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• MADONE SL 2022
• Service manual supplement

Trek MADONE SL 2022 Service Manual Supplement

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Summary of Contents for Trek MADONE SL 2022

• Page 1 2022 MADONE SL SERVICE MANUAL SUPPLEMENT...

Page 2: Table Of Contents

Page 3: brake lines, page 4: shift cables - mechanical, page 5: t47 bottom bracket (bb), page 6: fork and headset.

• Page 7 2022 Madone SL Service Manual Fork and headset Install the headset Clean the steerer tube using isopropyl alcohol. Assemble the headset to the stem as shown on page 5. Make sure the stem is in its final position Grease both bearings, the crown race and the inside with the required spacers underneath.

Page 8: Isospeed

Page 9: seatpost, rename the bookmark, delete bookmark, delete from my manuals, upload manual.

Madone SLR seatpost / ISOspeed HELP

After the Roubaix photos of Chloe Hosking’s new Domane it will be interesting to see what happens with Madone/Domane’s top tube ISOspeed. On that bike it appears they removed the adjustment - not clear if that would help with the bolt issue or was done to reduce weight.

I came across this review yesterday:

I don’t know, mine was produced a few months before May 2021 so the story given by Trek to the reviewer doesn’t seem to add up.

It would make more sense if that erroneous “for” was meant to be read as “before” rather than “from”.

Yes! You’re right, I missed it completely. Makes way more sense now.

Thanks for this. Good to know and get confirmation of the known issue. Still no timeline for a replacement frame and seems like they have no idea. Although the Trek warranty is good, starting to regret going with the Madone now.

I am 6’2" just over 200 lbs and had purchased a 2019 Madone in March of 2020. In the first year and a half of ownership I had replaced 4 IsoSpeed bolts and the cover three times. I just received a 2022 Madone SLR frame and within 250 miles the same problem has arisen. Trek has treated me well as a customer however, the shops feel slighted by Trek as they’re not compensated for the labor to swap over parts. Thus, my two LBS refuse to swap my components to another new Madone frame. It’s sad that such a comfortable, good looking bike cannot be used by people who are over 175 lbs. I ride quite often and do know of many others who have had this exact same issue. The 2018 and prior Madone had actual bearings in the frame and starting in 2019 they got rid of that design and now it is just a bolt through the carbon. I really hope those responsible for switching this design over get reprimanded. The fact that Trek has had 4 frame years to address this issue and has not is worrying. I would not be surprised if people have taken legal action and / or a class action lawsuit.

That is pretty standard…it is the consumer’s responsibility to pay for the component swap usually.

You see the new 2023 Madone?

I did see that yesterday! I have a feeling though it will be a little bit of time before available to the public. However, this looks like a step in the right direction.

I know this is an older post, but just for consistency - I’m 5’9 160, strong but not big and I have the same issue now. My bike is 1 52 frame, thought maybe that might be an issue. But my sense is it’s a design flaw and the hole for the bolt can be drilled in wrong much like a bottom bracket. That’s why some replacement frames work and other don’t, If that hole isn’t precise it will never work.

Hi all - the attached is the Retailer Bulletin about this issue, taken from the Madone Owners Facebook group. Note it specifically mentions Loctite 263 or 2701 (high strength).

Thanks Fobundy that’s a great help.

I’ve got the same issue with a SLR purchased 2 months ago. I bough the bike online as my local dealer didn’t have It on stock. This morning I phoned my local Trek dealer about the issue and the tech asked where I bought the bike. When I told him he said that was the issue, online retailers aren’t building the bikes correctly causing issues and that I could pop it in store and for £50 they will grease all the parts that cause the bike to creak. He said it’s a common issue.

Not being quite satisfied as I could grease a bike myself easily I googled and found this thread. I think I’ll phone back the dealer and ask about the service bulletin.

In the mean time I’ve tighter the pivot bolt (I don’t have loctite to hand) and test ride the bike, no noise.

One thing that is playing on my mind, the noise only happens when I pedal seated. Surely this means the iso-speed is moving in this situation and sapping the few watts from each pedal stroke?

Don’t think anyone has replied to this - it’s not creaking that’s the issue, it’s considerable lateral movement of the entire seatpost, And yeah I guess the Isospeed could absorb a few watts depending on technique.

Just to add to this topic: I have a Madone slr7 I bought new in Jan’22 (so I’m assuming it’s a 2021). The isospeed sway and creaking started after about 500km. Contacted the bike shop in Mtl (won’t name but will if asked to) with the service bulletin. They changed the isospeed washers and all. Problem came back quickly after (had to tighten the bolt 2-3 times per 60km ride), plus, the seat mast isn’t centered relative to the frame anymore (so I’m more to the left of the bike when I pedal, my right tigh often brushing the seat-stays) and the dust cover doesn’t clip in anymore. Contacted the shop again and was told that “it is what it is”, which really didn’t sit well with me. Raised a bit of a stink (I’m canadian so that means I stayed calm and polite but was firm… ey) and insisted that they contacted Trek again as I wasn’t about to accept these problems as “normal” on a 12k$ (CND$) bike. Trek ended-up saying they’d replace the whole seat-mast first and then might warranty the frame if that doesn’t fix it. Trek’s service I’m ok with but I do have a bit of a problem with the shop since I have to get firm/insitant with them in order to get them to contact Trek and do the warranty work. I’ll also say that every visit to their shop is a 1200km round-trip for me so that’s another irritant. Will post with more details as the situation progresses or is resolved. edit : messed-up the years

Update: they replaced my seat-mast. Good news: I’m not off-center anymore. Turns out I was right: there were washers missing the first time around and now they’re present. Felt weird at firts (rode over 1300km off-center) but now it’s definitely more comfortable. The dust-cap also stays in place now that the seat-post is centered.

Bad news: after two rides the system was loose again. I retightened everything and added some blue loctite. Also contacted the shop again. Hoping to hear soon from Trek. Looks like, if their word’s good, I’ll be looking at a replacement frame.

To be continued…

Thought I’d give you guys a quick update. Trek’s service has been awful. After confirmation that the replacement seat-mast didn’t fix the problem they went completely silent for over 2 months. After contacting the shop 3 times (they weren’t great at replying to me either btw) they finally reached out a couple times to Trek again and, after a while, I had an answer.

Trek’s offered me two options: 1- Get a replacement of the exact same gen6 frame 2- get a replacement gen7 frame.

The “catch” with option #2 (gen7) is that some parts (mostly the cockpit and spacers) aren’t compatible from my gen6 to the new gen7 frame so I’ll have to pay for the parts. They’re offering me 25% off so there’s that.

Since the isospeed system (for me) has been such a pain in the arse (both figuratively and litterally) and service has been so slow and, well, suboptimal, I’ve decided to opt for the Gen7 in order to steer away from the isospeed decoupler system and ensure not potentially having these problems in the future.

Waiting for the frame to come. Will report on how things develop from here.

2023-10-27 UPDATE

Can’t post more than 3 consecutive replies so here we are:

So, one last update for my case. In the end, Trek ended-up covering the cost of the non-compatible parts for the Gen7 so the whole frame-swap was without charge to me, which was damn cool of them.

Didn’t take too long for the frame to come but there were some spacers missing, which delayed the process by two weeks after I dropped the bike off at the shop. I definitely want to lower the cockpit once I’m comfortable enough but the missing spacers meant that I would’ve to drop the cockpit by more than 1.5 cm which was too much for me to get used to at the same time as a new cockpit (narrower and flared) so it was a no-go all at once.

I’m stoked on the new bike and extremely relieved that my isospeed problems are over. It must have been quite frustrating to go through this a few years ago and have no other choice than to get the same frame one more time and hope that the problems don’t occur again (which, by reading around, seemed to have re-occured quite frequently for many riders).

All in all, it was long and frustrating but at least it’s over. I have a few accessories that won’t fit the new frame/cockpit (the Garmin mount being the most expensive to replace as, as far as I know, only k-edge makes one for the Gen7 and they’re pricey, even Trek didn’t include one with the frame) but that’s it.

Wishing all the other Madone Gen6 users with isospeed troubles the same resolution as me (but maybe faster).

THanks for sharing. Have been dealing with same problem now for a while and the shop finally agreed to make a warranty claim. Lets see if I get similar offer. Tired of this recurring issue…

Good looking rig.

I know what you mean. Best of luck. From my experience, there comes a point where you have to be firm with the shop and follow-up closely. I wonder what the numbers are for this problem during the lifecycle of the gen6 madone. It must be quite high. Quite a design failure I’m sure if you compare to any other aero bike model without that system…

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Trek revamp Madone with adjustable IsoSpeed and disc brakes

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

The IsoSpeed couplers have become a staple on many of Trek’s bikes and that’s because the company firmly believes they don’t only increase comfort but reduces fatigue on the rider. What the new adjustable IsoSpeed allows, is increased compliance at the highest setting and even more stiffness at it’s lowest compliance setting. Trek claims the bike is 17 per cent more compliant than the previous version of the Madone and 21 per cent stiffer depending on how the IsoSpeed is set-up.

IsoSpeed on the top tube is designed to rebound in a smooth and controlled motion to provide more stability on the bike. Additionally, the adjustability on the IsoSpeed is supposed to make bikes of various sizes equally as comfortable.

The rim and disc brake versions of the new Madone

IsoSpeed and aero seat post

Very aggressive profile.

Two piece aero bar for more custom fit options

Women's specific model

Very integrated front brakes

IsoSpeed on the seatpost and toptube

Disc brakes

Very clean profile with hidden cables and aero tubes

The rim brake version of the new Madone has the brakes molded directly into the frame which makes for a very sleek aesthetic and increased aero gains according to Trek. The disc brake version offers all-weather stopping power without creating additional air turbulence for a faster ride with confident braking.

Trek has unveiled a new two-piece aero bar and stem which offers plus or minus five degrees of bar rotation and more options to achieve an aggressive race position that works for you.

Trek have released a women’s specific Madone as well as the men’s models. The bike is available at Trek retailers immediately and through Trek’s custom bike program, ProjectOne. The Madone SLR 9 Disc retails for $17,000, the SLR 8 for $10,400, the Madone SLR 8 Disc for men and women for $8,500 and the Madone SL 6 for $5,500. There are also custom paint options available.

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New Trek Madone: adjustable IsoSpeed plus disc brake options

Trek has announced a hugely updated Madone road bike with adjustable IsoSpeed, a new geometry and disc brake models. The rim brake version is lighter while the disc brake version has no aerodynamic penalty, according to Trek.

Trek has been busy with this one! What it certainly hasn’t done is just slap some disc brakes onto the existing Madone. Trek says, “What really sets the Madone apart is how it combines advanced aerodynamics, superior ride quality and ultra-light weight into the best race bike available today.”

It would say that, of course.

The new Madone will be available in top-end SLR models and in a slightly more accessible SL version.

Let’s go through the design features in turn.

Adjustable top tube Isospeed

Trek first brought in IsoSpeed on the Domane a few years ago and added it to the last incarnation of the Madone. 

In short, IsoSpeed is a design that “maintains the diamond-shaped frameset geometry but ‘decouples’ the seat tube from the top tube, allowing the seat tube to flex with the forces of the road” (Trek’s words). The idea is that it smooths the ride, adding comfort and reducing fatigue.

This time around Trek has brought in a what it calls Adjustable Compliance Technology. Adjustable IsoSpeed was first released on the seat tube of Trek’s Domane. The drawing  below is from Trek's white paper on the new Madone.

“The Madone Adjustable Compliance Technology [comprises] two frame elements integrated into each other just like the Domane SLR, but has been rotated into the top tube for aerodynamic advantage,” says Trek.

How does it work?

“The two frame elements are connected by the IsoSpeed decoupler and the bolted joint at the front,” says Trek. “In between the two frame elements is a vacant space with an adjustment slider that can move along the entire path. The seatmast element utilises the IsoSpeed decoupler to transfer the aft deflection of the upper aero section of the seatmast to an upward deflection of the lower seatmast element. 

“The vacant space allows the lower seatmast to deflect in the upward direction while the main frame top tube element remains independent from the lower seatmast. The slider contacts both the lower seatmast element and main frame top tube element to limit the upward deflection of the lower seatmast per the rider’s preference. 

“If the slider is towards the front of the frame, a rider will experience more compliance because of the greater vacant space that allows the lower seatmast to deflect more. If the slider is near the back of the frame towards the IsoSpeed Decoupler, a rider will experience less compliance because the slider is inhibiting deflection in the vacant space in front of it.”

Trek reports that the compliance (the amount of force required to induce movement) at the saddle of a 56cm frame ranges from approximately 119N/mm to 175N/mm depending on the slider’s position. The 9 Series Madone had a stiffness of approximately 144N/mm. According to these figures, the new Madone is capable of both more compliance (+17%) and less compliance (-22%) than its predecessor. You have to have some good statistics to support any bike launch these days!

Trek says that a further benefit of this new design is the ability to match the vertical compliance closely across all frame sizes because the removable seat-mast element is nearly the same length across the board. Usually, a larger frame will have more compliance. 

The new SLR version of the Madone features a damper to help control rebound of the seatmast. In other words, the speed at which the seat tube returns to its usual position after flexing is now regulated, the idea being to keep the ride feeling smoother and more stable. 

The damper is made up of three parts: an elastomer damper, a housing for that damper, and the frame carriage. The damper is pre-loaded in compression by a set screw against the seatmast.

“When the seatmast element is loaded during an impact event at the saddle, it creates counter clockwise rotation when viewed from the perspective of the driveside of the bike,” says Trek. “This motion unloads the damper slightly and prepares it for the rebound event. As the seatmast begins to rotate back, the damper is re-loaded, thus slowing the motion and absorbing the rebound energy.”

Trek says that these changes “add up to a significant reduction in the vibration of the cyclist’s body: the end goal of any suspension technology” and that the new Madone offers anywhere from a 44-61% increase in the damping ratio (how rapidly the motion of the saddle and rider reduce back to normal following a large bump).

If you want more details on the effects of the Madone’s Adjustable Compliance Technology, check out Trek’s new Madone SLR white paper. There’s a lot of tech in there. I don’t have a link at the time of writing but I imagine it’s just a Google search away by the time you get to read it.

Aerodynamics

Trek says that it has focused massively on aerodynamic performance in the development of the new Madone, using both CFD (computational fluid dynamics) software and wind tunnel analysis to arrive at the final design, although that has had to be balanced against the addition of adjustable top tube IsoSpeed, a new geometry, updated components, the addition of disc brakes and the desire to keep the weight low. In other words, Trek hasn’t gone after aerodynamics at all costs.

“[Our] goal for the new Madone was to maintain aerodynamic drag performance of the current Madone (within 30g) across an averaged -12.5° to 12.5° yaw sweep. [We consider] this range to be the most common yaw a rider experiences based on real world data collection studies,” says Trek.

“Experimental results collected at the San Diego Low Speed Wind Tunnel… show an average of 3,216g [of drag] across a -12.5° to 12.5° yaw sweep vs the current [9 Series] Madone at 3,202g, a 14g difference that is within Trek’s project goal and within a wind tunnel’s experimental error band.”

Trek reports that the bikes were tested with two water bottles added and a pedalling mannequin. It says that the new Madone has a lower average drag (across yaw angles from 12.5° to -12.5°) than the Specialized Venge Vias. 

Trek didn’t have access to the new Cannondale SystemSix that we showed you earlier in the week. Cannondale claims that the SystemSix is more aerodynamically efficient than the 9 Series Madone.

Light weight

Whereas aerodynamics pulls a frame design towards narrow tubes, the need for stiffness and light weight pushes it in the opposite direction so there’s always going to be something of a balancing act there. 

“[Our] goals for the new Madone were to maintain aerodynamic performance of the current Madone and reduce or maintain bike weight of the rim brake version, all while adding several new features: adjustable compliance technology, a rebound damper, split bar and stem, and a redesigned aesthetic,” says Trek. “The disc brake bike was assigned a target of 7.5kg with the same features.”

Trek says that it analysed many finite element models in order to shave off weight while maintaining aerodynamic performance. 

“The rim brake bike matches the current Madone (7.1kg/15.7lb), and the all-new disc brake bike weighs in at 7.5kg (16.6lb) depending on paint scheme,” says Trek.

The SLR frames are made from Trek’s OCLV 700 carbon while the SLs are OCLV 500 which, according to Trek, isn’t quite as light or as strong.

New geometry

The 9-Series Madone was available in two different geometries: low and stretched H1 and slightly more upright H2. The new Madone SLR comes in a single geometry called H1.5 which, as you might have guessed, sits between the two.

Frame stack (vertical distance from the centre of the bottom bracket to the top of the head tube), reach (horizontal distance between those two points) and head tube length have all been changed.

The 56cm model, for example, has an effective top tube length of 559.9mm – we might as well call that 560mm – a head tube of 151mm, a stack of 563mm and a reach of 391mm.

“H1.5 hits the sweet spot for a wide range of racers as it balances a traditional aggressive race geometry with a position that more athletes can hold longer with more comfort,” says Trek.

The Madone SL is built to Trek’s H2 geometry.

Most 9 Series Madone models came with a combined aero handlebar and stem but the Madone SLR features a two-piece system – still proprietary – with more stem options (90mm to 130mm lengths, and -7° and -14° angles), additional bar sizes (38cm to 44cm) and +/-5° of bar rotation. 

The Madone SL doesn’t feature this integrated handlebar and stem but instead has a Bontrager Pro stem and Elite Aero handlebar. 

Integration

The position of the centre-pull front brake on the rim brake version of the new Madone has been moved. It now sits at the back of the fork rather than at the front, the idea being to improve the bike’s aerodynamic performance. 

“The all new rim brakes have been redesigned with improved functionality and ease of set up in mind,” says Trek. “The brake arms use independent spring tension adjustment screws to centre the brake pads, allow for precise pad adjustments as brake pads wear, and adjust lever pull force to the desired feel. The spacing screws range allows swapping between rim widths ranging from 23-28.5mm without adjusting the centre wedge.”

Each rim brake has a claimed weight of 152g (in the case of the front brake, that’s with an unpainted cover). They’ll take tyres up to 25mm wide, whereas most road brakes these days have enough clearance for 28s. The disc brake version of the Madone will take 28mm tyres.

A Bontrager Flare RT tail light attaches to the seat mast head. Trek is big on encouraging people to use a tail light even during the day.

The Madone SLR comes in men’s and one women’s specific models. They use the same frame but the women’s version features a different saddle, handlebar width and stem length. All models have a lifetime warranty.

All of the Madone SLRs feature an OCLV 700 frame and an integrated two-piece carbon bar and stem. Here are the models and prices:

• Madone SLR 9 Disc, £10,000, Bontrager Aeolus XXX 6 TLR wheels, Shimano Dura-Ace 9170 drivetrain and hydraulic disc brakes

• Madone SLR 8, £6,750, Bontrager Aeolus Pro 5 TLR wheels, Shimano Dura-Ace 9100 drivetrain, Bontrager integrated rim brakes

• Madone SLR 6 Disc, £5,400, Bontrager Aeolus Comp 5 Disc TLR wheels, Shimano Ultegra 8020 drivetrain and hydraulic disc brakes 

• Madone SLR 6 Disc Women's, £5,400, Bontrager Aeolus Comp 5 Disc TLR wheels, Shimano Ultegra 8020 drivetrain and hydraulic disc brakes 

The SLR models are available in 'premium paint' options for an extra £550.

There’s also a Madone SL 6 in the range that uses Trek’s OCLV 500 carbon fibre which is said to be a little heavier and less stiff then OCLV 700. The Madone SL 6 doesn’t feature Bontrager’s integrated handlebar and stem but instead has a Bontrager Pro stem and Elite Aero handlebar. It comes with Bontrager Aeolus Comp 5 TLR wheels, a Shimano Ultegra 8000 drivetrain and Bontrager integrated brakes and is priced £3,600.

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. We send him off around the world to get all the news from launches and shows too. He has won his category in Ironman UK 70.3 and finished on the podium in both marathons he has run. Mat is a Cambridge graduate who did a post-grad in magazine journalism, and he is a winner of the Cycling Media Award for Specialist Online Writer. Now over 50, he's riding road and gravel bikes most days for fun and fitness rather than training for competitions.

Add new comment

Mmmm, that's a big sail of a thing in a side wind.

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One must give TREK credit for producing the best looking and working rim-brake bike on the planet. I was a Spezialized guy till now, but that's history now.

White Paper link... 

http://trek.scene7.com/is/content/TrekBicycleProducts/TK18_Madone_Whitep...

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Trek’s All New Madone: IsoSpeed Comfort + Aerodynamics + Integration = Ultimate Race Bike?

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Right off the bat, Trek is calling their new Madone the “ultimate race bike.” That’s a big claim for sure, but one that Trek doesn’t take lightly. We’ve seen a number of new aero bikes flood the market recently, but for the Madone Aero is only part of the story. In order to be the Ultimate race bike, it needs to be comfortable for the long haul. It also needs to work with all of the latest component systems in a way that is both user friendly and aerodynamically efficient. There is a lot of hype surrounding the new Madone, but does it live up to it’s billing as the Ultimate Race Bike? You be the judge after the break…

Starting with their signature OCLV carbon fiber, the Madone frame makes use of the latest Kammtail Virtual Foil tube shapes to make it the most aerodynamic Madone yet. Essentially tricking the wind into thinking it’s a full aerodynamic profile, KVF tube shapes are becoming fairly common in bicycle design as they allow for a very stiff, yet aerodynamic frame. According to the Madone White paper (which you can read below) the new Madone is among the fastest of the aero bikes tested, especially at high yaw angles. To make the bike as fast as possible aero touches extend down to the dropouts with molded carbon hoods over the quick releases.

Even though the Madone isn’t quite as slippery as the Cervelo S5 at 0 degree yaw, the relatively low drag numbers at the front of the bike can be attributed to the KVF fork as well as the new aero cockpit and integrated front brake. Using a one piece bar/stem combo which seems to be par for the course with aero bikes lately, the Madone is able to hide all of the cabling, electronics, etc in an aerodynamic package that integrates with the frame. The completely invisible cable routing continues down to the direct mount brakes which hide the cable assembly with articulating Vector Wings. We can’t speak for how easy it is to service, but it certainly looks  clean . Continuing with the integration theme, the bar/stem is Blendr compatible for clean mounting of computer head units.

The cable system continues with the Control Center located at the front end of the down tube. When running mechanical drivetrains the Control Center houses barrel adjusters, but when running electronic drivetrains this is where the battery will be stashed into the down tube.

While we expected the new Madone to include an impressive aero package, the inclusion of an IsoSpeed Decoupler is a bit of a surprise. Called Madone IsoSpeed, the system differs from previous iterations of the design using a tube-in-tube construction. The ideas is that this allows the inner tube to flex independently of the outer aero shell so as not to upset the aerodynamics. Going by the numbers provided by trek, the result is a frame that is 57.5% more compliant than its (unnamed) nearest competitor. Having ridden Trek’s IsoSpeed design on other bikes, this isn’t that hard to believe.

The back of the seat tube also houses two new addition to the frame – the Micro Adjust seat mast, and centerpull rear brake. Now with a male seat mast cap that slides into the female seat tube, the seat post height is adjusted with a two bolt slider mounted on the outside of the seat tube. while the seat mast retains the single bolt from the side to clamp to the saddle rails, the pitch of the saddle is now adjusted with a secondary clamping bolt located at the back of the post head. The separate fore/aft and tilt adjustments should still be easy to use but won’t allow the saddle to slip under big hits.

Keeping with the invisible cable system, the rear brake uses a centerpull design with the brake cable popping out of back of the seat tube. Again, no word on how user friendly the cabling system will be, but if aero is your goal the Madone seems to deliver.

To be sold in Trek’s most aggressive H1 fit as well as H2 which will better fit most of the average Joes, Trek is also offering a WSD Madone from the top level 9.9. There will also be a Race Shop limited build in a frameset, and H1 and H2 fit if a bright red pro level build is right up your alley. Of course the Madone will be available through Project One as well so you can tune your bike to your liking before it ever ships. All of the new technology will be available on the Madone 9 series frames and 9.2 and up complete builds, while the Madone 2 through 7 series will continue with the previous designs . Pricing starts at $4,729.99 for the 9 series H2 frameset, and $6,299.99 for the complete Madone 9.2 up to the top shelf Race Shop limited build at $13,649.99.

Madone Whitepaper

trekbikes.com

Zach Overholt is the Editor in Chief of Bikerumor . He has been writing about what’s new in the bicycle world for 12+ years. Prior to that, Zach spent many years in the back of a bicycle shop building and repairing nearly every type of bike, while figuring out how to (occasionally) ride them.

Based in Ohio, Zach is now slowly introducing a new generation to cycling and still trying to figure out how to fit the most rides into a busy schedule as a new dad.

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I like this one a million times better over the funkily designed Venge 2016..

I can’t comprehend how the fairing on that front brake works.

Those are clearly air brakes. Trek realized when making the bike aero, they could also make the bike unaero, reducing wear on carbon rims.

I still can’t comprehend H2 geometry on all but the “race team” bike for this style of bike.

How much slower does 30mm less drop make you. I want to know seriously, I bet it’s a lot. When comparing grams of drag. We all know body position make more of a difference than the bike does.

This new Madone falls somewhere between a feat of engineering and work of art, but the more I look at it, the more it seems like I’d need to keep a mechanic on retainer. LOL

Disclosure: I love my Domane.

I’m ignorant of IsoSpeed, but that removes *all* triangulation from the frame. Of COURSE it increases ‘compliance’!

This would be really hard to look at if I were a Specialized fan-boy….

Oh trust me…..it is haha!

Eric, the frame is still fully triangulated, the inner seatpost is no longer bound by that triangulation and its resultant stiffness. It’s neat, especially considering the relatively low weight. The weight alone was difficult to come by just a few years ago, now it can be achieved with a fully integrated aero bike that has a double seatpost.

Take that specialized. This thing is beautiful! Good job Trek!

I don’t get it: Do you roadies really care about performance data or simply which bike looks cooler? Judging by the comments, a bike that performs better would be trumped simply by one that looks better.

Which reminds me of why people get those Jones Bicycles…all form and no function, save for striking up conversations at the trailhead while drinking bitter beers.

Except Jones bikes have been praised for its handling and comfort by pretty much everyone who has had a chance to ride one.

Did Scott copy Trek or visa versa. The Foil and Madone have pretty much same tube shape on frame and handlebar

Seriously, if you buy one of these bikes, consider making a sincere gesture of thanks to the mechanic who spent his or her entire day putting it together. A six pack isn’t going to cut it anymore, unless perhaps it’s a six pack of Macallan single malt.

So I heard you liked seat tubes…

So I put a seat tube in your seat tube.

’nuff said.

@bikeduder. seriously a little professionalism

Amen @bikeduder! Bike mechanics have been getting paid far too much for far too long! Those fat cats have been just skating through life on free chain lube and a hefty salary while all of us hard working Cat 3’s have to pay like $20 just to avoid getting our fingers dirty fixing our own flats! Not any more. It’s time to rise up against the high prices and tyranny of the local bike shop. It’s time to start fixing our own flats, replacing our own cables, and (gasp!) taping our own bars! It couldn’t be that hard, right? I mean, they’re just bikes…

Pretty nice looking ride overall but the rear brake area is anything but aerodynamic. I guess they’ll fix this in the next design iteration.

I’m not a trek fanboy, but this bike has a lot going on and much better execution than the venge. I really like the looks of this new ride. I’ll make sure to comment to those racers who think this is going to make them better/ faster, esp when I’m passing them.

Stampers- if this is anything like previous internally routed Treks, a kick in the nuts isn’t enough to make up for all the evil involved. That old TTX you had to basically strip to frame to change cables and housing? Yeah, f@*% that. Second, if you’re sort of short or really short, IsoSpeed is next to useless. I’m 5’8″, and I couldn’t really feal the decoupling, even seated, feet off the pedals, on the roughest pavement I could find. That said, this is the first vaguely interesting road bike from JB and company in a long time.

‘Merika What did this “jones” character ever do to you? He sounds very easy going up for almost every kind of riding, fun to ride with and someone you can truss. Third post down https://bikerumor.com/2015/06/29/lauf-redesigns-uppers-for-new-trail-racer-boost-leaf-spring-suspension-fork/#more-104367

um, we just built one of the 9.2 ( mechanical Ultegra) bikes up from scratch. It wasn’t bad at all. Routing the handlebar took some time, but seriously the rest of the bike was arguably easier than most other internally-routed road bikes. So…trolls can shutup now haha

This bike is SO to close to the new Specialized Venge….the detail changes to make it more aero are too similar when you look at old Madone to new vs. old Venge to new. Someone let the cat out of the bag too early and one of these companies copied the other!!!!

I was curious why in the wind tunnel test why Trek did not test the Venge!!! But I found my answer in Trek’s attached white paper. “we did not test the Specialized Venge during this trip based on data collected from previous test that showed it was not a leader in aerodynamics.”

I’d have to say Trek did an excellent job documenting their process. I searched Specialized for their documentation “white paper” of their process and could find none. Plus I do have to agree that the new Venge appears more “clunky” and appears to have had less time/thought put into it compared to the new Madone. I can only hope that Karma will help the true innovators win in the Tour.

H1 geometry !!! Very very good. !!! The First good Bike with 2 geometry – Fantastic Trek

Now still with Disk Brake and this Bike would my Bike

The bike sounds great but… No H1 geomtry except in the most expensive solutions ? That’s dumb. It’s a race bike or it’s not ? Racers are the wealthiest people ? Nonsense. Second i like the “bright red race” paint job but full bike offering are so sad in look. All this black 🙁 Looks like i will have no choice but to find a bright red frame on ebay in 2 years.

That is the nicest looking road bike I have ever seen. Trek is just killing it across all their lines this year.

Haromania ti do perfettamente ragione una bici unica nel suo genere

Really like it, but the flappy thing on the head tube bothers me a lot.

Plenty of room to hide the motor and battery.

So… some of you folks think that your local bike guy makes a bundle of bucks to work on your bike. After I retired from my real job in 1999, I started working at my local bike shop building new bikes just for fun. I started at $8 bucks an hour four years later I topped out at $8.50 an hour at that first shop. When it became a Performance store nothing changed. Then I worked at another LOB and got paid by the bike. $10.00 each plus $5.00 per derailleur. So I could make $20.00 a bike.

I wound up at one of the 5 Trek stores in my area and spent 4 years working for $10.00 an hour, when ever I would ask for a 50 cent raise, I would get the old speech about how hard it was to just make a profit on each bike from the manager. I left that shop after four years, I decided that I would not work after I turned 72. I do know that some of the guys made $20.00 or so an hour, but no one ever really talked about how much they made. Also every one of them worked hard and did their best to put out a good repair or build. I always built the bike I was working on as if I were going to ride or buy it my self. The price you pay for service is just the cost of the guy who worked on your bike, but some of the cost goes toward just keeping the shop up and running. IE: rent, healthcare, store repairs and other employees, etc.

I enjoyed every person that I worked with over those years, and I continue to look some of them up and catch up on how their lives are going. None of those guys are ever going to be able to buy a house or a new car or even afford the very bikes they work on. And yes it can take an entire day to build up some of those fancier bikes. Aero and TT bikes are the worst. So if you think that you are paying to much for the service you get, learn how to do your own work on your bike.

For all the H1 whiners, P1 will be coming out (August? when these will probably be available anyway) since you hate the paint job so bad, you get to pick your own.

As for working on it, just the font end seems complicated. The rear brake runs straight through the top tube nice and easy unlike the Venge. That control box seems relatively simple to work with and functional.

Front brake ‘fairing’ just helps for the steer tube to turn when at low speeds. If you’re using the ‘fairing’ (vector wings) it means you’re not going fast enough.

LBS do not make much money and you don’t make much money working at them. I am the store manager at one and trust me I could make a lot more somewhere else in a different industry. I would nearly be in poverty. So unless your LBS has multiple locations, the mechanics aren’t making much. Support your LBS.

Typically the more locations a shop has, the less they get paid. BikeVillage/Performances of the world top out at 10-12 dollars an hour. That’s not even a living wage. Typically you still qualify for food stamps.

After 7 years, I’m making enough to not qualify for food stamps.

I would like to hear how this process of copying of other companies is supposed to happen from the people claiming it. Considering a very large testing process is done before, and then design, and then making molded, testing, revisions, final product and marketing prep- bike production takes months or years, not weeks.

It’s much more likely that Trek and Specialized arrived at similar designs because that design is a better one! Its the same reason cars are all shaped like jelly beans now. That shape is the most aerodynamic. Car companies aren’t copying each other. I can imagine them after the testing and design process saying “Shit, this looks like the Venge. How can we make it different so it doesn’t look like we’re copying them?”

I don’t think Trek / Spesh / Scott / Giant actively copy each other – of course they keep an eye on what each other are doing but the big companies have as many lawyers as designers and any outright copying would draw a quick lawsuit. Remember when Mike Sinyard sued a coffee shop because it had ‘Roubaix’ in the name??

What they do have is a lot of the same CAD tools ( I think SolidWorks is the lead package, also BikeCAD). That will lead to similar designs based on similar inputs.

Per Cervelo and and Specialized, 20 percent of a bikes drag is secondary to the handlebar. Given there is a radical handlebar design here, I wonder how much better alone the frame is compared to the S5 or the Venge. Also which Cervelo S5 did they compare this frame to, the old or he new S5? Interestingly, the Cervelo given the traditional brakes has better aerodynamics at 0 degree. Given the frontal profile of the new Venge Vais I would be interested in seeing wind tunnel comparisons head to head. The Vais comes out to be a better deal given the power meter included with the bike.

A point for those comparing the Venge and Madone – The Bike Radar reviews of the Madone and Venge show that the Madone is fully 2lbs lighter than the new Venge. Given that they are both built with nearly the best of everything (and are so proprietary), the only meaningful weight loss available to them is going to tubular wheels/tires so regardless of what else you change, that difference stays.

While the Madone is costly in it’s highest trim, there are less expensive versions, as well as the option to order via P1 and get it built the way you want it.

As for H1 vs. H2, have a look at the H2 geometry compared to other brand’s racing bikes. You’ll find it head tube and stack measurements rcloser to bikes like the Tarmac and C’dale Evo, not endurance bikes.

Bike radar article weighs a 52 without pedals and cages vs the Vais article which is for a compete bike in 56. Weight is probably not 2 pound difference as the Vais also has a power meter. Won’t know unless you compare similar sizes and maintain consistency with pedals and cages.

New venge vias seems like way better design..

Interesting “women’s” version of this bike. They didn’t even bother shrinking it…they just took the smaller men’s sizes and pinked it…slap a women’s saddle on it and VOILA…

#getinthedrops

I rode it and suggest you do too. It rides great, with none of the rear end mushiness of the Domane in the corners (sorry Fabian). Light and quick and stable. Rides even a little better than my Emonda SLR! Good in the hills. Very stiff. I will use a different wheel though. Bontrager wheels suck for heavy riders. I think this is the best aero all around bike, not an aero bike only for crits.

Gran pregio di questa bici la garanzia a vita oltre che essere bella

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The trains and stations of the Moscow Metro

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

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

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

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

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

Tags:  Moscow city

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The bridge over Zolotoy Rog Bay in Vladivostok

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Tomás · August 27, 2012 at 11:34 pm

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

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

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

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

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• February 2024
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9th radio centre of Moscow – popular in the area (distance from the attraction)

Nearby attractions include: Park otdyha, Istoriko-hudozestvennyj muzej, Vystavocnyj zal, Park otdyha.

Park otdyha, Elektrostal

30 min walk • Amusement, Amusement park

Istoriko-hudozestvennyj muzej, Elektrostal

19 min walk • Museum

Vystavocnyj zal, Elektrostal

17 min walk • Museum

24 min walk • Amusement, Amusement park

Shopping Center, Elektrostal

32 min walk • Shopping, Shopping centre

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Latest facts.

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40 facts about elektrostal.

Written by Lanette Mayes

Modified & Updated: 02 Mar 2024

Reviewed by Jessica Corbett

Elektrostal is a vibrant city located in the Moscow Oblast region of Russia. With a rich history, stunning architecture, and a thriving community, Elektrostal is a city that has much to offer. Whether you are a history buff, nature enthusiast, or simply curious about different cultures, Elektrostal is sure to captivate you.

This article will provide you with 40 fascinating facts about Elektrostal, giving you a better understanding of why this city is worth exploring. From its origins as an industrial hub to its modern-day charm, we will delve into the various aspects that make Elektrostal a unique and must-visit destination.

So, join us as we uncover the hidden treasures of Elektrostal and discover what makes this city a true gem in the heart of Russia.

Key Takeaways:

• Elektrostal, known as the “Motor City of Russia,” is a vibrant and growing city with a rich industrial history, offering diverse cultural experiences and a strong commitment to environmental sustainability.
• With its convenient location near Moscow, Elektrostal provides a picturesque landscape, vibrant nightlife, and a range of recreational activities, making it an ideal destination for residents and visitors alike.

Known as the “Motor City of Russia.”

Elektrostal, a city located in the Moscow Oblast region of Russia, earned the nickname “Motor City” due to its significant involvement in the automotive industry.

Home to the Elektrostal Metallurgical Plant.

Elektrostal is renowned for its metallurgical plant, which has been producing high-quality steel and alloys since its establishment in 1916.

Boasts a rich industrial heritage.

Elektrostal has a long history of industrial development, contributing to the growth and progress of the region.

Founded in 1916.

The city of Elektrostal was founded in 1916 as a result of the construction of the Elektrostal Metallurgical Plant.

Located approximately 50 kilometers east of Moscow.

Elektrostal is situated in close proximity to the Russian capital, making it easily accessible for both residents and visitors.

Known for its vibrant cultural scene.

Elektrostal is home to several cultural institutions, including museums, theaters, and art galleries that showcase the city’s rich artistic heritage.

A popular destination for nature lovers.

Surrounded by picturesque landscapes and forests, Elektrostal offers ample opportunities for outdoor activities such as hiking, camping, and birdwatching.

Hosts the annual Elektrostal City Day celebrations.

Every year, Elektrostal organizes festive events and activities to celebrate its founding, bringing together residents and visitors in a spirit of unity and joy.

Has a population of approximately 160,000 people.

Elektrostal is home to a diverse and vibrant community of around 160,000 residents, contributing to its dynamic atmosphere.

Boasts excellent education facilities.

The city is known for its well-established educational institutions, providing quality education to students of all ages.

A center for scientific research and innovation.

Elektrostal serves as an important hub for scientific research, particularly in the fields of metallurgy, materials science, and engineering.

Surrounded by picturesque lakes.

The city is blessed with numerous beautiful lakes, offering scenic views and recreational opportunities for locals and visitors alike.

Well-connected transportation system.

Elektrostal benefits from an efficient transportation network, including highways, railways, and public transportation options, ensuring convenient travel within and beyond the city.

Famous for its traditional Russian cuisine.

Food enthusiasts can indulge in authentic Russian dishes at numerous restaurants and cafes scattered throughout Elektrostal.

Home to notable architectural landmarks.

Elektrostal boasts impressive architecture, including the Church of the Transfiguration of the Lord and the Elektrostal Palace of Culture.

Offers a wide range of recreational facilities.

Residents and visitors can enjoy various recreational activities, such as sports complexes, swimming pools, and fitness centers, enhancing the overall quality of life.

Provides a high standard of healthcare.

Elektrostal is equipped with modern medical facilities, ensuring residents have access to quality healthcare services.

Home to the Elektrostal History Museum.

The Elektrostal History Museum showcases the city’s fascinating past through exhibitions and displays.

A hub for sports enthusiasts.

Elektrostal is passionate about sports, with numerous stadiums, arenas, and sports clubs offering opportunities for athletes and spectators.

Celebrates diverse cultural festivals.

Throughout the year, Elektrostal hosts a variety of cultural festivals, celebrating different ethnicities, traditions, and art forms.

Electric power played a significant role in its early development.

Elektrostal owes its name and initial growth to the establishment of electric power stations and the utilization of electricity in the industrial sector.

Boasts a thriving economy.

The city’s strong industrial base, coupled with its strategic location near Moscow, has contributed to Elektrostal’s prosperous economic status.

Houses the Elektrostal Drama Theater.

The Elektrostal Drama Theater is a cultural centerpiece, attracting theater enthusiasts from far and wide.

Popular destination for winter sports.

Elektrostal’s proximity to ski resorts and winter sport facilities makes it a favorite destination for skiing, snowboarding, and other winter activities.

Promotes environmental sustainability.

Elektrostal prioritizes environmental protection and sustainability, implementing initiatives to reduce pollution and preserve natural resources.

Home to renowned educational institutions.

Elektrostal is known for its prestigious schools and universities, offering a wide range of academic programs to students.

Committed to cultural preservation.

The city values its cultural heritage and takes active steps to preserve and promote traditional customs, crafts, and arts.

Hosts an annual International Film Festival.

The Elektrostal International Film Festival attracts filmmakers and cinema enthusiasts from around the world, showcasing a diverse range of films.

Encourages entrepreneurship and innovation.

Elektrostal supports aspiring entrepreneurs and fosters a culture of innovation, providing opportunities for startups and business development.

Offers a range of housing options.

Elektrostal provides diverse housing options, including apartments, houses, and residential complexes, catering to different lifestyles and budgets.

Home to notable sports teams.

Elektrostal is proud of its sports legacy, with several successful sports teams competing at regional and national levels.

Boasts a vibrant nightlife scene.

Residents and visitors can enjoy a lively nightlife in Elektrostal, with numerous bars, clubs, and entertainment venues.

Promotes cultural exchange and international relations.

Elektrostal actively engages in international partnerships, cultural exchanges, and diplomatic collaborations to foster global connections.

Surrounded by beautiful nature reserves.

Nearby nature reserves, such as the Barybino Forest and Luchinskoye Lake, offer opportunities for nature enthusiasts to explore and appreciate the region’s biodiversity.

Commemorates historical events.

The city pays tribute to significant historical events through memorials, monuments, and exhibitions, ensuring the preservation of collective memory.

Promotes sports and youth development.

Elektrostal invests in sports infrastructure and programs to encourage youth participation, health, and physical fitness.

Hosts annual cultural and artistic festivals.

Throughout the year, Elektrostal celebrates its cultural diversity through festivals dedicated to music, dance, art, and theater.

Provides a picturesque landscape for photography enthusiasts.

The city’s scenic beauty, architectural landmarks, and natural surroundings make it a paradise for photographers.

Connects to Moscow via a direct train line.

The convenient train connection between Elektrostal and Moscow makes commuting between the two cities effortless.

A city with a bright future.

Elektrostal continues to grow and develop, aiming to become a model city in terms of infrastructure, sustainability, and quality of life for its residents.

In conclusion, Elektrostal is a fascinating city with a rich history and a vibrant present. From its origins as a center of steel production to its modern-day status as a hub for education and industry, Elektrostal has plenty to offer both residents and visitors. With its beautiful parks, cultural attractions, and proximity to Moscow, there is no shortage of things to see and do in this dynamic city. Whether you’re interested in exploring its historical landmarks, enjoying outdoor activities, or immersing yourself in the local culture, Elektrostal has something for everyone. So, next time you find yourself in the Moscow region, don’t miss the opportunity to discover the hidden gems of Elektrostal.

Q: What is the population of Elektrostal?

A: As of the latest data, the population of Elektrostal is approximately XXXX.

Q: How far is Elektrostal from Moscow?

A: Elektrostal is located approximately XX kilometers away from Moscow.

Q: Are there any famous landmarks in Elektrostal?

A: Yes, Elektrostal is home to several notable landmarks, including XXXX and XXXX.

Q: What industries are prominent in Elektrostal?

A: Elektrostal is known for its steel production industry and is also a center for engineering and manufacturing.

Q: Are there any universities or educational institutions in Elektrostal?

A: Yes, Elektrostal is home to XXXX University and several other educational institutions.

Q: What are some popular outdoor activities in Elektrostal?

A: Elektrostal offers several outdoor activities, such as hiking, cycling, and picnicking in its beautiful parks.

Q: Is Elektrostal well-connected in terms of transportation?

A: Yes, Elektrostal has good transportation links, including trains and buses, making it easily accessible from nearby cities.

Q: Are there any annual events or festivals in Elektrostal?

A: Yes, Elektrostal hosts various events and festivals throughout the year, including XXXX and XXXX.

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