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Results have arrived, trek madone bikes for sale.

Shop new & used Trek Madone bikes at TPC - The Pro's Closet. Find reviews, specs, weight info, prices and size charts on various models (SLR 9, 7) and popular years (2018, 2021, etc). Read our Trek Madone Quick-Take Review below.

Trek Road Bikes

Trek Madone Size Chart

Bikes are meant to be used.

Trek Madone SLR Gen 7 - Weight, Specs, Price

Trek madone 3rd party reviews ,   trek madone size chart, 2022 trek madone review - a tpc rider's quick take.

• Aero masterclass
• Trek engineers locked themselves in a wind tunnel with this bike. Every curve, edge, and component shouts aerodynamics. From the IsoFlow tech to the one-piece aero bar and stem this bike is designed for slicing through air.
• IsoFlow Comfort
• One of the standout features of the Madone is Trek’s IsoFlow technology, which makes for a forgiving ride, especially on longer epics. IsoFlow helps the seatmast flex, soaking up road vibrations. It’s rare for a speed-focused road bike to excel in comfort, yet here we are.
• Integrated everything
• In the Madone, the term "fully integrated" is taken to new heights. From the cables to the cockpit, everything is tucked away, contributing not just to aerodynamics but also to a jaw-dropping aesthetic.
• Speed and beauty come at a cost. The Madone’s premium price could act as a barrier for many. It's a serious investment, and budget-friendly aero options are out there.
• Price: $7,999 (SLR 6)
• Weight woes
• Despite the carbon fiber frame and components, the Madone isn't a featherweight in its category. It's a solid build, but riders focused on climbing might find it a tad on the heavier side.
• Weight: 17lbs (56cm)
• Versatility questions
• While the Madone excels on flat terrain and downhill blasts, it's not the most versatile option for a wide range of riding conditions. Climbers and those who encounter varying terrain may find it limiting.

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Trek Madone 4.7

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Descriptions

• Model: Madone 4.7
• Road bike type: Road, Race - Without electric assistance
• Frame size: 50 (S)
• Frame material: carbon
• Gear switch mechanical
• Transmission brand: Shimano
• Transmission model 10-speed Ultegra
• Front plate type: Triple
• Rear Cassette: 12/30
• Wheel size: 700 C
• Wheel material: aluminum material
• Specificity of the wheels: Bontrager tires 23
• Braking: pad brakes
• Bike weight: 10.5 kg

Additional Descriptions

3 trays 30-40-50

Sale and price

• Type of sale: used bike
• Price: 1000 €
• Original price: 2375 €
• Document(s) available: purchase invoice
• Good condition

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Sébastien Galifier,  founder of VENDRE-SON-VELO.COM Need information about your order, payment and delivery…

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Where is the bike located

• Region: France

Route De Beaune, 71150 Demigny, France

• Itinerary: See on the map keyboard_arrow_right

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Here, your preferences are yours alone, reserve this bike today.

In order to finalize your purchase from our seller, please provide the information below. You will be contacted directly by the seller, professional or individual, to finalize your purchase. This step will allow you to discuss details, payment terms or hand-to-hand settlement and delivery options.

• Booking number #39630
• Purpose of reservation: Trek Madone 4.7
• Documents available: purchase invoice
• State: Good condition

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Trek’s Seventh Generation Madone Blends Radical Design and Performance

Trek's new Madone is made to go fast and win races.

Takeaway: A pure-bred road race bike designed to win at the WorldTour level. With its latest Madone, Trek ditches the IsoSpeed decoupler for the new lighter weight, more aerodynamic, and visually radical IsoFlow seatmast.

• Drops weight and gains efficiency.
• Proven geometry remains unchanged from the gen-6 model.
• Flared bars for reduced drag.
• Three SRAM and three Shimano build kit offerings.

Trek Madone SLR 9 eTap Gen 7

Trek’s Madone is an iconic bike. First launched in 2003, the Madone has evolved massively over the past two decades. The platform’s most significant technological leap came about in 2014 when Trek debuted the Emonda, its dedicated lightweight bike. The Emonda freed the Madone from having to strictly be a light bike, allowing aerodynamics to become its primary focus.

To deal with the notoriously stiff and uncomfortable ride of early aero bikes, Trek’s engineers incorporated an IsoSpeed decoupler, similar to the one used on the brand’s Domane endurance bike. With IsoSpeed, the bike’s seat tube moved independently from the top tube and seat stays, allowing it to absorb road chatter and small bumps. The resulting sixth-generation Madone was incredibly fast against the wind while also receiving praise for its ride quality. But the downside was the added weight.

With the new seventh-generation Madone, Trek set an ambitious goal of reducing weight without sacrificing the comfort and aerodynamic properties of the old bike. The most obvious place to shed grams was the IsoSpeed system, now replaced by the visually striking IsoFlow.

According to Trek, function drove IsoFlow’s development. Aided by computational fluid dynamics (CFD), Trek sought to overhaul the entire aerodynamic package of the Madone. The result was a new generation of Trek’s Kammtail tube shapes, including a smoother head tube, a down tube better optimized for use with and without bottles, a taller bottom bracket area, and the radically designed seat tube.

The new Madone is bold and will not be mistaken for any other bike. But it definitely won’t please riders who prefer a more traditional aesthetic. Trek deserves props for pushing the design language of a bicycle forward. Though its looks won't please everyone, I’m happy to see something other than a cookie-cutter, dropped-stays, aero-ish, all-around-er that seems so popular amongst bike designers.

The new seat mast set-up is well-designed, offering easy and consistent height adjustment. But the best detail was in the seat clamp, which allowed for fore and aft adjustment independent of saddle tilt. It’s a small detail that makes setting up the bike much easier, as it allows for minor saddle angle tweaks while leaving it clamped in place.

These changes account for roughly half of the aerodynamic improvements of the new bike. Trek claims that the new Madone saves riders 19 watts of pedaling energy at 28 mph, but just half of that savings (9.3 watts) is from improvements to the frame. The remaining watt savings come from changes to the rider position due to the new flared handlebar design. The Madone SLR handlebar measures a traditional width in the drops, but the bar's flare positions the hoods inward by 30mm. This narrower hood location puts the rider in a more aerodynamic position when riding, thus saving watts.

Thankfully for riders that are particular about their contact points, Trek made the new bike compatible with standard 1-⅛” stems so riders can set up their cockpit however they like. However, changing to this would give up a large chunk of the Madone’s claimed aero benefits unless riders choose a narrower-than-normal bar width.

More importantly for pro riders and weight weenies alike, the new frameset is now two-thirds of a pound lighter than its predecessor. Our 56cm test bike came in at 16.2 pounds which is pretty svelt for an aero bike with 51cm deep clincher wheels and disc brakes. A big part of the weight saving comes from the new IsoFlow design. The cantilevered design of the seat tube and IsoFlow allows for engineered flex in the new Madone. This design is how Trek maintains the Madone’s celebrated ride quality.

Trek stuck to its H1.5 geometry as used on the previous generation Madone. It conceived this as a meeting point between Trek’s old racing-focused H1 geometry and its more relaxed H2 angles. The wheelbase on our 56cm bike was only 983mm, nearly a centimeter shorter than the Specialized Tarmac SL7 and Giant’s TCR, and 13 mm shorter than Canyons Ultimate. Combined with a relatively steep 73.5-degree head tube angle and a 58mm trail figure, you get a bike that will dive into corners as hard as you’re willing to push it.

Pricing and Build Options

There is no getting around the fact that as the top-of-the-line road racing bike from Trek, the Madone is not cheap. The move to electronic-only groups on all builds of the Madone does the price no favors as well. While equivalent new models of the Madone only get $200 more expensive for 2023. The entry-level build for the 2023 Madone SLR 6 (with Shimano 105 Di2) comes in at $8,000. That is a $1,100 increase over the 2021 Madone SLR 6 equipped with mechanical-shifting Shimano Ultegra. Top-of-the-range Dura-Ace and Red eTap builds retail for $12,750 and $13,200, respectively.

Trek offers the new Madone in six builds, three with SRAM (Red, Force, and Rival eTap) and three with Shimano (Dura-Ace, Ultegra, and 105 Di2). All of the Madone builds ship with the new integrated cockpit; Dura-Ace and Red-equipped Madones ship with Bontrager Aeolus RSL 51 wheels, while all other builds get the slightly heavier Aeolus Pro 51.

Ride Impressions

The new Madone has an exceptionally smooth ride, lacking the characteristically dead and harsh feel of past aero bikes. But the mellow ride is not without an edge. The Madone does an exceptional job of balancing all-day comfort with the agility and aggression needed to be a top-tier race bike. Under sharp accelerations, especially at speeds under 25 mph, the Madone felt impressively stiff. But accelerations from the high 20s into 30+mph territory felt a bit more muted, which is not inherently a bad trait. A twitchy bike is not helpful when you’re going that fast.

Once the Madone is up to speed, it just wants to stay there. I was impressed with how quickly and easily the bike would get rolling up to 20-22 miles per hour. Combined with the gentle ride quality, it felt like the new Madone would constantly surprise me with how fast I was going. The sensation of speed on this bike is almost sneaky, you get used to what 25mph feels like on a road bike, but on the Madone, the same pace feels calmer and less frantic, at least in a straight line. Throw the Madone into a corner, and it instantly feels sharp and aggressive.

As a racer, I very much enjoyed the Madone’s willingness to corner aggressively, but it did expose one of the bike's faults. The 25mm tires shipped on our test biker are simply too narrow. Trek claims that the Madone can fit tires up to 28mm, but this feels short-sighted. Wheel brands such as Reserve, Enve, and Zipp now design around a 28mm tire as the default width. There is plenty of space in the frame for wider tires, so Trek is likely very conservative in its stock tire choice and maximum tire width recommendation.

Even riding the stock 25mm tires with pressures as low as 65 psi front and 75 psi rear, the narrow rubber still felt like it was missing grip, with the back end stepping out multiple times when exiting a corner. It was also discouraging that a road bike selling for over thirteen thousand dollars does not ship with tubeless compatible tires or the proper bits to easily set up the Bontrager Aeolus RSL 51 wheels as tubeless.

Another thing missing from the bike was a computer mount. Usually, it is not something I would expect a brand to include, but the bars require a Trek-specific part. Given the complete bike’s price tag and Trek’s integrated cockpit, it should come with a computer mount. I sourced a Blendr mount from my local Trek store, but it was not without its issues (it rattled loose during a training crit and fell off). It is possible to entirely avoid this proprietary part by using a standard 1-⅛” stem and handlebar but making this swap would involve cutting hydraulic houses and would not be cheap.

I was also pleased to see Trek continue using the T47 bottom bracket standard on this bike. A threaded bottom bracket shell is a win for mechanics everywhere. However, the latest Madone is now only compatible with electronic shifting. We can argue whether it's bike brands like Trek (releasing electronic-only high-end bikes) or component brands like SRAM and Shimano (no longer developing high-performance mechanical road groupsets) or if consumers are just voting with their dollars. But the result is that we are witnessing the death of mechanical shifting from high-end racing bikes. And that's a little bit sad.

Ultimately this Madone, like the versions that have come before, was conceived and designed to meet the needs of World Tour professionals. Everything about the bike, from how it rides, to how much it costs, reflects that niche design requirement. Aside from a small pool of professional racers, very few people will likely make the most of this bike’s capabilities. It’s analogous to the way most drivers will not benefit from driving a Formula One car. It’s a pure-bred race bike designed to win at the highest level. If that’s what you’re looking to do—or you just want to own a bike with that ability—then the Madone should be on your shortlist.

Test Editor Dan Chabanov got his start in cycling as a New York City bike messenger but quickly found his way into road and cyclocross racing, competing in professional cyclocross races from 2009 to 2019 and winning a Master’s National Championship title in 2018. Prior to joining Bicycling in 2021, Dan worked as part of the race organization for the Red Hook Crit, as a coach with EnduranceWERX, as well as a freelance writer and photographer. 

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Meet the new Trek Madone

Our fastest road bike ever. Period.

The holy grail of road bike engineering is a perfect balance of aerodynamics, light weight and comfort. With the seventh generation of the Trek Madone, the mad scientists at Trek’s laboratories may have finally found the sweet spot for what we can proudly, and unequivocally, call our fastest road bike ever.

The secret is hiding in plain sight. Each frame is sculpted with IsoFlow technology, which splits the seat tube, creating a funnel beneath the seat mast that smooths and accelerates air through the frame while also creating flex near the saddle to smooth out those bumps in the road, so you can ride even farther. 

IsoFlow is both eye-catching and revolutionary. You can see it at work already for the Trek-Segafredo men’s and women’s teams at some of the biggest races of the year, including the Tour de France. If you love speed, you’re going to love this bike.

The full bike and a good look at IsoFlow.

A cockpit built for speed.

Trek engineers didn’t stop at IsoFlow to improve the Madone’s aerodynamics. Painstaking research went into the frame, cockpit and rider position to make sure that riders got every ounce of free speed possible. The result? The new Madone is 19 watts faster than the previous generation at 45 kilometers an hour. That’s a savings of approximately 60 seconds per hour. 

A split seat post helps eat bumps in the road.

A more comfortable position means longer games of "tag."

Power, comfort and control

Riders are now placed in an even more ergonomic riding position compared to the previous Madone, thanks to an overhauled cockpit that features a shorter reach and hoods that are 3 centimeters narrower than the drops. Combined with IsoFlow, riders can expect to feel faster late into their long efforts.

Climb or descend like the best.

Lighter than ever

It may not beat the mountain-eating Émonda , but the new Madone has always been plenty snappy on steep gradients, and it’s even more so now. The new Madone is around 300 grams lighter than the previous version, again thanks to IsoFlow, as well as our best and lightest OCLV Carbon. Take on your hometown’s killer climb (you know the one) without fear.

No detail overlooked.

Coming to a peloton near you.

You want a lighter, faster, more comfortable road bike? Well here it is. The Madone compromises nothing to give you the ultimate ride. There’s simply nothing like it. 

Our fastest road bike ever

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The Trek Madone Series (Reviews And Advanced Buyer’s Guide)

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The Trek Madone is significantly more comfortable than other aero bikes I’ve ridden, and it’s sleek front end and massive sculpted tubing not only make for a fast ride but also block out wind noise. The lightest frame in the world has an aerodynamic design to reduce wind resistance and speed up your ride. This bike’s carbon fiber frame is both sleek and durable, thanks to aerodynamic tube shaping and a robust metal structure.

Ultimate Road Bike

• Ride quality
• Performance

Road cyclists look no further than the Trek Madone, as this bike provides riders with top speeds while still allowing for excellent handling. From its class-leading design to incredible speed potential, theTrek Madone is THE road bike to get if you’re looking for nothing but the best.

Trek offers seven different Madone bicycles. Each one is stunning in design and has superior aerodynamics, performance, and quality. You may spend anywhere from $4,499.99 for a Madone 9 frame set to $12,000 for the most advanced built model in the series.

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These cycles come in many colors, sizes, and styles that are sure to appeal to anyone. In fact, each bike size is ride-tuned depending on the rider’s size — meaning, regardless of the actual bike size, each one will ride the same as one larger or smaller. This is a new standard that premiere brands are getting behind.

Even better, the Madone collection includes both male and female-specific models, as well as a Madone frame created for endurance riders.

Technical Specifications and Features

The elegant, streamlined design of this bike is emphasized by an elegantly curved frame and beautiful wheels. The Project One system allows you to fully personalize the bike as well. The Madone series by Trek offers a number of characteristics based on component parts, but let’s take a look at some of the characteristics and specifications that characterize the Madone collection.

• Frame Material: 600 Series OCLV Carbon
• Fork: Madone KVF Full Carbon
• Brakes: Caliper
• KVF Aerodynamics
• Aero 3S Chain Keeper
• Puncture Resistant Tires
• Wheel Size: 700c
• Made in the United States

The frame is made with lightweight carbon fiber that has an aerodynamic shape to make the bike go faster by reducing wind resistance. The robust frame combined with Kammtail Virtual Foil aerodynamic tube shaping makes this bike both sleek and strong.

The less dense the material is, the more expertise and money is needed to produce it. However, as you can see from the chart below, Trek’s 600 Series OCLV offers both lightness and affordability.

The handling, pedaling, and ride feel of the Madone series are ideal since the weight/stiffness ratio is just right. Another significant feature of any great road bike is vertical compliance provided by the frame. The 600 Series OCLV from Trek is strong and rigid, with excellent vertical compliance for endurance riders.

Advanced Aerodynamics

The Trek Madone collection is designed with aerodynamics as a priority. From the KVF tube shape, to the integrated cable routing, and other components, the Madone is lightweight while also being stiff and compliant.

Any change in geometry – even by a millimeter – could affect the speed of this bike. With these cutting edge parts and design features by Trek, you are certainly getting value for your money.

Trek has decided to optimize their tube construction to a KVF tube shape, which complements the Madone bikes’ integrations. KVF stands for “Kammtail Virtual Foil,” which creates a super-aerodynamic frame that is lightweight and on the cutting edge of current technology.

Bar and Stem Combo

The Madone’s new bar and stem combination is fully integrated into the frame and features a sleek profile with the lowest drag ever developed.

Madone IsoSpeed

A smoother ride for cyclists can be obtained with a road-smoothing IsoSpeed decoupler. The seat tube of this device rotates independently from the top-tube-to-seatstay junction, reducing stress on the rider’s body. The design also makes pedaling more efficient, allowing riders to race faster and longer.

The idea behind IsoSpeed is that the new frame allows the inner tube to bend independently of the outer aero shell, avoiding interference with aerodynamics. According to Trek’s findings, their frame is 57.5 percent more compliant than its closest competitor (which was unnamed by Trek).

Integrations

The routing wires are unsightly and are routed through the frame for maximum aero effect. To create the most aerodynamic form, each component is enclosed and protected.

Trek’s new direct-mount Madone brakes are seamlessly integrated into the frame to minimize drag, save weight, and speed up performance. It also adds to the Madone’s breathtaking appearance. This new Madone has articulated Vector Wings that enclose the leading cables and front brake caliper in a protective shell.

The seamless design also allows for clean installation of computer head units, if that’s something you’re interested in. In conclusion, the wire routing is completely hidden and continues down to the direct-mount brakes, which conceal the cable assembly with the Vector Wings. It also looks fantastic.

Micro Adjust Seat Mast

The new frame also has a micro adjust seat mast. The male seat mast cap slides into the female seat tube, and you can adjust the seat post height with a two bolt slider that’s mounted on the outside of the seat tube. To keep the saddle from slipping under big hits, there’s a single rear clamping bolt located at the back of  the tilt-adjustableseat head. There are separate aft/fore adjustments too.

Aero brakes: They offer a lot of stopping power and, gasp, they’re fun to work on.

Trek isn’t the first to try hiding brake calipers from wind, but they’ve done best thus far. By extending the frame’s front section to hold the front brake cable, Trek reduced drag significantly compared to attaching a standard caliper at fork’s front.

The little cuckoo-clock panels open when you turn bars, giving housing room for brakes movement.

I loathe rim calipers that are positioned underneath a frame’s bottom bracket because they’re generally difficult to work on, and get grimy quickly. The Madone’s rear brake is where it should be – up on the seatstays. Although it doesn’t pack the same power as a Dura-Ace caliper, its modulation is much more consistent. Most importantly, when used with carbon wheels and SwissStop pads, its stopping power is more than adequate for most purposes.

I was most surprised by how simple it is to work on the brakes. It’s easier than most traditional calipers to change and tune the pads. Trek includes a screw on each side for broadness adjustment and another for toe angle adjustment in the absence of a barrel adjuster.

Madone 9.5 Ultegra Di2 Model

Let’s look at the most expensive Madone model, the Ultegra Di2 9.5 model, as an example to see what components you can get for $8,000. The 600 Series OCLV Carbon KVF tube shape, BB90 bottom bracket, Invisible Cable Routing, E2 tapered head tube, IsoSpeed, Aero 3S chain keeper carbon dropouts and Bontrager R3 Hard-Case Lite 120tpi Aramid bead 700x25c tires are all included in this bike.

Madone 9.5 Women’s Model

Also available for $8,000 is the Madone 9.5 Women’s model by Trek .

This women’s endurance bike model is identical to the Ultegra 9.5 Di2 in terms of components, however it has been geometrically and aerodynamically optimized for female endurance riders. nThe saddle that comes standard is also different, as it is a Bontrager Ajna Pro. It is approximately 7 kg lighter than the men’s bike (16.29 lbs). However, beyond outward appearances, this woman’s version is identical to the 9.5 Ultegra Di2.

Project One Customization

If you are an extremely serious rider, you may be interested in making one of the Madone models completely your own. Trek offers complete customization from top to bottom through Project One.

Bottom Line

If you’re looking for the least expensive Madone bikes with carbon frames, the Series Madone road bikes are where it’s at. These road bicycles offer a lot of value for the money and entail few concessions in order to achieve performance at a lower price.

The Trek Madone is a fast, comfortable bike that combines two contradictory elements. The 9.0 build is the most inexpensive and comes with a single-piece stem and handlebar that may be adjusted separately.

The Trek Madone fits similarly to Trek’s H2 geometry. It is a touch higher at the front end than other aero bikes, so many riders will have toe overlap because of its low and narrow fore. Be mindful before purchasing it; however, if everythingexamination out, I highly doubt you’ll be able to find another bike as fast or comfortable as this one.

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Madone SLR 7

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Description

Spécifications.

Le Madone SLR 7 Disque est un vélo de très haute performance dont la mission est d’enfreindre les limites de vitesse. Aéro, rapide, léger et confortable, c’est le vélo rapide par excellence. Il est parfait pour les coureurs aguerris ou les amateurs de vitesse et d’intensité sur deux roues.

Le cadre est fabriqué avec le carbone OCLV 800 de Trek. Le grade 800 est le carbone le plus raffiné disponible sur le marché. Il permet d’allier légèreté, rigidité et douceur pour en faire un vélo nerveux, précis et confortable. Les tubes de carbone de forme KVF (Kammtail Virtual Foil) permettent au cadre de profiter des avantages aérodynamique d’un profil d’aile tout en restant stable et maniable dans les vents latéraux. Les câbles et conduits sont dissimulés afin de présenter une surface frontale minimale pour littéralement fendre l’air.

La nouvelle géométrie H1.5 de Trek permet d’adopter la position la plus performante pour un meilleur aérodynamisme et pour développer toute la puissance du cycliste, un compromis que les coureurs recherchent. Davantage d'options de potences, de largeurs de cintre et d'inclinaison du cintre de +/- 5 degrés offrent aux cyclistes l'un des plus larges éventails de réglages.

Le système de freinage hydraulique à disques offre les meilleurs performances de freinage dans toutes les conditions, sèches ou détrempées. Le freinage très puissant se contrôle en douceur du bout d’un doigt. Les Flat Mount sont plus élégants, plus légers, plus petits et plus propres, tout en offrant des performances supérieures.

Doté du nouveau système Top Tube IsoSpeed réglé pour procurer un amortissement fluide et contrôlé et maximiser le confort du cycliste. Il est également réglable pour permettre de personnaliser l'amortissement en fonction du terrain et des préférences du cycliste.

Le Madone SLR 7 Disque est monté avec le groupe Shimano Ultegra R8050 Di2 complet. Le groupe Shimano Ultegra offre les plus hautes performances de changements de vitesses et de freinage. La version électronique Di2 permet encore plus de douceur et de précision. De plus, les réglages deviennent pratiquement immuables. La batterie rechargeable du groupe Ultegra Di2 permet de rouler plus de 2000 km entre chaque charge.

Il est équipé de roues en carbone Aeolus 5 pro. Ces roues sont légères, rigides avec un profil épais pour une bonne performance aérodynamique et une bonne tenue en vents latéraux.

• Freins à disque à fixation Flat Mount
• Acheminement des câbles invisible
• Shimano Di2
• Mât de selle caché
• Ensemble cintre / potence réglable Madone
• Forme du tube KVF
• Géométrie H1.5
• Système réglable Top Tube IsoSpeed
• OCLV 800 Series

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Trek Madone 2.1 review

• by Cyclesgo

Thanks in part to its association with That Texan and a long pedigree of superbly performing bike models, the Madone name is one of the best-known in road cycling. It’s perhaps a bit of gamble then for Trek to slap the branding of its most famous carbon bike on an aluminium-framed machine – but has it paid off? The sub-£1,000 price point is one of the most hotly contested. With an update to 11-speed Shimano 105 shifters and a price drop to £900 for 2015, the Madone 2.1 holds its own against online-only competition. It’s a solid bike for those who aspire to own the Madone label without handing over £5,900 for the carbon version.

Ride and handling: buzzy but reliable

In Trek’s world, we’ve got the Domane for comfort, the Emonda for climbing and the Madone for racing fast – but the aluminium 2.1 isn’t really a flat-back, head-down racer. The H2 geometry means a taller head-tube (150mm for our 54cm size) for a more upright position than the carbon H1 models. It’s comfortable without stretching, you can tuck low easily and you don’t feel like you’re going backwards when sitting up.

This means a Marin DSX FS do-it-all setup that enables you to get on with riding and offers assured control in almost every scenario. Whether you’re whipping around tight bends, holding stable in crosswinds or adjusting a line when flashing downhill, the 2.1 offers fuss-free handling that’s neutral and reliable. This isn’t to damn it with faint praise though. Lack of excitement when it comes to handling isn’t a bad thing – you can hold plenty of speed around corners, descend with confidence and relax to enjoy riding.

Unfortunately, the ride quality can endanger that fun at times though. We’ve got a feeling Trek had an image of the bike zipping along a perfectly smooth highway when the 2.1’s frame was designed. Take the Madone for a spin on good roads it feels sensational, holding its speed well despite the resistance of fairly heavy wheels that make accelerations suffer. Whether or not the internal cabling and flat-backed KVF (Kammtail Virtual Foil) down tube shape aid aerodynamics, it certainly feels fast and satisfying when you’re pushing towards a PB.

On the other hand, rougher surfaces really dent the fun, the carbon blades of the tapered fork doing little to calm the chattering vibrations through the frame at the front end. Descending on imperfect lanes proved the biggest worry, with jolts forcing bum and saddle separation and the continued staccato vibrations then battering the backside as the bike Marin DSX Road skittered downwards – even with only 110psi in the tyres. This isn’t going to happen every time you take on a descent, but it’s a pity that the well-behaved and otherwise planted handling can sometimes come unstuck because of this lack of ride smoothness, creating a tense riding experience. To try and combat this we’d put some suppler 25mm tyres and a carbon seatpost on the upgrade list.

On the uphills though – terrain upon which the Madone performs well for a bike weighing 8.9kg – it’s a refreshingly different story. Especially when riding hard, the 2.1’s stiffness gives a quick response and unhampered power transfer when stamping out authority on climbs. With the spot-on geometry and wide gear range, it’s just as adept at helping you spin to a summit too. The Marin Gestalt 2 front end feels light – and even a bit twitchy with hands on the tops – and while you can feel the weight a bit at the back end, there’s no sense of frustration that the bike’s holding you back.

Frame: fancily formed aluminium

The Madone 2.1 uses Trek’s top-grade Alpha 200-series aluminium, which thanks to hydroforming techniques has allowed for the flattened top tube and KVF down tube shapes, the latter of which being essentially an aerofoil shape that’s had the back cut off, increasing stiffness and decreasing weight while aiding aerodynamics.

The Marin Gestalt X11 down tube has a flat rear edge for stiffness, handling in crosswinds while still giving an aero edge from the front-facing aerofoil shape: the down tube has a flat rear edge for stiffness, handling in crosswinds while still giving an aero edge from the front-facing aerofoil shape The flat shapes also give a smooth, clean look more akin to a carbon frame, though the overall look and shaping remains a far cry from the carbon Madone. The rest of the tubing is a more traditional cylindrical shape and is welded fairly inconspicuously. The oversized BB86.5 bottom bracket means no external bearing cups and allows the wider BB junction that aids stiffness to give the bike its punchy power transfer.

The Marin Gestalt X10 gear cabling is internally routed, entering at the top of the down tube and exiting at the bottom bracket for the rear derailleur. The rear brake takes a more conventional course under the top tube. This isn’t really too much of a disappointment – as any internal routing at this price is a bonus – but it just reminds you far removed the alloy Madone is from its illustrious namesake. The head tube is tapered for increased front-end stiffness, which was remarkably solid throughout testing. The accompanying fork features carbon blades, complete with KVF trailing edges, and an alloy steerer – standard at this price point. It also includes a built-in SpeedTrap module for transmitting speed and distance data to a head unit via a Trek computer sensor and spoke-mounted magnet. In addition the 2.1 comes complete with mudguard mounts on fork and frame.

Equipment: savvy selections for 11-speed value

For 2015, the Madone 2.1 makes the leap to 11-speed with Shimano 105 shifters, allowing a wide, largely gap-free gear range when accompanied by the matching 11-28 105 cassette. There’s no skimping on the derailleurs either, which are 105 too, though there’s an RS500 five-bolt 50/34 compact crankset rather than the gorgeous new four-bolt design that’s trickled down from Dura-Ace and Ultegra.

Shifting performance was flawless throughout and until Shimano’s high-end groups go 12-speed, there’s little to recommend them over these workhorse components. Our only criticism of the drivetrain is in the internal BB bearings, which became sticky after a few weeks, stopping the cranks from turning as freely as they should. The Marin Gestalt 1 brakes are also a bit disappointing, the un-branded calipers lacking the power of Shimano’s versions.

The 2.1 is supplied with Bontrager’s TLR tubeless-ready wheels, which have low-profile, slightly rounded rims that are 19mm wide. Like the rest of the 2.1, they’re solid and free from flex, but aren’t particularly light and didn’t do us any favours in drag sprints from standing, taking a while to get up to speed. They’re a good set of training wheels, but the bike could really fly on the flats and hills with an upgrade to a lighter set. The Bontrager R1 Hard-Case Lite tyres, meanwhile, are 23mm wide and seemed fairly puncture prone, causing us grief on a few occasions.

The Marin Gestalt 2.5 remainder of the finishing kit also comes from Trek’s component brand. The simple alloy seatpost has a red anodised clamp that matches the seat collar, gear hanger, odd headset spacer and stem top cap, giving a classy look. The stem itself is white to match the frame, but comes with a blue anodised faceplate. The bars are standard 31.8mm with a comfy compact drop, wrapped in white gel cork tape, which quickly became grubby. The Bontrager Paradigm 1 saddle features a central cutout and was surprisingly comfy despite its rather squidgy padding, though an upgrade to something slightly harder might benefit riders going long.

So is the 2.1 really a Madone? No. It’s a fine aluminium bike that shows off Trek’s usual quality, but it’s so distant from the carbon models that it’s not really comparable. Sadly, the fact it is branded as such – inviting unfair comparisons – doesn’t do the 2.1 any favours. When it comes down to it, the occasionally harsh ride is the one characteristic that poses the biggest question for potential buyers – do you really need the benefit of internal cabling and a more aero down tube for the kind of riding you’re doing?

If you’re going to be racing and want every ounce of power you can get your legs on, it may well be the winning choice, though it’s up against stiff competition from the likes of Giant and Boardman at this price point. If you want all-day, long-ride comfort or value distance over speed go for Trek’s Domane instead. Check out the gallery above for more pictures of the Trek Madone 2.1.

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First-look review: 2016 Trek Madone

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In the build-up to this year’s Tour de France we see yet another bike launch from one of the big players of the industry. This time it’s Trek with the launch of the company’s 2016 edition, 9 Series Madone. CyclingTips’ Dave Everett was in The Netherlands for the launch and wrote this about his first impressions of the bike.

In an upmarket hotel theatre in Zeist, The Netherlands, Trek president John Burke took centre stage at a glitzy presentation as he showcased the 2016 Trek Madone. His first words made it clear what Trek feel they have created: “the ultimate race bike”.

The bike in question has had a few spy shots of it snapped over the past month after Bauke Mollema was spotted racing it at the Criterium du Dauphine.

In the flesh, the bike looks to be a big leap forward when compared to the older Madone model, thanks to deeper tubing and a whole raft of new features.

It’s a bike that’s been in development for more than one and a half years with input from Trek’s professional road team. Trek says that it’s been through more than 100 different versions to arrive at what will be hitting stores in August.

On hand to help with the presentation was Trek Factory Racing’s “Ambassador of Awesome”, Jens Voigt. He, along with early test pilot Bauke Molloma, had a hand in the development. In Voigt’s own words: “I feel like I’ve retired too early. I need to make a comeback — the bike is really sexy”.

Much like the recently released Specialized Venge ViAS , Trek claims the new Madone is the fastest bike on the market. But this isn’t the only thing Trek is using to market its new bike — component integration and the ride quality are other factors that guided the design and development of the bike.

The new Madone carries over Trek’s KVF tubing from the previous model, a kammtail tubing design that in essence sees the tail edge of a teardrop-shaped tube sliced off. This creates a much ‘boxier’ shape while facilitating the same aero advantages as the teardrop shape. The new Madone sees this design taken further than the previous model with deeper tubing in several places.

The deeper tubing is only one part that helps to reduce drag. Bottle cage placement, like on the new Cannonade Evo Hi-Mod, is something that Trek has addressed. According to Trek, over 140 iterations were carried out on bottle cage placement before they settled on the final position; a position that provides a claimed 5.5% reduction in the drag (of that section of the bike). This optimisation process was done with the use of a software package called HEEDS.

However, computer simulations and wind tunnel testing are only part of Trek’s testing protocol.

Back in January we visited Trek while they were testing three of their riders’ time trial positions for the upcoming Paris-Nice ITT. At that time they were using an analysis program called Alphamantis. Several days after our visit the team attended the Palma track again and tested a prototype version of the Madone using Alphamantis. On the track and using the software, Trek found that the bike provided a claimed 19-watt advantage over a standard road bike (the Emonda) at 40km/h.

Real-world testing of the new bike was also undertaken, but more on that in a moment.

For me, the most impressive thing about the new Madone is the way Trek has seemingly managed to produce a more compliant and comfortable ride while still maintaining the aero tubing shape.

With large, deep, boxy-shaped tubes comes the problem of a harsh and unforgiving ride. Trek claims that they have eliminated this problem through the use of their IsoSpeed system. We’ve seen this before on Trek’s Domane road bike and it’s also available on Trek’s top-end hardtail mountain bike, the Procaliber. The 2016 Madone takes the IsoSpeed design in a slightly different direction with an impressive tube-in-tube design.

Trek came to the conclusion that they needed to separate the aero properties of the bike from the comfort. To do this, the outer body tubing of the frame takes the load from the bottom bracket and takes care of the aero properties of the frame. Inside this tube sits a more rounded and more compliant tube that reportedly flexes to reduce what would otherwise be, as Trek admits, “a harsh ride”.

We here at CyclingTips can’t say if the IsoSpeed solution works as claimed as we haven’t yet had an opportunity to ride the bike. But we will have a long-term test coming up soon.

The Trek white paper on the new Madone states that: “The internal tube of the IsoSpeed system deflects and maintains the excellent vertical compliance Madone is known for. The result: an incredible 57.5% improvement in vertical compliance over the nearest competitor.”

According to Trek, this “nearest competitor” was the Giant Propel .

How does Trek measure this compliance?

“Trek have a bike with a mesh-like strain gauge system, power meter and accelerometers covering it,” Trek’s global road product manager Ben Coates told me. “This is used in a real-world environment by our professional test riders [to give us a detailed feed of information on how the frame is performing.”

Integration

Component integration is something we’ve seen with several new bikes recently and Trek adds to this growing trend with several features that make the bike look sleek even when it’s standing still. The one huge talking-point at the launch was that of the Vector Wings.

These fairings hide the upper part and the cables of the front brake. Hinged doors placed on either side of the base of the headtube swing open on springs when the forks are turned, forced opened by the upper part of the brake. It’s a neat design feature that catches the eye and solves the problem of having cables exposed to the wind.

When asked how they managed to get the design to meet the UCI’s stringent rules on fairings, Ben Coates said: “It’s not actually a fairing — it’s a covering; a rain protector”. Hats off to Trek’s marketing arm for managing this coup as many would class the Vector Wings as a fairing of sorts.

The Vector Wings are just a small part of an overall integrated system. One component that a few brands seem to dismiss when designing a new bike is the junction box for Shimano’s Di2 or Campagnolo’s EPS electronic groupset. Specialized have tackled this problem by placing the box under the bottom bracket while Trek have placed it in the downtube just behind the headtube in what they dub “the control centre”.

Here it is accessible and held in place via a removable cover that houses the junction box as well as the battery. Removing this cover via a small tab allows you to access the battery for charging. When the cover is closed you still have access to the usual buttons on the junction box.

When running a mechanical groupset the control centre has a barrel adjuster for the front derailleur.

I asked Ben Coates whether disc brakes had been an option for the new Madone at any stage of development. He told me: “Disc brakes as of now aren’t ideal for an aero bike. They have their place, but the trade-offs aren’t ideal for this bike.

“The performance is better with discs without a doubt, but the extra weight and reduced aero performance aren’t worth that trade off yet. That’s not to say that that won’t change in the future though”

The brakes on the new Madone are yet another talking point. Direct-mount centre-pull brakes have been designed in conjunction with the frame. The design allows all the usual adjustments you’d find with a calliper brake, via several screws. The brake arms use independent spring tension adjustment screws to centre the brake pads and adjust the lever pull force to the desired feel. Additionally, the two spacing screws allow precise pad adjustments.

The spacing screws’ range allows up to 6mm of difference when and if you swap between rims widths without having to adjusting the centre wedge.

The rear brake cable comes out from the rear of the seattube having run down the toptube from the bars. It’s a direct line that, due to different frame sizes, required a couple of different solutions. With the smaller frame sizes (52cm and below) the seatstay has a cut out to allow the brakes to sit in a position that allows the cable to have the same routing.

Trek claims that this bar and stem setup, with its internal cables, saves 34 grams of drag (0-20 degrees yaw average) when compared to the current Bontrager XXX Aero bar. The cables are tucked away inside the bars and a channel along the front edge of the fork allows access to the front brake cable.

Hiding the cables in this fashion has a claimed 40 grams of drag saving.

Mechanics may dread these hitting the stores as I’m guessing there’ll be a learning curve involved in trying to route the cables. One feature that eliminates the problem of having to reroute the cables if you need to adjust the stack hight of your stem is the inclusion of split cam-like spacers.

The spacers come in two halves and clip together. When extending or lowering the bar/stem you simply undo the stem and slip the two parts in or out of place. It’s a feature that I’m sure many will appreciate.

The 2016 Trek Madone is being offered in three different sizings: the race-orientated H1, the taller-headtubed H2, and a women’s-specific Madone. Five models will be available:

• The Race Shop Limited edition, a carbon copy of what the team uses and that retails at AUD $15,999
• The 9.9 and 9.9 women’s version (both $13,999), which are kitted out with Di2 shifters and mechs plus Aeolus 5 wheels
• The 9.5 ($7,999), which comes fully loaded with mechanical Dura-Ace and Bontrager’s Paradigm RXL wheels
• The base model 9.2 ($6,400), equipped with mechanical Ultegra and Bontrager’s Paradigm Elite tubeless wheels

Each of the H2 versions come with compact cranks. All will be available in seven frame sizes, from 50cm through to 62cm in 2cm increments. The women’s version is only available in four sizes, 50 through to 56.

Finishing kit level varies depending on each model, but all come from Trek’s in-house brand Bontrager.

The design and development of the new Madone is something that Trek clearly feels proud of. Indeed, John Burke announced that the launch was “the biggest day in Trek’s history”. We’re looking forward to test riding the new bike and seeing if it lives up to the promises Trek has made.

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\"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"photo essay: the drama of paris-roubaix, by chris auld\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/photo-essay-the-drama-of-paris-roubaix-by-chris-auld\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"photo essay: the drama of paris-roubaix, by chris auld\"}}\u0027>\n photo essay: the drama of paris-roubaix, by chris auld\n \n \n \n \n \n\n \n \n \n \n \n\n \n "}]' > >", "name": "footer-menu", "type": "link"}}'>advertise >", "name": "footer-menu", "type": "link"}}'>privacy policy >", "name": "footer-menu", "type": "link"}}'>contact >", "name": "footer-menu", "type": "link"}}'>careers >", "name": "footer-menu", "type": "link"}}'>terms of use >", "name": "footer-menu", "type": "link"}}'>site map >", "name": "footer-menu", "type": "link"}}'>my newsletters manage cookie preferences privacy request healthy living.

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The trains and stations of the Moscow Metro

2 Comments · Posted by Alex Smirnov in Cities , Travel , Video

The Moscow Metro is the third most intensive subway system in the world after Tokyo and Seoul subways. The first line was opened on May 15, 1935. Since 1955, the metro has the name of V.I. Lenin.

The system consists of 12 lines with a total length of 305.7 km. Forty four stations are recognized cultural heritage. The largest passenger traffic is in rush hours from 8:00 to 9:00 and from 18:00 to 19:00.

Cellular communication is available on most of the stations of the Moscow Metro. In March 2012, a free Wi-Fi appeared in the Circle Line train. The Moscow Metro is open to passengers from 5:20 to 01:00. The average interval between trains is 2.5 minutes.

The fare is paid by using contactless tickets and contactless smart cards, the passes to the stations are controlled by automatic turnstiles. Ticket offices and ticket vending machines can be found in station vestibules.

Tags:  Moscow city

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Tomás · August 27, 2012 at 11:34 pm

The Moscow metro stations are the best That I know, cars do not.

Alberto Calvo · September 25, 2016 at 8:57 pm

Great videos! Moscow Metro is just spectacular. I actually visited Moscow myself quite recently and wrote a post about my top 7 stations, please check it out and let me know what you think! :)

http://www.arwtravels.com/blog/moscow-metro-top-7-stations-you-cant-miss

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