trek madone factory racing 2016

Kiel Reijnen’s Trek Factory Racing Team Madone

Kiel reijnen’s 2016 trek factory team madone.

Kiel Reijnen’s Trek Madone

Our friend Kiel (pronounced like “peal”) has been a racing pro for about a decade. Throughout the years Kiel has ridden team bikes made by Torelli, Ridley, Focus, Niel Pryde, Colnago, and Wilier-Trestina. For 2016, this is his ride. Trek’s factory racing team Madone.

Kiel is a sprinter and an opportunist, not a climber, so the aerodynamic Madone is better suited to his talents than the climbers’ Emonda model. Similarly, Kiel’s race program won’t include the cobbled classics (most likely) this spring, so the smoother (and tougher) Domane may hang in the equipment truck for most of the year.

The Madone here is made for speed.

Aerodynamic integrated brakes

Trek Factory team bike

One piece bar and stem

All of the tubing on the Madone is made in truncated airfoil shapes.  Anything that would catch the wind is hidden away from it.  The wires for the electronic shifting and the cables for the brakes run inside the handlebars and the frame.  The brakes themselves are built into the seat stays and the fork crown.  The handlebar and stem are made in a single piece, and the stem flows seamlessly into the frame.

Shimano’s Dura-Ace electronic group gives Kiel fingertip shifting precision and he even has the sprinter’s shift switches on the handlebar drops.

Today’s professional rider (and his coach) needs data. This team Madone has every bit of data measurement a rider would need short of a rectal thermometer. The SRM power meter in the crankset relays power data along with speed and cadence. The handlebar readout will record Kiel’s heart rate and the GPS will log the details of every training ride.

Dura-Ace Di2 with a SRM power meter

That’s a little bear tied to the number plate holder

Pronounced like “Keal Rye-nen”

While the position on this bike may not seem all that comfortable, a 29 year-old professional rider will feel at home on the Madone.  The handlebars are custom built for Kiel with his preferred measurements. The saddle (the Bontrager Montrose) is Kiel’s pick out of about a dozen saddle options. The frameset, while not as forgiving as the Domane, is engineered for comfort. Inside the massive seat tube is a pivot that allows the saddle to flex back and forth as the bike encounters road bumps.

This is Kiel’s training bike for use here in the Pacific Northwest. Even though the Madone will be ridden around Bainbridge Island, you won’t see Kiel riding around with fenders (you want to train like you race).

The wheels on this bike are the Bontrager RXL clincher models, which are perfect for cranking out the training miles in questionable weather. Bontrager’s Aeolis 5 tubular carbon wheels will be Kiel’s racing wheel of choice.

Wondering how much the bikes that you see in the Tour de France run these days? A team replica version exactly like this bike complete with the SRM power meter, Dura-Ace pedals, bottle cages and carbon wheels would set you back about $17,000.

TriTech for the Masses

2016 Trek Madone – First Look

You can have an aero bike or you can have a comfortable bike – you can’t have both. This has long been one of the accepted realities of the aero road bike category. Sure they’re fast, but staying in the saddle for 5+ may not be the most comfortable experience. Trek has heard this one too many times and decided that this would be the challenge the new Madone was built to meet. Trek set out to build a bike with unparalleled aerodynamics and unmatched ride quality, and the 2016 Madone is the result of that effort.

The 2016 Trek Madone

The first thing you notice when you see the 2016 Madone is the cable-free front end of the bike. Starting at the top, you’ll find the integrated aero bar and stem. This is the result of Trek’s goal to leave “no stone unturned, no cable in the wind.” The integrated bar uses Kamm Virtual Foil (KVF) tube shaping, which was first introduced on the Speed Concept to improve the aerodynamics over a separate system. Keeping the housing fully internal through the head tube required the design of an integrated top cap cover and spacers. The headset spacers use a two-piece clamshell design for easy adjustability, allowing addition or removal without rerouting any housing or cables.

The fork uses aerodynamic KVF legs, cheating the wind at all yaw angles while maintaining stiffness. The fork crown is pocketed out for smooth integration with the front brake, and the fork uses a proprietary steerer tube shape to allow internal routing of the housing through the top headset bearing.

The brakes have been designed to seamlessly match the fork and seatstay surfaces, integrating with the recessed areas and allowing air to flow smoothly over the entire surface. The housing of the front center-pull brake is routed down the front of the steerer tube through the head tube and to the brake, all fully internal. The brake arms use independent spring tension adjustment screws to center the brake pads and adjust lever pull force to the desired feel. Additionally, two spacing screws allow for precise pad adjustments as brake pads wear. The spacing screws’ range allows swapping between rims with up to 6mm difference in width without adjusting the center wedge.

Madone’s Vector Wings protect the front brake from the elements to ensure consistent braking function. To accommodate the function of the center-pull brakes, the Vector Wings articulate during turning in order to allow free rotation.

On the downtube is the Madone’s “Control Center.” On mechanical set-ups, the Control Center houses the front derailleur trim dial. For electronic set-ups, the Control Center houses the Di2 battery port and junction box in one location, providing access to the trim button through the window in the top of the Control Center.

Below the control center are the water bottle bosses. The locations have been optimized so that the front bottle offsets drag for the rear bottle.

The Madone features an integrated chain keeper that has also been aero optimized (talk about “sparing no expense”).

All of the above features aid in the goal to achieve unparalleled aerodynamics. While the Madone doesn’t beat its competition at every yaw angle, it does come close.

But what about the goal of unmatched ride quality? That job falls to the Madone IsoSpeed Decoupler. First shown on the Trek Domane, the IsoSpeed Decoupler separates the seat mast from the toptube and allows the seat tube to rotate independently from the top-tube-to-seatstay junction, increasing vertical compliance without compromising pedaling efficiency.

Using the IsoSpeed system freed up the seatpost to use KVF technology, matching the seat tube profile. The seatpost head uses an independent pinch bolt and rail clamp system to allow for infinite tilt and setback adjustment.

Trek Madone Builds

At launch, the Madone will be available in three builds – 9.2, 9.5, and 9.9, plus a special Madone Race Shop Limited build. The 9.2, 9.5, and 9.9 all use Trek’s 600 Series OCLV carbon.

The 9.2 features a Shimano Ultegra mechanical groupset and Bontrager Paradigm Elite tubeless-ready wheels. It will be available for $6,299.

The 9.5 features a Shimano Dura-Ace mechanical groupset and Bontrager Aura tubeless-ready wheels. Upgrading to Dura-Ace sets you back $8,399.

The 9.9 is available in both a men’s and women’s design. Both feature Shimano Dura-Ace Di2 and Bontrager Aeolus 5D3 tubeless-ready wheels. The 9.9 will go for $12,599 at your local bike shop.

Finally, there is the Madone Race Shop Limited build. This is the same bike used by Trek Factory Racing and is built with 700 Series OCLV carbon. Like the 9.9, it features Shimano Dura-Ace Di2 and Bontrager Aeolus 5D3 tubeless-ready wheels. This top-of-the-line build will go for $16,999.

Our Thoughts

We are big fans of Trek as evidenced by the recent addition of a Speed Concept to our test fleet . So it should come as no surprise that we really want to spend some quality time with the new Madone. Our only reservation is that the integrated bars will most likely not be able to accommodate any type of aero bars. However, for most looking to purchase this bike, that probably won’t be a major issue. The price is also obviously a big consideration of ours, but we expect that price to come down next year (something we are routinely seeing with other new bikes). Really our biggest question is whether we work with Trek to do a review now or wait until they can do a Project One build to match our Speed Concept. These are the tough decisions we love to make!

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Trek unveil revamped 2016 madone 9 series aero road bike, radically revamped machine dubbed 'the ultimate race bike'.

Trek have radically revamped the Madone ahead of the 2015 Tour de France, taking the comfort-boosting IsoSpeed decoupler from the Domane Classics bike and integrating it into what is an unbridled aero machine.

The Madone first broke cover at the Criterium du Dauphine, where Trek Factory Racing riders were given the opportunity to test the all-new machine ahead of the Tour de France. Now we’re here in Utrecht, the Netherlands, at the pre-Tour official launch.

The introduction of the IsoSpeed decoupler is the headline feature on the 2016 Madone but it’s a bike which seeks to combine that comfort with, according to Trek, class-leading aerodynamics, thanks to a revamped frame which weighs a claimed 950g, and a host of innovative, integrated features. Trek say the Madone 9 Series will save a rider 19 watts compared to a non-aero bike, equating to two minutes an hour.

‘The ultimate race bike’

Regular readers will know that bike launches are invariably accompanied by hyperbole and bold claims, and Trek haven’t pulled any punches with the launch of the all-new Madone. It is, they say, a bike which “will live in history as the product that transformed the standards of race bike performance forever. With unparalleled aerodynamics, unmatched ride quality and unprecedented integration, Madone is more than a game-changer: it’s the ultimate race bike.” We’ll have the chance to ride the Madone 9 Series over the next 24 hours so will have the chance to form an early impression as to whether Trek have achieved that.

The Madone is a bike with a rich history at the Tour de France, having first been launched in 2003 and named after the climb near Nice where a former Trek-sponsored rider used to test his form. That same rider won the Tour on the Madone in 2004 and 2005, while Alberto Contador triumphed on the Madone in 2007 and 2009.

The bike has evolved significantly in that time and, with this launch, now fills the gap as Trek’s all-out aero machine, with the previous Madone something of an all-rounder. ‘Choose your weapon’ is Trek’s marketing slogan, with the Emonda, launched last year, pitched as the super-light climbing bike, and the Domane, first introduced in 2012, as the Classics/comfort/endurance bike. The new Madone is the “missing piece in the puzzle”, according to Trek president John Burke.

IsoSpeed comfort

Aerodynamics are at the very heart of the Madone but, before we get into that, let’s take a closer look at the IsoSpeed decoupler. IsoSpeed was launched alongside the Domane three years ago as a way to reduce the impact of the cobbles of the Tour of Flanders and Paris-Roubaix, and the bike was developed alongside Classics king Fabian Cancellara. Since then, comfort has become a key trend in bicycle design – not just on bikes designed for the Classics, but almost all machines.

However, the extravagant tube shapes required to cheat the wind on aero bikes often have to compromise when it comes to comfort, as the aspect ratio of aerodynamic tube profiles is resistant to flex. Plus, large, thick tubes are, by their nature, less flexy than smaller, thinner tubes. Over the past year or so, bike manufacturers have sought to reverse that trend – Canyon’s semi-aero revamp of the Ultimate CF SLX uses an innovative design which lowers the seatpost clamp to increase the amount of of flex, and Trek have taken that to the next level with IsoSpeed, without compromising the aerodynamic performance of the bike.

The decoupler, which isolates the seattube from the rest of the frame, is said to offer between 19mm and 21mm of vertical compliance (that’s how much the seattube is allowed to flex), depending on whether the bike uses Trek’s H2 or H1 fit (which we’ll come on to). It’s not an exact replica of the Domane decoupler – the aero tube profiles of the Madone wouldn’t allow that – so, instead, Trek have used a tube-in-tube construction which takes an outer, aero-optimised tube and places a round, flexing tube inside it, fixed only at the bottom bracket. The result, Trek claim, is a 57.5 per cent improvement in vertical compliance over the nearest competitor, identified by Trek as the Giant Propel.

It should be noted that the Madone’s IsoSpeed decoupler doesn’t offer as much flex as the Domane – expect to still see the Trek Factory Racing team on that bike at the Classics – but instead puts it roughly on a par with the super-light Emonda in terms of comfort. Still, there’s a definite amount of flex in there, and if you stand off the bike and lean on the rear of the saddle it’s easy to see.

Aerodynamics and integration – ‘the fastest aero road bike’

“The new Madone is the fastest road bike there is,” says Ben Coates, Trek’s global road product manager. That’s a bold claim against a host of innovative bikes which have broken cover in recent years, not least the recently launched Specialized Venge ViAS and the latest version of the Scott Foil. Still, aerodynamics are the DNA of the new Madone and it does, subjectively, look incredibly fast, with a series of aero features from the tube profiles, to the integrated centre-pull brakes, to the one-piece handlebar and stem.

Trek have taken the Kammtail Virtual Foil (or KVF) tube profiles of the previous Madone and further developed them in this version. The Kammtail principle suggests that a truncated tube profile tricks the wind into acting as if it were passing over a full airfoil, without the extra weight which comes when you use more carbon fibre while retaining plenty of stiffness. Those KVF shapes are applied across the frame, as well as on the seatpost and the fork, and are significantly deeper than those used on the previous Madone, bearing more of a resemblance to the tubes of the Speed Concept time trial bike.

It’s impossible to talk about aerodynamics without mentioning integration, because the two go hand-in-hand in creating a clean, sleek machine designed to cut through the wind. Integration is another key trend in bike design, with manufacturers increasingly designing bespoke components in a bid to pick up aero marginal gains.

The brakes are the Madone’s most obvious integrated feature. Trek have designed a proprietary centre-pull brake which sits within the profile of the fork, with the internal cable routed through the fork steerer and head tube. While the rear brake takes up a traditional position, rather than behind the bottom bracket as on high-end versions of the old Madone, but remains hidden behind the seatstays. We can’t comment on how mechanic-friendly the brakes are at this point but Trek have added quick release tabs to make it easier to get a wheel in and out, while there are also spring tension adjustment screws to centre the brake pads, and another two to move the pads as they wear.

But perhaps the most novel feature of the brake system are the so-called ‘Vector Wings’ on the fork. Turn the handlebar sharply left or right and the corresponding wing opens to protect the brakes from the elements.

Another key part of the front-end is the integrated handlebar and stem. Trek aren’t alone in development a proprietary one-piece cockpit for their aero road bike, with the Canyon Aeroad and Specialized Venge ViAS to name two other machines which use similar setups, but what it does, along with the integrated brakes, is hide any cables from sight. This isn’t just to give the Madone a clean aesthetic but to increase its aerodynamics prowess as the front-end is key in this regard, being the first part of the bike to hit the wind.

Other integrated features on the Madone include the ‘Control Centre’, which is essentially a unit on the downtube which houses the front derailleur’s trim dial on a mechanical groupset, and the Di2 junction box and battery on a machine with an electronic groupset. Again, it’s designed to create a machine which is free from clutter, but Trek say they’ve also paid attention to usability. The frame, by the way is mechanical and electronic groupset compatible, but only with Shimano Di2 and not Campagnolo EPS.

Trek say the position of the water bottle mounts has also been optimised with aerodynamics in mind, with the seattube-mounted cage sitting as low as possible to hide it from the wind.

So, what does that all mean? “The new Madone significantly outclasses every other model in its category in aerodynamics,” says Burke. To put some figures on it, Trek say the integrated handlebar/stem alone saves 34g of drag (that figure is an average between yaw angles or zero and 20 degrees at 30mph) over Bontrager’s XXX Aero handlebar.

Trek also say they’ve wind tunnel-tested the new Madone against the Cervelo S5, the Felt AR and the Giant Propel, and their machine is fastest across a wide range of yaw angles. The new Specialized ViAS wasn’t available for testing but Trek told us that, according to Specialized’s data, the Madone is still faster.

Fit and pricing

The 2016 Madone will replace the existing model and four 9 Series bikes will be available, alongside a women’s-specific model and two frameset options.

The top-of-the range Madone Race Shop Limited uses Trek’s aggressive, low and long H1 fit, and is essentially a team replica bike. It comes equipped with a Shimano Dura-Ace Di2 groupset and Bontrager Aeolus 5 wheels for £9,750.

Step down a level and you have the Trek Madone 9.9, which features Trek’s slightly more relaxed H2 fit, and the same groupset and wheel spec for £9,000. The £750 price difference comes because the Madone Race Shop Limited uses Trek’s flagship OCLV 700 carbon fibre, whereas this uses the second-grade OCLV 600 carbon. The Madone 9.9 is also available with a women’s-specific WSD geometry.

Meanwhile, the Madone 9.5 wears a mechanical Shimano Dura-Ace groupset and Bontrager Aura wheels for £6,000, while the Madone 9.2 opens the range with a mechanical Shimano Ultegra groupset and Bontrager Paradigm Elite wheels for £4,500.

If you fancy putting together your own build then Trek will also offer the Madone as a frameset only, with the H1 version of the frame, made from OCLV 700 carbon fibre, costing £4,100, and the H2 version, made from OCLV 600 carbon, costing £3,350.

That’s it for now, but we’re off for a 100km spin on the 2016 Trek Madone 9 Series on the roads around Utrecht so watch out for a first ride report. Is it as fast – and comfortable – as Trek say it is?

Website: Trek

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Bike Gallery: Jack Bobridge’s 2016 Trek Factory Racing team-issue Madone

When Jack Bobridge attempted to restart his pro cycling career with the Trek Factory Racing team in 2016, he won the nationals, got a custom-coloured bike… and won another Olympic silver medal. It was his last full race season. Here is a gallery of his team-issue Madone.

The revised design of the Trek Madone was launched with much fanfare in June 2015. It is a complete rethink of what bike design can be and includes customised centre-pull brake calipers, specific to the frame, as well as integration such as clips for (Bontrager) lighting systems on the seat tube.

The IsoSpeed decoupler is one of Trek’s major innovations and it has been incorporated onto a bike that appears built purely for stiffness… but there is an element of comfort that is surprising.  

Jack Bobridge held on to his yellow bike for one more race — the Jayco Herald Sun Tour and then took delivery of a red-framed Madone for the rest of the 2016 season; the yellow bike is now on display in Trek Australia’s HQ in Canberra.

Jack Bobridge’s Trek Madone

• Turned since: 2008   
• Height: 180cm  
• Weight: 65kg
• Manufacturer’s size: 54cm
• Saddle height (from BB): 750mm
• Handlebar height: 899mm
• Drop: 89mm  
• Reach: 595mm
• Saddle setback: 84mm

Trek-Segafredo’s thick tube red and white Madone frames were the boldest in the WorldTour when they made their racing debut in 2015.

The next January, for the first race of the 2016 WorldTour, each rider on the team was issued a custom coloured frame using Trek’s popular Project One palette.

Everything on the bike that could be from Bontrager was, including the speed/cadence sensor Duo-Trap, rear number mount, SRM mount, bidon cages, wheels, bar tape and saddle.

The only non-Bontrager add-ons are the tyres from Veloflex and the SRM PC8 computer.

Bontrager’s first direct mount brakes for the Speed Concept TT bike work fine but could be frustrating to tune. The second attempt was for the most recent Madone. They were easy to adjust but felt terrible in use and the light alloy body never held its position. These brakes are easy to adjust (after reading the manual), they seem firm, and are incredibly snappy. There are four adjuster bolts – two on each side – which have a graphic depiction of their roles. The brakes are set up with a triangular wedge (similar to the Speed Concept) and then the pads are brought in and spring tension is adjusted with the screws.

A bike like the Trek Madone needs special consideration when building and Trek-Segefredo’s mechanic Glen Levin told RIDE that “the first Madone was complicated but now we are used to working on it so we’re faster to build it. We are used to it and know the tricks… the most difficult thing during the build is the handlebar.”  

Routing the cables through the handlebars is surprisingly easy. The correct cable’s exit point is written on the stem so there can be no mistakes in placement. The rear brake has obviously been designed to US and European standards and I had some concerns that an extra kink required to achieve Australian standards (left hand for rear brake) might have reduced lever feel but it did not. This is largely due to an outer spanning the whole way through the top tube as well as snappy calipers. Trek supplies a rubber sleeve to wrap around the brake outer and reduce rattling – this is a terrific idea that has been employed by a few brands.

Despite it being difficult to build, Bobridge’s integrated handlebar and stem is one colossal unit. It’s 400mm wide and 140mm long (measured centre-to-centre) – this is quite a particular sizing option – and it’s a combination that’s not available for consumer purchase.

Another challenge when building the Madone is that the steerer tube needs to be cut absolutely perfectly or else there will be headset play or spacers will need to be fitted above the bars, ruining the aesthetic.

Levin explained that because Bobridge is a new rider to Trek, the team opted to leave some steerer tube in so the handlebar’s height can be adjusted more easily.

“Some riders will like to change positions, especially the new riders. With the new Madone, it’s not easy to get exactly the same measurements as it is on normal bikes so we leave some room in case they want to make quick adjustments.”

Trek’s BB90 bottom bracket has been refined with a better weather resistant cover sitting on the outside. A black plastic sleeve connects firmly into the bearing. It should increase bearing life and be a smoother system. Other than this, the BB90 was the same simple system with bearings getting pressed directly into the frame. There is a lifetime frame warranty attached to every Trek bike to counter arguments of longevity.

All Australian cycling fans will be keeping a watchful eye on Bobridge during his rebirth in the WorldTour but what does the team think of the precocious South Australian? “He’s a very easy rider for us mechanics. Until now, we like him,” Levin jokes as he prepares another eye-catching Madone.

– See more of RIDE Media’s extensive #BikeGallery series –

Pro Cyclists Ride 2016 Trek Madone 9-Series

A new madone.

2016 Trek Madone 9-Series

Madone Cleared by the UCI

We asked Michael Mayer, Trek’s global road brand manager, for details on the bike and he responded by e-mail: “We will officially release information on new product developments when it is available for all riders to enjoy around the world.” It appears that Trek is close to full production, however. The versions in the photos we’ve seen appear to be finished products, and riders of varying heights are racing the frames. That suggests Trek has already developed multiple carbon molds , which companies typically only do after they finalize the design. The bike is also included on the UCI’s list of approved frames, and named the 2016 Madone 9 Series.

Trek’s Aero Makeover

Trek introduced the Madone in 2004 as its premier race bike. The frame evolved and in 2013 Trek added some wind-cheating shapes and features, turning it into an aero road bike. But it was less slippery than Cervélo’s S-series or Specialized’s Venge, because unlike those brands, Trek did not have another dedicated race model (Cervélo has the R Series and Specialized has the Tarmac). For Trek, the Madone had to do it all. But that changed last year when the company introduced the stiff, light Emonda, which allowed Trek to turn the Madone into a more radical aero bike.

One-Piece Bar and Stem

One of the most striking things of the new Madone is what we can’t see in the pictures. With the exception of a wire for the rear derailleur, the bike’s cables and housing are hidden, even for the front brake. Photos Trek posted on its Instagram feed show the bike with a one-piece stem/bar, which offers some clues to the stealthy routing. More details come from a Trek video showing the cables exiting the stem just in front of the steerer clamp. Where do they go from there? We’re not sure, but the bike’s headtube has a prominent nose (above right) that has enough room for the front brake cable, housing, and more.

Secret Nose Flap

We’re not quite sure what this flap does, but one possibility is that it covers the hole in the headtube shown in the previous slide.

IsoSpeed Decoupler?

Check out bikes with race numbers 112 and 111. The current Madone is 112 and does not have a rear brake on the seat stays. Bike 111 is the new Madone and the rear brake is visible on the seat stays. Many aero bikes use chainstay brakes because engineers believe it reduces drag. That might be true, but that location makes the brakes a pain to set up and to open when you need to remove the rear wheel. The image also shows several other aero features: the shaped seat mast and seat tube (they are round on the old Madone); the seat stays look taller and flatter; the top tube has a graceful arc; and the downtube looks twice as deep. You can also see a mysterious white piece near the chainstay/seat-tube/top tube cluster. It’s not clear if the two are related, but you can also notice that the new Madone’s seat stays don’t attach to the seat tube like they did on the old Madone. Instead, they bypass it and attach to the top tube, just like they do on the Domane, which has Trek’s vibration-taming IsoSpeed Decoupler .

A gear editor for his entire career, Matt’s journey to becoming a leading cycling tech journalist started in 1995, and he’s been at it ever since; likely riding more cycling equipment than anyone on the planet along the way. Previous to his time with Bicycling , Matt worked in bike shops as a service manager, mechanic, and sales person. Based in Durango, Colorado, he enjoys riding and testing any and all kinds of bikes, so you’re just as likely to see him on a road bike dressed in Lycra at a Tuesday night worlds ride as you are to find him dressed in a full face helmet and pads riding a bike park on an enduro bike. He doesn’t race often, but he’s game for anything; having entered road races, criteriums, trials competitions, dual slalom, downhill races, enduros, stage races, short track, time trials, and gran fondos. Next up on his to-do list: a multi day bikepacking trip, and an e-bike race. 

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Building a 2016 Trek Madone

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October 15, 2015 – The 2016 Trek Madone made big news when it launched thanks to a sexy shape and some very unconventional thinking. Flappy doors called Vector Wings? An ISO Speed decoupler on an aero bike? Wasn’t that supposed to be for cobbles and ‘cross? For details on those questions check out our film, ‘Making Madone’ or our first ride report .

This is about building a Madone. Not the manufacturing, but the actual assembly from a bare frame in a box to a ready to ride, Dura-Ace Di2 shifting, race bike. That’s right, when we requested a test bike we asked for a bare frame so we could get the build experience. As much as we wanted to turn the pedals on a Trek Race Shop built Madone we had to know, just how tough would it be to route the cables through the bars? How tough would it be to get the new center pull Madone brakes dialed in and route Di2 through the down tube bracket and access panel? In short, had all the integration and technical advancement made the bike a bear to build, and potentially live with?

Now, no one would mistake us for pro tour mechanics, but we’ve built a bike or two and usually get a traditional build done in under an hour. The 2016 Madone took longer. A lot longer. We regretted our decision to build the bike from scratch when we got an email from the Trek crew. ‘You’ll need this,’ they said. ‘This’ was a 30 page PDF of instructions. The instructions covered simply the routing of the cables, attaching and setting up brakes, installing the down tube Control Center, the areo seat mast and how to travel with your bike. None of the 30pages was devoted to installing and setting up your drivetrain or bottom bracket.

With a quick mental reminder that we actually asked for this, we got started. Now, following instructions is not something we do well (we’ve broken just about every rule in the bike magazine manual, after all) but one look at the amount of small zip-lock bags and tiny parts, we realized we’d be following the directions closely. A huge note in Trek’s favor is the absolutely fantastic documentation. The directions are step by step, for both mechanical and Di2 shifting, the illustrations are clear and to the point. There was never a moment that we didn’t know what to do next or have a very clear idea of how to do it. They must have hired the IKEA guy.

Page four features an exploded view of the front end. Turn the page quickly. It is daunting to look at. Stare at it later, after you’ve successfully assembled the bike. Step one is to install the cable housing in the bar/stem combo. Setting up with Di2, we began by installing the brake housing. There are very specific lengths of cable to cut, no estimates allowed here. Measure twice, cut once. Using a guide cable the housing actually went in very smoothly with minimal fishing, but a strong LED and a nice hook tool is key. The cables make four turns by the time they emerge from specific holes in the stem. Again double check you have the right cable emerging from the right hole in the bottom of the stem. It’s critical when you go to run them through the steer tube. Re-fishing a cable you already fished is torture in any build.

Since we used Di2, we then fished the wires. This was torture, and the one spot where a note to perhaps fish Di2 wires prior to brake cables would be a welcome addition to the otherwise fantastic instructions. Getting even the guide cable to emerge at the lever port with the brake cable in place was not easy, then the force required to pull the Di2 wire through caused the tape holding the two together to come undone more than once. Yes, we cursed. A beer before 5:00pm may have been consumed.

Once the bar/stem combo was wired and cabled we turned to fishing the rear brake cable through the frame. A guide cable was fished through the top tube of the frame which was a simple affair compared to the bar/stem. We attached the levers to the bars and ran cable though them then mated the bars to the bike. The non-drive side bearing cap needs to be run on the cable as does a long foam sleeve at exactly 60mm from the stem. We know this because we forgot to do it and got to fish the cable twice. Sweet! It was actually quite simple and popped out easily both times, but yeah, we cursed again. The foam is to eliminate any rattle and does its job well.

So, now we are on page 12, the build is going well. But here’s where the build gets scary. We’ve threaded a few aero bars in our time and fished around in a TT frame or two, but we had never seen a bike that used a specially sculpted steer tube with a fluted compression ring to allow the cable and wires to drop down the head tube.

There is a beautiful little instruction at the top of this page that says ‘Support the handlebar on the workbench while you install the housings in the frame.’ The crew in Waterloo must have three hands because that is easier said then done, my friend, especially since the rest of the instructions show the bars floating magically in space while you install the fork and bar/stem combo in the frame. But actually, the scary start ends up being essentially as simple as installing a regular bar stem and fork, just ensure your cables are following the right path and it goes together in a moment with nice tight tolerances and confident solid interfaces. The stem and its two piece bearing cap nest together perfectly.

Cutting the steerer is the same as any other, just remember a 5mm spacer is built into the stem when you measure so the top cap can lie flush with the stem and the expander is a special wedge shape so don’t just drop it in willy-nilly. You can still run a traditional spacer above if you want fit flexibility but below the stem you’ll need to use the specially shaped spacers.

We’re on page 15 now and channeling Tony ‘F’n’ Stark building Ironman. The instructions are clear, the parts are fitting together well, and the fork is moving smoothly in the head tube. Now it’s front brake time. The new Madone brakes are center pull and the front brake cable drops out of the head tube. Measuring and marking your cable here accurately is critical to ensure the wedge that activates that brake arms is in the right place to get full range of brake pull, but that’s really the only tricky part. The centering bolts on the arms allow you to get perfectly symmetrical pad placement very easily.

Next up is installing the Vector Wing which takes a single bolt and the front brake cover which is just two bolts. Now step back and admire the beautifully integrated and functional front end. Don’t look for instructions on installing the rear brake, they aren’t there. Just follow the cable length instructions and repeat the steps for the front brake, minus the Vector Wing. Another note to Trek here, ‘Bravo’ on the internal cable path. We’ve seen bikes that need lube in the housing and skinny derailleur cable instead of brake cable to make all the twists and turns necessary and still operate smoothly. The Madone’s brakes were buttery smooth immediately.

Page 20 is up, the Control Center. We got to skip ahead to page 24, which covers Di2. If you’re building a mechanical set up, good luck to you. We will be of no help. You’ll need to know how to wire up Di2 because Trek does not cover that, but once you’ve fished those cables, which goes very easily thanks to the smooth interior finish of the frame, you’ll zip tie your battery to the Control Center and slot your junction box into the inner sleeve of the Control Center. It slots in with a satisfying click. Connect your wires, install the Control Center in the down tube and you’ll see the trim button exposed for easy access without opening the Control Center. You will need to open it to charge your battery, but it’s a simple click of a button.

All that’s left now is to install the chain keeper and the seat mast which are pretty self explanatory. The rest of the build follows standard Di2 set up and BB and crank set install procedures.

So, how long did it take? It was a solid three hours from naked frame to ready to ride status. Would the next build go faster, certainly. Do we envision it ever going as fast as a traditional build? Never. But we have spent almost as much time fishing cables in other aero bars and setting up some truly horrific TT bikes and those, thanks to lousy procedures and ill fitting parts, were much, much more frustrating. All in all, thanks to quality parts, thoughtful instructions and good design, the build itself was smooth and quite simple, it just involves quite a few more steps that will be new to any mechanic.

The new Madone also makes one thing very clear. With the front end of a bike making such an impact on aerodynamics, SRAM’s timing with wireless eTap could not be better. This three hour build would have been cut to under two without the need to fish Di2’s outdated wires.

The day after the build we put a long day on the bike at the Westlake Century with no issues whatsoever. How did it ride? You’ll have to wait for issue 48 of peloton to learn about that.

More: trekbikes.com

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\"location\": \"list\", \"title\": \"crit\u00e9rium du dauphin\u00e9 stage 3: derek gee dazzles with first worldtour win, nabs race lead\"}}\u0027>\n crit\u00e9rium du dauphin\u00e9 stage 3: derek gee dazzles with first worldtour win, nabs race lead\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"\u2018we are going to stick with road racing\u2019: bad luck undoes matej mohori\u010d in unbound gravel","url":"https:\/\/velo.outsideonline.com\/gravel\/gravel-racing\/we-are-going-to-stick-with-road-racing-bad-luck-undoes-matej-mohoric-in-unbound-gravel\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/gravel\/gravel-racing\/we-are-going-to-stick-with-road-racing-bad-luck-undoes-matej-mohoric-in-unbound-gravel\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"\u2018we are going to stick with road racing\u2019: bad luck undoes matej mohori\u010d in unbound gravel\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/gravel\/gravel-racing\/we-are-going-to-stick-with-road-racing-bad-luck-undoes-matej-mohoric-in-unbound-gravel\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"\u2018we are going to stick with road racing\u2019: bad luck undoes matej mohori\u010d in unbound gravel\"}}\u0027>\n \u2018we are going to stick with road racing\u2019: bad luck undoes matej mohori\u010d in unbound gravel\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"crit\u00e9rium du dauphin\u00e9 stage 2: magnus cort outmuscles rogli\u010d, jorgenson in uphill sprint","url":"https:\/\/velo.outsideonline.com\/road\/road-racing\/criterium-du-dauphine-stage-2-results-and-report\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/criterium-du-dauphine-stage-2-results-and-report\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"crit\u00e9rium du dauphin\u00e9 stage 2: magnus cort outmuscles rogli\u010d, jorgenson in uphill sprint\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/criterium-du-dauphine-stage-2-results-and-report\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"crit\u00e9rium du dauphin\u00e9 stage 2: magnus cort outmuscles rogli\u010d, jorgenson in uphill sprint\"}}\u0027>\n crit\u00e9rium du dauphin\u00e9 stage 2: magnus cort outmuscles rogli\u010d, jorgenson in uphill sprint\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"notebook: inside visma\u0027s mad tour de france scramble, jorgenson\u2019s big gc chance, quinn\u2019s funky us jersey","url":"https:\/\/velo.outsideonline.com\/news\/inside-vismas-tour-de-france-mad-scramble-jorgensons-big-gc-chance-quinns-funky-us-jersey\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": 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predictions","url":"https:\/\/velo.outsideonline.com\/gravel\/gravel-racing\/2024-unbound-gravel-elite-race-predictions\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/gravel\/gravel-racing\/2024-unbound-gravel-elite-race-predictions\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"velo\u0027s 2024 unbound gravel elite race predictions\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/gravel\/gravel-racing\/2024-unbound-gravel-elite-race-predictions\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"velo\u0027s 2024 unbound gravel elite race predictions\"}}\u0027>\n velo\u0027s 2024 unbound gravel elite race predictions\n \n \n \n \n \n\n \n \n \n \n \n\n \n "}]' > >", "name": "footer-menu", "type": "link"}}'>advertise >", "name": "footer-menu", "type": "link"}}'>privacy policy >", "name": "footer-menu", "type": "link"}}'>contact >", "name": 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Results have arrived, trek madone 9 series trek factory racing project one road bike - 2016, 62cm, item #brd24101, condition: certified pre-owned what's this, every certified pre-owned bike passes our multi-point inspection.

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CPO bikes are gently ridden bikes that have been meticulously inspected, restored and serviced. Every CPO bike is cleaned, tuned and tested in our top-of-the-line Colorado headquarters. Road, mountain, ebike or gravel, TPC services each bike over 8 phases and multiple points of inspection.

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The chart below provides a general suggested range of heights and is not exact. Sizing may vary across brands.

The tailoring of any bike is an important step in the long term enjoyment of riding and it can take time to adjust to the fit of a new bike. All contact points (pedals, shoes, and saddle) can be changed and altered for personal preference, performance, and comfort.

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Currently, all of the Madones are high-end, the most affordable (it’s all relative!) model being the £4,500 Madone 9.2 (above) with Bontrager Paradigm Elite tubeless ready wheels and a Shimano Ultegra groupset. 

The 9.5 is £6,000. The extra money gets you Shimano’s flagship Dura-Ace groupset and Bontrager’s Aura wheels.

Go to £9,000 and you can have the Madone 9.9 (above) with Bontrager’s very fast Aeolus 5 D3 wheels and the electronic Di2 version of Shimano’s Dura-Ace groupset. 

The super-high-end Madone Race Shop Limited (above) tops the range. It comes with the same components as the Madone 9.9 but the Race Shop Limited is built around a 700 Series frame rather than 600 Series – the same version used by the Trek Factory Racing professional riders.

If none of those builds or finishes is exactly what you want, you can use Trek’s Project One system and have a Madone in your dream build. Prices start at £5,450, depending on your spec. We had one made for review and it was a fabulous ride, but it costs! 

Trek boasts that the Emonda has been “the lightest production road line ever” since its introduction in mid-2014.

The Emonda range covers three different carbon-fibre frames – the S, the SL and the SLR – and an aluminium model (see below). Each of those frames comes in various different builds, and some come in women’s specific versions.

The most affordable carbon-fibre Emonda is the S 4 (£1,100, above), made from Trek’s 300 Series OCLV carbon. It gets a tapered head tube and an oversized bottom bracket for stiffness and is compatible with Trek’s DuoTrap computer sensor that integrates into one of the chainstays. It’s built up with a Shimano Tiagra groupset.

The S 5 (£1,300, above) looks a really attractive options. It’s built around the same frame and fork but its groupset is the next level up in Shimano’s hierarchy, 105 – and we’re big fans of Shimano 105 here at road.cc .

The £1,600 S 6 (above) gets a higher level again: Shimano Ultegra.

The Emonda SLs are made from a higher level of carbon fibre – Trek’s OCLV 500 Series – have wide BB90 bottom brackets and full-carbon forks. They also have seatmasts rather than standard seatposts to save weight and improve comfort.

The most accessible of the Emonda SLs is the 5, available in both men’s and women’s models (above), equipped with a Shimano 105 groupset and Bontrager Race tubeless ready wheels. 

We very much like the look of the £2,100 Emonda SL 6 which comes in a Shimano Ultegra build while the top-level SL 8 (£2,900) is available in either Dura-Ace or Red – each the top level offerings from Shimano and SRAM respectively.

The SLR Emondas are the lightest of the bunch. Trek claims that the 700 Series OCLV carbon-fibre frame weighs just 690g. That’s astonishingly light. 

The Shimano Ultegra-equipped SLR 6 (£4,300, above) is available in either an H1 or and H2 fit (see above), so you can pick the setup that works best for you.

The same is true of the SLR 8 (above, £5,800) which comes with Shimano Dura-Ace components.

If you want electronic shifting, the £8,000 SLR 9 (above) is a real stunner with Dura-Ace Di2 and Aeolus 3 D3 TLR wheels from Trek’s in-house Bontrager brand. 

Trek claims that the top level Emonda SLR 10 (above) weighs an incredible 10.25lb (4.6kg) in a 56cm frame and H1 fit. The boutique build includes superlight wheels and a carbon saddle from Tune and an integrated bar and stem from Bontrager. How much? Um, sadly it’s £11,000!

A year after the introduction of the carbon-fibre Emondas, Trek introduced an aluminium version. It’s not quite as lightweight as the carbon ones but it’s still pretty darn light and fast, and the ride quality is very good.

The alu Emonda features a tapered head tube for accurate cornering and it comes in Trek’s H2 fit – performance-orientated but not extreme. The welds are almost invisible to the point that you’d be hard pressed to see that this is an aluminium bike at first glance.

The Emonda ALR 4 (above, £900) is fitted with a Shimano Tiagra 10-speed groupset but we think that the £1,100 ALR 5 (below) is the pick of the bunch.

It has a full Shimano 105 groupset, a full carbon fork and a very good Bontrager Paradigm Race saddle. 

The ALR 6 (above), which we have reviewed here on road.cc , comes equipped with Shimano Ultegra and it’s another aggressively priced model at £1,400.

Like most bikes at this price point, all of the Emonda ALR models come with compact gearing (smaller than standard chainrings) to help you get up the hills. 

The Domane is Trek’s endurance race bike that sits alongside the Madone and the Emonda (above). This is the bike you’ll see most of Trek’s professional riders aboard on the cobbled classics like Paris-Roubaix because of the way it copes with lumps and bumps. 

The frame features an IsoSpeed decoupler (see above) that allows the seat tube to move independently of the top tube and the seatstays. It can pivot back and forth to soak up vibrations and cancel out bigger hits from the road surface. 

The Domanes also come with IsoSpeed forks that are designed to add more comfort to the ride, and they’re built to an endurance geometry, meaning that the position is a little more upright than normal to put less strain on your back.

The Domane range opens with the £900 2.0 (above) that centres on a 200 Series Alpha Aluminium frame and a carbon fork. The 10-speed Shimano Tiagra groupset includes a compact chainset and an 11-32-tooth cassette, giving you some small gears for climbing long, steep hills.

Pay £1,100 for the Domane 2.3 (above) and you can upgrade to a Shimano 105 groupset.

All the other Domanes are carbon-fibre. The 4 Series bikes get oversized BB90 bottom brackets and tapered head tubes for stiffness, along with almost invisible mudguard mounts. As well as standard rim brake models, this series includes disc brake bikes for more stopping control in all weather conditions.

The cheapest of these is the £1,400 Trek Domane 4.0 Disc (above) which is built with a 9-speed Shimano Sora groupset and TRP’s HY/RD cable-operated hydraulic disc brakes. 

The 4.3 (above) looks like a winner to us. With a reliable Shimano 105 groupset, it’s priced at £1,500. 

The 4.5 is available in both rim brake and disc brake versions (above). The bikes’ Shimano Ultegra components are the same whichever model you choose but the 4.5 Disc (£2,200) has Shimano RS685 hydraulic disc brakes that operate on 160mm rotors rather than the  Shimano 105 rim brakes of the standard Domane 4.5 (£1,800).

The 5 Series Domanes are made from a higher grade of carbon-fibre and feature seatmasts rather than seatposts, the idea being to add comfort and save a little weight. 

The £2,200 Domane 5.2 (above) is a Shimano Ultegra model that looks like good value for money while you can have the £3,000 5.9 in either top-level Shimano Dura-Ace or with electronic shifting courtesy of Shimano’s second tier Ultegra Di2. The choice is yours.

Go up to the Domane 6 Series and you shift from 500 Series OCLV carbon to 600 Series which is a little lighter and stiffer.

The 6.2 is available in rim brake and disc brake (above) versions – £2,900 and £3,200 respectively – the disc brakes in question being Shimano RS685 hydraulics. These are Ultegra-level, matching most of the rest of the spec.

The £3,900 Domane 6.5 (above) has a full Shimano Dura-Ace group along with a lightweight Bontrager Paradigm Elite TLR wheelset, while the 6.9 Disc (below, £6000) gets Shimano’s Dura-Ace Di2 electronic shifting, RS785 hydraulic brakes, and Bontrager Affinity Elite wheels.

The rim brake version of the 6.9 (below, £7,200) gets that same Di2 shifting, the higher price being down to Bontrager’s aero Aeolus 3 D3 wheels that we’re reviewed here on road.cc . They’re fast and they handle well whatever the conditions.

You can choose your own spec and finish for both the Domane 4 Series and 6 Series through Trek’s Project One scheme.

The 1 Series contains Trek’s entry-level road bikes. They’re made from Trek’s 100 Series aluminium (the Emonda ALRs are 300 Series) and they have eyelets for fitting mudguards and a rear rack. That’ll come in handy if you intend to commute by bike year-round.

Like the Emonda ALRs and many other Emonda and Madone models, the 1 Series bikes are built to Trek’s H2 geometry. This is a setup that’s designed for efficiency and speed, but it’s not quite as low and stretched as Trek’s H1 fit.

There are just two models in the range. The £575 1.1 (above) gets an 8-speed Shimano Claris groupset while the £650 1.2 (below) is built up with 9-speed Shimano Sora.

The Silque is a women’s carbon-fibre bike that, like the Domane and now the Madone, has an IsoSpeed decoupler to add comfort and control. 

Trek doesn’t just change the colour and a few components when putting a women’s bike together, the frame geometry is altered too.

There are six different Silque bikes in the lineup ranging from the £1,500 Shimano Tiagra-equipped Silque (above) right up to the £3,800 Silque SSL (below) with Shimano Ultegra Di2 electronic shifting.

We think that the Silque SL (£2,200, below) looks like a great bike that’ll prove popular. With a full Shimano Ultegra drivetrain, Bontrager Race tubeless ready wheelset, and women’s specific Bontrager Anja Comp WSD saddle, you’re getting a lot for your money here.

The Silque SL and SSL are available through Trek’s Project One service from £2,700 and £3,970 respectively. 

The Lexa is Trek’s aluminium road bike range that’s built to a WSD (women’s specific design) geometry.

Three of the four bikes in the range are based around frames made from 100 Series Alpha Aluminium, the same as the 1 Series bikes (above), while the fourth, the £1,000 Lexa SLX (above), uses slightly higher level 200 Series. All the bikes are mudguard and rack compatible.

The cheapest bike in the range is the straight Lexa (above) at £575 but the one that takes our eye is the £650 Lexa S (below). This one has a 9-speed Shimano Sora groupset and tubeless ready tyres from Bontrager.

For more info go to  www.trekbikes.com .

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

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Isn't there a Domane 4.3 with disc brakes as well? Hope so, I was going to buy one.

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you can get a 2016 Giant Defy 1 disc for £999 with TRP Spyre mech discs and 105 groupset, aluminium alloy frame and carbon fibre leg/ alloy steerer fork. Not a bad deal...

So entry level for Trek with *Sora* & HyRd discs is £1,400 - TBH they could have gone for Spyres and added Tiagra under-bar shifting.

Disappointing that one of the world's largest can't bring a disc bike in closer to a grand - When Merida have the amazing Ride 5000 Disc 2016 with 105/Ultegra & full Hydro for only £550 more. Yes, I say 'only' as the RRP jumps for Sora-> 105/Ultegra & HyRd-RS785 must be close to a grand RRP.

KiwiMike wrote: So entry level for Trek with *Sora* & HyRd discs is £1,400 - TBH they could have gone for Spyres and added Tiagra under-bar shifting. Disappointing that one of the world's largest can't bring a disc bike in closer to a grand - When Merida have the amazing Ride 5000 Disc 2016 with 105/Ultegra & full Hydro for only £550 more. Yes, I say 'only' as the RRP jumps for Sora-> 105/Ultegra & HyRd-RS785 must be close to a grand RRP. 

Merida are a pretty monstrously large operation - their wholesale buying power from Shimano, etc. must be almost unparalleled. I'm not that surpried they can offer these specs at that price. Around where I live in NZ, there are an awful lot of people on high end Merida bikes with Di2 and so on who wouldn't have spent what an "equivalent" Specialized (made in the same factory) would have cost. Merida's largest failing in many ways appears to be their rather slack approach to marketing.

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Trek Madone vs Emonda, the bikes of Ryder Hesjedal

Spoiled for choice? We take a detailed look at two race machines

This article originally appeared on BikeRadar

Pro bike: Ryder Hesjedal's Cannondale SuperSix Evo Hi-Mod

Ryder Hesjedal's Tour de France Cannondale SuperSix EVO

Hesjedal looks forward to change with Trek Factory Racing, focuses on Giro d’Italia in 2016

Hesjedal, Reijnen to make Trek Factory Racing debut at Tour Down Under

Trek Madone voted best team bike in 2015 Cyclingnews Reader Poll

2016 WorldTour team bikes guide

Ryder Hesjedal's Trek Madone 9 Series - Gallery

Cancellara and Hesjedal model 2016 Trek-Segafredo kit - gallery

For the former winner of the Giro d'Italia , it's a choice between what's perhaps the fastest aero machine money can buy, or one of lightest production bikes going. However, when you're a Grand Tour winner, you can swap to the best option for the day. That's exactly what Ryder Hesjedal does with his new Trek Madone and Emonda team bikes.

2016 sees Canada's only GT winner return to the Wisconsin behemoth, Trek bikes, a brand he was associated with back in his mountain biking days (through Gary Fisher bicycles), and in his early days as a professional on the road.

During the Tour Down Under , BikeRadar got to briefly sit down with the relaxed and approachable Canadian, to try to gain a better understanding of his bike-swapping ways. These, according to Hesjedal, are a simple matter of best matching the bike to the course on the day. If there are climbs to be had, he'll – like most riders – want to be on the very lightest (6.8kg) bike possible. Where the road is flatter and faster, the weight is less an issue and he'll pick the aero bike.

It's something he used to do when he rode Cervélos with the Garmin team, with access to the 'R' and 'S' series bikes. For 2015, such a luxury was lost with his former Cannondale team having access to just one road bike – the SuperSix Evo HM.

Madone has all the tricks

For cheating the wind, the recently revised Madone 9 series H1 is commonly regarded as the finest complete aero road bike available, and was recently voted the ' best team bike of 2015' by Cyclingnews readers.

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To receive such praise, Trek didn't just design a fast frameset, but rather started ground-up and created a whole bike. Sure its wheels and drivetrain are standard items, but just about everything else has been designed with integration in mind.

Such an example is seen in the integrated centre-pull brake calipers, which are placed flush into the frame. At the front, the head tube features little spring-loaded 'doors' that open to provide space for the brake hardware as the bars are turned. Cables too are kept hidden within the frame, with only the smallest amount of wire visible from out the back of the seat tube.

Following a trend we're starting to see more of on the latest crop of superbikes, the Madone uses its own integrated handlebar and stem combination. Here, Hesjedal uses a rarely seen combination of a 140mm stem length and a narrow 40cm bar width in the one-piece carbon component.

While the aero details are near endless, another big part of the story is ride comfort. Here the new Madone borrows the 'IsoSpeed' technology from the cobble-eating Domane road bike. It's not possible to tell from the outside, but the Madone hides a secondary seat tube within the deep external aero mast. Here, the secondary tube flexes on a pivot point to provide vastly improved seated comfort.

It would be safe to assume that all this technology comes at a significant weight penalty. But you would be wrong. Trek claims a 56cm frame is just 950g – although that strangely seems heavy when you compare it to the claimed 690g of an equivalent Emonda frame.

Emonda for the hills

Notoriously picky in his setup, Hesjedal is one of the few riders who requests his bikes hit the UCI's 6.8kg minimum weight limit for races in the hills. Given that he rides a large 58cm frame, this is no small feat and so when the road points to the sky, his choice points to the super light Emonda.

First revealed in 2014, the Emonda was launched with claims of being the world's lightest product bike. While such a title is also fought over by the likes of Canyon and Merida, the Emonda is still unquestionably right up there.

Surprisingly the difference in weight between the two bikes isn't as extreme as you may think at just 500g. Hesjedal's Madone features deeper Aeolus 5 tubular wheels and a SRM power meter, while his Emonda – at the time of pictures and weight-in – has no power meter and shallower Aeolus 3 wheels. Regardless of how insignificant that number may seem, it's a noticeable amount for a rider of Hesjedal's calibre.

With so much talk of motor doping lately, it's hard to ignore the time Hesjedal came under the spotlight of such accusations during a crash at the 2014 Vuelta a España. With Hesjedal's preference for a bike that's just 500g lighter should shine light into how improbable the previous accusations were (in case the stationary cranks weren't enough proof…).

While he states it's not a factor on his bike choice, the Trek-Segafredo rider does state the ride quality of the Emonda is marginally smoother than that of the Madone.

Similarities and differences

The long-limbed Canadian uses a near identical position between both bikes, although the Madone is ever so slightly more stretched out with a marginally longer stem and lower drop handlebar.

Two obvious extremes on Hesjedal's bikes are the 180mm crank length and equalled saddle to handlebar drop. Such a number is certainly on the extreme side and Adam Hansen  (Lotto Soudal) is perhaps the only other rider in the pro peloton with such a number.

Compared with his 56cm Cannondale of the past season, Hesjedal is now riding more sensibly sized 58cm frames. This is purely due to Trek's production of 'H1' frames, where the head tube heights are designed to provide an aggressively low position (especially compared to the brand's more consumer-orientated H2 frames). This allows Hesjedal his radically low riding position without having to resort to downsizing in frames.

As already mentioned, when we looked over Hesdejal's Emonda, it lacked an SRM power meter in order to hit the 6.8kg weight limit. It's the same story as when we looked at his Cannondale SuperSix Hi-Mod of 2015. However, we've since seen race photos of Hesjedal on his Emonda with a SRM, which would likely put it closer to 6.95kg.

In a shift from last year's Cannondale, Hesjedal has switched from his previous weight conscious choice of mechanical gearing to Dura-Ace Di2. We suspect such a change wasn't forced upon him as his new teammate – Fabian Cancellara – notoriously prefers the feel and control of the mechanical group.

Making use of the Di2, Hesjedal is using a SW-R600 Climbing Shifter for rear shifting control when on the handlebar tops. Proving the specialisation of the two bikes, such an addition only features on his climbing-focused Emonda.

There's a new perch for the Canadian, with the Trek-Segafredo team using Bontrager items exclusively. With this, Hesjedal is on a softly padded 'Team Issue' saddle, an older model you likely won't find at your local Trek shop.

Rubber wise, Hesjedal has moved from Mavic to VeloFlex tubulars. Such a change doesn't actually mean much though, given the Mavic tubulars used by the Cannondale Pro Cycling team are actually relabelled VeloFlex items – so we suspect Hesjedal feels right at home. 

Complete bike specifications – Madone Frame: Trek Madone ‘Race Shop Limited’ H1, 58cm Fork: Trek Madone Headset: Madone integrated, 1-3/8" top, 1.5" bottom Stem: Madone XXX Integrated Bar/Stem, 140mm x -17 degrees Handlebar: Madone XXX Integrated, Anatomic bend, 40cm (c-c) Tape: Bontrager Cork Front brake: Trek Madone integrated Rear brake: Trek Madone integrated Brake levers: Shimano Dura-Ace Di2 STI Dual Control ST-9070 Front derailleur: Shimano Dura-Ace Di2 FD-9070 Rear derailleur: Shimano Dura-Ace Di2 RD-9070 Shift levers: Shimano Dura-Ace Di2 STI Dual Control ST-9070 Cassette: Shimano Dura-Ace CS-9000, 11-28T Chain: Shimano Dura-Ace CN-9000 Crankset: SRM Shimano 11-speed, 180mm, 53/39T Bottom bracket: Trek BB90, steel bearing Pedals: Shimano 9000 Dura-Ace Wheelset: Bontrager Aeolus 5 DR3 tubular Front tyre: Veloflex Criterium, 23mm Rear tyre: Veloflex Criterium, 23mm Saddle: Bontrager ‘Team Issue’, soft padding Seatpost: Bontrager long, 25mm set-back Bottle cages: Bontrager XXX Cage (2) Computer: SRM Power Control 8, Bontrager DuoTrap ANT+ speed sensor

Complete bike specifications – Emonda Frame: Trek Emonda Project One H1, 58cm Fork: Trek Emonda Headset: CaneCreek integrated, tapered Stem: Bontrager XXX, 130mm x -17 degrees Handlebar: Bontrager Race Lite, Shallow bend, 42cm (c-c) Tape: Bontrager Cork Front brake: Shimano Dura-Ace BR-9000 Rear brake: Shimano Dura-Ace BR-9000 Brake levers: Shimano Dura-Ace Di2 STI Dual Control ST-9070 Front derailleur: Shimano Dura-Ace Di2 FD-9070 Rear derailleur: Shimano Dura-Ace Di2 RD-9070 Shift levers: Shimano Dura-Ace Di2 STI Dual Control ST-9070, plus Di2 SW-R600 Climbing Shifter Cassette: Shimano Dura-Ace CS-9000, 11-28T Chain: Shimano Dura-Ace CN-9000 Crankset: Shimano Dura-Ace 9000, 180mm, 53/39T Bottom bracket: Trek BB90, steel bearing Pedals: Shimano 9000 Dura-Ace Wheelset: Bontrager Aeolus 3 DR3 tubular Front tyre: Veloflex Criterium, 23mm Rear tyre: Veloflex Criterium, 23mm Saddle: Bontrager ‘Team Issue’, soft padding Seatpost: Bontrager long, 25mm set-back Bottle cages: Bontrager XXX Cage (2) Computer: SRM Power Control 8, Bontrager DuoTrap ANT+ speed sensor

Critical measurements Ryder's height: 1.87m (6ft 2in) Ryder's weight: 73kg (161lb) Saddle height from BB, c-t: 834mm Saddle setback: 96mm Seat tube length (c-t): 553mm (both Madone and Emonda) Tip of saddle to middle of bar: 647mm Saddle-to-bar drop: 180mm Head tube length: 160mm (both Madone and Emonda) Top tube length (effective): 573mm (both Madone and Emonda) Total bicycle weight: Emonda - 6.83kg (15.06lb). Madone – 7.34kg (16.18lb), both without SRM PC8 head unit 

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Trek Madone RSL H1 Road Bike 2016

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As soon as you know that this is the bike used by Trek Factory Racing, then you won't have many more questions about the Trek Madone RSL H1 Road Bike 2016 other than where can I can get one? Which is an appropriate response as this is the pinnacle of race ready bikes kitted out with Dura-Ace Di2 and Bontrager Aeolus 5 D3 carbon wheels and featuring the aggressive H1 geometry.

Before his crash, Fabian Cancellara was looking in fine form at the 216 Tour de France aboard his Trek Madone RSL H1 Road Bike 2016, even taking the yellow jersey. Fortunately, you too can now get your hands on this pioneering machine that has given new meaning to the term super-bike.

The bike was developed with help from the Trek Factory Race Team and by spending a lot of time in the wind tunnel. The result is a bike that does not excel in just one area, but a bike that seamlessly blends ride quality with power and aerodynamics as well as integration and ride quality to produce a rider tuned and balanced bike. This is the least you would expect from a bike handmade in the USA from Trek's highest quality 700 OCLV carbon fibre.

There is not a more complete and race ready bike out there, coming straight out of the box with Shimano's exceptional Dura-Ace Di2 electronic eleven speed groupset. Even the wheelset is of the highest quality thanks to the Bontrager Aeolus 5 D3 Tubeless Ready set that top off this fantastic package.

Upgrades from the Madone 9.9:

• Identical bicycle to that used by Trek Factory Racing
• 700 Series OCLV carbon frame
• Constructed by hand in the USA
• H1 geometry

700 Series OCLV Carbon fibre makes up the body of the frame itself and is of the highest quality available. This advanced aerospace material not only saves weight, it also elicits a ground-breaking level of balance and stiffness so you can trust the bike in every situation on the road.

Looking to fully maximise aerodynamics within the UCI's regulations, the Madone 9 Series Frameset features an unprecedented level of integration with internal cable routing and an integrated front brake. The brake in enclosed in the Vector Wing, which obfuscates the cabling for the best possible wind tunnel readings.

On the top of the top tube the integrated control centre houses the barrel adjusters or battery ports for an electronic drive train. The positioning of the control centre means it is easily accessible while also tucked away for the best possible aerodynamics.

Trek have also redesigned the seat mast for an even greater level of adjustment and comfort. The system is ultra-lightweight and aero and allows you to adjust the seatpost hight millimetre by millimetre for a precise and efficient level of accuracy. The IsoSpeed decoupler boosts vertical compliance in the seat tube enhances comfort while also maximising the amount of power you can generate through the pedals without vertical flex.

Other exquisitely designed features include the Aero 3S chain keeper, which contributes to flawless shifting performance without the threat of a dropped chain off the inside ring. The Madone 9 Series is DuoTrap S compatible and has precision water bottle mounts that offset drag.

Trek have continued their close working relationship with Bontrager to kit this superb bike out in appropriately high quality gear. The Paradigm XXX saddle features carbon rails to save weight and improve comfort.

Unlike Madones of the past though, Trek have produced their own micro-adjust carbon seatpost and XXX integrated bar and stem for added aerodynamics and stiffness. Thankfully these come with their own specifically designed computer and light mounts.

• Designed in conjunction with Trek Factory Racing Professional Cycling Team
• Full Shimano Dura-Ace Di2 electronic drivetrain
• 700 Series OCLV carbon fibre, KVF (Kammtail Virtual Foil) tube shape
• H1 fit, lengthened front and centre to enable aggressive and aerodynamic positions
• Invisible cable routing
• Micro-adjust seatmast
• Madone aero, integrated, direct mount brakes
• BB90 bottom bracket
• DuoTrap S compatible

Specification

Image shown for representation of colour way only, specification subject to change at any time. Bicycles do not come with pedals unless otherwise specified.

Technical Specification

Built, checked, tuned and tested.

All our bikes are fully built, checked, tuned and tested by our Cytech qualified mechanics and then securely packaged, ready for delivery. All you have to do is add the pedals (if included), attach the handlebars to the stem and tighten them following the included detailed instructions or by watching our video and using the provided FREE tools. Visit our Bike Assembly page to see how you assemble your new bike once you receive it.

All bikes collected from our shop, are built, tested and ready to ride. For hassle-free home delivery and bike set-up from a qualified mechanic use our Premier Delivery Service . 

Please note, occasionally, manufacturers may change the specification without notice. Bicycles do not come with pedals unless otherwise specified. Bikes ordered for delivery will not arrive with the pedals installed, please refer to the owners manual and pedal installation guides provided for guidance. We do not install accessories to bikes, including mudguards. Bikes ordered for delivery that have tubeless compatible tyres and rims will arrive with inner tubes installed or with tubeless valves installed, this will be brand dependent. Sealant is available to be purchased separately .

If you require any assistance please contact our Customer Care team .

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• Madone 9 Series Frameset (H1 fit)

Accessories

• Trek Manuals
• Madone 2016
• Assembly manual

Trek Madone 2016 Assembly Manual

• page of 38 Go / 38

Table of Contents

• Introduction

1 Installing Housings in the Handlebar

• Installing the Front Derailleur Housing
• Installing the Rear Derailleur Housing
• Installing the Rear Brake Housing
• Installing the Front Brake Housing
• Installing the Rear Brake Guide Cable

2 Installing Levers on the Handlebar

• Installing the Levers and Cables

3 Installing the Fork and the Handlebar

• Guiding the Housings to the Cutouts
• Installing the Fork
• Cutting the Fork

4 Installing the Front Brake

• Installing the Front Brake Cable/Front Brake Arms
• Adjusting the Front Brake
• Installing the Vector Wings and Brake Cover

5 Installing the Rear Brake

6 installing the control center (mechanical), 7 installing di2 wires in the handlebar.

• Installing the Front Derailleur Di2 Wire
• Installing the Rear Derailleur Di2 Wire

8 Installing the Control Center (Di2)

• Installing the Di2 Junction Box
• Charging the Battery
• Trimming the Derailleurs

9 Installing the Chain Keeper

10 installing and adjusting the seatpost, 11 making basic fit adjustments.

• Raising Handlebar Height
• Lowering Handlebar Height

12 Attaching the Light or Reflector

• Attaching the Rear Bracket and Light or Reflector
• Attaching the Front Mount

13 Traveling with Your Madone

• Removing the Handlebar
• Attaching the Handlebar to Frame

14 Fit Measurements

15 service information.

• Madone 9 Series Seat Tube Water Bottle Screws

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• 1 Installing the Fork and the Handlebar
• 2 Adjusting the Front Brake
• 3 Installing the Rear Brake
• 4 Installing the Control Center (Mechanical)
• 5 Installing and Adjusting the Seatpost
• 6 Service Information
• Download this manual

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Summary of Contents for Trek Madone 2016

• Page 1 2 0 1 6 M A D O N E A S S E M B L Y M A N U A L...
• Page 3 Trek Factory Racing team. sophisticated instruments—along with opinionated feedback from our most demanding test riders, the Hundreds of people had a hand in making the 2016 Trek Factory Racing team.

Page 5: Table Of Contents

Page 6: introduction, page 7: installing housings in the handlebar.

• Page 8 INSTALLING HOUSINGS IN THE HANDLEBAR On the bottom of the stem, identify the correct hole for Push the installation cable through the bottom of the the front derailleur (FD). stem toward the lever exit hole. LEVER EXIT HOLE BOTTOM OF STEM Installation sequence of the four housings.

Page 9: Installing The Rear Derailleur Housing

Page 10: installing the front brake housing, page 11: installing levers on the handlebar, page 12: installing the rear brake housing, page 13: installing the fork and the handlebar, page 14: installing the fork.

• Page 15 INSTALLING THE FORK AND HANDLEBAR The two detents in the bottom of the stem align Installing the fork (continued) with the shaped spacers. Slide the upper bearing into the head tube, then slide the compression ring into place. COMPRESSION RING UPPER HEADSET BEARING BOTTOM OF...
• Page 16 INSTALLING THE FORK AND HANDLEBAR Align the top caps and shaped spacers as you slide Install the stem top cap and preload the stem down. As you lower the stem onto the the headset bearings with a max torque of 4Nm. frame, the foam sleeve and rear brake cable should slide into the top tube.

Page 17: Installing The Front Brake

Page 18: adjusting the front brake, page 19: installing the vector wings and brake cover, page 20: installing the rear brake, page 21: installing the control center (mechanical).

• Page 22 INSTALLING THE CONTROL CENTER (MECHANICAL) Pass the front derailleur cable through the Use tape to hold the bottom bracket cable guide in threaded bolt in the junction box, and fully seat the place while you slide the cables from the bottom housing end in the end of the barrel adjuster bolt.
• Page 23 INSTALLING THE CONTROL CENTER (MECHANICAL) Install the junction box and the cover, then tighten the attachment bolts. Rotate the adjustment knob toward the non-drive side, threading the adjustment bolt in until it stops turning. NOTE To fine-tune the front derailleur by moving the derailleur outward, rotate the adjustment knob toward the drive side.

Page 24: Installing Di2 Wires In The Handlebar

Page 25: installing the rear derailleur di2 wire, page 26: installing the control center (di2), page 27: charging the battery, page 28: installing the chain keeper, page 29: installing and adjusting the seatpost, page 30: making basic fit adjustments, page 31: attaching the light or reflector, page 32: traveling with your madone, page 33: fit measurements, page 34: service information.

• Page 35 SERVICE NOTES date miles/km...
• Page 36 SERVICE NOTES date miles/km...
• Page 38 PN 530390...

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Trek Madone Project One Race Shop Limited review

State-of-the-art aero superbike

Oli Woodman / Immediate Media

Warren Rossiter

It's highly evolved aero machine that’s fast, light, and seriously smooth

The complexity and price tag

The all-new and very radical Trek Madone launched last summer and saw race action in the major tours. It and the new Scott Foil and Specialized Venge Vias show the pinnacle of the latest trends in aero road bike design – which led it into the 'superbikes' category in our stablemate Cycling Plus magazine's recent 2016 Bike of the Year roadie mega-shootout.

Added IsoSpeed ingredient

This bike has a significant trick in its back pocket – an IsoSpeed decoupler (just like the one found on the Domane). This mechanical ’pivot’ at the intersection between top tube, seat tube and stays is combined here with a 'seat tube within a seat tube' (meaning the outer aero section stays independent of the moving parts).

The decoupled IsoSpeed seatpost is concealed within an outer aero housing

That makes the back end of the Madone simply the most comfortable aero machine we’ve tried. In fact, it's not just the most comfortable aero bike, but also up there with the most comfortable race machines around.

• How the Trek Domane SLR just revolutionized road bike design

Now you might think that the added complexity of the IsoSpeed, the direct-mount centre-pull front brake (with its ‘Vector wing’ covers that pivot outwards when turning on sprung hinges yet stay slippery and aero in a straight line), and the Di2 control centre encased in the down tube, are all going to add significant weight. But as our 58cm test machine tipped the scales at just 6.8kg, it's really not an issue. Yes, it’s heavier than its brethren, but it’s not exactly what you’d call a porker. Trek claims an H1 (the lowest, raciest fit) 56cm frame weighs in at 950g, and that’s seriously impressive for such a complex design.

The integrated front brake is a work of serious complexity

As our test machine came as part of Trek's Factory program, we got it in exactly that full-race spec H1 fit. That means a slammed front end compared with the H2 fit that’s become the norm on the majority of Trek's high performance range (both of the other Madone models come in H2 fit as standard).

That said, you can get some adjustment even with the aero-saving one-piece aero bar and stem (Trek claims 34g of drag reduction) thanks to the clamshell splitting headset spacers. Obviously a bike of this grade and complexity requires a professional fit from Trek’s in-house team.

Seriously smooth, seriously speedy

Though the ride position is long and low the smothering smooth back end makes for a bike that – providing you’re flexible enough – rewards you with bags of comfort. Once you get out on the road the Madone is instantly rewarding, and damn it's fast.

That’s countered though with a feeling that the speed is effortless. Usually on such a speed-focused bike you get feedback and the feeling of stiffness and resolute rigidity. This, however, is cosseting – and it's only when you glance at your head unit and realise the velocity at which you're travelling and the ease at which you can achieve it does the Madone’s intoxicating charm hit home.

The H1 race fit makes for a slammed front end

In fact, on the 2.8 mile section of rollers on the Trek's chosen test route I managed to shave a massive 32 seconds off my previous segment PB. Now that’s not all down to the bike's aero-prowess, as there’s no bigger placebo effect than trying to live up to a pro-level superbike's abilities. This isn’t a bike you’ll ever just want to go for a leisurely cruise on.

If you're concerned though that the Madone would be just too-much on your local broken road surfaces, we’d like to put you mind at ease. The aforementioned cosseting nature of the chassis can be increased further, as Trek has cleverly made provision for 28c tyres, even when running on modern 25mm wide (externally) rims like the Madone's Bontrager Aeolus 5s.

• Bontrager Aeolus 5 TLR D3 carbon clinchers

You could in fact make them even plusher by converting to tubeless (as the Aeolus is tubeless ready), though Bontrager's tubeless rim strips will add 100g at each end.

The tubeless-ready Aeolus 5 wheels coped decently with gusty conditions

On successive days' test riding we experienced the full gamut of British weather, from plenty of rain to high winds, and – of course – overriding damp and cold. In high winds the Madone coped well, with just the occasional pull on the front’s 50mm deep Aeolus rim. We tried switching out the 5 for the shallower 3 (from an Emonda we had on test) and this created much better balanced handling for blustery conditions.

Proficient performer, but hard to live with

The front end, with its smooth slippery shaped bar, balances well with the rear. Under hard sprints you can feel a little flex from the one-piece bar, putting the Madone a little on the back foot compared with the more assured feel of Cannondales flyweight EVO, or Focus’s hydraulic disc-equipped Izalco Max.

• Focus Izalco Max Disc – first ride

On ascents though the Madone’s low weight, efficient drivetrain stiffness and road-holding smoothness make for a very proficient performer. It’s bettered by the out-and-out climber that is the EVO, but it has the better of the similarly designed Pinarello K8s, which also features a 'softtail' rear on an aero-focused design.

Another angle on the IsoSpeed rear end, which provides almost unparalleled levels of comfort for an aero machine

On descents the Madone's IsoSpeed rear end seems to hunker down and hold on with resolute, unmoving grip. The Madone centre-pull, complex cam-roller brakes look like a improved modern incarnation of classic Campagnolo Delta brakes, but these are shod with Swiss Stop's Black Prince pads, which add layers of tactile feel, though compared with benchmark Dura-Ace items they do have less travel and less progressive feel at the lever.

That slightly on/off feel is one you soon become used to though. After a few high-speed speed scrubs on entry into corners we’d got suitably accustomed.

On the downside, the high complexity of the Madone chassis, which makes it so very, very awesome out on the road, also means it’s a bit more of a challenge to live with if you don't have a team of mechanics on hand.

The full internal routing of all the cables, the one-piece bar/stem combo, not to mention the Vector wings, and internal Di2 compartments all give us the shivers when it comes to maintenance, and that's before you consider needing to pack it in a flight case for overseas trips. It's all doable stuff, but be prepared for a steep learning curve or higher than average service bills from your bike shop (then again, if you can meet the asking price you should be able to afford to maintain it).

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Trek Madone RSL H1 Racing Road Bike 2016 Red

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Season:2016

Code:1476000-20162016VIPRed

The  Trek Madone RSL H1 Racing Road Bike 2016  delivers unparalleled aero-dynamics, unmatched ride quality, and unprecedented integration, it's the ultimate racing machine that changes the landscape for racing road bikes to come. Used by Trek Factory Racing professional riders you'll be receiving nothing but the best, bringing together a top level aero-bike design and fantastic compliance, leading to a bike that cheats the air without forcing you to sacrifice comfort or efficiency along the way. 

Top quality 700 Series OCLV Carbon makes up the frame of the Trek Madone RSL H1 , this best in class material ensures the ultimate combination of superior modulus and superior strength. However what really makes the  Trek road bike special is its advanced aero-dynamics, developed with the all-new KVF (Kammtail Virtual Foil) tube shapes, these drag-minimising profiles are seriously effective, with a virtual tail constantly responding to crosswind angles. The KVF fork has also been optimised for lateral stiffness and precise handling, with molded carbon dropouts for reduced weight. 

Integration is another major factor in the success of the 2016 Trek Madone , taking a massive leap towards a more seamless cycling experience. The first evidence of this that strikes you is the proprietary one-piece Aero Bar/Stem combo, fully integrated into the frame for a sleek, low-drag profile that also fully houses all of the cables that usually clutter your cockpit. Direct Mount Brakes have also been cut into the frame, increasing speed and saving weight via their dragless design, complete with the great looking Vector Wings forming a protective shell for the leading cables and front brake caliper.

Trek Madone RSL H1 2016 Features

• The all-new Madone sets a new benchmark for race performance
• IsoSpeed offers the best vertical compliance & aero-dynamics
• Every detail is designed for ultimate integration and speed
• Ride what the pros ride: exclusive Race Shop Limited edition
• 700 Series OCLV Carbon frame
• Handmade in Waterloo, Wisconsin

Race Shop Limited Edition Line - The Ultimate Race Bikes

After years of prototyping, countless hours in wind tunnels, velodromes, carbon laboratories and real world testing. Expert input from the most experienced riders and engineers. Test days, rest days and race days. It all led to a series of designs that will push the boundaries of race bikes to new levels. 

Madone RSL brings together top level aero-dynamics, ride quality and integration, guaranteeing incredible amounts of speed, comfort and efficiency that are no where near close to being matched by its competitors.

H1 Fit - Low riding aggression

With the H1 Fit system, the Trek Madone RSL positions you in a low, racey position with a lengthened front/centre, improving stability. This aggressive, highly aero-dynamic position is the choice for many Trek Pro Team riders.

Madone IsoSpeed Decoupler

At the core of Trek's endurance comfort technology is the isoSpeed decoupler, finding success in many of their alternative road bikes , Trek have adapted the technology for the Madone philosophy. 18-months of studying how this type of racing bike performs over rough roads allowed for a few key adjustments to be made to ensure vertical compliance is twice that of its nearest competitor. 

The actual technology allows the seat tube to rotate independently from the top-tube-to-seatstay junction, thus improving compliance without having to sacrifice any of that precious pedalling efficiency, allowing you to ride harder for longer.

Control Centre - Integrated electronic drivetrain battery port

By designing the frame around one of the emerging cycling technologies, Trek have provided fantastic rider accessibility and ease of use for their electronic drivetrain, without having to compromise on the fantastic aero-dynamics that keep the Madone one step ahead of the competition.

Trek Men's Bike Sizing Guide

We have put together a general sizing guide for Trek road and mountain bikes. Please see the below for a general size and check out the Trek Bikes Sizing Guide for all bike model guides and how to measure yourself. 

Trek Men's Road Bike Sizing Guide

Trek men's mountain bike sizing guide, trek men's commute bike sizing guide, write a review for trek madone rsl h1 racing road bike 2016 red, also in the range.

• £7500 £7500 Trek Madone SL 7 Road Bike 2024 Plasma Grey Pearl
• £5625 £5625 Trek Madone SL 6 Road Bike 2024 Crimson
• £5625 £5625 Trek Madone SL 6 Road Bike 2024 Matte Carbon Smoke

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Why young Trek athletes broke out in Nové Město

Nové Město showcased why Trek's rider development efforts are the best in the world

Trek athletes won five of six Under-23 and Junior events at the MTB Cross Country World Cup race in Nové Město this past weekend. Of the 18 available podium spots, eight were occupied by a young member of a conglomeration of Trek Factory Racing-Pirelli XC, Trek Future Racing, Lidl-Trek and Bear National Team riders.

Riley Amos and Isabella Holmgren are perfect on the World Cup circuit this season — Amos now having won six-of-six World Cup starts, and Holmgren now two-for-two after swapping her Madone for a Supercaliber in the midst of her first year racing for Lidl-Trek. Amos’ TFR XC teammate Madigan Munro had one of her best weekends ever, taking third in short track and second in Olympic-distance. 17-year-old Albert Philipsen, a junior road and XCO World Champion, will join Lidl-Trek in 2025 , but in the meantime he’s racing Trek mountain bikes, winning the junior men’s race in Nové Město.

Riley Amos celebrating his sixth World Cup win of the season.

Madigan Munro en route to one of her best World Cup weekends ever.

That’s not even mentioning the contributions of Trek’s dedicated MTB development teams. Trek Future Racing’s Bjorn Riley took third in U23 men’s XCO and sixth in XCC, while Emilly Johnston took fourth in U23 women’s XCO and fifth in XCC. The Bear National Team sent 18-year-old American rider Vida Lopez de San Roman to Nové Město, and she took fourth while also jumping up to third overall on the UCI’s junior women’s XC rankings . Bear also boasts No. 6 Andie Aagard, and No. 1 overall junior men’s rider Nicholas Konecny.

That level of success doesn’t occur in a vacuum. In one weekend on one of XC racing’s most iconic courses, Trek’s young riders reinforced the pillars of Trek’s development philosophy.

A podium cheers between Trek teammates Isabella Holmgren and Madigan Munro.

Albert Philipsen showing off his versatility with an impressive junior win.

Step 1 is giving riders the best equipment and support. Trek is a bike company after all, and the opportunity to ride the fastest equipment in the world can be a major draw for young talent. Multidisciplinary riders like Holmgren and Philipsen can swap bikes from one weekend to the next and know they’ll be riding best-in-class products. If it’s good enough for Olympic and World Champions , it’s good enough for them.

They also know that they’ll be well taken care of. Trek wholly owns its Trek Factory Racing and Lidl-Trek racing operations, which means that all the squads share core philosophies and wide open lines of communication. The staff also understands all levels of the sport. For example, TFR XC’s team support manager Matt Shriver is Lidl-Trek’s former technical director, and a former cyclocross world champion as a racer. He understands the needs and technical challenges of a wide range of athletes.

Bjorn Riley has been one of the top U23 men's riders all season alongside Riley Amos.

Emilly Johnston getting ready to do battle for Trek Future Racing.

Philipsen cited the ability to maintain his multidisciplinary focus as a big reason why he signed with Trek last December . 

“I could really feel from the start how enthusiastic and passionate the people working in the team were, while still focused on not rushing the process and not putting too much pressure on my shoulders,” Philipsen said. “With my multi-discipline approach it was also important for me to find a team that not only had the best setup on the road, but also on the MTB and cyclocross, and I really feel that Lidl-Trek does that.”

Holmgren and Philipsen signed with Trek after establishing themselves as some of the best young riders in the world — in 2023, they combined to win four junior UCI world titles. Most young riders come to Trek’s factory and development teams well before they’ve hit their big breaks, however. Before Evie Richards won an elite XC world championship with TFR XC in 2021, she raced on a Trek for Tracy Moseley’s T-Mo Racing. Before Reece Wilson won an elite Downhill world championship in 2020, he was a member of the Trek-sponsored Unior Tools team of young riders ( now called Unior-Sinter .)

Isabella Holmgren is one of several budding stars in Lidl-Trek's youth movement.

Riley Amos has been leading the way all season.

Trek oversees a host of other teams dedicated to identifying and nurturing young talent: Bear National Team and Trek Future Racing in XC, CXHairs Devo and the Sven Nys Academy in cyclocross, Unior-Sinter and The Union in downhill, and a newly-minted devo squad for Lidl-Trek in road racing. The common element among all of them is that they scout for riders who demonstrate that they can be great teammates, foremost. Pure physical ability isn’t everything.

Bear National Team is one of the longest standing development programs in the United States, and it has helped usher in a wave of World Cup success among American riders. Amos is one of the squad’s alumni who applied for the program, did community service, bought into Bear’s “get what you give” ethos, and has gone on to become a budding star with TFR XC.

The bike of champions.

Isabella Holmgren on the move.

“I’ve never podium-picked. I never go out and recruit kids,” Julia Violich, Bear’s co-founder, told Trek . “[With the applications] I really want to get into the psyche of that child. Are they kind? Are they grateful? Are they going to be a good teammate?”

Bear has been partnered with Trek for more than a decade now. The program aligns with Trek’s values, and vice versa.

“It’s not the monetary thing that Trek does for us. It’s the brand that Trek brings,” Violich said . “They are the program that supports my kids at the high school level. They support kids at Trek Future Racing, the higher development level, then at the Factory Racing level. But they also care about things like safe routes to schools, and getting little kids on bikes. It’s pretty mind blowing.”

Hugs for Madigan Munro's killer double-podium weekend.

Evidence of a hard-fought race.

Holistic physical and personal development is also a cornerstone of Trek Future Racing. The team uses advanced biometrics to help tailor training plans so that its athletes can reach their full athletic potential, but it also uses that data to monitor recovery and ward off over-training, too. Another part of that emphasis is keeping young athletes from mentally burning out.

“The main thing we learned is we have to show them not to overdo it,” Bernd Reutemann, Trek Future Racing’s owner and team manager, told Trek . “And it’s very hard because in the World Cup, 60 riders want to be on the podium. We will not always be on the podium, but you can do your best and we can always be a positive presence in the market. For the kids, they love cycling. That’s the story.”

Not every weekend will be a smash success, but Nové Město was proof positive that Trek’s approach to rider development is working. The future of Trek’s race teams is bright. The not-so-secret formula is simple: Equip passionate young riders with the very best tools, then watch them fly.

Your breakout race machine

In this story.

Discover more

Isabella Holmgren and Riley Amos kickoff Nové Město with big wins

How Bear National Team has helped fuel the U.S. MTB Renaissance

No ambition is too big for Trek Future Racing

How Trek’s mountain biking teams grew up

Lidl-Trek establishes development team, announcing first 8 riders

Lidl-Trek sign Danish phenom Albert Withen Philipsen from 2025

Meet The Union, Trek’s new devo downhill team!

How Baloise-Trek manifests success from top to bottom

How Unior-Sinter is developing the best downhill racers of tomorrow

• Madigan Munro
• Isabella Holmgren
• Bear National Team
• Maddie Munro
• Trek Future Racing

Back with a bang! Pedersen wins opening stage at Critérium du Dauphiné

The Danish powerhouse finished off a perfect lead-out from his Lidl-Trek teammates to seal victory and the first yellow jersey of the race in Saint-Pourçain-sur-Sioule.