price of trek madone 5.2

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Trek Madone 5.2

There’s no doubting that in the years since Lance Armstrong was winning the hearts and minds of cyclists and non-cyclists alike, Trek’s majority stake in carbon bike sales has slowed. Due to the advance of the competition and Trek’s own slowness in reinventing the Madone platform, many aspiring carbon bike owners began to look beyond the offerings from Wisconsin. So, Trek started all over. To get the job done, in the fall of 2006 Trek designers and engineers were literally put in a special room at Trek for three months to brainstorm the new design. Other than retaining the tried and true OCLV build process and the Madone name, they started over with a blank sheet of paper and redesigned the bike from the ground up. We first looked at the new Madone back in the October issue when we had a brief ride at the bike’s official rollout. Sure, the bike is all-new, but is it any better?  

THE FRAME One quick look at the new Madone 5.2 is all it takes to realize that the new Trek is in fact nothing like its similarly named predecessor. Every tube, every aspect of design has been altered, with probably the most telling being the asymmetrical chainstays. Besides the impressive array of individually sized and shaped tubes, a key frame element would have to be Trek’s version of the integrated seat mast. Trek came up with their own two-piece design that is basically an external seatpost, which allows 100 millimeters of adjustability. Trek took the extra step of making long and short seat mast tops available for personalized sizing. Also new for the 2008 Madone is the internal cable routing used for the rear brake cable. Early versions of the bike had the cable exiting the rear of the top tube on its left side, but rider complaint about knee contact prompted a change in cable exit from the top of the tube. Carbon molds don’t come cheap, so a tip of the hat to Trek for maintaining enough molds to build seven different size frames (50, 52, 54, 56, 58, 60 and 62 centimeters).

THE PARTS Our Madone 5.2 features a collection of house brand Bontrager components including the Bontrager VR (variable radius) handlebars, which are a cross between an anatomic and a classic bend bar (that Lance preferred), Race Lite wheels, and the newly designed Race Lite saddle. The new saddle took us two or three rides and then we started to really like it, due to the ability to sit further back in the saddle while climbing or descending. We have yet to embrace the ‘saw the frame to fit’ technique that integrated seatmasts require. As much as we applaud Trek’s effort to maximize the benefits of the integrated seat mast, due to the clamp design and difficulty in getting consistent seat height, we’d have to say that they got it half right. The drivetrain on our 5.2 was the over-achieving Ultegra SL (53/39, 12-25) and it performed well in all situations, but we did notice the braking strength on fast and technical descents was noticeably less powerful than its more expensive brother, Dura-Ace.

THE RIDE The 5.2 was stable and comfortable on all types of surfaces. It handled well on bumpy and uneven surfaces and exhibited a noticeable glide on smoother roads. On climbs it was predictable and consistent, and on descents it was faster than we would have expected. For the higher-end group, the bike is not super-light at 16.2 pounds (Trek falls on the conservative side of the carbon weight issue), but the design, ride and experience made the weight not noticeable.   THE VERDICT The Madone totally belies its racing heritage and design intent-it never felt like a race bike. More than anything, it shone as an all-around, long-day-in-the-saddle bike. As impressive as the Madone 5.2 is, it’s worth noting also that Trek made it possible while retaining the higher built-in costs of American manufacturing. The Madone 5.2 is a lot of bike and ride for the money. Test rider after test rider commented that during group rides the bike stood out as a higher-end Madone and performed really well for the price. Yeah, the old Madone served Lance well, but he’s probably bummed that he never got to race this bike.

Price: $3629 Weight: 16.2 pounds Contact: www.trekbikes.com

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So what’s the difference between them? Hold your horses, we’re coming to that. Essentially, the 5.2 Pro has a more race-centric (did we just make that word up?) fit. Our 56cm model has a 140mm head tube compared to 170mm on the standard version for a lower ride position, and a slightly extended reach thanks to a 10mm longer stem. Plus, the 5.2 Pro has a traditional chainset while the straight 5.2 is fitted with a compact for a lower range of gears. However all the angles on both of the bikes are the same performance-oriented build, according to Trek both the bike's should interact with the road in the same way, what's different is the way the bike fits the rider: the Pro is essentially a performance bike with performance geometry and performance fit and the standard Madone is a performance bike with performance geometry, but with a less full-on fit.

So, the standard 5.2 has a more relaxed, sportive-friendly setup – what Trek call their Performance fit, the same as last year’s 5.2 – while the Pro is aimed more at racers.

What’s different?

The 5.2s haven’t altered massively from last year’s models although they do now come with replaceable gear hangers; it’s a whole lot easier to fit a new hanger than to have your frame repaired should it all go horribly wrong. And the hanger is longer than before so it’ll take a larger cassette – up to 28T if you like (a handy bail out gear for the hills if you went for the Pro and its standard 53-39).

Routing to both the front mech and the rear brake has been improved and the colour schemes have been altered, but apart from that Trek have left things pretty much alone this time around.

So what are they like to ride?

The Madones are quick… very quick. Climb aboard and stomp on the pedals and you’re rewarded with a remarkable turn of speed. Maybe it’s just us, but with chunky tubes throughout we’ve always thought that the Madones look pretty heavy. They’re not. Far from it. Our straight 5.2 (56cm model) hit the scales at 7.64kg (16.8lb) while the 5.2 Pro was 7.58kg (16.7lb). And that lack of weight is evident immediately as you accelerate fast up through the gears.

All manufacturers go on about how incredibly stiff their bottom brackets are but with the Madones it really is true… Rather than using a standard system where the bottom bracket bearings screw into but sit outside the frame’s BB shell, Trek house them inside a wider (90mm) shell and place them directly next to the bare carbon. This saves a little weight and also means that you get a colossal junction area where the down tube, seat tube and seat stays meet, so even when you turn on your best crank-bending power, that bottom bracket isn’t going anywhere.

The Q factor – the distance between the cranks – remains standard. And replacing the bearings when they wear out won’t be a problem: common standard-sized bearings to fit Shimano, SRAM, Bontrager, Campag and FSA are available.

With a 30mm shorter head tube and a 1cm longer stem, the 5.2 Pro puts you into a flatter and more aerodynamic ride position than the standard 5.2. You certainly feel that it’s a lower, head-led set-up. And with your body accounting for much more drag when you’re riding than the bike itself, that’s an important consideration if every second counts for you.

In other words, you will go a little faster on the Pro… as long as you’re comfortable in the more aggressive position. If you find it too low and start getting backache, the speed advantage quickly diminishes. It’s not like the Pro has an extreme ride position, though. Most people will get on with it fine. It’s more a question of ride character: do you want racy or slightly more relaxed? You pays your money and you takes your choice on that one.

Whichever model you go for, the 5.2s offer a stable, planted ride and a generous helping of ‘give’ in the frame keeps poor road surfaces from leaving you battered and bruised. Trek reckon this has a lot to do with their seat mast design – a carbon sleeve that clamps to the outside of the extended seat tube. Unlike some other systems, it doesn’t require cutting to length – which saves you some work and is handy if you ever want to sell the bike on. You choose from two different seat mast lengths and three different offsets in order to get the right fit.

The seat mast design requires only 30mm of overlap with the frame and it doesn’t need to be overbuilt and so, as well as saving weight, it can flex more than in a traditional system. It also means that, if you haven’t got one already, you should invest in a torque wrench because you really want to get the clamping bolts tightened just right to prevent any damage.

This all results in smooth ride quality meaning that not only do you continue feeling good at the end of long rides, you can carry on getting the power in when your ride-mates are wilting. And that’s always good news.

Hit the hills and the lack of weight helps the Madones stay ahead of the pack. Bontrager’s Race Lite wheels are reasonably – though not incredibly – stiff and they’re lightweight (1,015g f, 1,417g r, complete with skewers and tyres fitted). The18 flat bladed spokes up front and 20 at the rear held the rims straight throughout testing too – no drama there.

The slightly lower front end of the 5.2 Pro means you can get right over the top to wrestle it about that little bit easier on the killer gradients, but you might prefer the gearing of the straight 5.2 when things get really steep. Although both come with Shimano Ultegra SL cranks, the 5.2’s is a compact with 50/34T chainrings up front and a 12-25T cassette (it’s also available as a 52/39/30 triple); the Pro model comes with a traditional 53/39T setup matched to an 11-25T cassette. So, if you struggle on the climbs or you just want the confidence of low gears for winching up the steep stuff late in the day, the straight 5.2 could be the one for you.

Those Ultegra SL gears, second in Shimano’s groupset hierarchy behind Dura-Ace, worked flawlessly throughout testing. Lightweight and simple to use whether you’re on the hoods or the drops, they’re hard to fault, and the ice grey looks add a little something too.

Both bikes are excellent descenders largely thanks to the Bontrager Race X Lite fork which holds things steady through tight twists and turns. Built with carbon legs and crown, it’s very light weight and the lower section of the aluminium steerer is 1 1/2in in diameter rather than the usual 1 1/8in for added strength and rigidity. Steering is super-accurate so you get the confidence to abandon caution and attack everything full-on. Even hard braking at the last second isn’t a problem – and the Ultegra SL callipers pack a lot of power.

Both Madones offer an excellent blend of speed and comfort with genuine performance innovations like the integrated bottom bracket system and the aero seat mast design setting the bikes apart from the crowd. Two-and-a-half grand is a lot to spend on an Ultegra SL-equipped rig but you are getting a pretty special frame and forks package here. Should you go for the straight 5.2 or the Pro version? We’d be on the Pro because we prefer both the more racy geometry and the bigger gearing, but if you are a compact fan, and there are a few of them around here, and want a more standard set-up the straight 5.2 is the sound choice.

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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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This is one of the finest reviews I have seen yet on the Madone, or any bike for that matter. It mentions the technical details but doesn't feature them. Instead this review gives a more practical overview of the bike as it pertains to the rider. It's nice to know about the unique seat mast design and the internal BB system but what does that mean to the rider in terms of feel, fit, finesse, and efficiency? Instead of dazzling us with technical jargon, this review nails down what the rider needs to know to make a decision. Kuddos to the reviewer for a nicely written piece.

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This review is spot on - the madone is a comfortable, yet light and responsive bike.

three things though - a) the 12cm standard seastmast has a limited range, and if you need the 16cm seatmast to gain a correct fit - budget £120 for this.

b) I'm surprised you didn't mention the uncomfortable racelite saddle that comes with it - this was the first thing I changed. Even a £20 charge spoon will be better.

c) my madone had an annoying 'crack' from the BB area when applying force to the pedals - this seems to have disappeared after the LBS regreased the bearings, but others have had similar problems.

nevertheless, relatively small niggles in an otherwise excellent bike.

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Trek madone 5.2 – review.

The Trek Madone 5.2 was overhauled for 2013 and combines low weight and aerodynamics with the ride quality and dependable handling of the previous iteration of the US firm’s race bike.

The Madone 5.2 is perhaps the last model year 2013 machine to pass through RoadCyclingUK. As the calendar flicks over to MY2014, the Madone 5.2 will get Shimano’s new 11-speed Ultegra groupset, rather than the 10-speed version on our test bike, and a new lick of paint, but otherwise the spec and, most importantly, the frame remains the same.

The chassis

And what of the frame? Bikes in Trek’s high-end Madone range – that’s 5-Series, 6-Series and 7-Series machines – received a radical frame update in June 2012, when we first spotted it being ridden by the Radioshack-Leopard-Trek team at the Criterium du Dauphine.

The Madone 5.2 is based around a frame which utilities Kammtail Virtual Foil tube profiles and integrated brakes to help boost its aerodynamic prowess.

We ran through both features in our first look but, in short, the KVF tubes follow an airfoil shape but with the tail chopped off in a design which Trek say saves weight and improves stiffness while also complying with UCI rules. The KVF shape is most noticeable on the downtube but has also been applied to the fork, headtube, seattube and seatstays.

As for the integrated brakes, the Madone 5.2’s rear stopper has been moved to the chainstays – a design first applied to time trial machines but now regularly used on aero road bikes – and the front brake is cut into the fork crown. By removing the rear brake from its traditional position, Trek say they have been able to further tune the seatstays for weight, comfort and aerodynamics. The Madone 5.2 is certainly a smooth ride – but we’ll talk about that more soon.

Trek say the KVF tube profiles and integrated brakes result in 25 “free” watts when riding at 40km/h compared to the previous Madone. That’s a bold claim, and, like any aero machine we test, one we’re not able to confirm without heading into the wind tunnel.

The frame and fork are made from 500-Series OCLV carbon fibre. Bikes in the 6 and 7-Series range (which, incidentally, were tweaked in July to shed a little more weight) are made from higher grade (lighter, stiffer) 600-Series OCLV and 700-Series OCLV respectively, while 4-Series bikes (which share the KVF tube profiles – but not the integrated brakes – for MY2014) are made from 400-Series OCLV, and so on.

Finally, as far as the chassis is concerned, a Bontrager DuoTrap wireless speed and cadence sensor is incorporated into the non-driveside chainstay, and the presence of an integrated chain catcher is another impressive detail.

How have those changes affected the ride of the Madone 5.2?

Comfort can often be sacrificed by manufacturers in the hunt for aero gains (the Wilier Cento1AIR recently reviewed offers a harsher ride than the Cento1SR ) but the Madone 5.2 remains an impressively supple ride, particularly through the back-end. The Madone isn’t designed as a ‘comfort’ bike – the Domane occupies that position in Trek’s range – but it does an excellent job of taking the sting out of rough roads while remaining connected with the tarmac and keeping the rider in tune with what’s happening beneath them.

The Madone’s neutral handling has almost become its calling card and the 5.2 is no different: planted and completely in-tune with the rider. I prefer a little more va-va-voom but the Madone is an undeniably confidence-inspiring ride, whether that’s riding in the bunch, when descending or removing a jacket with your hands off the handlebar. Trek’s E2 headtube tapers from 1-1/8″ to 1-1/2″ and, combined with the straight-legged, KVF fork, the result is a reassuringly stable and planted front end.

The Madone 5.2 uses Trek’s proprietary BB90 bottom bracket – said to be the widest available for use on a road bike – and that results in a ride which is plenty stiff enough. The relatively low weight – 7.64kg for our test bike – ensures the Madone 5.2 is eager out of the blocks and climbs well, though it could easily shed significant weight by upgrading the Bontrager Race hoops that come as standard.

As for fit, the Madone 5.2 is based around Trek’s H2 geometry, which they say is “right for most riders” – most riders being those on the club run on a Sunday morning, riding sportives and perhaps dabbling in a bit of racing. As a result, the H2 fit is a little more relaxed than the racier H1 fit offered on 6 and 7-Series bikes. The key difference is the height of the headtube, which at 170mm is a little tall for me but by no means extreme.

The components

As we mentioned at the start, our 2013 Madone is dressed in 10-speed Shimano Ultegra, so with the 2014 Madone, now available through Trek dealers, equipped with the updated 11-version, we won’t say much other than it performed as we’ve come to expect from Shimano’s second-from-top group. The compact chainset and 11-28t cassette combine to provide a wide spread of gears.

A quick word on the new 11-speed setup, however. The revamped groupset borrows heavily from the top-end Dura-Ace setup, with a new four-arm chainset which is said to boost stiffness and sharper shifting thanks to a shorter leaver throw.

Trek’s house brand, Bontrager, provide the dual pivot, integrated brakes. Initial bite is good but we felt they lacked top-end power. We didn’t notice the rear brake accumulating dirt any more than it would have done if in its traditional position on the seatstays, but what did bug us, however, was that the screws which hold the brake pads aren’t easily accessible and require the removal of the whole shoe when swapping pads. The matte finish of the brakes also leaves them trailing other in terms of aesthetics.

The Race wheels are Bontrager’s entry-level hoops and come wrapped in Bontrager R3 tyres. While at 1,720g the wheels are far from the lightest, they’re stiff, roll well and are tubeless ready. They’ll make for good training wheels if you choose to upgrade the stock hoops.

Bontrager also supply the aluminium Race X Lite stem and Race Lite Aero handlebar, which has a KVF-inspired profile, and a compact, ergonomic shape which – for this reviewer at least – made it more comfortable to ride in the drops for long periods. A Bontrager Affinity 3 saddle completes the build.

Trek have combined low weight, stiffness, aerodynamics and comfort to good effect with the Madone 5.2, providing a helpful dose of each. As a result, and brake issues aside, the Madone 5.2 is a fine all-rounder.

Discuss in the forum

Price: £2,800 Sizes: 50, 52, 54, 56, 58, 60, 62cm Website: Trek

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Trek Madone 5.2 review

We really like the old Madone, the new 5.2 is even better

The Madone has undergone many changes in its four-year history, but this is the first major redesign since Lance Armstrong rode the first one to victory in the 2003 Tour de France.

The new Madone 5.2 is a completely new ride and one that looks set to be a prominent stage winner well into the future. It couldn't have got off to a better start with Contador winning the 2007 Tour De France on a relabelled 5.2.

Geometry remains the same, Trek weren't bold enough to mess with the measurements of the original, and we're glad they didn't, because the stable character of the old bike is what made it so popular. But what a different machine it is. The biggest difference comes from the overall increase in stiffness, especially at the front. It's also lighter; integrating the bottom bracket, headset, fork and seatmast and using 40 per cent fewer joints helps shed valuable grams (Trek claim it's 250g lighter).

That increased stiffness does not rob the frame of any comfort. The bike felt incredibly comfortable and sure-footed. Even after six hours in the saddle the only ache was coming from weary legs. It's hard to break the Madone from its stable line, and it holds on to the road incredibly well. In the presentation, Armstrong even likened it to the feel you get from riding a motorbike.

Thankfully, that solid feel doesn't rob the bike of any life. Shift into race mode and the all-round stability and unshakable front encourages an aggressive style and dares you to challenge the bike's underlying stability. Simply put, the new Madone is lighter, stiffer and faster.We really like the old Madone, the new one is even better.

The new Madone 5.2 had to be something special and one that built on previous versions. Three years in development, Trek's approach was to build a totally new platform. Gone is the forward sloping top-tube that had fans and detractors in equal numbers. The top-tube now slopes the usual way and brings the design in line with other compact frames. OCLV (optimum compaction low void) stays, as does the bonded, lugged construction, with fewer joints, meaning less weight.

Naming the range has been simplified, from the old OCLV 55, 110, 120 GSM (grams per square metre) grading to a simpler OCLV Red, OCLV Black, OCLV White, Red being the most expensive, high modulus carbon, through to OCLV White, which uses standard-modulus carbon. All red and white frames are made in the USA.

Bottom bracket

The new Madone is centred around the core of the frame's seat cluster, seat-tube and bottom bracket shell, and has been designed to bolster front-end stiffness. Trek have done this by getting rid of the standard BB shell and have gone for an integrated bottom bracket design; 90mm wide, it does away with external bearing cups - instead, integrated bearings sit directly against the carbon shell.

Crank compatibility isn't an issue as all crank configurations are catered for, Q-factor (distance between pedals) is also unaffected. It's a simple and neat solution and gives designers more freedom to experiment with oversized tube profiles. It's a bigger, stiffer and lighter bottom bracket assembly.

Front end and fork

One of the most noticeable changes from the old Madone is the increase in front-end stiffness. The contoured down-tube flows from the wide BB shell and curves into an oversized head-tube.

Like the bottom bracket shell, the design integrates bearings directly against and into the carbon frame. The Precision Fit Sockets (Trek's technical term) are moulded in at the same time as the tubes, which eliminates the need for secondary machining or the bonding of alloy inserts into the frame like the old Madone.

The oversized head-tube uses a 1.5-inch lower bearing (the same size as downhill mountain bikes) and a more standard 1-1/8-inch bearing for the upper assembly.

Gone is the seatpost in favour of a mast. The added advantage of the Madone's mast over other similar bikes (Look, Time, Ridley) is that this one doesn't need cutting to size. Instead, a cap with seat clamp sits atop the mast and can be adjusted for height. Available in two sizes, 120mm and 160mm, the system has the same height range as the old Madone with its 250mm seatpost.

The seatmast design on high-end carbon frames could well be the standard in the near future. Not only does it allow designers to shed a bit of weight but it also does away with the need for a traditional round seat-tube. This permits more complex tube profiles. The Madone's seatmast has a slight curve to it and the design of the clamp moves the mast away from stress areas and also imparts a degree of flex for added comfort.

Race and Performance fit >The new Madone will be available in two frame types. The geometry stays the same but the fits change. The Race fit has a lower head-tube, whereas the Performance fit gains 30mm in height to bring you more upright. If you're more of an all-round, high mileage sort of rider we would recommend going for the Performance fit over the Race. Women-specific WSD models also feature a shorter top-tube.

Verdict >From our experience Trek have brought the Madone into a new era. The dullness of the original model has been banished and the only minor criticism of the bike is that it looks a bit like a Specialized or Orbea but the similarty stops there.

Specification - Trek Madone 5.2 >Replacement value £2,250/$3,680

Frame and forks >Size tested: 54cm >Sizes available: 50, 52, 54, 56, 58, 60, 62cm >Weight as tested: 7.3kg/16.1lb no pedals >Frame: Trek 120 OCLV Carbon >Frame weight: 1,070g/2.4lb >Fork: Bontrager RaceLite Carbon >Fork weight: 427g/0.9lb

Bike dimensions >Top-tube: 53cm/20.9in >Chainstays: 41cm/16.1in >Wheelbase: 97.5cm/38.4in >Head-tube angle: 73 >Seat-tube angle: 75 >Fork offset: 4.5cm/1.8in >Trail: 6cm >B/b height: 26.4cm/10.4in >Standover height: 72cm/28.3in >Braze-ons: 2 water bottle >Frame alignment >Head tube: Perfect >Rear triangle: Perfect >Fork: Perfect

Transmission >Chainset: Shimano Ultegra SL 50/34T 172.5mm (also available in Ultegra triple) >Bottom bracket: Integrated >Freewheel: Shimano Ultegra SL >Chain brand: Ultegra w/ KMC quick link >Derailleurs: Shimano Ultegra SL >Gear levers: Shimano Ultegra SL STI >Pedals: None >Gear ratio (in)

Wheels >Front & Rear: Bontrager Race Lite >Tyres: Bontrager Race X Lite, 700x23c >Wheel weight: f: 1,040g; r: 1,460g

Other components >Handlebar stem: Bontrager Race X Lite, 31.8mm Handlebars: Bontrager Race Lite VR, 42cm Headset: Cane Creek IS-2 integrated with 1.5in lower bearing >Saddle: Bontrager Race Lite Seatpost: Carbon seatmast cap Brakeset: Shimano Ultegra SL

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Trek Madone 5.2 2006 Technical specs and features

General specs of trek madone 5.2 bicycle, wheels and breaking system, frame and body specifications, gearing specs, trek madone 5.2 fork system data, other specs of trek madone 5.2, trek madone 5.2 picture, madone 5.2 bike comparison.

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Trek Madone 5.2 bike review

Trek produced the Madone 5.2 bike in 2006 and can be classified as a Road bicycle, this exact model costs in american market arround $3,259.99. Madone 5.2 bike is available in many sizes such as 50cm (centimeters), 52cm (centimeters), 54cm (centimeters), 56cm (centimeters), 60cm (centimeters) and 62cm (centimeters). Trek Road Madone 5.2 can be found in a few colors, among these colors Carbon Pearl Duotone and Blue and Blue Team . This bike is equiped with 700 x 23C Bontraver Race Lite tires and Stainless steel spoke wheel while the rims are manufactured by Bontrager Race Lite. Trek equiped this exact model with Shimano Ultegra Dual Pivot brakes, Shimano Ultegra STI Dual Control levers braking system and Bontrager Race Lite hubs. To guarantee the comfiest ride Trek used OCLV 120 Carbon Aero material for the frame. Bontrager Race Lite high strength material is used on the handlebar of this Madone 5.2 to ensure the perfect handling while the stems are made of Bontrager Race Lite. For the smoothest biking experience Shimano Ultegra, 39/53 teeth is used on this bicycle .

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Trek 2008 Madone 5.2 Road Bike

Frame: OCLV Black Carbon Series Fork: Bontrager Race X Lite w/E2 steerer; carbon Wheels: Bontrager Race Lite Shifters: Ultegra SL F&R Derailleur: Ultegra SL Crank: Ultegra SL 50X34 Compact Cassette: Ultegra SL 11X25 Saddle: Bontrager Race Lite Seatpost: Carbon seat mast cap Stem: Bontrager Race X Lite, 7 degree, 31.8mm Handlebars: Bontrager Race Lite VR, 31.8mm Headset: Cane Creek IS-2 Integrated w/cartridge bearings, sealed, alloy; 1 1/8" top, 1.5" bottom Brakeset: Shimano Ultegra SL w/Shimano Ultegra SL STI Levers

• USER REVIEWS

Frame, compliance, looks, value

Wheels Standard race lite are neither "race" or "Lite" although they are still true and seem to be fairly strong.

I've always been an Italian prude when it comes to bikes but when I went looking for a new one last year I saw this and had a ride. Firstly It's beautiful. It feels as vertically fluid as a steel frame but much stiffer. It seems to have made me a little too fearless on the descents as it absorbs so much vibration (It's only a matter of time...). I would buy the same bike again. Being a Campag lover it pains me to says this, but I even love the shift feel of Ultegra - pretty much the same as DA but not as light - and I'm always overwhelmed with how powerful and progressive the brakes feel. I ride every day, and the bike is the main motivation.

Similar Products Used:

Cannondale (alu) with Campag Italian steel

Light frame. Good Climber. Price.

Crappy wheel set.

I picked up a 5.2 compact yesterday from the Trek store. I got to ride it around the bay today, I am very impressed with how smooth and quiet this thing rides. It climbs hills pretty fast. I use to own a giant TCR 3 c3 and the 5.2 was easier to climb with.

I have only rode a Giant TCR3 and the Madone 5.2 compact.

Frame, integrated seat post,

wheels,saddle

This is the best bike I've owned yet. light, stiff, comfortable, fast and great in descent. It's helping me be a better rider. I'm 6'1", 205 lbs, so RL wheels are not solid enough for me(6 tunings in 1500km), I swicthed to Fulcrum Racing 3 and now I'm really happy. It's a realy good mix. the performance fit is aggressive enough for me but I chose 53/39 chainrings instead of the compact crank. Project one is great and delivery if fast.

Specialized Tarmac Expert,

well i bought my Trek madone 5.2 2008 frame in good faith from my local Trek dealer in October 2008 I had my first race last weekend 84 miles on the sunday ,the day before on the saturday i was on the Turbo trainerfor a while no problems , on monday i did about 60 milesthen monday night i put it on my turbo trainer and noticed the crankset was banging and clankin from side to side every two or three revolutions,the crankset had play from side to side, i took it to my local trek dealer on tuesday morning to have the bottom bracket bearing races replaced ,they were replaced but the play ws still there ,turns out the frame on the non drive side has worn and the bearing race moves about and is not a snug fit in the frame , so far Trek are refusing to replace the frame under warranty saying they can fit a shim to the worn frame, i'm not happy with this and ive been without a bike for a week now while trek play the waiting game i won't know the outcome till the future but so far i'm not impressed, the frame was great to ride but just not durable enough , the lifetime warranty i don't know what this means i seem to be getting the runaround so far i'd say it was crap but i'm just a sucker who believed all the hype and the warranty .

The frame is the focal point of the bike. Great handling and yet comfortable for very long rides

The black color show dirt very quickly.

Outstanding overall bike! Great handling, smooth yet responsive ride and great components. I like it better than my titanium bikes. The Ultegra SL seams to work at a similar level to my Dura Ace bike.

Trek 5000 w/Ultegra Litespeed Vortex w/Dura Ace Merlin Cyrene w/Campy Chorus

Comfort, climbing

2008 Trek Madone 5.2: Purchased at Scott's Cycles in Salem, OR in July 2007. Scott's customer service is outstanding; good people. The bike frame? Unbelievably light and responsive for climbing and scarily fast on the descents - just a rocket. Components? Ulegra SL - NEVER AGAIN. In the shop a half a dozen times for adjustments. Sloppy free wheel has locked the chain and thrown it off back and front several times; needed tightening after I detected subtle clunking sound in frame. Frankly, the Shimano Tiagra on my 2000 Lemond Tourmalet (now my commuter bike) performed better. I expected more for what I paid. Would buy Trek again, but nothing less than Dura Ace. Rating: B

Lemond, Peugeot

Price, weight, components,fast and handles well

wheels- I have broken a few rear spokes

I bought the 2008 after the Bike shop let me take it on a 30 mile bike ride. The bike rides like a dream compared to my old bike. It's light, fast, looks good and you can ride a lot of miles on it. The frame is very light and trek make one lighter. The bike only weights 16lbs. The tires roll very well and I have only had one flat. I shopped around before I bought the bike and I think trek makes a great bike for the price. The Europeon frames are a little heavier and the frame cost as much as the whole bike. I ride almost every day and love the bike.

Specialized, Klein, cannondale

light, quality build and finish, efficient.

Excellent road bike for the avid cyclist. Durable components, very light carbon frame, and excellent ride. Handles like its on rails.

EVERTHING! (but you can inrease the bike performance by upgrading your wheel set).

I had a small issue with the seat mast, which kept allowing the saddle to tilt back. My LBS swapped it out for a new seat mast and we now have no issues.

2008 5.2 Madone After reviewing and considering many bikes, settled on this one after a test ride. The frame is fantastic. No need to say more. Ultegra SL is great and better value for money than Dura Ace. Wheel set is OK, but the LBS gave me a great deal on a set of Mavic Ksyrium SL Premium (all black spokes) wheels, and I could not be happier. The ride is very comfortable, yet the frame is nice and stiff and translates everything into power. This really is a great bike. I cannot fault it. If you want to up the ante re performance, then put a set of the Mavic wheels on. Unbelievable! I would agree that if you do not like the Madone, then you should try another sport. The other change I did was to put black bar tape on (instead of white), and a black Specialized Toupe saddle (this saddle is incredibly comfortable). Those changes, with the black Mavic wheels have created a great looking bike. Love the ride.

Orbea Onix (also a nice bike)

Base 5.2 is a great package for the money, but you can go a long way upgrading as well. I had a great LBS who customized for me, the new Project One program (Sept08) will make mix/match much easier. My 58cm with Red checks in at just under 15 lbs w/o pedals. Great climber, descending especially on rough roads, all day in the saddle.

The Race Lite wheels are well matched if you are looking for comfort, but the first thing you should upgrade if you want more performance. The RaceXLite are much more responsive and stiffer. The 5 year warranty rocks!

I test rode a 2008 5.2 with Ultegra SL, rode a 5.5 with Dura Ace for a week, and ultimately built an SRAM Red equipped 5.2 frame with upgraded RaceXLite wheels. I won't bore you on the frame. Suffice to say that it completely blows my previous Trek 5900 out of the water, both in performance and comfort. And almost 2 lbs. lighter! The benefits of the seat mast, integrated bearings and oversize bottom bracket and steerer tube are significant. On components, I was impressed with Ultegra SL. In fact, I did not think that Dura Ace was worth the extra price difference given that SL was so close. I was looking for something more, and definitely got it with SRAM Red. Cleaner cable routing, adjustable levers, smoother shifting, lighter, great compact crank, beats DA across the board.

Italian steel, Trek 5200/5900, Specialized

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Test Lab: Trek Madone 5.2

The KVF is a major change to the way we think about aero shapes. The normal aero tube with a long pointed tail has been truncated in the KVF. Testing has shown that even though the tail of the aero profile doesn’t exist, the air passing over the shortened shape still behaves as though the extended tail was there. This seemingly simple change has a number of huge benefits in frame design. Removing the tail of the aero tube shape allows the frame’s ride quality to be tuned to a greater degree, as the traditional airfoil shape is notoriously unforgiving.   It also allows the tubes to be lighter due to reduced amounts of material required and allows the frame of the Madone to look traditional despite the fact that all the critical tubes are now aero optimised.

Now that would probably in itself be enough technology to warrant crowing about, however Trek haven’t rested there. Another point of interest for aero road bikes and an area only recently being looked at in detail, and with varying degrees of success, is the brakes. The position of the brakes, especially the front brake, has the potential to disrupt clean air and cause drag. Trek has employed Bontrager Speed Limit aero brakes, which thankfully work as well as the Ultegra brakes they replace. The front brake is shaped to fit neatly under the specially shaped head tube, and the rear is concealed under the chainstays just behind the bottom bracket. The under-mount rear brakes are notorious for being fiddly, but on the Trek it is easy to adjust and is also able to be released remotely in case of a tyre change thanks to a neat cam mechanism located at the cable entry on the head tube.

Apart from the high tech elements of the Madone, there are also some truly thoughtful touches that really impress me. There is an integrated chain catcher to protect the frame’s carbon finish from a dropped chain, an integrated space for the Trek Duo Trap speed and cadence sensor, and most importantly a braze on derailleur mount to eliminate the possibility of ham fisted mechanics crushing a delicate seat tube with a carelessly tightened clamp.

The rest of the Madone’s running gear is Shimano Ultegra, which really doesn’t need to be elaborated on, which is lucky since there is so much else to talk about on the 5.2. Suffice to say it just works, and works flawlessly, shift after shift after shift.  The crank is a compact, as is becoming the norm these days on many bikes and the inclusion of an 11 tooth sprocket on the rear means there is still a decent spread of gears. The bars, stem and wheels are from Bontrager, a company wholly owned by Trek but retaining the name of its innovative founder Keith Bontrager. The bars and stem were perfectly functional, and kept the Madone’s spritely front end responsive and stiff but did seem a little rudimentary for such a high tech bike – a small quibble on such a nice package.

The slightly taller head tube, Trek’s ‘H2 fit’ makes the Madone a little friendlier for those less flexible or not wanting a pro fit. Alternately if you are a little more flexible it allows you to slam the stem for a pro look without the need for yoga classes.  The seatpost is simple and easy to adjust and the Bontrager seat, while fine, was a bit too bulky for my liking. Saddles though, are a personal choice, so you may love the standard seat. The Bontrager wheels are a dual fit model meaning they can also accept tubeless tyres; however the standard Bontrager tyres felt as good as many of better known race tyres. They also have the added feature of the sidewall of the tyre mating seamlessly with the edge of the rim. With aero every little bit helps, and all this weighs in at only 7.3kg.

If the highest praise you can give an aero road bike is that it handles like a standard road bike, then the Madone fits this category. A blind test, while not advisable while on a bike, would leave you doubting you were on an aero frame.  The moving of the rear brake to the undercarriage has left the seat stays free of bridges unlike previous Madone models, leaving them free to be designed for comfort alone. On smooth hot-mix, the Madone feels as solid and stiff as you could possibly want. The BB90 asymmetric bottom bracket shell affords plenty of area for the joining of the main elements and being the widest bottom bracket shell available ensures it is as stiff as you could want and if your legs are up to it, can take off and sprint with the best of them. Amazingly, this same frame which turns pedal revolutions into forward motion seemingly without losing a watt is able to soak up the harsh buzz of chip seal and the occasional thump of poorly maintained roads. The roads I generally ride are of a pretty decent standard and I don’t need to step up to a ‘cobble-style bike’, so the Madone was a perfect match for my requirements. The newly designed rear end combined with the ride-tuned seatpost, which is a no cut seatpost where the clamp arrangement slips over the mast, makes for a ride that rivals almost any high end road bike of almost any price. The aero sculpted head tube hides an asymmetric full carbon steerer which keeps the front end nice and rigid regardless of how hard you wrestle the bars during extreme efforts, a trait perhaps only coincidentally brought home by the fact that in every week’s racing on the Madone, I left the track with a little envelope with a few dollars in it. The combination of the slightly taller head tube and the sublime ride quality of the rear end belies the fact that this is an aero road bike, and makes it a pleasure to ride for short efforts or long hours in the saddle.  For a company known for its constant improvement, Trek has taken a huge leap with the new Madone, one that will certainly take some work to top. I don’t envy the task ahead of their design team.

Summing Up:  The Madone is a great looking bike with a new approach to aerodynamics. Every element seems to have been thoroughly researched through to completion with no single area seeming half finished, unresolved or simply settled upon. Job well done Trek.

Performance: Road bike performance and handling with aero slipperiness and a sensible fit. I’m not sure what more you could ask for, especially if you are after one bike to do everything. Long rides, races sprinting and all but the roughest roads are accommodated easily and excellently. Faultless, precise Ultegra components and aero brakes that rival the stopping power of some of the best in the business. Trek, in a first up attempt, have set the bar pretty high in the aero road bike stakes.

Value for money: This is a lot of bike and a lot of R&D for $3,800 with performance to rival bikes asking much more. The bars and stem , while very capable , seem a little low tech compared to the rest of the bike, but they only suffer in comparison. There may be cheaper Ultegra specced bikes around, but I’m not sure if there are many better.

Overall: This is a bike that I’m sure some manufacturers would be proud to call their ‘top of the line’, which certainly begs the question, if the 5 series is this good, just how good are the 6 and 7 series bikes? I can’t wait to find out. I expect we will see a lot of the 5 series Madones on the road in the near future.

Specifications

Frame: Trek Madone 5.2 Carbon

Fork: Madone KVF full carbon

Headset: FSA Integrated

Stem: Bontrager Race X Lite

Handlebars: Bontrager Race Lite Aluminium

Saddle: Bontrager Affinity 3

Seat-post: Bontrager Ride Tuned Carbon

Shift Levers: Shimano Ultegra

Brakes: Bontrager Speed Limit Integrated

Front derailleur: Shimano Ultegra braze on

Rear Derailleur: Shimano Ultegra

Cassette: Shimano 105 11-28

Chain: Shimano 5701

Crank: Shimano Ultegra 50/34 Compact

Bottom Bracket: Trek BB90

Wheels: Bontrager Race (Tubeless Compatible)

Tyres Bontrager: R3

Bidon Cage: N/A

Weight: 7.3kgs.

Price: $3,799.00

Distributor www.trekbikes.com.au

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• Rider Notes

2006 Trek Madone 5.2

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

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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.

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Results have arrived, trek madone 5.2 road bike - 2010, 52cm, item #brd14246, condition: pre-owned used condition with signs of use but functions as intended. backed by tpc's risk-free return policy..

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A number of luxury hotels in the city centre boast spectacular views. Two excellent choices are the Ararat Park Hyatt Moscow and the Hotel Baltschug Kempinski Moscow, which both offer breathtaking vistas of the Kremlin, Red Square and St. Basil's Cathedral from guest rooms and restaurants.

What hotels in Moscow offer especially good breakfast?

The sophisticated and excellently-rated Villa Kadashi Boutique Hotel situated in the Yakimanka district, across the river from Red Square, offers an excellent continental breakfast with fresh pastries and juice to complement hearty egg and sausage dishes. Meanwhile, Warsaw Hotel, situated a 10-minute walk from Gorky Park, offers a free breakfast buffet.

Which neighbourhoods are close to Moscow’s central station?

Travellers departing for St. Petersburg will be voyaging out of Leningradsky Station in northeast Moscow. The city’s oldest railway terminal, the station is surrounded by a wide selection of accommodation. Hilton Moscow Leningradskaya is a top-rated option with a swimming pool, sauna, and fitness room.

What hotel area is especially good for shopping in Moscow?

Moscow’s Arbat District or Old Arbat features a network of historic streets that are lined with shops selling local souvenirs and handicrafts. There are many hotels in this area, such as the 4-star Mercure Arbat Moscow, and the city centre is only a short metro ride away. Alternatively, GUM is an iconic shopping arcade situated directly on Red Square.

Where to stay in Moscow?

Those looking for a hotel in Moscow on KAYAK tend to search in Tverskoy District , Tagansky District and in close proximity to Luzhniki Stadium.

What are the best hotels near Luzhniki Stadium?

If you are looking for a hotel close to Luzhniki Stadium, you should consider staying at Hills Hotel , Luzhniki and ibis Moscow Kievskaya , as they are the most recommended by KAYAK users.

Which freebies do KAYAK users look for when booking a hotel in Moscow?

KAYAK users look for a hotel in Moscow with free breakfast.

How do I find a hotel in central Moscow?

After you launch a hotel search on KAYAK, you can refine your research by neighborhood, which allows you to pick the central Moscow districts. You can also do a search using the city map to choose a specific location, like Moscow city center.

How can I find hotels near me?

Take a look at our extensive hotel map to find the best hotels near you.

Popular in Moscow

• Moscow pet-friendly hotels
• Moscow luxury hotels
• Moscow 5-star hotels

Stays in Moscow

• Inns in Moscow
• Bed & Breakfasts in Moscow
• Hostels in Moscow
• Vacation Rentals in Moscow

Airports in Moscow

• Hotels near Moscow Domodedovo Airport
• Hotels near Moscow Sheremetyevo Airport
• Hotels near Moscow Vnukovo Airport
• Hotels near Moscow Zhukovsky Airport

Landmarks in Moscow

• Hotels near Solovetsky Stone, Moscow
• Hotels near State Tretyakov Gallery, Moscow
• Hotels near Red Square, Moscow
• Hotels near GUM Shopping Centre, Moscow
• Hotels near Bolshoi Theatre, Moscow
• Hotels near Moscow Kremlin, Moscow
• Hotels near Alexander Gardens, Moscow
• Hotels near Armoury Chamber, Moscow
• Hotels near Cathedral of the Archangel, Moscow
• Hotels near Lenin's Mausoleum, Moscow
• Hotels near Tchaikovsky Concert Hall, Moscow
• Hotels near New Tretyakov Gallery - Museum of Modern Art, Moscow
• Hotels near Peter the Great Monument, Moscow
• Hotels near Old Arbat, Moscow
• Hotels near Old English Court, Moscow
• Hotels near Ivan the Great's Bell Tower, Moscow
• Hotels near Graveyard of Fallen Monuments, Moscow
• Hotels near State Historical Museum, Moscow
• Hotels near Manezh Square, Moscow
• Hotels near Cathedral of Christ the Saviour, Moscow
• Hotels near Pushkin Square, Moscow
• Hotels near Tsar Bell - Tsar Cannon, Moscow
• Hotels near Monument to the Conquerors of Space, Moscow
• Hotels near Minin and Pozharsky Monument, Moscow
• Hotels near Tolstoy Estate, Moscow
• Hotels near Bagration Bridge, Moscow
• Hotels near Yury Dolgoruky Monument, Moscow
• Hotels near Moscow White House, Moscow
• Hotels near Moscow Zoo, Moscow
• Hotels near Hermitage Garden, Moscow
• Hotels near Patriarch's Pond, Moscow
• Hotels near Pushkin House Museum on Arbat, Moscow
• Hotels near St. Basil's Cathedral, Moscow
• Hotels near Ploshchad Revolutsii, Moscow
• Hotels near Expocentre, Moscow
• Hotels near Olimpiyskiy Sports Complex, Moscow
• Hotels near Yeliseyev Grocery Store, Moscow
• Hotels near Exhibition Complex Bunker 42, Moscow
• Hotels near Museum of Cosmonautics, Moscow
• Hotels near Moscow Durov Animal Theatre, Moscow
• Hotels near Obraztsov Puppet Theatre, Moscow
• Hotels near Moscow Circus on Tsvetnoy Boulevard, Moscow
• Hotels near Diamond Fund, Moscow
• Hotels near Gulag History Museum, Moscow
• Hotels near Atrium Mall, Moscow
• Hotels near Moscow Sovremennik Theatre, Moscow
• Hotels near Abai Kunanbaev Monument, Moscow
• Hotels near Vysokopetrovsky Monastery, Moscow
• Hotels near Kievskaya Station, Moscow
• Hotels near Dormition Cathedral, Moscow
• Hotels near Pushkin Museum of Fine Arts, Moscow

Neighborhoods in Moscow

• Hotels in Arbat District, Moscow
• Hotels in Basmanny District, Moscow
• Hotels in Eastern Administrative Okrug, Moscow
• Hotels in Khamovniki District, Moscow
• Hotels in Krasnoselsky District, Moscow
• Hotels in Meshchansky District, Moscow
• Hotels in North-Eastern Administrative Okrug, Moscow
• Hotels in North-Western Administrative Okrug, Moscow
• Hotels in Northern Administrative Okrug, Moscow
• Hotels in Presnensky District, Moscow
• Hotels in South-Eastern Administrative Okrug, Moscow
• Hotels in South-Western Administrative, Moscow
• Hotels in Southern Administrative Okrug, Moscow
• Hotels in Tagansky District, Moscow
• Hotels in Tverskoy District, Moscow
• Hotels in Western Administrative Okrug, Moscow
• Hotels in Yakimanka District, Moscow
• Hotels in Zamoskvorechye District, Moscow