

No 142 x 12 …. FAIL.

QR on the rear of the Boone is fine, easy to swap wheels and mount onto a trainer. Chances are you aren’t hucking your commuter trails/weekend races. That said, a rear TA cross bike is significantly stiffer on the internet, I can vouch for that! Also, the geometry of the Boone is great for me despite having long legs, a weak core and no hip flexibility and I can’t encourage enough spending money on a professional fit. Most comfortable and versatile bike frame out there, no need to change anything but it’s clothes (paint job).

Disappointing that the most modern CX bike ever is falling behind with no rear thru axle. This bike should have originally shipped with full carbon thru-axle fork. Version 2.0 (this time last year) should have come with thru axle. … And still hanging onto Canti’s?? The only people who should even consider buying a new bike (and they’re not paying for them) with canti’s in 2016 the Belgians at the top of the sport where every gram does actually matter and who have mechanics perfectly dialing in their antiquated rubber stoppers and handing them clean bikes every lap. A consumer level rider who’s buying a canti bike in 2016 is only doing themselves a disservice to be a traditionalist.

142×12 thru axle=stiffer rear end. Stiffer rear end=less traction. In CX traction is key.

That is an oversimplification. Stiffening unwanted, untuneable flex in the axle area can benefit because you can design seat and chain stays to flex in more desirable ways. Vertical flex for bumps is good while lateral flex or torsion are bad.

In this case, the seat stays combined with the ISO Speed do a damn fine job of improving bump absorption and traction as a direct benefit from that. That traction is notable in any review I have seen and in my experience with my own Boone.

Read my comment again. I am arguing in favor of the Boone. I am stating one possible reason for Trek not adopting a rear thru axle yet.

Here’s another observation: No one yet is complaining about the price of these state of the art frames and for good reason!

I raced the boone 7 with cantis last season. I had all the stopping power I needed and my bike weighed in at 14 lbs! I really don’t understand the obsession disc brakes. The top European dudes are still racing on cantis

Better modulation and more stopping power with less effort and strain on your fingers, with minimal weight increase. Sounds good to me.

I would still expect to see new Boone models with the Boone 9 Disc and Boone 5 disc showing up sometime this year.

@David: I wouldn’t expect updates any time soon. This is the third year in a row the Boone has gone with the QR rear axle.

I don’t see why Trek can’t go TA on the disc Boones but QR on the canti Boones…

@Benji – Perhaps not everybody wants disc brakes. I see their merit but I also see the disadvantage of having to trust a mechanic to properly bleed them (except for mechanic disc). In some communities it’s hard to find a good mechanic with a reasonable turnaround. Of course it can be learned to do at home but that’s a hassle where a lot of recreational/amateur racers don’t want to be involved.

I’d love a mechanical disc bike for whatevering and switching from 650×42 to 700×28 but it’s not in my budget!

Blown away at how hung up people are getting on so insignificant a detail as thru-axle vs. QR.

Ride one and think about how large a contribution to the experience the rear axle is it isn’t making. When pondering the rear end’s stiffness, remind yourself that these are ridden across grass and dirt on half-flat tires.

+1 on the trainer compatibility

I have the pepto pink crockett. It’s the best riding aluminum frame I’ve ever ridden. Right now the favorite bike in the stable. Stiff, nearly as light as carbon, pretty comfy, fits big tires, and the geometry is perfect. You can also fit just about any mountain 29 wheelset or hub into it from the last 6 years, which adds some flexibility.

I’ve had mountain bikes with rear through axles. I don’t see the benefit for hardtails. Ride shimano skewers, or something else that clamps properly, and you won’t have alignment issues. My only nitpick with the bike is I want a better through axle for the fork.

I can’t help but wonder why Trek refuses to listen to what their customers obviously want in a bike.

You basically described exactly what is wrong with Trek’s business model. They have always taken way too long to respond to customer concerns and desires. It took them years before they finally released the Ticket S to the consumer market, despite demand soaring through the roof every time a C3 rider won a competition atop one.

I am sure that Ticket S business was HUGE too.

@john, I’m pretty sure they listened to everybody asking for an iso-speed cross bike by releasing the Boone. I’ve had two Boone’s and a Crocket and see no need for a rear TA. I really couldn’t see anything that would make this bike better.

Just ordered a purple Crockett frameset….Look out all you Cat 4 mid-packers!

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Trek Boone 2016

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2016 Trek Boone 9 disc 56cm

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• Trek Boone 9 Disc 2016

Bike summary

Bike components.

600 Series OCLV Carbon, IsoSpeed, Ride Tuned seatmast, E2 tapered head tube, Weather Sealed, BB90, internal control routing, 3S chain keeper, disc balanced post mount, hidden fender mounts

Suspension Fork

Trek IsoSpeed Cross carbon disc, carbon E2 steerer,15mm thru-axle

Rear Derailleur

Shimano Ultegra

Front Derailleur

Shimano Ultegra, braze-on

Shift Levers

Shimano RS685 hydraulic, 11 speed

Shimano Ultegra, 11-28, 11 speed

Shimano Ultegra, 46/36

Bottom Bracket

BB90, 90.5mm, press-fit

Bontrager Affinity Elite Tubeless Ready, 15mm front

Bontrager CX3 Team Issue, aramid bead, 120tpi, 700x32c

Shimano RS685 hydraulic disc, 160mm rotors

Bontrager Race X Lite, 31.8mm, 7 degree

Bontrager Race Lite IsoZone, VR-CF, 31.8mm

FSA Integrated, sealed cartridge bearings, 1-1/8" top, 1.5" bottom

Bontrager Paradigm RL, hollow titanium rails

Bontrager Ride Tuned carbon seatmast cap, 20mm offset

Bike geometry

About this model.

Boone 9 Disc is part of the Trek Boone model. 36 bikes variations carry this model name so far. You can get a glimpse at all models from 2016 , by clicking on this link .

Take safety seriously when you ride your bike, and always wear your helmet. Moreover, don’t ride on the sidewalk. This is actually against the law in some states and can be dangerous for both you and pedestrians.

Cyclocross bikes average price

Our math shows that the average cost of a dependable Cyclocross bike is 2012 $ . However, you could also get a good Cyclocross bike even if you pay a lower amount than the average price. To sum up, when you purchase your bike, make sure to check if it has reviews, and also do some components research.

Internal Cable Routing

This bike has an internal cable routing. As a result, this helps to preserve the bike’s cables. No more cables around your bike.

Boone 9 Disc components

Fork material.

The fork on this bike is made out of carbon, so, its weight is considerably lighter than one made out of steel. However, they cost a bit more than steel forks.

Wheels size

When leaving the production line, the Boone 9 Disc model has 700c aluminum wheels. There is no doubt, that 700c wheels are very popular on all road bike models. However, while they give you great speed and control, these wheels are not so bump-friendly.

For your safety, it is important to have quality breaks on your bike. Trek Boone 9 Disc has Hydraulic Disc brakes installed. Hydraulic disc brakes are perfect for mountain biking, road cycling, and commuting. To sum up, you can ride your bike with confidence.

Trek Boone models from 2024

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