trek madone 7.9 2014

First Ride Review: 2014 Trek Madone 7-Series Project One

A little lighter, a smidgeon smoother

This article first appeared on BikeRadar .

Trek says the updated Madone 7-Series is more comfortable, offers better rear brake performance, and is lighter than ever before - supposedly down to just 725g for a 56cm sample finished in the company's ultra-svelte U5 Vapor Coat paint scheme. We haven't had a chance to tear our sample down to check the chassis weight yet but our early rides suggest that the other two claims hold true.

Ride and handling: Smoother under fire

Ride quality has gotten better on this latest Madone although it's a subtle improvement. Whereas the previous one offered a reasonably firm but somewhat wooden feel, this edition has a little more blood flowing through its veins with a livelier and springier personality along with a little less jarring over bigger pavement imperfections - and that's even before we switched to 25mm tires. It's still no magic carpet, mind you, but we nonetheless found the new Madone 7-Series a willing partner during a 5 ½-hour day in the Dolomites. Four big passes - including 2,900m (9,540ft) of vertical gain - left us physically drained but far from beat-up.

Trek says the updated Madone's beefed-up chain stays lend a more solid foundation for the bottom bracket-located, direct mount rear brake caliper and truth be told, brake performance is undoubtedly improved over the Madone 6-Series we reviewed earlier this year. However, we also upgraded this time around to Shimano Dura-Ace calipers instead of the Bontrager house-brand ones so it's difficult - if not impossible - to isolate the effect of the new chain stay shape.

We noted some slight front brake rub when climbing out of the saddle on our 2013 Madone tester and we're happy to report that there was no similar issue this time around. However, we did notice a substantial amount of rear brake rub but only after switching to a set of very stiff, deep-section carbon fiber tubular wheels. We'll continue to investigate this issue as we delve further into testing as it's not something we observed with the stock Bontrager Aeolus 3 D3 carbon clinchers supplied with our tester.

That all being said, the Dura-Ace setup actually works very well. There's ample power, excellent control, and a lighter and silkier lever feel where there was once far too much friction and sponginess. The rear caliper's location still makes it occasionally tricky to set up but Trek at least seems to have tightened up the tolerances on the head tube-mounted housing stop, which incorporates an easy-to-use barrel adjuster and quick-release function.

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Trek hasn't messed much with the Madone elsewhere and for the most part, that's just fine. Overall stiffness still feels around the middle of the scale with good snap under power and precise handling. As we've frequently mentioned in the past, frame geometry feels spot-on. The bike's confident high-speed stability had us comfortably rocketing down passes at 80km/h (50mph) while the solid front triangle and excellent braking let us scrub speed late before diving hard into tight downhill corners.

We went with the more aggressive H1 fit and felt right at home with just a handful of headset spacers but riders looking for a more upright feel can simply go with the taller front end of the H2 variant.

Frame: a familiar formula

There's very little to distinguish the 2014 Madone 7-Series from the 2013 edition from a visual standpoint. The driveside chain stay is noticeably bigger than before and now has a pronounced step as it approaches the dropout, the fork tips are now made of molded carbon fiber instead of aluminum, and that's about it.

Otherwise, it's familiar stuff, including truncated Kamm tail tube shaping throughout, a tapered 1 1/8-to-1 1/2in head tube, a 90mm-wide bottom bracket with molded-in bearing seats, and Trek's trademark no-cut semi-integrated seatmast.

Cable routing is once again internal and convertible between mechanical and electronic drivetrains with similar entry and exit locations as last year - meaning we still wish the input stops up front were moved a little further back to create a smoother path when using very low and/or short stem setups. Trek looks to have refined the exit port for the rear brake, though, as the cable no longer drags on the aluminum housing stop.

Finish quality on our custom painted Project One 'real fire' frame was excellent and particularly impressive given the size of Trek's operations.

We unfortunately weren't quite as impressed with the quality of those new carbon fiber fork tips, though. The fit is curiously sloppy around the axle and we've been struggling with wheel alignment throughout our first few weeks of testing.

As you read this, our test bike is en route back to Trek to be evaluated.

Equipment: Awesome Dura-Ace 9000 group, great wheels and finishing kit

We continue to be blown away by Shimano's latest Dura-Ace 9000 group - it's everything the previous 7900 group should have been but wasn't. Shift quality both front and rear is silky smooth with a light lever action and extremely precise movement that's highly reminiscent of the iconic 7800 generation. Front shifts are particularly good with incredibly positive chain engagement. We still wouldn't mind shorter lever throws but aside from that, the shifting is virtually flawless.

Critics are quick to discount the new direct brake mount but now that we've been able to sample a setup with high-quality calipers, there's not much to complain about. It's certainly a tidier setup - at least up front, in this case - as as the arms are offset less from supporting structure to which they're bolted, there's less flex under very hard braking, too. Details aside, the most important thing to note here is that they work exceptionally well. In addition to the power and modulation comments we made earlier, lever feel is fantastic, too - even with the somewhat squishy carbon-specific Bontrager cork brake pads.

Speaking of Trek's house brand, the rest of the Bontrager bits on our tester have been excellent so far - as one would hope considering we hand-picked each one through the Project One custom program.

The molded carbon fiber Race XXX Lite stem is rigid and light but it's the Race X Lite IsoZone carbon handlebar that's really impressive with its relatively thin foam pads that sit in slight recesses on the tops up to the hoods and on the drops. They don't add much in terms of girth but they're quite effective at quieting vibration. We'd even say it's almost the equivalent of switching from 23mm-wide tires to 25s.

Though they're not cheap, the Aeolus 3 D3 carbon clinchers have been excellent all-rounders - both on this bike and in previous encounters. They're pretty light and quick to spin up, quite stiff and snappy, and have very good braking performance in dry conditions. They're quite stable in blustery conditions, too, although it'd be nice if they were tubeless compatible.

The Bontrager Paradigm XXX Carbon saddle is utterly fantastic. The firm shell and high-density foam provide excellent support on long days and the excellent shape is supremely comfortable, too. We rolled the dice and set out on three days in the Dolomites without allowing sufficient time to get used to the thing and thankfully, we had no ill effects as a result.

Total weight for our 52cm H1 test rig was just 6.32kg (13.93lb) without pedals.

Price: US$10,579.98 Weight: 6.32kg (13.93lb, 52cm H1, without pedals) Available sizes: H1: 50, 52 (tested), 54, 56, 58, 60, 62cm; H2: 50, 52, 54, 56, 58, 60, 64cm Available colors: Project One custom Pros: Brilliant handling, improved ride comfort, very light, good stiffness Cons: Rear brake rub, sloppy-fitting fork tips BikeRadar verdict: TBD pending longer-term testing and test bike evaluation from Trek More information: www.trekbikes.com

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• 17 Nov 2013
• by Anthony Mikrut
• in News , Product Reviews

2014 Trek Madone

2014 Trek Madone 7.9

Power. Passion. Performance.

These light, swift bikes have what it takes to keep you ouf front.

Trek is the #1 performance bike brand. The Trek R&D department is the best int he world, and they are commited to making every one of our road bikes the absolute best in its class.

Trek Madone. Train, race, win.

The Trek Madone has 6 families of bikes to choose from:

2014 Trek Madone 7 Series:

Just when you thought a road bike couldn’t possibly get any better, it did. The 2014 Trek Madone 7 Series is the best of everything: the fastest, incredibly aero, and now with and even lighter frame and incomparable ride feel. Still built by hand, and made to win.

2014 Madone 7.9

2014 Madone 7.9 WSD

2014 Madone 7.7

2014 Trek Madone 6 Series:

The Trek Madone 6 Series is race-bike royalty. Its all-new frame combines a phenomenal lighter ride feel with a super-aero shape to take you to the finish first. Hand build in Waterloo, Wisconsin.

2014 Madone 6.5

2014 Madone 6.2

2014 Madone 6.2 WSD

2014 Trek Madone 5 Series:

Madone 5 Series is a true pro-level preformance road bike. The Trek Madone 5 Series is everythign you need with race ready features like, impeccable integration, OCLV Carbon, and a super-aero shape.

2014 Madone 5.9 Dura Ace

2014 Madone 5.9 Red

2014 Madone 5.9

2014 Madone 5.2

2014 Madone 4 Series:

The all-new Trek Madone 4 Series boasts race-level performance, KVF aero technology on select models, all-day comfort, and amazing spec value, all in a super-light OCLV package.

2014 Madone 4.7

2014 Madone 4.3

2014 Madone 4.3 WSD

2014 Trek Madone 3 Series:

Trek Madone 3 Series packs a ton of high-end road bike tech into our greatest OCLV Carbon value yet, delivering superior performance and the winning legacy that defines Madone.

2014 Madone 3.1

2014 Madone 3.1 WSD

2014 Trek Madone 2 Series:

Madone 2 Series is a refined aluminum road bike worthy of the Madone name, with a super-aero shape and next-level race technology. Incredible ride, incredible value.

2014 Madone 2.5

2014 Madone 2.3

2014 Madone 2.1

Here are a few pictures of the 2014 Trek Madone models. Which one is your favorite?

If you are looking for more endurance without sacrificing performance, check out the Trek Domane.

The 2014 Trek Domane line up can be seen here.

Choose your weapon, Trek Madone vs. Trek Domane.

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First Look: 2014 Trek Madone 7

A minor upgrade helps Trek’s new Madone 7 transcend to the realm of great race bikes

This is not a brand-new bike, but an update to the current iteration , a fine bike that was an Editors’ Choice finalist this year. The most significant change is to the chainstays, which now feature a revised carbon layup and a tweaked shape. In addition, the company’s designers changed the lug that joins the bottom bracket and chainstay. Both modifications, Trek says, aim to improve ride feel and increase braking performance.

Road Brand Manager Michael Mayer explained further that the new shapes better work better work with direct-mount style brakes, which increases power, helps the rear wheel track straight, and minimizes brake rub. He added that the bike’s new carbon layup, designed to improve the bike’s ride feel, is the final variant of a process that saw Trek employees evaluate 300 different combinations during combined lab-, and road testing. The new frame is also about 25 grams lighter—Trek says the bike now weighs 725 grams, once coated with the company’s lightweight U5 paint.

The rear brake is located behind the bottom bracket, which slightly improves aerodynamics, and also gives the bike's seatstays a clean look—and lets Trek engineers remove some material from them to lighten the frame. (Matt Phillips)

Many of the bike’s features remain unchanged from 2012’s version: The main frame tubes use a Kamm Tail Virtual Foil shape that is designed to take advantage of a principle discovered by Wunibald Kamm in the 1930s—an intact airfoil will perform the same with its tail removed. By using tubes with this truncated shape, Trek is able to deliver a bike with some aero benefits, and one that’s more efficient and more comfortable than a bike with true airfoil shapes—just the thing for everyday riding or racing.

This version of the Madone uses direct-mount brakes from Bontrager—the front caliper is recessed into and shaped to match the contours of the fork, and the rear brake is tucked under the chainstays. Trek says the front brake provides a minimal aero advantage, while the rear brake’s location helps to save weight by letting the company eliminate some material from the seat stays. Although brakes mounted in aero positions are difficult to work with, and often lack stopping power, these calipers worked well in my test. If you don’t like the Bontrager brakes, you can install Shimano’s Dura-Ace 9010 direct-mount calipers, but you will incur a slight aerodynamic penalty, says Trek.

Updates to the Madone 7 included a change in the carbon layup on the chainstays. The new stays feel stiff and help the bike ride with greater fluidity. (Matt Phillips)

The Madone's main tubes have a rounded leading edge and a flat tail, for an aerodynamic advantage that's nearly equal to a traditional airfoil shape. (Matt Phillips)

Riding the Madone 7 It took me only a few rides to realize that this is the best Trek road bike I’d ever ridden, although not as surprising to me as the Madone 6.9 that I tested as part of an Editors' Choice evaluation in 2012. Compared to that bike, which raised my expectations for Trek, the Madone 7 that was a finalist for Editors’ Choice this year, was good, but not great. This version is much more polished, with a unified feel and liquidity to the ride that wasn’t present in the previous version.

Better still, it’s nicely balanced from front to rear, and has a refined ride that was a pleasure to pedal on the roads around Durango, Colorado. The bike is appropriately comfortable for a high-performance bike—one of the most comfortable of this type—it absorbs a good deal of road noise and takes the sting out of bigger hits. Still, it's not an isolated ride, and kept me in touch with the road surface. There was some growl, and plenty of feedback, which is exactly how it should be with this sort of bike.

This Madone's front-end geometry is in line with almost every other race bike of the same size, so the handling was unsurprisingly neutral. But like many of my favorite bikes, I was able to work with the bike, making it feel sharper, more accurate in turns, and more intuitive to control. This is not the stiffest race bike I’ve ever pedaled—if ultimate stiffness is what you’re after, you should look elsewhere—but it is still very responsive, and I never noticed any of the telltale attributes of soft bikes: noises, wiggles, twists, vagueness. More importantly I never thought it needed to be stiffer (although it would be nice if Trek could eliminate both the front and rear brake rub).

Verdict Like other Trek bikes, this one is available through Trek’s Project One program, which lets you choose from a range of colors and patterns. Or for an upcharge, you can design your own pattern, as I did on this test bike. Project One also lets you equip your bike exactly the way you want—even adding extras like a power meter.

The Madone is also available in one of two stock geometries—the racy, long-and-low H1, or the more relaxed H2 (each fit is available in 14 sizes). I tested this bike in the H2 fit, which allowed me to ride a smaller frame size (52cm) than I usually test, and use a longer stem, which improved the bike’s performance in corners. It’s worth noting that while some racers will always choose the most aggressive-fitting bike they can, some RadioShack-Leopard-Trek riders, including American star Chris Horner, are racing the H2 geometry.

A top-end Madone 7 that you could find on your shop floor costs $11,550 (it’s the same price for an H1, H2, or women’s specific fit), and a bare frame costs $4,200. The Madone 6 received the same frame updates as the 7, but it costs significantly less—a complete Madone 6.2 bike goes for $4,600—which will make it an appealing option for many riders. Our test bike, which included premium-priced paint options, top-level components, race-ready wheels, and an SRM powermeter, would cost $13,787.

The differences between the "old" Madone 7 and this new version may be slight, but they noticeably improve the bike, and in my opinion, finally make it a great race bike. It goes to show that the littlest details are worth chasing—just ask RadioShack’s Bakelants.

The Bontrager brakes are shaped to match the fork, to improve the bike's aerodynamics. (Matt Phillips)  

.css-1t6om3g:before{width:1.75rem;height:1.75rem;margin:0 0.625rem -0.125rem 0;content:'';display:inline-block;-webkit-background-size:1.25rem;background-size:1.25rem;background-color:#F8D811;color:#000;background-repeat:no-repeat;-webkit-background-position:center;background-position:center;}.loaded .css-1t6om3g:before{background-image:url(/_assets/design-tokens/bicycling/static/images/chevron-design-element.c42d609.svg);} Bike Reviews

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Trek Madone 7 Series Review

Heading out the door? Read this article on the new Outside+ app available now on iOS devices for members! >","name":"in-content-cta","type":"link"}}'>Download the app .

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, and some of the features that Project One brings to the table.

I clearly remember Lance Armstrong’s Trek 5500 that he rode to win the 1999 Tour de France. A mate of mine had a replica model of that bike and I can’t remember ever lusting after something so much in my life.

In more recent times I haven’t felt an overly strong connection with Trek’s brand. I can’t put my finger on exactly why, but when I rode the Madone 7 during it’s launch in 2012 and felt how wonderfully it rode, this connection was made again.

The new Madone 7 has undergone some tweaks and minor changes since my first and only ride and I had the opportunity to spend a couple weeks test-riding one to reacquaint myself and feel the differences.

Before the ride

I’m not going to say that the new 2014 Madone is a quantum leap ahead of the 2012 edition. It was a wonderful bike to ride then, just as it is now.

There’s very little to distinguish the 2014 Madone 7-Series from the 2013 model from a visual standpoint. The changes to the new Madone are:

• Lighter Weight: 725gms for 7 Series (56cm frame) with U5 Vapor coat paint (which only adds 5g to the frame – standard paint adds 50-100g to the frame).
• Newly designed chainstay for better braking and ride performance.

What continues is the 700 Series OCLV construction, aero frame design, and endless possibilities through Project One (we’ll talk about that later). Determined to make the frame as light as possible, Trek uses OCLV carbon for the dropouts, water bottle bosses, and front derailleur mount.

Trek also saves weight and adds itself an aero advantage by using semi-integrated brakes. The front brake tucks into the fork and the rear brake hides under the chain stays, allowing Trek to save even more weight by removing the brake bridge. It was explained to me that if you think about the way water flows off a wheel, the positioning of these rear brakes take advantage of the driest place on the rim to get the best possible braking in the wet. I honestly can’t tell a difference in braking performance from a traditionally placed calliper in the short time I’ve had, but what the repositioning of the brakes does for me is makes a very nice clean rear-end.

The bike is originally equipped with Bontrager callipers, but you can upgrade to Shimano’s Dura-Ace 9000 brakes if you wish (note, there was a recall on these Bontrager brakes last week. More info here . No failures have been reported in Australia and only applies to 2013 models)

Serviceability

I’ve spoken with a couple mechanics familiar with servicing the Trek Madone, and there hasn’t been anything that’s come back negative. The rear brake is easily adjusted and serviced – which was my first question. Trek uses a proprietary bottom bracket called the BB90 which sometimes comes back a mess when it hasn’t been properly kept clean, but it’s easy to work with and requires no tools to service.

The Madone comes in two different types of geometry which they call “H1” and “H2”. The longer, lower H1 fit lengthens front/center for more stability. It’s the Madone’s most aggressive and “racey” position. It offers the lowest hand position options available for Madone, and is the choice of many of their pro riders. The H2 features a slightly higher head tube to put less strain on your back and neck. With no need for high-rise stems or spacer stacks, the frame setup still looks the goods.

The test bike that I rode had the H1 geometry and its comfort was one of the most standout attributes. The frame geometry feels spot-on and all I needed to do was adjust the saddle height to feel right at home. I recall thinking the exact same thing a couple years ago when I rode the previous edition of the Madone 7.

You can see both H1 and H2 geometry charts here on Trek’s website .

After the ride

So, the ultimate question – how does it ride? It’s hard not to use clichés, but the bike is everything Trek says it is. Stiff but not too stiff, lively, handles exquisitely, very comfortable and simply feels fast. Descending is where the spectacular handling really comes into its own I regret that I didn’t have the chance to do some long descents over 5 kilometers. Sadly, I never had the chance to ride this bike on the big mountains of the Victorian Alps.

One of my favorite parts of this bike is the Bontrager Aeolus D3 clincher wheels ( click here for our previous review ). Wheels can change a bike’s characteristics completely and if I had a Madone with these wheels, I’d find absolutely no reason to change them – ever. These wheels are exceptionally wide at the rim (27mm) and softens out a bike that might otherwise ride a little too harsh for my liking.

Project One

Okay, we’ve established that the Madone is a fantastic bike to ride. I’ve spoken with half a dozen owners and there’s no disagreement there. What really sets the Madone apart from the rest of its competitors is Trek’s “ Project One “.

True customisation on a production bike is something that was lacking until Project One came along. Not only can you customise your paint job to get almost any design scheme you can imagine, but you can choose every component from your bottle cages to your bartape and everything else in-between. Have a look at their promo video on the execution behind Project One. .

Depending on the complexity of your build and design, lead times range from 30-60 days (Trek says the average is 45 days).

Half the fun is designing your own dream scheme.  Have a play on their website . I’d love to see what you come up with.

The stock 7 Series models start at $8,499 AUD for the Madone 7.7 with mechanical Dura-Ace and Bontrager RXL wheels. The model that was tested, the Madone 7.9, has an RRP of $12,499 (equipped with Di2 and Aeolus carbon clincher wheels). The frameset, comprising of frame, fork, headset, stem, seatpost and brake callipers, has an RRP of $4,799.

Final thoughts and summary

I can’t fault the Madone 7 anywhere. My only objection is purely on a personal aesthetic preference – I prefer a more traditional looking bike with round, not squared-off tubes. However, I’d be willing to compromise my morals because of the superb ride. It’s a well-designed bike that is equally well executed and the Project One offering is exactly what’s missing in the market.

Do you own a Madone 7-Series? Why not login and rate it against our review?

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\"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"meet andrew august: the american rider is the youngest-ever worldtour pro\"}}\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\/diamond-in-the-rough-youngest-ever-worldtour-pro-andrew-august-soaking-it-in-during-rookie-rollout\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"meet andrew august: the american rider is the youngest-ever worldtour pro\"}}\u0027>\n meet andrew august: the american rider is the youngest-ever worldtour pro\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"more harrowing details of itzulia crash: \u2018can\u2019t believe i will be able to walk and play with my kids one day\u2019","url":"https:\/\/velo.outsideonline.com\/road\/road-racing\/more-harrowing-details-of-itzulia-basque-country-crash-a-brush-with-death\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": 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"},{"title":"woman who threw cap at mathieu van der poel\u2019s wheel says she had \u2018an afternoon of aperitifs\u2019","url":"https:\/\/velo.outsideonline.com\/road\/road-racing\/woman-who-threw-cap-at-mathieu-van-der-poels-wheel-says-she-had-an-afternoon-of-aperitifs\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/woman-who-threw-cap-at-mathieu-van-der-poels-wheel-says-she-had-an-afternoon-of-aperitifs\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"woman who threw cap at mathieu van der poel\u2019s wheel says she had \u2018an afternoon of aperitifs\u2019\"}}\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\/woman-who-threw-cap-at-mathieu-van-der-poels-wheel-says-she-had-an-afternoon-of-aperitifs\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"woman who threw cap at mathieu van der poel\u2019s wheel says 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immediately\u2019\"}}\u0027>\n breaking: ncl pulling plug on 2024 season \u2018effective immediately\u2019\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"chris froome \u2018comes to reality\u2019 that winning a fifth tour de france is \u2018very, very difficult\u2019","url":"https:\/\/velo.outsideonline.com\/road\/road-racing\/pogacar-vs-froome-in-his-prime-who-would-have-won-it-would-have-been-interesting\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/pogacar-vs-froome-in-his-prime-who-would-have-won-it-would-have-been-interesting\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"chris froome \u2018comes to reality\u2019 that winning a fifth tour de france is \u2018very, very difficult\u2019\"}}\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\/pogacar-vs-froome-in-his-prime-who-would-have-won-it-would-have-been-interesting\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"chris froome \u2018comes to reality\u2019 that winning a fifth tour de france is \u2018very, very difficult\u2019\"}}\u0027>\n chris froome \u2018comes to reality\u2019 that winning a fifth tour de france is \u2018very, very difficult\u2019\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"cycling and civil rights icon major taylor finally gets the documentary he deserves","url":"https:\/\/velo.outsideonline.com\/road\/road-culture\/cycling-civil-rights-icon-major-taylor-finally-gets-documentary-he-deserves\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-culture\/cycling-civil-rights-icon-major-taylor-finally-gets-documentary-he-deserves\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"cycling and civil rights icon major taylor finally gets the documentary he deserves\"}}\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-culture\/cycling-civil-rights-icon-major-taylor-finally-gets-documentary-he-deserves\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"cycling and civil rights icon major taylor finally gets the documentary he deserves\"}}\u0027>\n cycling and civil rights icon major taylor finally gets the documentary he deserves\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"why are so many gravel pros doing levi leipheimer\u2019s new road race","url":"https:\/\/velo.outsideonline.com\/gravel\/gravel-racing\/gravel-pros-levis-gran-fondo-road-race\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/gravel\/gravel-racing\/gravel-pros-levis-gran-fondo-road-race\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"why are so many gravel pros doing levi leipheimer\u2019s new road race\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/gravel\/gravel-racing\/gravel-pros-levis-gran-fondo-road-race\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"why are so many gravel pros doing levi leipheimer\u2019s new road race\"}}\u0027>\n why are so many gravel pros doing levi leipheimer\u2019s new road race\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"\u2018not my specialty but i\u2019m going to try\u2019: can mathieu van der poel pip pogacar at li\u00e8ge-bastogne-li\u00e8ge","url":"https:\/\/velo.outsideonline.com\/road\/road-racing\/not-my-specialty-but-im-going-to-try-can-mathieu-van-der-poel-deny-pogacar-at-liege-bastogne-liege\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/not-my-specialty-but-im-going-to-try-can-mathieu-van-der-poel-deny-pogacar-at-liege-bastogne-liege\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"\u2018not my specialty but i\u2019m going to try\u2019: can mathieu van der poel pip pogacar at li\u00e8ge-bastogne-li\u00e8ge\"}}\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\/not-my-specialty-but-im-going-to-try-can-mathieu-van-der-poel-deny-pogacar-at-liege-bastogne-liege\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"\u2018not my specialty but i\u2019m going to try\u2019: can mathieu van der poel pip pogacar at li\u00e8ge-bastogne-li\u00e8ge\"}}\u0027>\n \u2018not my specialty but i\u2019m going to try\u2019: can mathieu van der poel pip pogacar at li\u00e8ge-bastogne-li\u00e8ge\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"jonas vingegaard undergoes surgery in spain, with recovery time \u2018not yet clear\u2019","url":"https:\/\/velo.outsideonline.com\/road\/road-racing\/jonas-vingegaard-undergoes-surgery-in-spain-with-recovery-time-not-yet-clear\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/jonas-vingegaard-undergoes-surgery-in-spain-with-recovery-time-not-yet-clear\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"jonas vingegaard undergoes surgery in spain, with recovery time \u2018not yet clear\u2019\"}}\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\/jonas-vingegaard-undergoes-surgery-in-spain-with-recovery-time-not-yet-clear\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"jonas vingegaard undergoes surgery in spain, with recovery time \u2018not yet clear\u2019\"}}\u0027>\n jonas vingegaard undergoes surgery in spain, with recovery time \u2018not yet clear\u2019\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"marianne vos lunges by celebrating lorena wiebes to nab amstel gold race women","url":"https:\/\/velo.outsideonline.com\/road\/road-racing\/marianne-vos-lunges-past-lorena-wiebes-to-nab-amstel-gold-race-women\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/marianne-vos-lunges-past-lorena-wiebes-to-nab-amstel-gold-race-women\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"marianne vos lunges by celebrating lorena wiebes to nab amstel gold race women\"}}\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\/marianne-vos-lunges-past-lorena-wiebes-to-nab-amstel-gold-race-women\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"marianne vos lunges by celebrating lorena wiebes to nab amstel gold race women\"}}\u0027>\n marianne vos lunges by celebrating lorena wiebes to nab amstel gold race women\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"results: lauren de crescenzo and keegan swenson win the growler at levi\u2019s gran fondo","url":"https:\/\/velo.outsideonline.com\/road\/road-racing\/results-lauren-de-crescenzo-and-keegan-swenson-win-the-growler-at-levis-gran-fondo\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/results-lauren-de-crescenzo-and-keegan-swenson-win-the-growler-at-levis-gran-fondo\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"results: lauren de crescenzo and keegan swenson win the growler at levi\u2019s gran fondo\"}}\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\/results-lauren-de-crescenzo-and-keegan-swenson-win-the-growler-at-levis-gran-fondo\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"results: lauren de crescenzo and keegan swenson win the growler at levi\u2019s gran fondo\"}}\u0027>\n results: lauren de crescenzo and keegan swenson win the growler at levi\u2019s gran fondo\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"patrick lefevere issues public apology over controversial comments: \u2018it was never my intention to harm anyone\u2019","url":"https:\/\/velo.outsideonline.com\/road\/road-racing\/patrick-lefevere-issues-public-apology-over-statements-it-was-never-my-intention-to-harm-anyone\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/patrick-lefevere-issues-public-apology-over-statements-it-was-never-my-intention-to-harm-anyone\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"patrick lefevere issues public apology over controversial comments: \u2018it was never my intention to harm anyone\u2019\"}}\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\/patrick-lefevere-issues-public-apology-over-statements-it-was-never-my-intention-to-harm-anyone\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"patrick lefevere issues public apology over controversial comments: \u2018it was never my intention to harm anyone\u2019\"}}\u0027>\n patrick lefevere issues public apology over controversial comments: \u2018it was never my intention to harm anyone\u2019\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"sean kelly: tadej poga\u010dar\u2019s giro-tour double prospects have leaped forward","url":"https:\/\/velo.outsideonline.com\/road\/road-racing\/sean-kelly-tadej-pogacars-giro-tour-double-prospects-have-leaped-forward\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/sean-kelly-tadej-pogacars-giro-tour-double-prospects-have-leaped-forward\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"sean kelly: tadej poga\u010dar\u2019s giro-tour double prospects have leaped forward\"}}\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\/sean-kelly-tadej-pogacars-giro-tour-double-prospects-have-leaped-forward\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"sean kelly: tadej poga\u010dar\u2019s giro-tour double prospects have leaped forward\"}}\u0027>\n sean kelly: tadej poga\u010dar\u2019s giro-tour double prospects have leaped forward\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"amstel gold notebook: pidcock\u2019s redemption, vos\u2019 old-school lesson, and van der poel\u2019s mia mystery","url":"https:\/\/velo.outsideonline.com\/road\/road-racing\/amstel-gold-notebook-pidcocks-redemption-vos-old-school-lesson-and-van-der-poels-mystery\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/amstel-gold-notebook-pidcocks-redemption-vos-old-school-lesson-and-van-der-poels-mystery\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"amstel gold notebook: pidcock\u2019s redemption, vos\u2019 old-school lesson, and van der poel\u2019s mia mystery\"}}\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\/amstel-gold-notebook-pidcocks-redemption-vos-old-school-lesson-and-van-der-poels-mystery\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"amstel gold notebook: pidcock\u2019s redemption, vos\u2019 old-school lesson, and van der poel\u2019s mia mystery\"}}\u0027>\n amstel gold notebook: pidcock\u2019s redemption, vos\u2019 old-school lesson, and van der poel\u2019s mia mystery\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"tom pidcock grabs dramatic amstel gold race in four-man sprint","url":"https:\/\/velo.outsideonline.com\/road\/road-racing\/tom-pidcock-grabs-dramatic-amstel-gold-race-in-four-man-sprint\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/tom-pidcock-grabs-dramatic-amstel-gold-race-in-four-man-sprint\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"tom pidcock grabs dramatic amstel gold race in four-man sprint\"}}\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\/tom-pidcock-grabs-dramatic-amstel-gold-race-in-four-man-sprint\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"tom pidcock grabs dramatic amstel gold race in four-man sprint\"}}\u0027>\n tom pidcock grabs dramatic amstel gold race in four-man sprint\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"the enve fray is an all-road bike with near-gravel tire clearances","url":"https:\/\/velo.outsideonline.com\/road\/road-gear\/new-enve-fray\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-gear\/new-enve-fray\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"the enve fray is an all-road bike with near-gravel tire clearances\"}}\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-gear\/new-enve-fray\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"the enve fray is an all-road bike with near-gravel tire clearances\"}}\u0027>\n the enve fray is an all-road bike with near-gravel tire clearances\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", 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Trek Madone 7-Series Project One - long-term review

Latest Madone flagship walks a fine line between aerodynamics, stiffness and comfort

James Huang/Future Publishing

James Huang

We shared our first impressions of Trek's revamped 2014 Madone 7-Series Project One road racing flagship back in July and were generally quite happy with the experience. As always, the handling manners were impeccable, it was fairly comfortable and suitably quick under power – all while supposedly offering greatly improved aerodynamic performance over a round-tubed bike.

Several months later, our initial opinions haven't changed - if anything, they've only been reinforced. The latest Madone is Trek 's best in many ways but the controversial rear brake placement hasn't won us over.

• Highs: Fantastic geometry, spot-on rider positioning, good ride quality, admirably efficient
• Lows: Awkward rear brake position, rear wheel pad rub, out-of-spec fork tip

Ride and handling: telepathic handling, unflappably predictable

Our Madone reviews are starting to sound like broken records when it comes to describing the handling but given that it's so perennially exceptional, that's hardly a bad thing. When it comes to neutral handing, this really is the quintessential sweet spot between stability and agility. Calm high-speed manners inspire supreme confidence when bombing descents and yet the Madone is still amply quick to turn in when the corners start coming fast and furious. Simply lean it over, set an edge and rail through – often with no need to hit the brakes either.

Fit and rider positioning is still spot-on as well. We went with the more aggressive H1 geometry here with its lower front end and longer top tube, and found it just right when going hard. We've sampled the slightly more relaxed H2 version too, and found it provided a noticeably more upright ride but without compromising the superb handling.

The H1 geometry has lower front end and longer top tube than the more relaxed G2 geometry

As claimed, ride quality has improved over last year's version. It's a subtle change that many might not even notice, however, and we still wouldn't characterize the latest Madone's feel as pillowy smooth. It's exceptionally well damped and glides across good road surfaces without feeling overly isolating but neither end gives much on bumps of any size.

That being said, it rides quite well for a top-end machine whose primary intent is racing, particularly compared to other aero road machines that can sometimes be downright harsh. At least on the generally good roads we used during testing, the Madone is an easy machine to ride all day.

Overall stiffness is what we've come to expect from the Madone. Excellent front triangle rigidity lends extra precision and confidence to the handling traits, plus it makes for a solid feel when muscling the bars during out-of-the-saddle sprints and climbs. Rear end stiffness can't quite keep up with the front end but it's very good nonetheless and contributes to a generally sprightly and eager feel overall.

The custom spec included Bontrager Aeolus 3 D3 carbon clincher wheels

And have we mentioned yet that the new Madone is also light? Our complete test sample came with a custom Project One spec that includes a Shimano Dura-Ace 9000 mechanical group, Bontrager Aeolus 3 D3 carbon clinchers, and carbon fiber Bontrager finishing kit. The total weight for a 52cm size without pedals is a wispy 6.32kg (13.93lb). Actual weight of our 52cm frame is similarly svelte at 840g (with rear derailleur hanger and bolt-on housing stops) and the matching fork adds just 340g (195mm steerer, no plug).

Trek even claims some impressive aerodynamic savings over the previous round-tubed Madone: 25 watts at 40km/h, or about two minutes per hour.

So the latest Madone is stout under power, handles supremely well, reasonably comfortable, very light, more aerodynamic than before and puts its rider in a perfect position. What's not to like?

Unfortunately, it's that pesky rear brake.

Trek believes putting the rear brake caliper under the chain stays has multiple benefits. We're not convinced

Trek says the relocation of the rear caliper beneath the chain stays provides several benefits. For one, the chain stays are far bigger and stiffer than the seat stays so in theory, they should make for a more solid foundation and increased braking power. Moving the brake down below also frees up designers to slim down the seat stays for improved ride comfort, plus it cleans up the shape for supposedly reduced aerodynamic drag.

Despite the bridgeless seat stay design and their relatively slim profile, the Madone isn't appreciably more comfortable than other top competitors. The down-below location is also prone to road spray and debris kicked off of the front wheel, plus it's a very awkward location for maintenance. And while we didn't notice any unusual brake rub during our first few rides during the summer, we ultimately got several different wheelsets (including the stock Bontrager ones) to consistently contact the pads under hard efforts, even with relatively generous pad rim clearances.

The revamped brake location may very well over some measurable benefits but even so, we remain unconvinced that they outweigh the real-world drawbacks.

Putting the brake calipers here leaves them open to road spray and debris

Frame: lightweight with proven OCLV construction

The Madone may not fit the mold of what many expect to see in a supposedly aerodynamic road bike but that's due to its Kamm tail design. Instead of complete airfoil sections, the Madone instead uses clipped profiles that are said to offer similar aerodynamic benefits while still maintaining more traditional aspect ratios for good stiffness and ride qualities – both of which the Madone has in good quantities.

As is the trend with most modern carbon road frames these days, there are no abrupt profile changes, overly sharp edges or wacky shapes built into the design. Instead, Trek has maintained a more engineering-centric philosophy with gentle transitions throughout. Also present are the company's long-standing Madone frame features, such as the extra-wide BB90 bottom bracket shell with drop-in bearings, correspondingly wide down tube and chain stay spacing, a tapered 1 1/8 to 1 1/2in head tube (again, with bearing seats molded directly into the structure to save weight), and an integrated no-cut seatmast topped by a Bontrager molded carbon fiber head.

Other niceties include a built-in chain catcher, the Duotrap integrated optional wireless speed and cadence sensor, carbon fork tips and rear dropouts, and internal cable routing that's convertible for mechanical or electronic drivetrains. None of the internal paths are fully guided but even so, we found servicing to be a pretty straightforward process as long as you're careful to first run a section of housing through before pulling out the old inner wires. More importantly, the paths are straight and direct so there's no penalty in friction as compared to an external setup.

The built-in chain catcher is a nice touch

We did encounter one unfortunate manufacturing related hiccup during our time with the Madone: a fork tip that was a touch too long, which kicked the front wheel off-axis if we pulled the axle completely in – not a lot, mind you, but enough that we noticed. We ended up having to ship our test bike back to Trek, where 0.5mm was ground off of one dropout to correct the misalignment. All was good afterward but this is not exactly what you want to see on a bike costing upward of US$10,000.

Equipment: flawless Shimano Dura-Ace 9000 group and fantastic Bontrager bits

Whatever gripes we can air on the rear brake position and fork tip alignment, we have nothing but positive things to say in regards to the new Shimano Dura-Ace 9000 group . It's utterly brilliant in every way that matters and corrects every mis-step of the previous 7900 package.

Shift quality is superb, with smooth and dependable changes under full power – especially up front, which is still best in class. Lever action is light, enviably precise, and silky smooth, plus Shimano has given back the ability to downshift three rear gears in a sweep. Lever ergonomics are also fantastic, with a smooth shape that falls naturally in your hands and a reach adjustment that's usable without detracting from the keen aesthetics.

The Shimano Dura-Ace 9000 group provides superbly smooth shifting

Despite the unusual rear caliper placement and uncommon direct mount fitment, brake performance is excellent with ample power, a solid-feeling lever, and good control – provided you take the time to resurface the stock carbon-specific Bontrager cork pads. The rear quick-release that's built into the head tube stop is a little awkward to use during a wheel change but thankfully, we never really had to since the Bontrager Aeolus 3 D3 rims are roughly the same width as the 25mm tires we used primarily during testing.

We had excellent luck overall with Bontrager's latest 35mm-deep carbon clinchers, which are admirably rigid, lightweight, reasonably stable in crosswinds, and seemingly durable thanks in part to well proven DT Swiss star ratchet rear hub internals. Tubeless compatibility would be the icing on the cake but in fairness, it's still a rarity in the road world.

We have plenty of praise for the rest of Bontrager finishing kit too. The Race X Lite IsoZone carbon handlebar does a fantastic job of sucking of road buzz and the matching carbon stem is impressively solid. Despite the minimal padding, the Paradigm XXX Carbon saddle is nevertheless comfortable and supportive for long days on the road too, thanks to its smart shape and generous central cutout.

BikeRadar says: "Overall, the latest Madone faithfully carries forward the range's hallmarks of brilliant handling, spot-on rider positioning, very good stiffness and good ride quality. Aero shaping and continuing weight losses only further improve the stock. However, the unusual rear brake position and the associated inconveniences mar what is otherwise a great bike."

Complete bike specifications

• Frame: Trek Madone 7-Series Project One
• Fork: Trek Madone KVF full carbon
• Headset: Cane Creek IS8, 1 1/8-to-1 1/2in tapered
• Stem: Bontrager Race XXX Lite
• Handlebars: Bontrager Race X Lite IsoZone
• Tape/grips: Bontrager Gel Grip
• Front brake: Shimano Dura-Ace BR-9000 w/ Bontrager carbon-specific cork pads
• Rear brake: Shimano Dura-Ace BR-9000 w/ Bontrager carbon-specific cork pads
• Brake levers: Shimano Dura-Ace STI Dual Control ST-9000
• Front derailleur: Shimano Dura-Ace FD-9000
• Rear derailleur: Shimano Dura-Ace RD-9000
• Shift levers: Shimano Dura-Ace STI Dual Control ST-9000
• Cassette: Shimano Dura-Ace CS-9000
• Chain: Shimano Dura-Ace CN-9000
• Crankset: Shimano Dura-Ace FC-9000
• Bottom bracket: Trek BB90 integrated
• Pedals: n/a
• Wheelset: Bontrager Aeolus 53 D3 clincher
• Front tire: Bontrager R4, 700x25c
• Rear tire: Bontrager R4, 700x25c
• Saddle: Bontrager Paradigm RXXXL
• Seatpost: Bontrager Ride Tuned Carbon seatmast

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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

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Trek Factory Racing Trek Madone 7.9 Team Issue 2014

• Rider Notes

2014 Trek Madone 7.9 WSD Compact

A carbon frame women’s aero bike with ultra high-end components and rim brakes.

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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 7.9 WSD Compact

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Aug 2015 · Mat Brett

Stunningly good bike that offers a fabulous mix of speed and comfort, although, as usual, the top-end tech comes at a price

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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. . .

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A custom fork and a little help from up high highlight the former Eritrean time trial champion's Trek Madone

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Last updated 29 June Not listed for 2,480 days

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Moscow subway derailment kills 21, injures scores more

An investigative team is looking into the cause of the accident, which occurred at the park pobedy station.

A subway train derailed Tuesday deep below Moscow's streets, twisting and mangling crowded rail cars at the height of the morning rush hour. At least 21 people were killed, Russian officials said, and 136 were hospitalized, many with serious injuries.

Russia’s Moscow Metro is world-famous for its palatial interiors with mosaics, chandeliers and marble benches. Park Pobedy, where the derailment occurred, is Moscow's deepest metro station — 275 feet below the surface, which made the rescue particularly difficult.

It was unclear what caused the train to derail. Lines of inquiry included a fault in one of the cars or the sinking of the roadbed, according to Vladimir Markin, spokesman for Russia's top investigative body. He said earlier reports that a power surge triggered an alarm, causing the train to stop abruptly, were incorrect.

Of the 136 people hospitalized, at least 42 were in grave condition, health officials said. One citizen of China and another of Tajikistan were among those killed, Russian news agencies quoted city officials as saying.

Over 1,100 people were evacuated from the train, which was stuck between two stations, in a rescue operation that ended more than 12 hours after the accident. One woman taken from the scene died at a Moscow hospital.

Injured, bloodied and bandaged passengers were carried on stretchers out of metro stations, and helicopters flew the most seriously hurt to hospitals. Passengers looked stunned or were crying after being helped to the surface by emergency services.

Moscow's Deputy Mayor Peter Biryukov said three bodies were recovered from the wreckage but that others remained underground.

"There is no one alive left," Biryukov said "The cause is not known. The work continues." A city transport services spokesman told news agency Interfax that all passengers were evacuated from the affected stations by midday, dismissing reports that some passengers were still trapped in the underground tunnel.

"It braked very hard. The lights went off, and there was lots of smoke," a man with a bloodied nose told Rossiya-24 state television. "We were trapped and got out only by some miracle. I thought it was the end. Many people were hurt, mostly in the first rail car because the cars ran into each other."

The Moscow metro is the world's busiest, with as many as 9 million people on weekdays riding a system that is widely recognized for its reliability. The underground network has expanded from 13 stations in 1935 to 194 stations across the megalopolis today.

In video released by the Emergency Situations Ministry, several wrecked train cars looked almost coiled, occupying the entire width of the tunnel. Workers were trying to force open the mangled doors of one car to retrieve bodies. Photos posted on social media sites showed passengers walking along the tracks in the dimly lit tunnel.

Russian officials rushed to open an investigation into the accident. President Vladimir Putin, who is traveling in Brazil, demanded a detailed investigation into the "reasons for the event" and asked the country's top investigators to open a criminal case, his spokesman told Russian news agencies.

Mayor Sergei Sobyanin also told reporters that unnamed officials will not only be fired but also charged with crimes, though he would not say what charges they might face. Prime Minister Dmitry Medvedev offered his condolences for the victims and their families.

While technical glitches are regular occurrences in the Moscow Metro, the subway hasn't seen deadly accidents in decades.

Al Jazeera and wire services

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Rosatom Starts Production of Rare-Earth Magnets for Wind Power Generation

TVEL Fuel Company of Rosatom has started gradual localization of rare-earth magnets manufacturing for wind power plants generators. The first sets of magnets have been manufactured and shipped to the customer.

In total, the contract between Elemash Magnit LLC (an enterprise of TVEL Fuel Company of Rosatom in Elektrostal, Moscow region) and Red Wind B.V. (a joint venture of NovaWind JSC and the Dutch company Lagerwey) foresees manufacturing and supply over 200 sets of magnets. One set is designed to produce one power generator.

“The project includes gradual localization of magnets manufacturing in Russia, decreasing dependence on imports. We consider production of magnets as a promising sector for TVEL’s metallurgical business development. In this regard, our company does have the relevant research and technological expertise for creation of Russia’s first large-scale full cycle production of permanent rare-earth magnets,” commented Natalia Nikipelova, President of TVEL JSC.

“NovaWind, as the nuclear industry integrator for wind power projects, not only made-up an efficient supply chain, but also contributed to the development of inter-divisional cooperation and new expertise of Rosatom enterprises. TVEL has mastered a unique technology for the production of magnets for wind turbine generators. These technologies will be undoubtedly in demand in other areas as well,” noted Alexander Korchagin, Director General of NovaWind JSC.

For reference:

TVEL Fuel Company of Rosatom incorporates enterprises for the fabrication of nuclear fuel, conversion and enrichment of uranium, production of gas centrifuges, as well as research and design organizations. It is the only supplier of nuclear fuel for Russian nuclear power plants. TVEL Fuel Company of Rosatom provides nuclear fuel for 73 power reactors in 13 countries worldwide, research reactors in eight countries, as well as transport reactors of the Russian nuclear fleet. Every sixth power reactor in the world operates on fuel manufactured by TVEL. www.tvel.ru

NovaWind JSC is a division of Rosatom; its primary objective is to consolidate the State Corporation's efforts in advanced segments and technological platforms of the electric power sector. The company was founded in 2017. NovaWind consolidates all of the Rosatom’s wind energy assets – from design and construction to power engineering and operation of wind farms.

Overall, by 2023, enterprises operating under the management of NovaWind JSC, will install 1 GW of wind farms. http://novawind.ru

Elemash Magnit LLC is a subsidiary of Kovrov Mechanical Plant (an enterprise of the TVEL Fuel Company of Rosatom) and its main supplier of magnets for production of gas centrifuges. The company also produces magnets for other industries, in particular, for the automotive

industry. The production facilities of Elemash Magnit LLC are located in the city of Elektrostal, Moscow Region, at the site of Elemash Machine-Building Plant (a nuclear fuel fabrication facility of TVEL Fuel Company).

Rosatom is a global actor on the world’s nuclear technology market. Its leading edge stems from a number of competitive strengths, one of which is assets and competences at hand in all nuclear segments. Rosatom incorporates companies from all stages of the technological chain, such as uranium mining and enrichment, nuclear fuel fabrication, equipment manufacture and engineering, operation of nuclear power plants, and management of spent nuclear fuel and nuclear waste. Nowadays, Rosatom brings together about 350 enterprises and organizations with the workforce above 250 K. https://rosatom.ru/en/

U.S. Added Less New Wind Power in 2021 Than the Previous Year — Here’s Why

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