trek madone 9.0

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Trek Madone 9.0 review

A magic carpet ride — if you can fit within the parameters

Ben Delaney / Immediate Media

Ben Delaney

Tangibly fast and blatantly comfortable, very good braking for aero calipers, well-thought-out integration

Steep price, tight fit parameters, toe overlap

The Trek Madone is the most comfortable aero bike I've ridden by a long shot, and its ultra-clean front end and massive, sculpted tubing deliver not only a fast but a luxuriously quiet ride. There are no sloppy cables whistling in the wind here.

The catch? This magic carpet comes with a tight fit window: the front end is a touch high for a race bike, the seatmast's vertical adjustment is limited, and the front wheel has toe overlap and a limited turn radius. But if you fit, you will fly.

• Tunnel test video: How slippery should your aero road bars be?
• How to ruin an aero road helmet (don't do this!)
• 10 of the best deep aero wheels lab tested

Trek Madone 9.0 highlights

• Same frame and fork as $12,000 / £12,000 / AU$13,499 Madone 9.9
• Normal stem and adjustable aero handlebar
• Shimano Ultegra group with Madone Aero brakes
• Bontrager Aeolus Comp Tubeless Ready 50mm wheels
• 50-62cm sizes, four color options
• $3,999 / £3,500 / AU$5,499

One Madone that breaks (a little) free of certain fit constraints

In late 2015 Trek overhauled the Madone as an ultra-aero race machine, with not only cables but the brakes themselves hidden from the wind. The bike received plaudits from several cycling outlets includin g BikeRadar for its aero performance and its comfort, thanks largely to Trek's IsoSpeed flex design, which allows the seat tube and seatmast to flex as one.

But while the bike managed to avoid the typical pitfall of early aero bikes — they're fast, but they ain't comfy — it did proceed with a typical aero compromise of ergonomic adjustability in favor of an ultra-clean integrated bar/stem that is demonstrably faster.

For context, most major companies with a high-end aero bike sell it with some form of integrated bar/stem, for the same reason: it's aerodynamically faster than a round bar and normal stem by a significant margin. Most companies claim at least a 4-watt improvement. (A good aero bike has a total drag number in the 70-watt range.)

And while integrated bar/stem cockpits work well for many riders, some people would prefer particular bar shapes, or bar angles, or at least the ability to make changes. With an integrated design, you get what you get.

The Madone 9.0 is the first Madone to come with separate bar and stem components. Yes, it's marginally slower in a wind tunnel, but you can easily adjust the bar angle or, like I did, replace the stock stem as needed.

Front and rear fit constraints — versus the competition

Like most of the other Madone bikes, the 9.0 comes in Trek's H2 fit. The lower H1 fit is only available in Project One, which adds $1,500 to the price.

As such, the Madone 9.0 has a slightly taller stack height than other aero bikes. Stack is the vertical difference between the top of the head tube and the center of the bottom bracket. Front-end height comparisons are often done with head-tube measurements, but this doesn't account for differences in various bikes' bottom bracket heights.

For comparison in size 56cm bikes, Canyon's Aeroad has a stack of 55cm, Specialized's Venge ViAS a 56.4cm and Cervélo's S5 a 56.5cm to the Madone's 58.2cm.

All the Madone sizes have a relatively tight saddle adjustment window. The 56cm bike has a saddle height range of 67-76cm.

For me, at 6ft with short legs, I had the saddle all the way up to 76cm and a 120cm stem all the way down, and would have appreciated another centimeter or two of handlebar drop. Fit, of course, is highly personal — just be sure the bike always fits you, whatever it is!

Aero brakes: decent power and, gasp, a delight to work on

Trek isn't the first company to experiment with hiding the brake calipers from the wind, but I believe they have done the best job thus far. By extending the frame's front section to house the front brake cable, Trek reduced drag substantially compared with bolting a standard caliper on the front of the fork.

The little cuckoo-clock panels flip open when you turn the bars, allowing the brake and housing room to move. (No cuckoo bird pops out, though, unfortunately.)

I hate rim calipers positioned underneath a frame's bottom bracket. At best, they are a chore to work on, and quickly gather grime. At worst, they are a literal drag, causing brake-pad rub when out of the saddle. Trek keeps the Madone's rear brake where it should be — up on the seatstays.

The power is decent for a rim brake. A Dura-Ace caliper it ain't, but modulation is predictable. The spectrum of aero brakes runs from horrible/dangerous to pretty good. These are pretty good. I tested the bike quite a bit with carbon wheels as well, where the power is adequate when used with SwissStop pads.

Perhaps most surprising to me was how easy it is to work on the brakes. Swapping and then adjusting the pads is easier than on most standard calipers. Seriously. In the absence of a barrel adjuster, Trek has a screw to adjust width on each side, and another to adjust toe angle.

Ride quality: a magic carpet

By now, you have probably seen enough aero-drag graphs and charts to understand that aero shapes are faster than round shapes, especially at higher speeds. I did not take the Madone into a wind tunnel, but my friend Dan Cavallari at VeloNews did. You can get his data and conclusions versus the Specialized Venge ViAS here . I did take the bike out for a few hundred miles, often on fast group rides and solo jaunts, and the thing is tangibly faster than a round-tubed bike with box-section wheels. During the year I switch between a number of test bikes, and the back-to-back rides really highlight differences.

Two things stand out with the Madone. It's fast! (Of course, your body position is the major factor here. But with that normalized, the Madone is perceptibly quick.) And two, it is more comfortable than many standard road bikes, never mind aero bikes, thanks to the full-flexing seatmast and seat tube.

I have an older Scott Foil that I love racing crits on, and while I ride it on dirt roads, it's not my first choice for mixed-surface riding. The Madone, on the other hand, I'd take on any ride.

With Trek's stout BB90 chassis, you still get plenty of firm pedaling efficiency when in and out of the saddle.

The wheel depth of the Bontrager Aerolus Comp 5's is manageable in crosswinds. I rode the bike on many gusty days and did a few days with Mavic's new 65mm Comete Pro Carbon SL tubeless wheels . On one fast group ride, I managed to plow straight into a pothole deep enough to crack the Mavic rear rim . After checking everything out — and opening the rim brake caliper — I rode back home without incident. Would I have crashed on a stiffer aero bike? Who knows. But I can say it is nice to have a forgiving frame underneath you when unexpected bumps and holes appear.

Wheels and components

The Bontrager Aeolus Comp 5 wheels can be set up tubeless but come with 25mm standard clinchers and tubes. Although not as light as all-carbon hoops, the aerodynamics of the metal-rim-with-carbon-fairing design are very similar. And you get the more consistent braking of an alloy track. A downside is that they can take in water at the spoke holes. (There is a hole on the side to release the water.)

Current-edition Shimano Ultegra continues the Japanese company's fine tradition of an excellent second-tier group that for all intents and purpose functions very much like Dura-Ace but with a few more grams. My one gripe with the mechanical Ultegra is how the inner shift lever on the lefthand control can pop slightly outside the primary brake lever on rattling roads. It doesn't affect performance at all, but it's annoying. Dura-Ace levers don't do this.

One curious spec choice is the compact 50/34t crank. When paired with the 11-28t cassette this is a great everyday setup, but it seems like amateur racers, in particular, would be drawn to such an aero bike. They might want, if not necessarily need, a 52/36t crankset. If this is a concern, it is likely that your local Trek dealer could swap it out for you. I suspect that, like the H2 geometry, Trek studies customer fit data carefully, and makes decisions based on the bulk of rider numbers.

Bottom line: Certainly the most comfortable and among the fastest aero bikes on the market

The Trek Madone fuses two seemingly incompatible traits: it is a very fast and very comfortable bike. The 9.0 build is the most inexpensive — but still not cheap — model, and the only one with separate and therefore adjustable stem and handlebar.

If you want to look at third-party aero numbers, check out Dan Cavallari's VeloNews piece where he put the top-end Madone against the top-end Specialized Venge ViAS in the A2 Wind Tunnel and found the Venge to be faster . For context, A2 found both to be faster than Cervélo's S5.

The fit, as discussed, is Trek's H2 geometry, which is slightly higher at the front end than other aero bikes. As with Trek's Emonda, a lot of riders will get toe overlap on the Madone, because of its short and sharp front end. So investigate carefully before you buy — but if everything fits, I doubt you will be able to find a bike as fast and comfortable as this one.

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2018 Trek Madone 9.0

A carbon frame aero bike with high-end components and rim brakes. Compare the full range

Cycle Limited

2018 Madone 9 - 56cm

In Stock: 56cm

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Do you have this bike? Help other riders make a decision about which size will work for them by sharing your own size and fit notes. Report your fit

Dec 2019 · Symon Lewis

Cycling Weekly has shown that the Trek Madone is one of the fastest aero bikes available today, but has the update with discs made it even better? I certainly think so

Ride quality

Performance

Read Review

Jun 2019 · David Arthur @davearthur

Seriously fast aero race bike with great handling, but not the smoothest and not the ultimate spec it should be

Jul 2018 · Dan Cavallari

Trek has fine-tuned its IsoSpeed Decoupler, improved the fit, and added disc brakes, making this edition of the Madone even better.

It might look the same on the outside, but underneath it's an all new Madone

Jul 2018 · Philippe Tremblay

New aero road bike gets features for increased comfort, customization and aerodynamics

Feb 2018 · Peter Stuart

The Trek Madone 9 is a rather special aerodynamic redesign of the flagship Project One bike.

Feb 2018 · James Huang

The Madone is the oldest model name in the current Trek road lineup, with the first dating back to 2003. That nameplate has worn several hats in that time, but it’s always represented the best that road bike Trek had to offer. The latest generation is no different, offering cutting-edge aerodynamics, an incredible level of […]

Dec 2017 · Ben Delaney

An exceptionally smooth and fast aero bike, but with a relatively tall front end, toe overlap and limited saddle-height adjustment. Buy if you want a comfortable aero bike with an adjustable handlebar

Tangibly fast and blatantly comfortable, very good braking for aero calipers, well-thought-out integration

Steep price, tight fit parameters, toe overlap

Last updated February 15 Not listed for 2,228 days

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It's hard to explain the system without using the overused phrase 'vertical compliance', but that's what's on offer here: extra vertical compliance.

Here's a video that explains it from when Trek launched the Domane, the bike that first featured the IsoSpeed decoupler.

So, does the IsoSpeed decoupler work?

In short, yes. The longer version is: yeeeees.

Many aero bikes are, let's face it, fairly uncomfortable. It's hard to persuade their deep-profiled tubes to flex at all in pursuit of comfort. Trek's IsoSpeed system is a clever solution.

If you're familiar with riding a full suspension mountain bike, it's nothing at all like that. Not in the same county. But the IsoSpeed system does smooth over the lumps and bumps to a n appreciable degree. The effect is subtle, but it is noticeable. If you get the chance, take a Madone 9 Series on a test ride and you'll feel it for yourself.

As with most other bikes, you can fit headset spacers to fine-tune the height of the stem, although they're a clam shell design specific to the Madone 9 Series. You can fit larger tyres to add more comfort, too; the bike will take a 28mm width.

Aerodynamics

The Madone 9 Series' other major features are aimed at aerodynamic efficiency. Trek says that this is the fastest aero bike out there. We're upfront about the fact that we can't test aerodynamics, but we can explain what Trek has brought to the party here.

Frame tubes, fork legs and the seatmast are made to Kammtail profiles (Trek calls its profiles Kammtail Virtual Foil, or KVF). In other words, Trek has designed them to slip through the air with as little drag as possible, then chopped the back of those profiles off square to retain most of the aero performance while saving weight, avoiding handling issues in crosswinds, and remaining within the UCI's bike design rules.

One of the most eye-catching features is the front end where the direct-mount centre-pull brake is integrated into the fork. The cable is fully internal, routed down the front of the proprietary steerer tube and through the head tube.

The brakes are from Trek's in-house Bontrager brand and they're designed specifically for this bike. The top of the front calliper is hidden within the head tube. There's not enough space in there for the calliper to move when the fork is turned so Trek has developed what it calls 'Vector Wings' – small flaps that flip up to allow the movement.

Those Vector Wings look quite fragile but I didn't manage to catch them on anything during testing, still less damage them. They are replaceable if you do destroy them in a stack.

The idea of all this front end integration is to ensure continuous airflow towards the down tube.

The top section of the Madone XXX integrated bar/stem is KVF-shaped too, and it's surprisingly comfortable. It fills your palm so there's very little pressure when you rest your hands up there, and the rearward edge is blunt enough that it doesn't dig into the space between your thumb and index finger.

Trek reckons that the new bar saves 34g of drag (the average over 0-20 degrees of yaw) compared with the current Bontrager XXX Aero bar (normalised to 30mph).

The water bottles have been sited to minimise drag, with the one on the seat tube positioned as low as possible, and Trek says that even the 3S chain keeper (the little device that stops the chain coming off the inner chainring) has been designed with aerodynamics in mind.

The new Madone also features a neat little design on the down tube that Trek calls the 'Control Center'. This allows you to make gear adjustments. It houses the front derailleur adjustment dial on bikes with mechanical setups, and it's where the Di2 battery and junction box live on bikes, like our test model, with electronic gears (it is not compatible with Campagnolo EPS). You get access to the trim button through a window in the top. A one-tab release exposes the charging port.

It's about time more brands started hiding that Di2 junction box, and Trek has come up with a great solution while keeping it highly accessible. Full marks!

The rear brake is in a traditional position on the seatstays (higher end models of the last Madone design had a chainstay-mounted brake, but Trek has re-sited it for convenience), and like the front brake it's a centre-pull design, the cable passing through the top tube with a stop at the seat tube.

So, that's a whole lot of aero tech! And this is a very condensed version, believe it or not. As I mentioned, Trek says that all this adds up to make the Madone 9 Series the most efficient aero road bike out there. Other brands make similar claims for their own bikes, of course. I'd suggest you read Trek's white paper for the full in-depth explanation before you spend your cash. 

I spoke a lot about the Madone 9 Series' comfort up top, but that's by no means its only skill. This bike is freaky in that it manages to combine soft seating with a super-fast feel.

You do pay a slight weight penalty for the IsoSpeed system. Putting one tube within another tube and adding a pivot has to add a little weight – there's no such thing as a free lunch – but Trek still claims that a 56cm Madone in an H1 geometry comes in at 950g. Our complete 58cm bike weighs 7.0kg (15.4lb) on the button. Okay, that's not as superlight as some other high-end race bikes out there – Trek's own Emonda is lighter, for example – but it's still pretty light, and aerodynamic efficiency beats a light weight in most situations.

The Madone feels quick and responsive as soon as you climb aboard and fire your legs into action. Our bike – not a standard model but a similar build to the 9.9 (see below) – shoots up to speed quickly and maintains that speed beautifully.

Climbing feels great on this bike. It's punchy on the short, sharp climbs, zippy when you get out of the saddle, and it feels good when you sit down for a long slog with your hands resting on the top of the Madone XXX integrated bar/stem (see above).

Descending is a real buzz. That's partly because the IsoSpeed system helps skim over any bumps and holes in the road, and partly because the bike as a whole is great for pinning it through the tight stuff and high-speed changes of line.

I wouldn't say that the centre-pull Bontrager brakes are right up there with Shimano Dura-Ace in terms of all-out power, but modulation is good so you're not making much of a compromise here.

When it comes to sprinting, the frame feels taut and efficient but that handlebar isn't the stiffest ever. I've found this before with bars that have ultra-squashed top sections. When you're out of the saddle and your hands are on the drops, you can get a bouncing sensation up front as that slim carbon-fibre profile flexes slightly. It's purely down to the bar rather than anything to do with the frame or fork, and I only had this happen when I was giving it my best Greipel moves. Don't get me wrong, it's not the most flexy bar I've ever encountered, but it's not the stiffest either.

Overall, though, the Madone behaves superbly, the best feature being that its high level of comfort keeps you feeling fresher and up for the fight that much longer.

How easy is it to change a brake cable on a Madone 9 Series bike? It's a more complicated job than on a standard bike because both run almost completely internally from the lever to the calliper.

There are no barrel adjusters for the brakes either – you have to use a diddy Allen key to wind each brake pad closer to the rim, so that's something best done at home rather than out on the road.

Taking the bike apart for travel is a bit more complicated than usual too, although Trek gives you full instructions on how to do it painlessly. 

For those reasons, living with a Madone 9 Series bike might be a touch more difficult than usual, but it's nothing you can't handle.

One other potential downside, depending on your point of view, is that many replacement parts you buy will have to come from Bontrager. The brakes are proprietary, for example, and so is the fork, the handlebar and the seatmast. You won't be able to shop around and look for deals from other brands.

Our Madone is built to Trek's low and stretched H1 geometry, although most of the range (see below) come in Trek's H2 fit – slightly less low and stretched but still race-focused.

To put some figures on that, a 56cm Madone 9 Series in an H1 fit has an effective top tube of 56cm and a head tube of 14cm. The same bike in an H2 fit has the same length top tube but a 17cm head tube. The main difference between them is in the stack height (the vertical distance between the bottom bracket and the top of the head tube): 54.9cm versus 57.7cm.

The Bontrager 9 Series bikes are hi-tech and they come with hi-tech price tags.

The most accessible Trek Madone 9 Series bike is the 9.2, equipped with a Shimano Ultegra mechanical groupset and Bontrager's new Paradigm Elite wheels. It's £4,500.

The 9.5 with a Shimano Dura-Ace mechanical groupset and Bontrager Aura wheels is £6,000 and the Madone 9.9 (available in standard and women's versions) with a Shimano Dura-Ace Di2 groupset and Bontrager Aeolus 5 D3 wheels is £9,000.

All of these bikes come with H2 fit frames.

The Madone Race Shop Limited model, with a frame made from a higher grade of carbon fibre and built to an H1 geometry, Shimano Dura-Ace Di2 and Bontrager Aeolus 5 D3 wheels, is £9,750.

An H2 frameset is £3,350 while a Race Shop Limited H1 frameset (with that higher grade of carbon fibre) is £4,100.

The bike we have here is essentially the Madone Race Shop Limited model, but Trek painted it in road.cc colours for our review. If you happened to want this colour (or any other colour/finish), you'd need to go through Trek's Project One programme that allows you to customise both the spec and the finish. 

As cyclists we get used to having hyperbole thrown our way by bike brands releasing what are actually pretty ordinary bikes, but the Madone 9 Series backs up Trek's claims with a fabulous performance out on the road. This is a bike that's genuinely very different from the norm – and not just different for the sake of being different. The technology on display here contributes to a bike that's very fast and very comfortable.

If I had a bottomless pot of cash available to buy a high-end race bike (if only!), this is where I'd be spending my money right now. If you do have the money and can live with the fact that maintenance in some areas is more complicated than usual, the Madone 9 Series deserves a place somewhere near the top of your wish list.

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

If you're thinking of buying this product using a cashback deal why not use the road.cc Top Cashback page and get some top cashback while helping to support your favourite independent cycling website

road.cc test report

Make and model: Trek Madone 9 Series Project One

Size tested: 58cm, custom finish

About the bike

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

Frame 700 Series OCLV Carbon, KVF (Kammtail Virtual Foil) tube shape, Madone IsoSpeed, Micro-adjust seat mast, E2, BB90, invisible cable routing, Control Centre, precision water bottle placement, Aero 3S chain keeper, DuoTrap S compatible

Fork Madone KVF full carbon, carbon E2 asymmetric steerer, carbon dropouts, integrated brake and stem

Sizes 50, 52, 54, 56, 58, 60, 62cm

Frame fit H1

Wheels Bontrager Aeolus 5 TLR

Tyres Bontrager R4 Hard-Case Lite, 220tpi, aramid bead, 700x25

Shifters Shimano Dura-Ace Di2, 11-speed

Front derailleur Shimano Dura-Ace Di2, braze-on

Rear derailleur Shimano Dura-Ace Di2

Crank Shimano Dura-Ace, 53/39 (double)

Cassette Shimano Dura-Ace, 11-28, 11-speed

Chain Shimano Dura-Ace

Saddle Bontrager Paradigm XXX, carbon rails

Seatpost Madone micro-adjust carbon seatmast cap, 25mm offset

Handlebar Madone XXX Integrated Bar/Stem, KVF profile, Invisible cable routing, OCLV carbon, VR-CF

Stem Madone XXX Integrated bar/stem, OCLV Carbon, 7-degree, aero top cap pocket, w/Blendr computer & light mounts

Headset Madone integrated, stainless cartridge bearings, sealed, 1-3/8in top, 1.5in bottom

Brakeset Madone aero, integrated, direct mount

Bar tape Bontrager Supertack tape

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

It's a full-on race bike. Trek divides its road line into three: Emonda for those wanting light weight, Domane for those wanting comfort, Madone for those wanting aerodynamics.

Trek says: "Madone is the ultimate fusion of power, aerodynamics, ride quality and integration. There are no two ways about it: the first true super-bike is a marvel of road bike engineering.

"Every detail of Madone is engineered for unprecedented futuristic performance, ride quality and efficiency, putting every single watt you earn toward demolishing your competition."

Frame and fork

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

Excellent quality.

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

Our frame and fork are made from 700 Series OCLV carbon fibre. In truth, the 600 used for most of the other 9 Series bikes is very similar in terms of properties and weight.

Tell us about the geometry of the frame and fork?

Ours came in Trek's low and stretched H1 fit. 9 Series Madones are also available in a slightly more relaxed H2 fit (see review for details).

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

The H1 fit is fairly low. If your back doesn't like an aggressive position, go for the H2.

Riding the bike

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

Very comfortable. That's one of the bike's key characteristics.

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

It felt stiff around the bottom bracket and the head tube. The only place I noticed a lack of stiffness was in the handlebar when I was sprinting; there was a small amount of bouncing there when riding hard out of the saddle with my hands on the drops.

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

Yes, it felt efficient around the bottom bracket and through the centre of the bike.

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

A small amount. Not a problem.

How would you describe the steering? Was it lively, neutral or unresponsive? Neutral to lively.

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

I enjoyed descending on this bike thanks to the IsoSpeed decoupler and good manoeuvrability.

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

The main feature that leads to the bike's comfort is the frame's IsoSpeed decoupler.

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

I thought the handlebar could have been stiffer, but it's proprietary. I'd only want to change it if I was a sprinter.

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

The wheel stiffness is good and the same goes for the chainset.

I thought the handlebar could have done with being stiffer for sprinting.

The drivetrain

Wheels and tyres, your summary.

Did you enjoy riding the bike? Yes

Would you consider buying the bike? If I had the money, no doubt about it.

Would you recommend the bike to a friend? Yes

Use this box to explain your score

This exceptional bike boasts some novel tech that really moves the ride forward. So many bikes are simply variations on a theme, but Trek has brought genuinely new tech first to the Domane and now to the Madone. This bike is a clear 9 for performance.

Unfortunately, all that tech adds to the price and it'll take a while to trickle down to more affordable levels.

Overall rating: 9 /10

About the tester

Age: 43   Height: 190cm   Weight: 75kg

I usually ride:    My best bike is:

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

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

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

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23 comments.

Hi all , I am flying to Italy and need a box for my 9 SRS anyone help , I  can't remove aero bars or front brake brgds Ade 

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Hey, can I ask you the saddle height on this 58 cm frame ? Can't figure out how a 58cm would look like with my 78,8cm saddle height (i hesitate between 56 and 58 on a H1 frame)

This is best porn I've seen in a while.

I just wish it came at a smidgeon of the price.

Any mechanics out there tell me whether they could get Campag EPS to "work" on this frame?

Not keen on the colour.

I think it's a lovely looking bike, and hats off to Trek for trying to do something genuinely interesting. In the flesh it's a striking looking ride. Possibly a tad overengineered, but I look forward to the one they'll release in a couple of years that's going to be simpler and cheaper.

So, is the Domane going to go then? Or will I just be sold to sportivistes??

People keep refering to new tech, but those brakes are essentially a rework of Campag Delta. Not really trying to dis Trek, but there's a whole lot of marketing going on here...

stealth wrote: So, is the Domane going to go then? Or will I just be sold to sportivistes?? People keep refering to new tech, but those brakes are essentially a rework of Campag Delta. Not really trying to dis Trek, but there's a whole lot of marketing going on here...

Don't worry! Domane is definitely not going anywhere. The Madone is a very different platform to suit a different rider type. Although it has the IsoSpeed, it's not as compliant as the Domane.

We now have three different bikes to match the needs of different riders. Some want to maximise comfort without sacrificing performance. That's Domane. Some want to be as aero as possible (and still comfortable), that's Madone. And for those who prioritise weight, that's Emonda.

TrekBikesUK wrote: stealth wrote: So, is the Domane going to go then? Or will I just be sold to sportivistes?? People keep refering to new tech, but those brakes are essentially a rework of Campag Delta. Not really trying to dis Trek, but there's a whole lot of marketing going on here...

Don't worry! Domane is definitely not going anywhere.

slightly off topic, but are there (imminent) plans to add the Domaine Series 6 disc to the Project One custom builder or release it as a frameset?

I have a domane and can confirm that the Isospeed decoupler really works.

I have only the original 2.0 version with steel frame, but it's the most comfortable bike I've ever ridden - better than my specialized Roubaix Expert which cost well over twice as much.

Not been of fan of trek road bikes for a while - but this is nice!

Lovely colour, horrendous looks.

The iso speed seat post on this is hideously over engineered...3 posts going on there.. Ergo post by LOOK does it better for over a decade....

And no matter what instructions they give you for travel it will be a prick to take apart and reassemble... high end TT bike users have found that and the manufacturers are starting to address it..

and whilst running a new inner cable will be straight forward, replacing the outers will be a shocker... for the home wrench just time consuming, for those using shops bloody expensive...

I'm fine with all of this, top end tech takes more effort and money to run.. but lets not pretend its not the case...

shadwell wrote: The iso speed seat post on this is hideously over engineered...3 posts going on there.. Ergo post by LOOK does it better for over a decade.... And no matter what instructions they give you for travel it will be a prick to take apart and reassemble... high end TT bike users have found that and the manufacturers are starting to address it.. and whilst running a new inner cable will be straight forward, replacing the outers will be a shocker... for the home wrench just time consuming, for those using shops bloody expensive... I'm fine with all of this, top end tech takes more effort and money to run.. but lets not pretend its not the case...

Only two posts. The seat mast is connected to the the same tube that runs down the inside of the aero tube. This inner post is the IsoSpeed.

Travel is not nearly as difficult as with a bike like the Speed Concept. Providing that the bike is assembled properly, there will be enough inner cable and housing to allow the bars to be removed from the stack, and turned sideways.

Experience mechanics can build a complete Madone in around an hour to an hour and a half, once they've followed the manual on the first ones they build, so changing cables isn't as difficult as it might seem.

Ultimately, this bike isn't more or less difficult to build that most others. It's just different, and thus requires mechanics to read the manual and follow it to the letter a few times, and once they've done that it will be pretty seamless to build.

Also, even with the IsoSpeed tube, the complete bike weight of those being used by Trek Factory Racing is 6.9kg.

I really like it, though I think it looks better in the darker shades.

And I don't you can compare any of the major brands top end offerings price-wise with Canyon (or any other direct sales brand).

I think this is a really interesting bike, and particularly like all the integration. They've produced a number of original, distinctive features that do differentiate it. I'm sure some of these features filter down eventually, but I think £3,350 for a frameset is about what we'd all expect. Isn't it?

I've got a 5 series madone and just love the way it rides, particularly going downhill.

I admire the degree of innovation and I am slowly falling in love with the Madone although being a Specialized Venge rider. What could have been the motivation behind going through all the pain and designing such a new brake combo, especially when considering that disc brakes are about to make it to the peloton? Can anybody tell?

It's not even got a back light!

So I just have to comment here to win one, right?

Just sold a Domane (brilliant bike) and started racing this year so looking for a top spec race frame for 2016. I'm Treks target market-sold on the isospeed. Am I buying a Madone.....NOPE!

That price is RIDICULOUS. £4300 for the frame the pro's race.

Canyon Ultimate SLX for me (a frame the pro's race) £1600.

The Aeroad may be a better comparison (more aero) but is only £500 more and that includes the aero bar/stem.

Ginsterdrz wrote: That price is RIDICULOUS. £4300 for the frame the pro's race.

You can get a 9 Series Madone in Project One, with full Ultegra and aero wheels for around £5300. That can go lower still if you use RXL wheels instead of Aura wheels. Project One will go live for the Madone on Thursday, so you can play around with configurations yourself.

Just out of curiousity, what do you think would be a reasonable price for something that has so much new tech on it?

TrekBikesUK wrote: Just out of curiousity, what do you think would be a reasonable price for something that has so much new tech on it?

new tech is surely part and parcel of improving /updating bike models; some years see a bigger change than others, sometimes incremental, sometimes more substantial. While Trek has reduced prices on many 2016 bikes, I'm surprised to see such a price hike on the new top Madone compared to the previous top end 7.9 frameset which is currently listed at £3000 on your website.

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Lucky they weren't watching Sátántangó https://www.imdb.com/title/tt0111341

No, the problem is that some people should not be allowed to be responsible for anything living beyond themselves....

It could be that the law has been poorly targetted, or maybe it's the difficulty of policing in-car systems as an outside observer won't see...

Which makes it weirder how the big housing companies are always saying they'd definitely build more to help the national housing shortage, if only...

Yeah, cos politicians and councils never usually do that, do they? 

The road is actually wider than it looks in that photo. and traffic is moving so slowly it's pretty safe to cycle down. (it's part of my commute) ...

Reminds me of comparing cycle lanes to a bridge crossing a crocodile infested river....

Yes that makes sense too, as good teams in the same categories are treated with better budgets....

Doesn't inspire much confidencce. The real shame would be if good quality/ reasonably priced dHb stuff suffers.

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This article originally appeared on BikeRadar

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Interested in an aero bike but want something with a normal, adjustable cockpit and a pricetag that isn't five figures? Trek's new Madone 9.0 might be what you're after.

Trek Madone 9.0 highlights

• Same frame and fork as $12,000 / £12,000 / AU$13,499 Madone 9.9
• Normal stem and adjustable aero handlebar
• Shimano Ultegra group with Madone Aero brakes
• Bontrager Aeolus Comp Tubeless Ready 50mm wheels
• 50-62cm sizes, four color options
• $3,999 / £3,500 / AU$5,499

The head tube has cuckoo-clock-like panels that hide the upper portion of the integrated caliper

Aero, but...

In late 2015 Trek overhauled the Madone as an ultra-aero race machine, with not only cables but the brakes themselves hidden from the wind. The bike received plaudits from several cycling outlets including BikeRadar for its aero performance and its comfort, thanks largely to Trek's IsoSpeed flex design.

But while the bike managed to avoid the typical buggabo of early aero bikes — they're fast, but they ain't comfy — it did proceed with a typical aero compromise of ergonomic adjustability in favor of an ultra-clean integrated bar/stem that is demonstrably faster.

For context, most major companies with a high-end aero bike sell it with some form of integrated bar/stem, for the same reason: it's aerodynamically faster than a round bar and normal stem by a significant margin. Most companies claim at least a 4-watt improvement. (A good aero bike has a total drag number in the 70-watt range.)

The Madone 9.0 has the same frame and fork as the top-end 9.9, but with a relatively normal handlebar

And while integrated bar/stem cockpits work well for many riders, some people would prefer particular bar shapes, or bar angles, or at least the ability to make changes. With an integrated design, you get what you get.

Integrated pieces have another issue: cost.

Enter the Madone 9.0. Now Trek has an aero bike with the exact frame and fork as the $12,000 / £12,000 / AU$13,499 Madone 9.9, but with a normal stem and an aero but separate handlebar — and a much more attainable $3,999 / £3,500 / AU$5,499 price tag.

Made from the brand's 600 series OLCV carbon the Madone 9.0 sees the H2 geometry — only the Race Shop Limited version gets the H1 fit.

The new Madone bikes all have Trek's IsoSpeed, which is a flexing point where the seatmast joins the rest of the frame

Deep wheels and a compact crank

The Bontrager Aeolus Comp 5 wheels can be set up tubeless but come with 25mm standard clinchers and tubes. Although not as light as all-carbon hoops, the aerodynamics of the metal-rim-with-carbon-fairing design have to be very similar. And you get the more consistent braking of an alloy track.

Current edition Shimano Ultegra continues the Japanese company's fine tradition of an excellent second-tier group that for all intents and purpose functions like Dura-Ace but with a few more grams.

Racers interested in the Madone 9.0 might want to swap out the compact 50/34 crank

One curious spec choice is the compact 50/34 crank. When paired with the 11-28 cassette this is a great everyday setup, but it seems like amateur racers in particular would be drawn to such an aero bike, and might want if not necessarily need a 52/36. If this is a concern, it is likely that your local Trek dealer could swap it out for you.

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• Madone SLR 9 Gen 6

First Look and Ride: 2016 Trek Madone 9-Series

Trek shoots for the moon with its new aero road bike

It was a Friday afternoon in late May and I was sitting in the atrium of Trek’s Waterloo, Wisconsin headquarters. I was there to get my first look at Trek’s new 2016 Madone and, during a small break in the action, catching up on some email. A meeting-room door opened to my left, and I watched over 100 men and women stream out. “Company meeting?” I asked my handler, Royce Breckon, Trek’s service brand manager. “Nope,” he said, “Engineering department meeting.”

As I would later learn, Trek has about 80 engineers worldwide; when support staff is counted, Trek’s engineering department employs about 200 individuals. While not all of them were involved in the creation of the new 2016 Madone 9-Series, this gives you an idea of the resources and horsepower that the company was able to put into its new aero road bike—and most ambitious model to date.

Trek has very high aspirations for the new Madone, calling its release, "the biggest launch in Trek’s history." Its tagline is “the ultimate race bike,” and to try and reach that benchmark, Trek considered aerodynamics, handling and rider comfort.

     Related:  Pro Cyclists Debut 2016 Trek Madone 9-Series

The frame is carbon composite, naturally, and the design is highly integrated in the pursuit of (claimed) class-leading aerodynamics. The new Madone also gets Trek’s IsoSpeed Decoupler—a seat tube decoupled from the top tube and seatstays so it may flex further and more easily, increasing vertical compliance—which was originally found on the Domane.

The 2016 Madone will be offered in two variations. One uses Trek’s highest grade 700 series carbon and the company’s H1 long-and-low fit, and is made in Waterloo, Wisconsin. The second is made of 600 series carbon and uses Trek’s H2 fit–taller stack and shorter reach compared to the same size in H1–and is made overseas.

The difference, besides fit: The H1 bike is a 100 grams lighter, and in Trek’s testing appears a bit stiffer and a bit more vertically compliant; however, on the open road, the two ride very similarly, says Michael Mayer, Trek’s global road brand manager. Both are considered the company’s top of the line 9-Series frames, but Trek says the customer who wants the H1 fit is more race-oriented and desires every bit of weight savings. A women’s version will be offered; however, it uses the same geometry as the standard H2 with some spec adjustment.

Trek claims a 56cm H1 Madone frame weighs 950 grams, and that a complete 56cm H1 bike with Dura-Ace Di2 and Bontrager Aeolus 3 wheels weighs just over 15 pounds.

Aerodynamics and Integration Using an iterative process, Trek took a computer model of the first aerodynamic Madone, launched in 2013, and modified, then tested; then modified some more and tested again. Hundreds of virtual models were created, each one trying to make the Madone a bit more slippery, but always with an eye on the bike’s other performance goals. Bottle placement alone was subject to 140 iterations before arriving at the most aerodynamic position, and Trek claims the Madone is more aerodynamic with bottles than without.

Shadows of the old Madone exist. Geometry is slightly tweaked, and the new Madone’s primary tube shapes are evolutions of the KVF (Kamm Virtual Foil) truncated airfoils introduced in the previous generation. But the new Madone has a much deeper downtube, and aerodynamically shaped seat tube and seatstays where the old used round tubes.

Trek tested the new Madone against the Cervelo S5, Giant Propel, and a Felt AR in the San Diego Wind Tunnel, which Trek considers to be the best and most accurate. Ben Coates, Trek’s road product manager, stressed that the company was pursuing real-world aerodynamics, so all the bikes in the wind tunnel comparison were equipped with two water bottles.

Though the Madone was not fastest at all yaw angles (the S5 and AR eclipsed it at some), Trek’s white paper on the new Madone claims the 2016 Madone is the “overall fastest bike across all yaw angles.” Trek also tested a first-generation Specialized Venge , but didn’t include it in their comparison, “based on data collected from previous test that showed it was not a leader in aerodynamics.” How the new Madone compares to the new Venge is unknown.

Trek’s evaluation then stepped outside the virtual world and the controlled environment of the wind tunnel, and into a velodrome and out on open roads. The claimed results: At 40kph, the new Madone provides a 19-watt savings over a non-aero race bike (Trek used their Emonda as a representative) in a solo time trial situation, and a 14-watt savings when drafting.

To realize these aerodynamic gains, Trek considered more than just the frame, designing dedicated brakes and an integrated bar and stem. The integrated bar and stem saves 34 grams of drag compared to a Bontrager XXX Aero bar, says Trek. The tops are intended to be ridden naked; wrapping them with tape wrecks the bar’s aerodynamics.

More drag savings, up to 37 grams, were realized by hiding the cables. They are run internally through the bar, exiting the stem just in front of the steerer clamp and immediately entering the frame. Except for the rear derailleur loop (or wire) and a tiny bit of rear brake cable, the new Madone has no exposed cables, housing, or wires.

Though the fork’s steerer tube where the stem attaches is effectively 1-1/8” diameter, it is relieved so the cables can enter the frame directly from the integrated bar. While it is possible to clamp other stems to the steerer, it is presently not possible to route the cables properly with anything else, nor use any headset spacers other than those that come with the frame. Speed and integration has its compromises.

For safety, Trek typically recommends that a fork steerer be cut so a few millimeters are exposed above the stem clamp. Doing so requires an extra headset spacer above the stem. The Madone’s stem, however, is designed with the extra spacer built in so the preload cap sits flat for less drag. Trek’s Blendr system accommodates the mounting of computers and lights to the bar.

Trek will offer 13 different versions of the integrated bar; all use the same Bontrager VR-CF variable radius drop, however, you will see some Trek Factory Racing riders with a team-only ergo-bend version. Bar widths are 40,42, and 44, all in 90-120mm lengths, as well as a 42x130.

The center pull brakes are unique to the Madone; no other brake is currently compatible with the frame. The brakes are “designed to seamlessly match the fork and seat stay surfaces, integrating with the recessed areas and allowing air to flow smoothly over the entire surface,” according to the Madone’s white paper. Though the mounting format looks similar to the Shimano direct mount standard—used by the previous Madone and Emonda—it is different enough that only Trek’s brake will work properly.

The dual-pivot brake matches the power of Shimano's excellent 9000-series brake caliper, says Trek, and leverage is adjustable for proper feel and performance with all the major component-maker’s brake levers. Wide rims are no problem, says Coates. Independently adjustable arm position allows the brake to, “work with every rim on the market today.”

After taking a trip down under the bottom bracket on the previous generation, the rear brake returns to the seatstays on the new Madone. Trek says this placement is a bit less aerodynamic, but easier to access and adjust, and, because of the way a wheel flexes, reduces brake rub. Almost all the hardware on both brakes is uncovered and easily accessible, and there is a lever to open the arms for wheel changes. You can’t compensate for brake pad wear by adjusting on the fly with a knob at the housing stop like you can on a typical side pull caliper. Instead, the arms must be moved closer to the rim with a hex wrench.

One of the more curious details of the new Madone are the “vector wings”. Government regulations state that a bike’s front wheel must be able to turn up to 65 degrees from center, even though a rider would almost never turn the bars that far when riding. However, the shape that Trek desired for the head tube, with internal cable routing for the front brake, did not allow this much rotation. The solution was a cover with sprung wings that accommodate this amount of steering. When the bar is turned far enough, the wing is pushed open by the brake; when the bar is turned back, the wing snaps closed.

“Ma-domane” Historically, one of the biggest complaints about aero bikes is an unrefined ride feel. Trek’s solution: Borrow the IsoSpeed Decoupler from the Domane. But Trek ran into a problem in applying it to the new bike: The aerodynamically shaped seat tube (the Domane’s seat tube is round) could not flex enough to provide worthwhile vertical compliance. The solution was to give the Madone a second, internal seat tube.

While the exterior “seat” tube is a structural part of the frame, the seat post is attached to second tube hidden inside the exterior tube. That way, the exposed part of this system is aero shaped, but it transitions to a round, bowed tube inside the frame. Anchored at the bottom bracket shell on one end and with the IsoSpeed decoupler at the top, the interior seat tube can then bend under load, providing about 20mm of vertical compliance; double that of its nearest competitor, claims Trek. Overall, Trek says the 2016 Madone has the same amount of vertical compliance as the Emonda, however, the Domane is about 50 percent more complaint than both.

Trek will offer two seat mast lengths, and two offsets, 5- and 25mm. The saddle clamp is all new, and provides independent adjustment of tilt and fore/aft position.

More Than Just Numbers Echoing a theme we’re hearing more often from more companies, Trek looked beyond just the on-paper numbers when refining the Madone’s feel and handling. The Madone’s white paper, available at Trek’s website, goes into detail on the topic, but here’s a summary based on my conversations with the people involved in the Madone’s development.

To collect real world data about the loads on a bike in typical riding situations, Trek builds aluminum test models and equips them with strain gauges to measure deflection, power meters, and speed and cadence sensors. Test riders subject the bikes to routine events: climbing, sprinting, and cornering, etc., while data recorders collected information from the sensors about the bike’s behavior in response to the events. Trek used this real world data to evaluate computer models, and to be sure the simulations they run on the frames provides an accurate picture of the way a bike would behave in the real world.

Using this method, Trek’s engineers could build several versions of a frame, each having different characteristics. Test riders then provided feedback about each frame’s desirable and undesirable traits. Essentially, the models gave Trek the tools to identify and tune the nuances that add up to what riders call “feel.”

In designing the new Madone, Trek took feedback from its pro factory racing team riders who said they really liked the way the Emonda rode. Thanks to its testing process, engineers had a good idea of what contributed to these positive characteristics, and they built much of that into the new Madone, even though the latter’s tube shapes are much different.

Then, in January 2014, Trek had its factory team riders evaluate three prototypes of the new Madone, each with a different carbon layup. That feedback was taken and used to further develop the new bike. A year later Trek had “full production” versions, again in three different layups, tested by the team again and used the feedback to lock in the final layup of the production 2016 Madone.

At the bike launches I attend, there is almost invariably some slide or discussion about drivetrain, head tube and torsional stiffness and how much awesome-r it is than the previous generation frame and/or competitor’s frames. But Trek’s people didn’t talk much about the Madone’s stiffness at the launch. My impression: They weren’t specifically gunning to achieve a benchmark in a certain test, or notable gains over the previous Madone, or exceed that of competitor’s frames. Their primary concern, I felt, was achieving the ride and handling goals that fulfilled the bike’s purpose, and they seemed quite confident that those goals were met. The resulting stiffness, measured in the traditional ways, is what it is—or so it would seem. They did let on that the Madone is, “a bit stiffer than an Emonda, and less stiff than a Domane.”

The Rest Aerodynamics, IsoSpeed and feel are the three points Trek is emphasizing with the new Madone, but there are other notable details as well.

The frame can accept up to 28mm wide tires. Yes. An aero frame with rim brakes that takes 28mm tires.

The Control Center is flat-out nifty. Found high up the down tube where it is accessible on the fly, it houses an electronic shifting system’s junction box (with Shimano, the junction box button for adjusting trim and to fine-tune shifting is accessible) or, for mechanical, contains a front derailleur cable-tension adjuster. When it’s time to charge the Di2, the charging port is accessed by releasing a catch, popping open the Control Center. Note: The frame is compatible with Campagnolo EPS drivetrains, but the battery must be mounted on the outside of the frame.

Carried over from Trek’s other models is its chain retention device (though the Madone’s is “more aerodynamic,” of course), DuoTrap speed and cadence sensor pocket, and BB92 bottom bracket.

Trek also incorporated a few Easter Eggs into the Madone’s paint. I don’t want to spoil the surprise so I’ll leave them to you to find.

Four complete bikes are offered, three with H2 geometry. All use the same brake calipers and integrated bar. Sizing now mirrors the Emonda. Seven sizes, 50-62cm, are offered in H1; and nine from 47 to 64cm in H2. - Madone 9.2, $6300, built with Shimano Ultegra 11 mechanical and Bontrager Paradigm aluminum wheels; - Madone 9.5 $8400, built with Shimano Dura-Ace 11 mechanical and Bontrager Aura 5 carbon wheels (aluminum brake track); - Madone 9.9 $12,600 built with Shimano Dura Ace Di2 11 and Bontrager Aeolus 5 carbon wheels. Also offered in a women’s version.

Also offered is the Madone Race Shop Limited $13,650, a replica of the bike the Trek Factory Racing team rides, with H1 geometry, Shimano Dura Ace Di2 and Bontrager Aeolus 5 carbon wheels.

The Madone in H1 and H2 fits are also offered through Trek’s Project One paint and parts customization program starting in August. The amazing, hot-pink abomination you see in the photos (note that Trek painted it in the colors I requested) was a H2 Project One dreamed up by yours truly.

Also offered is a frame module–brakes, one-piece bar and stem, and seat mast included–for $5,780 for the H1 and $4,730 for the H2.

How it Rides The new Madone H2 Project One came to the office for a couple of our most experienced testers to spend about a week each on the bike. Off the bat, we were impressed by the bike’s ride quality. One tester compared the bike to the Domane Classic, calling the ride “silky and smooth”; another said there was “good, aggressive-type, road and surface feedback with surprising smoothness—there were no instances of rough chatter over the odd bump.” They also noted that the bike felt very connected to the road, and that even when road conditions deteriorated, the tires tracked and stuck to the ground. The IsoSpeed decoupler gave the feeling of occasionally bottoming out—letting us know that it was indeed working. There was also no brake rub under sprinting, climbing, or pedal mashing.

The new Madone is also surprisingly comfortable: “I could be happy riding it all day, or for an hour crit,” was the comment. The bike handled precisely, and was easy to control over the road.

And of course, it felt fast. On one race-like weekly group ride, a tester observed that he seemed to be able to pedal less than others in the group, all else being equal, and that on a shallow downhill where he normally coasted at a steady speed, he felt like he was actually accelerating.

Overall, the impression came back that the Madone didn’t feel like an aero bike in the ways we typically expect: The ride wasn’t harsh and chattery, the bike was stiff, and while it didn’t feel feathery, it wasn’t heavy, either. As one tester put, “This just felt like a really nice road/racing bike.” And as another said, “It’s just an easy bike to like.”

The Ultimate? Is the 2016 Madone “the ultimate race bike”? Time may tell, but frankly, statements like these are usually unverifiable. Here’s what I know so far: It’s awesome to see Trek finding a bit of swagger and flexing its muscles. I can’t imagine the Trek of just a few years ago going for it they way the company did with the new Madone. This is an impressive bike. And, based on testers’ feedback, it is a great-riding bike. The Bicycling staff races, and loves racing, but we all ride more than we race. And when we ride, we love to go fast on great equipment. The 2016 Madone lets us do both. And it didn’t come cheap or easy—it took a lot of engineering manpower.

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Trek Madone 9.9 Review

In a country where “awesome” and “amazing” are standard vocabulary, how are you supposed to pick the right superlative to describe an extraordinary bike? That’s when it’s time to rely on the cold, hard facts. But are they enough to leave us entranced with the Trek Madone 9.9?

Trek aren’t known for their tunnel-vision so they’ve expanded their horizons (and ours) by not exclusively offering the Madone as a race-ready bike, but also offering it in the more upright and comfy H2 geometry. In fact, we can testify to the comfort of the H2 variant.

Over in the land of opportunity, the bike developers at Trek’s HQ in Waterloo, Wisconsin, have created a veritable piece of art that goes by the name of the Trek Madone 9.9. By its own claims, it unites the elements of power, aerodynamics, performance and integration to the max, so we were curious to discover the truth in these assertions.

True to its word, no other bike in this group has achieved such a holistically perfect system integration. The list of its technical finesses is a long one. It has an IsoSpeed decoupler that creates vertical compliance by decoupling the seatpost from the top tube and seatstays for added comfort. The components are well chosen, and include an integrated bar and stem, shaped for aerodynamic performance. The front brake is integrated with the fork and headtube. Despite this integration, so-called “vector wings”, hidden beneath a cover at the bottom of the headtube, allow 65 degrees of turn to comply with government regulation. With a spec that’s unlikely to give room for complaint, the Madone appears to be onto a winner.

Even away from the stand, the Madone doesn’t disappoint, knowing the exact definition of a great ride. Thanks to its high levels of rigidity, the Madone is ultra efficient. Road chatter leaves the bike unfazed, and comfort showed no deterioration over the course of a long day (thanks IsoSpeed!). Super precise, it’s a bike that can take any amount of lean on a corner, any strength side winds as well as any pace and still come out shining. The Madone is a surprisingly good climber, although the wide bars aren’t the comfiest to grip.

It’s definite: Trek have achieved full integration, but integration can come at the cost of fine-tuning and fixing. However, if you’ve got the budget for this bike, who wouldn’t trust its care to a reputable service centre?

Details dof the Trek Madone 9.9

Specifications of the Trek Madone 9.9

• Drivetrain: Shimano Dura Ace Di2 2×11 SP
• Gears: Chainrings: 50/34 | Cassette: 11-28
• Brakes: Madone Aero
• Tyres: Bontrager R4 Hard-Case Lite
• Wheelset: Bontrager Aeolus 5 D3
• Weight: 7.05 kg
• Price: € 12,999

The spec list reads equally as well, and the compact cranks offer enough range to play in the high mountains. It might sound paradoxical for an aero race bike, but it’s the truth: in Trek’s mind the Madone was designed as the ultimate bike for amateurs with high standards, and they have succeeded. Of course, to the delight of many (and the anguish of many others), the Madone can also be customized in their pretty pricey Project One configurator.

Who is the Trek Madone 9.9 made for? Depending on spec and geometry choice, the answer is much like a pendulum: from the pro peloton to those further back, from design-savvy riders to technological-feature hunters and those who’re after the best of the best. In short: everyone, and that’s exactly why it comes as no surprise that the Trek Madone won the GOLD Award at the internationally renowned Design & Innovation Award 2016.

• Exclusive design with flawless integration and great spec
• Masses of room for customization thanks to Project One
• Superb handling
• Complex by nature so potentially not the cheapest for repairs

For more information check the Trek website .

About the test

With 10 test riders descending on Barcelona from across the globe, we dedicated 9 days to pushing this season’s most exclusive and exciting and exciting bikes to their limits in a one-of-a-kind group test. Each rider brought his or her own specific experience to the process, with a test team comprised of four women and six men, including former Tour de France riders, biomechanics, bike shop owners, tour guides and amateur riders. In short: a gathering of highly experienced and well-versed road riding enthusiasts. Our goal was a simple one, to give you all the information needed to make you a winner: Why? Becuase life’s too short to ride the wrong bikes.

For an overview of the test fleet head to the main article: The 10 most exclusive and exciting bikes in Test



 All bikes in test: Storck Aernario Platinum G1 | Specialized S-Works Venge | Ritte Ace | Focus Izalco Max Disc“ | Festka One LT Dazzle | Crema Doma | Cervelo C5 | Canyon Aeroad CF SLX 9.0 | Bianchi Specialissima

Words: Markus Ybanez, Robin Schmitt, Emmie Collinge Photos: Constantin Gerlach, Klaus Kneist, Christoph Bayer

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