trek madone models 2013

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Trek Madone 2013: Stiffer, Lighter, More Aero

Trek Madone 2013 series are coming with improvements to aerodynamics, weight, and stiffness. 3, 4, 5, 6, and 7-series are OCLV carbon, while 2 series are alloy. The top of the line model, Trek Madone 7.9, at 40 kph in a 10° crosswind, and the producer claims to save 25 watts over the prior model (distance not specified). In addition to the aerodynamic improvements, frame weight has dropped down to 750 grams (7-series) (from 915g to 750g, a 165g savings). Compared to the previous 7 series of Trek Madone, it cuts almost 200 grams from the frame and fork without diminishing ride quality or stiffness.

Trek Madone 6 and 7 series continue to be “Made in the United States”.

Madone series have completely redesigned to incorporate aerodynamic tube profiles borrowed from Trek’s Speed Concept time trial bikes.

The positioning of the rear brake is one of the key frame features that is included in the 5, 6, and 7 Series of Madone. Trek has moved it down to sit behind and below the bottom bracket, rather than attaching to a bridge between the seatstays.

With that re-positioning, they reduced the aerodynamic drag. The new position of the rear brake also removes the braking forces from the seatstays, allowing Trek to use less material at the seatstays. This means a lighter frame. 6-Series frame, with a Shimano Dura-Ace groupset and Bontrager’s Aeolus 3 wheels in a 58cm model weighs 6.8kg (14.96lb) without pedals.

The Madone frames are now available in two fits: their performance-oriented H2 and a new super-pro H1. To get the rider in a fast but comfortable position, H2 uses a slightly taller headtube. But it is still allowing that “pro” look of a flat stem with minimal spacers. H2 will suit most riders. The new H1 fit has a slightly lower headtube and allows a bit more aerodynamic riding position.

To keep the frame a dropped chain, Madone comes up with Trek’s 3S integrated chain keeper which mounts directly to its frame via a threaded hole just north of the bottom bracket.

Trek Madone 2013 Series Comparison Table

Model | Drivetrain | Description | Price (approx.)

• 7.9 | Shimano Dura-Ace Di2 | – | $11,549.99
• 7.9 WSD |Shimano Dura-Ace Di2 | Lady version | $11,549.99
• 7.7 | Shimano Dura-Ace | – | $7,979.99
• 6.5 | Shimano Ultegra Di2 | – | $6,619.99
• 6.2 WSD | Shimano Ultegra | Lady version | $4,619.99
• 6.2 | Shimano Ultegra | – | $4,619.99
• 5.9 | Shimano Ultegra Di2 | – | $5,039.99
• 5.2 WSD | Shimano Ultegra | Lady version | $3,569.99
• 5.2 | Shimano Ultegra | – | $3,569.99
• 4.7 | Shimano Ultegra Mix* | – | $3,149.99
• 4.5 WSD | Shimano Ultegra Mix* | Lady version
• 4.5 | Shimano Ultegra Mix*
• 3.1 WSD | Shimano 105 | Lady version
• 3.1 | Shimano 105 | $2,039.99
• 2.3 | Shimano 105 Mix*
• 2.1 |Shimano 105 Mix*

*Mix means some parts are the highest level of the mentioned Shimano series, some parts are below.

Related: Trek 2014 Models

• Trek Bikes website
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Thanks for the great review of the Trek Madone . The guys in the shops can’t wait to get the new Trek Madones and start riding/racing them.

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I've had a soft spot for Trek's Madones for a while because the ones I've ridden in the past have been soooo responsive. They're light and punchy, sharp-handling and lots of other things that you want from a performance-driven road bike. The good news is that this new design is the best ever. It's an absolute delight to ride.

What we have here is a bike built around the 2013 Madone 6 Series frame. You'll find the new features described below on the cheaper 5 Series (complete bikes starting at £2,100) and the newly introduced and more expensive 7 Series.

The difference is in the carbon. The 6 Series bikes use 600 Series OCLV (optimum compaction low void, if you're interested) carbon which has a higher stiffness-to-weight ratio than you get with the 5 Series but a lower stiffness-to-weight ratio than the 7 Series.

All three of these Series (but not the lower end Madones) get a completely new frame design for 2013...

New KVF tubing

The biggest new feature is the KVF aero tubing. KVF? It stands for Kammtail Virtual Foil and it was first introduced on Trek's Speed Concep t time trial bike.

Essentially, the KVF tube profile is an airfoil shape with the tail chopped off square. Trek reckon that the design makes the air behave as if the tail was actually there in order to reduce drag. The advantages of cutting the tail off are that it uses less material and so reduces weight; it works well in crosswinds; and it allows Trek to stay within the UCI's equipment rules.

You can see the KVF shape most clearly on the down tube – the sides curve around and then the rear edge is cut off flat. Trek use the same shaping on the head tube, seat tube, the seat stays and the upper portion of the fork blades. Extensively, then.

How much difference does it make? You have to have a statistic these days and Trek say the KVF shaping reduces frame (not including fork) drag by 60g over the previous generation Madone. Without taking the bike to a wind tunnel, we couldn't tell you how accurate that is. We're reporting it rather than confirming it.

Brake design

Integration has become ever more important in bike design recently with manufacturers seeking to reduce drag by making everything blend together for more aerodynamic efficiency.

Trek have been busy creating their own new front brake that fits neatly to the fork. Well, their in-house Bontrager brand have. One arm of the Bontrager Speed Limit brake is attached via a central bolt, the other fixes direct to the fork leg. This saves a little weight and allows the two arms to sit flush against the fork crown. Trek reckon that the combined effect of the KVF fork shaping and the integrated front brake reduces drag by another 76g.

Trek put the rear brake just behind the bottom bracket – a position that has been used on many bikes down the years including a whole bunch of today's time trial machines.

Slinging the brake down here allows Trek to keep it hidden from the wind for improved aerodynamics. It also means there's no longer any need for a brake bridge between the seatstays, cleaning up the airflow in that area. Plus, because they don't have to deal with the braking forces, those seatstays can be made with less material to reduce weight.

It works well. You'd be hard pressed to tell any difference between the braking power you get with Trek's new design and a standard set-up. I wouldn't say there's much in it either way. You can adjust the pad position of the rear brake on the fly just as easily as if it was mounted in the standard position because Trek fit a barrel adjuster at the point where the cable enters the head tube.

I did wonder whether the positioning of the rear brake would mean it would get bunged up with gunk from the UK's perma-damp roads, but that hasn't been an issue. It is a little more awkward than usual to clean but it's really not much of a problem.

Other features

The new Madone naturally comes with internal cabling, the rear mech cable emerging right at the end of the chainstay, and it's fully compatible with Di2 electronic shifting.

Trek continue their integration theme with a DuoTrap digital sensor recessed into the chainstay. You'll probably already know that this can take speed and cadence measurements and send them wirelessly (ANT+ compatible) to a computer on your bars.

Trek also integrate their 3S chain keeper directly onto the frame. It's a tiny plastic stop that bolts to a threaded hole just above the bottom bracket. There's no great level of technology going on here but it's really unobtrusive and it works to prevent the chain coming off the inner chainring and damaging any of that lovely carbon.

Okay, so that explains a few of the 2013 Trek Madone's key design features, but how does it ride? That, after all, is what matters.

Well, put simply, this bike rides beautifully. For a start, the lightness and punchiness of previous generation Madones is still there. Our complete bike weighs in at 6.78kg (14.9lb). That's with a mechanical Dura-Ace 7900 groupset and Bontrager's Aeolus 5 clinchers (we're going to do a separate review of those, so standby for that).

You can choose your own spec through Trek's Project One custom programme. Our one would cost you £6,725 – those wheels really jack the price up – although you can have a 6 Series Madone from £3,400 if you adjust the spec.

The Madone really flies forward the second you increase the power. It reacts so quickly. And when you get busy on the climbs, it's perfectly happy to pitch in and do its part.

I'm pretty big by cycling standards (75-77kg) and, despite its light weight, the Madone stood up to all the power I could sling its way. Trek's E2 head tube houses a standard 1 1/8in upper bearing with a big 1 1/2in bearing at the bottom, and it's a chunky piece of work. It holds the front end super-stable and, along with those KVF fork blades, it makes for precise handling through long, sweeping turns and quick, zigzagging ones.

The bottom bracket is Trek's BB90 standard with widely spaced bearings and there's very little flex there either. As far as I can tell, Trek have managed to keep all of the Madone's frame stiffness with this latest incarnation. Despite the big changes, it's every bit as solid as before.

The other big feature is vertical compliance. Now, I don't really like to go on about vertical compliance too much because it's the biggest cliché in cycling. On Road.cc, we tend to take the Mick when manufacturers mention it because they'll wheel out the phrase even if their bike rides like a boneshaker. But that's not to say that vertical compliance isn't a valuable property for a bike to have; it certainly is if you want a comfortable ride.

The reason I bring it up is because the new Madone does have plenty of, you know... VC. Sorry, it just does, especially compared to other aero road bikes I've ridden. That back end in particular just seems to soak up rough roads, unexpected dips and so on.

It helps that I have such a massive (some might say 'ridiculous') amount of seatpost to take the sting out of things. Well, not seatpost exactly... the Madone uses what Trek call 'a no-cut Ride Tuned seat mast'. In other words, you get an extended seat tube with a long mast topper on the outside that gives you 10cm of adjustment. As the name suggests, you don't need to cut the seat tube to length like you do with some systems.

I can't say I'm a huge fan of the Bontrager Inform Affinity RXL saddle. Buy it separately and it's a £100 perch with carbon rails and a carbon-fibre reinforced shell. It's just that I found it to sag in the middle and that's really not comfortable for me. But, when it comes to saddles, one man's meat is another man's poison. Probably not the best choice of words there. Ahem!

As for the ride position, our 6 Series frame is built to Trek's H1 fit which is designed to be low and aero. Trek have increased the reach of the existing H1 geometry a touch for a slightly more stretched ride position.

I'm happy with that setup and find it perfectly comfortable but you might not, in which case, you're in luck... The 6 Series is available in an H2 fit too. The biggest difference is in the length of the head tube. With the H1 fit it's 16cm on a 58cm frame; with the H2 fit it's 19cm. That means your ride position is a little more upright to take the strain off your back and neck, without the need to use a stack of flexing spacers. The H2 setup is still performance-orientated, but it's a bit more relaxed.

I won't bother telling you about the Shimano Dura-Ace groupset because it's not standard – although, as I said, you can spec it if you go through the Project One system. You can also choose your own colour and have your name on the top tube if that's your thing.

I won't tell you about the Aeolus 3 wheels either because we're going to cover them in a separate review. They're brilliant though.

So, that just leaves me to round things up and I'll do that by saying the new Madone is an absolute triumph. It really is. It's light, it's very, very fast and it's way more comfortable than you've a right to expect of a high-performance bike (albeit that I didn't get on too well with the saddle).

I'd love to be more critical and give you a few negatives as well but I'm not going to do that just for the sake of it. This is one of the very best road bikes out there. If the 7 Series is even better, well, we'll happily ride one of those for a bit too. In the meantime, I suppose we'd better box this one up and send it back.

Lightweight, very fast and comfortable - a super-high performance bike that won't disappoint, if you have the cash.

road.cc test report

Make and model: Trek Madone 6 Series 2013 (custom build)

Size tested: Project One build

About the bike

State the frame and fork material and method of construction. List the components used to build up the bike.

The frame is made from 600 Series OCLV carbon

The fork is full carbon too, including the dropouts

Our bike came with this spec:

Groupset Shimano Dura-Ace 7900

Brakes Bontrager Speed Limit integrated brakes with Shimano Dura-Ace levers

Wheels Bontrager Aeolus D3 3

Handlebar Bontrager Race XXX Lite VR-C

Stem Bontrager Race X Lite

Saddle Bontrager Affinity RXL Carbon

Tell us what the bike is for, and who it's aimed at. What do the manufacturers say about it? How does that compare to your own feelings about the bike?

It's a race/performance bike. The pros teams might be on 7 Series Madones but, really, the 6 Series of bikes are professional level.

In the build we have, it's 6.78kg without pedals (size 58cm). Add the pedals and it's just above the UCI's 6.8kg minimum weight limit for racing.

Trek say, "Madone 6 Series is race-bike royalty, with its legacy of 9 Tour de France wins. Still the same incredible ride feel and hand-built quality, now with an all-new super-aero shape.

"6 Series has charged the steepest climbs, staged the biggest comebacks, carried the greatest legends. It will take you past your limits, beyond your expectations."

Frame and fork

Tell us about the build quality and finish of the frame and fork?

Spot on. You can chose your own colour from a vast selection.

Tell us about the materials used in the frame and fork?

The frame is Trek's 600 Series OCLV carbon. For all the details, including how it compares to their other grades of carbon, go to Trek .

Tell us about the geometry of the frame and fork?

You get to choose between Trek's H1 and H2 geometries.

Essentially, H1 is low and aero. H2 is a little more relaxed. The main difference is in the height of the head tube. It's a bit longer with the H2 so you get a more upright ride position - although it's still a performance-orientated set-up.

How was the bike in terms of height and reach? How did it compare to other bikes of the same stated size?

See above on that. You can go for low and stretched or a bit more relaxed.

Riding the bike

Was the bike comfortable to ride? Tell us how you felt about the ride quality.

Very comfortable, yes, especially for a performance-orientated machine.

Did the bike feel stiff in the right places? Did any part of the bike feel too stiff or too flexible?

Yep, it's as rigid around the front end and bottom bracket as previous generation Madones, as far as I can tell.

How did the bike transfer power? Did it feel efficient?

Yeah. Trek have built plenty of Tour-winning bikes in the past and this one is the equal of those in terms of efficiency.

Was there any toe-clip overlap with the front wheel? If so, was it a problem?

A touch on the 58cm frame we have. Not a problem, though.

How would you describe the steering? Was it lively, neutral or unresponsive? The lively side of neutral.

Tell us some more about the handling. How did the bike feel overall? Did it do particular things well or badly?

It feels super-smooth compared to a lot of other high-performance bikes and the steering is pin sharp.

Which components had the most effect (good or bad) on the bike's comfort? would you recommend any changes?

I actually didn't especially like the saddle. I felt the comfort was despite the saddle rather than because of the saddle. It's always a matter of individual taste. There's plenty of give in the frame and seatmast to keep things feeling smooth.

The drivetrain

Not especially good value compared to Ultegra or 105 but very good value compared to top-end groupsets from the other leading brands

Wheels and tyres

You can get lighter wheels; these major on aerodynamics.

Your summary

Did you enjoy riding the bike? Yes.

Would you consider buying the bike? Yes.

Would you recommend the bike to a friend? Without doubt.

Overall rating: 9 /10

About the tester

Age: 41   Height: 190cm   Weight: 75kg

I usually ride:    My best bike is:

I've been riding for: Over 20 years   I ride: Most days   I would class myself as: Expert

I regularly do the following types of riding: time trialling, commuting, club rides, sportives, general fitness riding,

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Mat has been in cycling media since 1996, on titles including BikeRadar, Total Bike, Total Mountain Bike, What Mountain Bike and Mountain Biking UK, and he has been editor of 220 Triathlon and Cycling Plus. Mat has been road.cc technical editor for over a decade, testing bikes, fettling the latest kit, and trying out the most up-to-the-minute clothing. He has won his category in Ironman UK 70.3 and finished on the podium in both marathons he has run. Mat is a Cambridge graduate who did a post-grad in magazine journalism, and he is a winner of the Cycling Media Award for Specialist Online Writer. Now over 50, he's riding road and gravel bikes most days for fun and fitness rather than training for competitions.

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It's possibly a small detail, but one of things I love about the Trek kit is the DuoTrap compartment. Attention to detail like that matters to me and hints that other things have also had a little more care taken over them. Personally I'd go for a Domane as the roads around where I live are far from ideal...but this is stunning.

I think the translation to grams is effectively a comparative that makes it easier for cyclists to understand. Rather than talk about how it reduces the drag coefficient, they talk in grams because people can understand how this is equivalent to, say buying a lighter group set, or saddle, for instance. So if I am thinking of buying a bike, and like one that weight 6.80Kg, and the other weighs 7.0Kg, but is fandangled in such a way that it reduces drag by 200g, there's no real difference.....I think that is the logic.

But if I was an engineer I would probably dislike the terminology, but I guess most people without an engineering background would struggle to understand how a drag coefficient would affect their ride, especially when so often there are so many factors that add to or detract from riding performance - aerodynamics and weight being just two.

im going to say something i have never said before.. these new treks actually look really impressive.

russyparkin wrote: im going to say something i have never said before.. these new treks actually look really impressive.

Have to agree. Never liked Trek much, always seemed a bit sterile and a bit ugly. Nothing offensive, just very anonymous. This model really does look the part.

In science and engineering drag would typically be measured in Newtons, ie. units of force.

I'm not sure why the cycling community measure it in grams, as of course grams (kilograms SI) is a measurement of mass. Weight on the other hand, is a force due to mass sitting in a gravitational field. Measuring drag in grams, is, in my view (as an engineer) just wrong.

Why is drag measured in weight (grams) as opposed to er...erm, well whatever you measure drag with?

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Unveiled: Stiffer, Lighter, More Aero 2013 Trek Madone, Plus Trickle Down Domane Endurance Bikes

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Trek has officially unveiled the 2013 Madone race bike with improvements to aerodynamics, weight and stiffness. They’ve also brought the Domane endurance road bike in at lower price points, and 2-series alloy models are available for both bikes.

For the 2013 Madone, the new bike is available in 5, 6 and 7-series OCLV carbon, with the top of the line model claiming to save 25 watts over the prior model at 40kph in a 10° crosswind (distance not specified). In addition to the aero improvements, it drops the frame weight down to 750g (7-series) and cuts almost 200g from the frame and fork without diminishing ride quality or stiffness. Frame weight alone goes from 915g to 750g, a 165g savings. There’s also a new sub-5g “U5 Vapor Coat” finish that uses no decals and minimal paint.

The frame has been reshaped with different Kammtail Virtual Foil (KVF) tube profiles, which Trek says gives them the aero advantages they want while also improving vertical compliance over the prior model by 25%. Predictably, there’s no diminishment in lateral stiffness. The KVF shaping goes on the fork as well, and it uses a forward sweeping design like the Domane to give it better fore/aft flex to eat bumps, but is supposedly as stiff as ever.

The frame is now available in two fits, their performance oriented H2 and a new super-pro H1. H2 will suit most riders and uses a slightly taller headtube to get the rider in a fast but comfortable position while still allowing that “pro” look of a flat stem with minimal spacers. The new H1 fit has a slightly lower headtube and is for “with extraordinary range of pelvic rotation, superior core stability, and the desire to get low and aero.”

The new Madone carries over the BB90 bottom bracket, integrated seatmast and E2 asymmetric steerer tube (wider left to right, narrower front to back on the part hidden by the head tube, this keeps steering stiff while letting it flex fore/aft a bit more to soak up chatter). It’s fully Di2 ready, gets their integrated chain catcher like the Domane and has the DuoTrap ANT+ speed/cadence sensor built into the non-drive chainstay.

The 5-, 6- and 7-series carbon Madones all use Shimano’s new 2-bolt mounted aero brakes. The front is somewhat integrated into the fork, and the rear brake goes under the bottom bracket. Lower level bikes use standard calipers in their usual locations.

Impressively, the 2-series alloy Madone gets the same general KVF aerodynamic frame shaping as the carbon ones, just without the integrated brakes and lower spec levels. WSD (Women Specific Design) models are available throughout the range.

2013 TREK DOMANE

Introduced earlier this year at the 6-Series level, the Domane uses a flexing seat tube joined through a pivot point at the top tube. The built in flex gives the bike a considerable amount of bump compliance (we have one in on review), and now Trek’s cobble monster makes its way down to the 4- and 5-series carbon frames and 2-series alloy frames. WSD models are available in all 4-, 5- and 6-series levels.

And the Aluminum (!) Madones and Domanes:

Tyler Benedict is the Founder of Bikerumor.com . He has been writing about the latest bikes, components, and cycling technology for almost two decades. Prior to that, Tyler launched and built multiple sports nutrition brands and consumer goods companies, mostly as an excuse to travel to killer riding locations throughout North America.

Based in North Carolina, Tyler loves family adventure travel and is always on the lookout for the next shiny new part to make his bikes faster and lighter.

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Interesting that they use the Madone name all the way down to the alloy bikes now, I remember when Madone meant the best carbon, then any carbon, and I guess now any (non-plush) road bike.

“distance not specified”? Distance does not matter when you’re talking about wattage. It’s just saying it’s easier to go a certain speed, the distance you can go that speed is up to you.

Of course the “distance not specified”. Odor also wasn’t specified, nor was flavor. Then again, none of those metrics matter, so why would they be specified?

All of the Madone head tubes look reeeallly tall for a performance bike. Makes me wonder what sizes are pictured.

People should really not bike this kind of mass produced expensive generic bikes, take a look at this thread, you may get inspired http://www.velocipedesalon.com/forum/f2/good-reasons-buy-custom-bike-27699-5.html

I am sure that the top end bikes are really good given the R&D budget that Trek has, but I just could not get myself to ever purchase one. Maybe Lance ruined it for me.

Also, does anyone else have an issue with the CAPTCHA code. I put it in correctly and it say it is wrong. Then I back click and lose the original message. Frustrating.

I have to say these are the least aero, aero bikes I have seen on the market, I guess putting your rear brake mount at the bottom bracket chainstay interface makes any bike aero. It doesn’t matter that the frame is still shaped like a box. My 2003 saturn is probably more aerodynamic than these frames.

As much as I like their bikes, the colour scheme on most of the bikes kinda have odd combination though.

Trek may be ‘boring’ to some people who think you have to ride something ‘exotic’ to get a great riding experience but it’s just about getting out there and riding with some pals on some great roads. I love my madone!!

I’ve had the same CAPTCHA code issues, I’ve learnt very quickly to now copy whatever i have to say BEFORE posting it incase i have the issue. 🙂

Clones for clones.

Agree with Richard. I have a 2010 Madone 5.5, and love it! I race MTB’s, not road bikes, so it gets the job done for me! Now Trek MTB’s on the other hand……….

@Richard and Chris

There will always be people against the most popular choice, but is history is any indication, Trek does know what they’re doing. That said, I wouldn’t buy it because it uses a proprietary seatpost with a terrible head.

And I too regularly have the CAPTCHA issues.

Brake on the bottom of bike – does not seem like the best idea. Why do you want this mechanical piece at the area where you pick up the most grit and grime not to mention water when riding through puddles or peoples lawn run off.

F@#$ captcha again.

paint job on the 5.9 Madone is nice. I also thought it was funny that they do the “Madone” name down the whole line now. Seems as if they ought to drop the Madone name all together because the only thing that matters now is the number since they all have the moniker Madone.

I still hate that the “H1” geometry is only available on the highest end Madones. The H2 geometry that the rest of the line gets is just too relaxed.

I really like this new Madone, but I don’t think I would ever buy one. I’ve been a road cyclist for a long time and I’ve only bought a few bikes. Each has been very high end, and I keep it for a long time. The idea of buying a road bike with proprietary brakes and seatpost is just a little troublesome. This is also why I stayed away from Di2 on my last bike. I’ve ridden it, and it’s awesome, but I just don’t want to be searching for some late model battery in 5 years. Not saying it isn’t an awesome bike though.

I agree with Matt. I clean my bike pretty regularly and I find that even on non-wet rides I’m cleaning a lot of gunk from around the bottom bracket area. I have no idea why anyone would think this was a good location for brakes on a road bike. It’s gotta be a pain in the butt to clean and make adjustments even with the bike in a work stand. I’m all for integrated and proprietary parts but not when it comes at the cost of convienience.

These bikes looks great and perform even better! Stiffer and more aggresive than any LOOK or Cannondale or *gasp* Specialized I’ve ever ridden!! LONG LIVE TREK!

So how long is it going to take for the Cervelo Vs. Trek battle to brew over the Square-oval copy Trek has on this bike? Why are they trying to present it like it’s a new idea in aerodynamics when Cervelo has been saying and building it for a long time?

Not a Cervelo fanboy but curious.

@Curious Ranga

This bike uses a Kamm shape. It is like an airplane wing (airfoil) on the leading edge and then where a normal airfoil would come to a point in the back, this tube ends in a “square.” It is already in use in a number of bikes, eg. the Speed Concept, the Scott FOIL, the BMC TM01, and more recently on the back end of the Cervelo P5. Kamm shapes have been used in cars (the Prius) for a long time.

The Cervelo Squoval tubing is actually not aerodynamic at all and the outer profile is just a slightly rounded square all the way around.

These comments from what must be clearly world class riders are interesting. I am sure most of these riders are maxing their bikes performance and have a thorough knowledge of every bike on the market. Get real about what you do not know.

Why is there always people who criticize everything on the sites that these information or review sites seem to go through the trouble of doing for the consumer looking to maybe purchase one of these products. For once I would like to find out info from reviews from people who actually tested the product and not from some guys who think they know all about the sport and maybe good even great riders. Trek has been rated very high and at the top for a long time so whats the problem guys? Sounds like someone kicked your ass in a race, where they riding a Trek? Or could it be your trying to compensate in other areas you may be lacking in. Whatever the case if you don’t like Trek then why do spend time checking out their product and commenting on them? Kind of contradicting yourselves now aren’t you. I happened to check out their bikes since I was in the market for one and to tell you I ordered one of their new models the Damone 4.5 since I already have components to go on it there was no need for me order more bike then that. Absoultly the best ride I ever had on a road bike period.

I just purchased a 2013 Trek Madone 6.2 WSD and I am in love! You can coustomize the colors…. frame, rims, bar tape, etc, so you can make it your own. I made mine all back/grey with red bar tape and red Zipp water bottle cages. I have been a Trek fan for a long time, recently owning a 9 year old Trek 5500, and I am still a huge fan. My first 300 miles have been fast, light and comfortable. I changed out my rims for Kysrium Elites and the bike rides like a dream! The bottom new brake position is high enough on the rims that is doesn’t collect any more dirt than where it used to be. If you are going through water and your brakes are in it, than you should take a boat!!! Don’t mock it until you try it! 😉

I agree with Pancake, Madone was once reserved for the pinnacle. It’ll be interesting to see if Trek puts the Madone name to rest inlight of the recent Armstrong developments (The name is inextricably linked to the climb he used to test his form before the TdF). A new name will also give them an excuse to whack another grand on their top bike. Only a few years ago £3500 would have bought you a top of the line machine, now 7.7 Madone starts at £8500.

Why has it taken Trek 35 years to realise that the best place for a back brake is down near the bottom bracket near all the grit and grime thrown up off the road? Are they running out of ideas, internal headsets, electronic shifting, intergrated seatposts. “Oh I can’t think of anything else, lets just move brakes.

Felt D12 and the Specialized Shiv both have rear brakes on the bottom. Wheels go round and throw mud, water and grime in a 360 degree direction. The brake is going to get dirty no matter where you put it.

Came from the Specialized Tarmac SL, I was given an opportunity to test ride the Madone 5.9 from my LBS. It was so smooth and balance. The Kammtail Virtual Foil made a big difference. I made the switch the same day!

RE: brakes on the bottom. I have a 1984 Specialized Stumpjumper (still riding it around) that has the brake on the bottom in the same position. The thought back then was that they would stop better. Never had any problem except on the trail they would pick up leaves and get stuck there.

After test riding several makes and models of bikes at my LBS I ended up with a Madone 4.5 and could not be happier. So while all of you are sitting around talking crap about a bike you’ve never ridden, I’ll be out ridding my Trek with a smile.

Haven’t been a fan of trek for a long time and I usually rode something that wasn’t as popular, like my Ridleys. But with the deal a shop cut me on a 7 I could not say no. I am very impressed with the overall design and my complaint really is that I can’t use my beloved super record brakes. I think Trek did a great job on this generation Madone cause I usually found them to be pretty plain looking and unappealing. In a way I am still riding a lesser known bike since most guys I ride and race with don’t ride Trek, so still not exactly a bike everyone has. Not like they or most people care anyways. 2 weeks until the 7 arrives 🙂

I have a trek madone 4.7 full carbon it rides like a knife that cuts through butter has remarkable cornering & smooth handling capabilities with endless & absolutely outstanding appearances

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First Look: 2013 Trek Madone

Stage five of the Criterium Dauphine had it’s start in the small town of St. Trevier-sur-Moignans which is also home to the Mavic wheel factory. In fact, the race day pits were actually in Mavic’s parking lot. And it was there that we spotted a slew of pre-production 2013 Trek Madones at the RadioShack-Nissan pit.

Given that the current Trek Madone 6 was already two years old, many people figured that the Wisconsin-based company would/should be working on something new, especially given the rash of new bikes from key competitors. But Trek had made no previous mention of the bike; in fact, for the last two months, the official company mantra went something like, “Oh, you know Trek, we’re always working on something new.”

As we have since learned, Trek had in reality been working on a complete re-design of the vaunted Madone race bike. The fact of the matter is that they didn’t want spill the beans on the bike until after they first announced its existence to their dealers in mid-June. However, given new UCI rules which state that any bike now raced at the WorldTour has to first be “made public,” Trek was forced to put the bike out there in some manner.

UCI Articles 1.3.006 to 1.3.010: “The bicycle must be accessible to all participants. It must be marketed (i.e. available for sale on the market) or marketable (i.e. available for sale directly from the manufacturer, by subscription or through an alternative distribution network). Prototypes and the use of equipment specially designed for a particular athlete, event or performance is prohibited. ‘Special design’ means a bicycle with a technical added value when compared with other equipment.”

And so, to meet the rule in the most minimal way possible, they wrote up a vague statement which was buried deep on the Trek website and then rolled the bike out to be race tested at the Dauphine hoping nobody would really notice. Not. What we’re left with is a dearth of information because instead of working to maximize the bike’s publicity – and perhaps even further embolden the dealers to order more – Trek has stayed on a “mum’s the word” policy hoping to “officially” roll the bike at for the Tour de France. In other words, here’s the bike, but there’s not much we can say about it because Trek won’t say anything about it. Make sense?

When the RadioShack team cars rolled up, both the Madone 6 and 7 were found mounted on the roofs.

THEN….

Here’s what  the Madone 6 chainstay looks like with only the Shimano Di2 battery and Trek DuoTrap computer sensor visible.

AND NOW…

The Madone 7 has a relocated battery and most importantly, a new Shimano Dura-Ace brake mounted under the chainstays. This is the first bike we’ve seen employing Shimano’s BR-9010 direct mount brake, which is based off the newest BR-9000 caliper in the Dura-Ace 9000 line. The direct mount brake shares the same aesthetics and lower dual-pivot design of the BR-9000. The DuoTrap sensor remains in the chainstay.

The BR-9010 uses post mounts that are built into the frame, rather than the traditional center mounting bolt. The design was made primarily for time trial bikes where a standard center bolt mounting position may not be applicable. Many old-timer mountain bikers might snicker at the sight of the brakes mounted under the chainstay, since a similar design used on mountain bikes in the late ’80s was cause for a massive, industry-wide upheaval that recognized the downsides to such placement (dirt/mud buildup) and weaker braking forces and moved them to the backside of the seatstays. Of course, disc brakes eventually came along and made the brake location question moot which, of course, would never happen with road bikes….oh wait!

All the cables remain internally routed and the rear brake cable routing has obviously been re-directed to work with the new brake placement.

Despite we assume a bit more work involved in maintenance and when changing flats, the under-the-chainstay mounted brakes definitely give the rear end of the bike a much cleaner look.

While not going as far as running inboard brakes (ala Ridley and Storck) or simply running them on the backside of the fork, the new Madone 7 runs the same Shimano dual mount brakes up front old school style.

There’s a whole lot more to the Madone 7 than just a repositioned rear brake. The frame too has been re-designed to embrace more of the Kamm Tail aero philosophy that Trek first made popular on their Speed Concept TT bikes.

The Aeolus hub shell in these tubular wheels is carbon with aluminum flanges, while the clincher version uses a full aluminum shell. The drive-side flange is designed to allow the spokes a wider bracing angle for better lateral rigidity. Bontrager uses DT Swiss to provide the hub internals, which are the same found in DT’s highest-end 180 hubs.

To find out more about the new Madone 7, either befriend a Trek deal asap or wait until after the opening stage of the Tour de France on June 30.

BUT WHAT CAME BEFORE YOU ASK?

Treks first foray into the Tour de France was with the U.S. Postal Service in 1999 and the 5200 was the bike that Lance and the team used to make history.

By TdF wins 4 and 5, Trek was making special limited “Paris” bikes that were limited edition replicas of what Lance would have ridden during the final stage in Paris. The gold bikes used actual gold leaf graphics laid down by hand.

The famous flame job Madone which could be replicated in Trek’s Project One paint program. Road Bike Action

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• Rider Notes

2013 Trek Madone 5.2 H2 (Compact)

A carbon frame aero bike with high-end components and rim brakes.

For This Bike

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A bike with lower gearing will be easier to ride up steep hills, while a higher top end means it will pedal faster down hills.

Madone 5.2 H2 (Compact)

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May 2014 · Cycling Plus

In line with several top race bikes, the Madone has the sort of rigidity usually reserved for buildings or oil tankers, its immense BB90 bottom bracket shell ably braced by that vast down tube and muscular asymmetric chainstays, which instantly translate the merest pressure into forward motion. . .

Read Review

I had the opportunity to attend the Trek Madone 7-series launch back in 2012, and now with new updates to the frame, Trek claims that the new Madone is more aero, more comfortable, offers better rear brake performance, and is lighter than ever before. In this review, we take a look at the updates, the ride quality,

Dec 2013 · R BA

More improved than new, we rediscover the Madone one part at a time

Aug 2013 · Logan VonBokel

With the veteran German coming back for one year with Trek, the Wisconsin company built him a frame built almost entirely of memories from his career

Jun 2013 · William Tracy

The Madone 7 isn’t a whole new bike; it’s just one step closer to what Trek sees as perfection

Aug 2012 · Mat Brett

Lightweight, very fast and comfortable - a super-high performance bike that won't disappoint, if you have the cash

Jun 2012 · Ron Koch

Trek enters the aero road market with the lightest, fastest Madone yet

Jan 2010 · James Huang

A racier and brawnier feel for the new Madone

Last updated June 29 Not listed for 2,487 days

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