trek madone 6.5 2012

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Trek Madone 6-Series review

Long term review of redesigned road bike

James Huang/Future Publishing

James Huang

Trek cooked up a radical redesign of its workhorse Madone 6-Series road chassis last year, infusing a healthy dose of aero ingredients borrowed from its groundbreaking Speed Concept TT/tri bike.

As expected, the aero claims are eye opening: 25 watts of saved energy at 40km/h compared to the previous Madone – nearly two minutes per hour. We can't verify those figures ourselves without hitting the wind tunnel – and they certainly can't be felt while out on the road – but what we can confirm is that Trek has carried over most of the existing Madone DNA to produce yet another solid ride.

Ride and handling: Same Madone brilliance but with a slightly smoother ride

Purported aero benefits aside, the new Madone feels much like the old one in many ways – and that's a good thing. As always, one of the best features is the bike's handling.

While many machines are billed as 'neutral', the Madone defines the term with intuitive manners that practically require just a thought to go where you want. Neither overly twitchy nor somnabulantly boring, the pitch-perfect geometry – 73-degree head tube angle, 976mm wheelbase, and 72mm bottom bracket drop on our 52cm sample – carves a wicked arc through sinuous high-speed descents, confidently switches lines mid-corner, and still nails the proverbial 'peel a banana at speed' test.

Trek has, however, tweaked the numbers a bit. Specifically, the more aggressive 'H1' fit variants now have a slightly more stretched-out position but the consequently longer (and, thus, more stable) front center is offset by a slightly steeper head tube. Aside from the increased reach, then, riders moving from an older H1 frame to a newer one shouldn't notice any difference handling-wise.

The latest Madone again uses Trek's no-cut seatmast design

Drivetrain and front-end rigidity also feel unchanged from before, which is again just fine given that the predecessor was very good in those respects. While still not quite on par with some more stoutly reinforced options, the Madone 6-Series is an eager and lively beast when you get on the gas. Save for especially fit riders with above average power outputs, we doubt most people will notice a difference.

Ride comfort has improved too, albeit marginally. Trek's move to a chain stay-mounted rear brake (more on this later) leaves the seat stays unencumbered by extra reinforcements, and they're impressively slim from seat cluster to dropouts in order to flex a bit more under impact. Despite the major visual change – this is the first carbon Madone not to use some sort of seat stay wishbone – it's still a fairly firm ride.

Frame: Dramatic Kammtail shaping

Rather than run two separate carbon road bike campaigns – one that prioritizes stiffness and weight and another that concentrates on aerodynamics – Trek has decided to roll all three priorities into one chassis.

As with the Speed Concept, the key element is Trek's Kammtail Virtual Foil (KVF) tube shaping, which uses truncated airfoil cross-sections that supposedly maintain the aerodynamic performance of a traditional teardrop shape but without requiring unusually narrow profiles that might compromise structural requirements or violate UCI technical regulations.

As such, the Madone looks fairly traditional from a distance, and includes Trek's long-standing design features: the ultra-wide BB90 bottom bracket, the fat E2 1 1/8in to 1 1/2in tapered head tube, the round no-cut integrated seatmast, and the generously proportioned down tube and chain stays. However, a closer looks reveals that the more upright elements are shaped more like a 'U' with flat trailing edges.

Further nods to cheating the wind include direct-mount front and rear brakes, with the former's shape integrated and blended into the fork crown and the latter moving down beneath the chain stays where the airflow is already turbulent.

Virtually everything is carbon fiber, too, including the bearing seats for the integrated headset and bottom brackets and the rear dropouts. Once again, the non-driveside chain stay incorporates a pocket for the ultra-tidy Bontrager DuoTrap wireless speed and cadence sensor.

Cabling is internal throughout and convertible between electronic and mechanical drivetrains. Removable ports at the rear brake and under the bottom bracket shell ease maintenance some but the lack of internal guides still makes servicing tricky if you don't have the forethought to run liners through the frame before yanking out the old cables.

Internal routing and the chain stay-mounted rear brake make for a clean-looking package

Unfortunately, we took issue with some of the routing's entry and exit ports, too. The entry ports for the derailleurs and rear brake are too far forward, meaning that riders with smaller frames (or ones using shorter and/or lower stems) will have to run bigger loops of housing to prevent binding.

Trek recommends running derailleur lines around the head tube and crossing them back over inside the down tube but we had better luck both visually and functionally by straightlining everything front-to-back.

Likewise, the rear brake path is less than optimal. While the port placement is questionable on its own, Trek further complicates matters by adding a plug-in quick-release and barrel adjuster – necessary evils given the brake placement.

However, while the add-on fits sloppily in the stop (making for a vague feeling lever), it effectively kicks the port even further forward. And the exit port's location immediately behind the bond line at the bottom of the down tube makes feeding a cable through an exercise that almost requires having a stiff drink on hand.

Even worse, the cable noticeably drags on the exit port's aluminum noodle, too. Adding in a short piece of housing liner helped with the friction, though, while yanking out the crank and bottom bracket (not to mention a flashlight and a spoke on hand) made it a little easier to run the cables. Even so, what should have been a five-minute job was anything but.

On the plus side, the hidden rear brake and internal routing yields a distinctly clean-looking rig with minimal filigree to muddy up the sleek lines. Once those lines are run, the frame will also mostly protect them from dirt and water, so at least you won't have to deal with replacements that often.

While the new frame might be more aero, it isn't any lighter. In fact, the 52cm H2 Madone 6-Series frame we tested more than two years ago weighed 948g, while this new one is 1,000g even despite the more compact H1 front triangle geometry. Likewise, fork weight has climbed a bit, up from 300g to 330g.

Equipment: Mostly solid kit but integrated brakes are disappointing

Our wonderfully light, 6.54kg (14.42lb, without pedals) custom-built test bike was an early media sample sent before Shimano had adequate stock of the new Dura-Ace 9000 group. As such, Trek built it up with previous-generation Dura-Ace 7900 that will no longer be available, so we won't bother to comment on it here aside from saying that the new kit will be even lighter.

As usual, Trek's house brand Bontrager label adorns just about everything. The lightweight RXXXL carbon handlebar is comfortable in terms of its compact bend and shock absorbing abilities, the Affinity RXL saddle is light and distributes pressure fairly evenly (but seems better suited to slightly more upright positions), and the utterly reliable RXL forged aluminum stem gets the job done with minimal fuss, although its relatively small-diameter extension is falling behind the times stiffness-wise.

Bontrager also includes its latest Aeolus 3 D3 carbon clincher wheels wrapped in aero-profile R3 tires. At a claimed 1,440g per pair they spin up reasonably quickly, as expected, while the ultra-fat, 35mm-deep rim supposedly matches the aero performance of much deeper wheels.

As an added bonus, they're impressively stable in crosswinds, and because the rim is actually wider than the tire there's no need to undo the brake quick-release when changing a flat. The ultra-reliable, DT Swiss-built star ratchet rear hub internals should last for ages, too. Stiffness could be a little better, though – we noted repeatable brake rub up front when climbing out of the saddle.

Likewise, the R3 tires might be more aerodynamically efficient than traditional rubber with their slightly oval profile and molded-in 'wings' to smooth the gap between tire and rim, but the stiff casings don't ride as well as the Madone chassis deserves. In addition, the raised center lends a tippy feeling on-center with a disconcerting transition that makes the bike want to 'fall' into corners.

We swapped them out for a set of Continental Force/Attack clinchers and happily restored the Madone's innate handling prowess, along with a much improved ride quality.

The one major Bontrager-related disappointment is unfortunately a significant one. While Shimano will soon have its own direct-mount brakes to offer, the stock Bontrager Speed Limit calipers are just about all that's available for now.

The rear brake isn't accessible while riding

Weight is competitive, at 154g apiece with mounting hardware, but they're visually chunky and cheap looking. The associated hardware feels rather low-rent, too, with a lowly steel M6 locknut used for the rear cable anchor and soft aluminum pad hardware that easily takes a set, making it difficult to get a good adjustment.

More to the point, they don't work as well as they should. The flex-free mounts yield a firm lever but high-end power is lacking, exacerbated by the stock Bontrager cork pads' so-so initial bite. We had to squeeze awfully hard to rein in speed when hurtling down some of our most familiar descents. In addition, the pivots bind if they're tightened down too much. Loctite on the threads is a must.

Even the brakes' placement complicates matters. None of the pad fixing screws can be readily accessed on the bike – meaning you have to readjust the cartridges every time you swap pads – and it's virtually impossible to sight the rear brake pads on the rim while simultaneously squeezing the lever. Adding even more fuel to the fire is the fact that they simply don't look very high-end, either.

Trek has managed to integrate aerodynamic performance into the new Madone while impressively maintaining all of the old bike's most important characteristics: weight, stiffness, ride quality, and handling. The devil is in the details, though, and we can't help but feel a few important ones were overlooked here.

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• Trek Madone 6.5 H2 (Compact) 2012

157cm - 164cm

161cm - 169cm

166cm - 175cm

172cm - 181cm

178cm - 186cm

183cm - 191cm

188cm - 195cm

Bike summary

Bike components.

600 Series OCLV Carbon, E2, BB90, internal cable routing, DuoTrap compatible

Suspension Fork

Bontrager Race XXX Lite, full carbon w/E2 asymmetrical steerer, carbon dropouts

Rear Derailleur

Front derailleur.

SRAM Force, braze-on

Shift Levers

SRAM Force, 10 speed

SRAM PC-1070 11-28, 10 speed

SRAM Force, 50/34 (compact)

Bottom Bracket

BB90, 90.5mm, press-fit

Bontrager Race X Lite

Bontrager R3, 700x23c

SRAM Force brakes w/SRAM Force levers

Bontrager Race X Lite, 7 degree, 31.8mm

Bontrager Race X Lite Blade VR-C, carbon, 31.8mm

Cane Creek IS-2, integrated, cartridge bearings, sealed, alloy, 1-1/8" top, 1.5" bottom

Bontrager Affinity Race Lite, hollow stainless steel rails, 146mm width

Bontrager Ride Tuned Carbon seatmast cap, 20mm offset

Bike geometry

About this model.

Madone 6.5 H2 (Compact) is part of the Trek Madone model. There are 360 bikes that carry this model name. You can easily view all of the Trek Madone bikes models from 2012 , here .

Make sure you wear a helmet on every ride, and that your bike performs well. In short, this means checking the tires, brakes, and chain to make sure everything is in good working order.

Aero bikes average price

If you want an acceptable Aero bike you should know that the average price is 4211 $ . However, paying less money than this amount doesn’t mean that you couldn’t get a great Aero bike. As a general rule of thumb, you should always read reviews about the bike and its components before buying it to ensure you don’t pay too much.

Internal Cable Routing

It’s also important to mention the internal cable routing that this bike has. In short, this will allow you to keep your bike cables in great condition. Say goodbye to hanging cables.

Madone 6.5 H2 (Compact) components

Fork material.

The fork is made out of carbon, so, its weight is considerably lighter than one made out of steel. However, they cost a bit more than steel forks.

The Madone 6.5 H2 (Compact) 2012 bike is equipped with 700c aluminum wheels when leaving the factory. These wheels are the most used kind for road bikes in general. However, while they give you great speed and control, these wheels are not so bump-friendly.

When you want to stop the bike in time, the brakes are vital. The Madone 6.5 H2 (Compact) has Rim brakes. Slightly lighter than hydraulic brakes, rim brakes are a budget choice. However, they are not nearly as effective as hydraulic brakes are.

This bike is available in 7 sizes . They vary from 157 cm – 195 cm (5.15 ft – 6.4 ft) . In conclusion, finding one for you shouldn’t be a problem.

Trek Madone models from 2024

Trek madone models from 2023, trek madone models from 2022, trek madone models from 2021, trek madone models from 2020, trek madone models from 2019, trek madone models from 2018, trek madone models from 2017, trek madone models from 2016, trek madone models from 2015, trek madone models from 2014, trek madone models from 2013, trek madone models from 2012, trek madone models from 2011, trek madone models from 2010, trek madone models from 2009, trek madone models from 2008, trek madone models from 2007, trek madone models from 2006, trek madone models from 2005, trek madone models from 2004.

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I've had a soft spot for Trek's Madones for a while because the ones I've ridden in the past have been soooo responsive. They're light and punchy, sharp-handling and lots of other things that you want from a performance-driven road bike. The good news is that this new design is the best ever. It's an absolute delight to ride.

What we have here is a bike built around the 2013 Madone 6 Series frame. You'll find the new features described below on the cheaper 5 Series (complete bikes starting at £2,100) and the newly introduced and more expensive 7 Series.

The difference is in the carbon. The 6 Series bikes use 600 Series OCLV (optimum compaction low void, if you're interested) carbon which has a higher stiffness-to-weight ratio than you get with the 5 Series but a lower stiffness-to-weight ratio than the 7 Series.

All three of these Series (but not the lower end Madones) get a completely new frame design for 2013...

New KVF tubing

The biggest new feature is the KVF aero tubing. KVF? It stands for Kammtail Virtual Foil and it was first introduced on Trek's Speed Concep t time trial bike.

Essentially, the KVF tube profile is an airfoil shape with the tail chopped off square. Trek reckon that the design makes the air behave as if the tail was actually there in order to reduce drag. The advantages of cutting the tail off are that it uses less material and so reduces weight; it works well in crosswinds; and it allows Trek to stay within the UCI's equipment rules.

You can see the KVF shape most clearly on the down tube – the sides curve around and then the rear edge is cut off flat. Trek use the same shaping on the head tube, seat tube, the seat stays and the upper portion of the fork blades. Extensively, then.

How much difference does it make? You have to have a statistic these days and Trek say the KVF shaping reduces frame (not including fork) drag by 60g over the previous generation Madone. Without taking the bike to a wind tunnel, we couldn't tell you how accurate that is. We're reporting it rather than confirming it.

Brake design

Integration has become ever more important in bike design recently with manufacturers seeking to reduce drag by making everything blend together for more aerodynamic efficiency.

Trek have been busy creating their own new front brake that fits neatly to the fork. Well, their in-house Bontrager brand have. One arm of the Bontrager Speed Limit brake is attached via a central bolt, the other fixes direct to the fork leg. This saves a little weight and allows the two arms to sit flush against the fork crown. Trek reckon that the combined effect of the KVF fork shaping and the integrated front brake reduces drag by another 76g.

Trek put the rear brake just behind the bottom bracket – a position that has been used on many bikes down the years including a whole bunch of today's time trial machines.

Slinging the brake down here allows Trek to keep it hidden from the wind for improved aerodynamics. It also means there's no longer any need for a brake bridge between the seatstays, cleaning up the airflow in that area. Plus, because they don't have to deal with the braking forces, those seatstays can be made with less material to reduce weight.

It works well. You'd be hard pressed to tell any difference between the braking power you get with Trek's new design and a standard set-up. I wouldn't say there's much in it either way. You can adjust the pad position of the rear brake on the fly just as easily as if it was mounted in the standard position because Trek fit a barrel adjuster at the point where the cable enters the head tube.

I did wonder whether the positioning of the rear brake would mean it would get bunged up with gunk from the UK's perma-damp roads, but that hasn't been an issue. It is a little more awkward than usual to clean but it's really not much of a problem.

Other features

The new Madone naturally comes with internal cabling, the rear mech cable emerging right at the end of the chainstay, and it's fully compatible with Di2 electronic shifting.

Trek continue their integration theme with a DuoTrap digital sensor recessed into the chainstay. You'll probably already know that this can take speed and cadence measurements and send them wirelessly (ANT+ compatible) to a computer on your bars.

Trek also integrate their 3S chain keeper directly onto the frame. It's a tiny plastic stop that bolts to a threaded hole just above the bottom bracket. There's no great level of technology going on here but it's really unobtrusive and it works to prevent the chain coming off the inner chainring and damaging any of that lovely carbon.

Okay, so that explains a few of the 2013 Trek Madone's key design features, but how does it ride? That, after all, is what matters.

Well, put simply, this bike rides beautifully. For a start, the lightness and punchiness of previous generation Madones is still there. Our complete bike weighs in at 6.78kg (14.9lb). That's with a mechanical Dura-Ace 7900 groupset and Bontrager's Aeolus 5 clinchers (we're going to do a separate review of those, so standby for that).

You can choose your own spec through Trek's Project One custom programme. Our one would cost you £6,725 – those wheels really jack the price up – although you can have a 6 Series Madone from £3,400 if you adjust the spec.

The Madone really flies forward the second you increase the power. It reacts so quickly. And when you get busy on the climbs, it's perfectly happy to pitch in and do its part.

I'm pretty big by cycling standards (75-77kg) and, despite its light weight, the Madone stood up to all the power I could sling its way. Trek's E2 head tube houses a standard 1 1/8in upper bearing with a big 1 1/2in bearing at the bottom, and it's a chunky piece of work. It holds the front end super-stable and, along with those KVF fork blades, it makes for precise handling through long, sweeping turns and quick, zigzagging ones.

The bottom bracket is Trek's BB90 standard with widely spaced bearings and there's very little flex there either. As far as I can tell, Trek have managed to keep all of the Madone's frame stiffness with this latest incarnation. Despite the big changes, it's every bit as solid as before.

The other big feature is vertical compliance. Now, I don't really like to go on about vertical compliance too much because it's the biggest cliché in cycling. On Road.cc, we tend to take the Mick when manufacturers mention it because they'll wheel out the phrase even if their bike rides like a boneshaker. But that's not to say that vertical compliance isn't a valuable property for a bike to have; it certainly is if you want a comfortable ride.

The reason I bring it up is because the new Madone does have plenty of, you know... VC. Sorry, it just does, especially compared to other aero road bikes I've ridden. That back end in particular just seems to soak up rough roads, unexpected dips and so on.

It helps that I have such a massive (some might say 'ridiculous') amount of seatpost to take the sting out of things. Well, not seatpost exactly... the Madone uses what Trek call 'a no-cut Ride Tuned seat mast'. In other words, you get an extended seat tube with a long mast topper on the outside that gives you 10cm of adjustment. As the name suggests, you don't need to cut the seat tube to length like you do with some systems.

I can't say I'm a huge fan of the Bontrager Inform Affinity RXL saddle. Buy it separately and it's a £100 perch with carbon rails and a carbon-fibre reinforced shell. It's just that I found it to sag in the middle and that's really not comfortable for me. But, when it comes to saddles, one man's meat is another man's poison. Probably not the best choice of words there. Ahem!

As for the ride position, our 6 Series frame is built to Trek's H1 fit which is designed to be low and aero. Trek have increased the reach of the existing H1 geometry a touch for a slightly more stretched ride position.

I'm happy with that setup and find it perfectly comfortable but you might not, in which case, you're in luck... The 6 Series is available in an H2 fit too. The biggest difference is in the length of the head tube. With the H1 fit it's 16cm on a 58cm frame; with the H2 fit it's 19cm. That means your ride position is a little more upright to take the strain off your back and neck, without the need to use a stack of flexing spacers. The H2 setup is still performance-orientated, but it's a bit more relaxed.

I won't bother telling you about the Shimano Dura-Ace groupset because it's not standard – although, as I said, you can spec it if you go through the Project One system. You can also choose your own colour and have your name on the top tube if that's your thing.

I won't tell you about the Aeolus 3 wheels either because we're going to cover them in a separate review. They're brilliant though.

So, that just leaves me to round things up and I'll do that by saying the new Madone is an absolute triumph. It really is. It's light, it's very, very fast and it's way more comfortable than you've a right to expect of a high-performance bike (albeit that I didn't get on too well with the saddle).

I'd love to be more critical and give you a few negatives as well but I'm not going to do that just for the sake of it. This is one of the very best road bikes out there. If the 7 Series is even better, well, we'll happily ride one of those for a bit too. In the meantime, I suppose we'd better box this one up and send it back.

Lightweight, very fast and comfortable - a super-high performance bike that won't disappoint, if you have the cash.

road.cc test report

Make and model: Trek Madone 6 Series 2013 (custom build)

Size tested: Project One build

About the bike

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

The frame is made from 600 Series OCLV carbon

The fork is full carbon too, including the dropouts

Our bike came with this spec:

Groupset Shimano Dura-Ace 7900

Brakes Bontrager Speed Limit integrated brakes with Shimano Dura-Ace levers

Wheels Bontrager Aeolus D3 3

Handlebar Bontrager Race XXX Lite VR-C

Stem Bontrager Race X Lite

Saddle Bontrager Affinity RXL Carbon

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

It's a race/performance bike. The pros teams might be on 7 Series Madones but, really, the 6 Series of bikes are professional level.

In the build we have, it's 6.78kg without pedals (size 58cm). Add the pedals and it's just above the UCI's 6.8kg minimum weight limit for racing.

Trek say, "Madone 6 Series is race-bike royalty, with its legacy of 9 Tour de France wins. Still the same incredible ride feel and hand-built quality, now with an all-new super-aero shape.

"6 Series has charged the steepest climbs, staged the biggest comebacks, carried the greatest legends. It will take you past your limits, beyond your expectations."

Frame and fork

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

Spot on. You can chose your own colour from a vast selection.

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

The frame is Trek's 600 Series OCLV carbon. For all the details, including how it compares to their other grades of carbon, go to Trek .

Tell us about the geometry of the frame and fork?

You get to choose between Trek's H1 and H2 geometries.

Essentially, H1 is low and aero. H2 is a little more relaxed. The main difference is in the height of the head tube. It's a bit longer with the H2 so you get a more upright ride position - although it's still a performance-orientated set-up.

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

See above on that. You can go for low and stretched or a bit more relaxed.

Riding the bike

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

Very comfortable, yes, especially for a performance-orientated machine.

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

Yep, it's as rigid around the front end and bottom bracket as previous generation Madones, as far as I can tell.

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

Yeah. Trek have built plenty of Tour-winning bikes in the past and this one is the equal of those in terms of efficiency.

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

A touch on the 58cm frame we have. Not a problem, though.

How would you describe the steering? Was it lively, neutral or unresponsive? The lively side of neutral.

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

It feels super-smooth compared to a lot of other high-performance bikes and the steering is pin sharp.

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

I actually didn't especially like the saddle. I felt the comfort was despite the saddle rather than because of the saddle. It's always a matter of individual taste. There's plenty of give in the frame and seatmast to keep things feeling smooth.

The drivetrain

Not especially good value compared to Ultegra or 105 but very good value compared to top-end groupsets from the other leading brands

Wheels and tyres

You can get lighter wheels; these major on aerodynamics.

Your summary

Did you enjoy riding the bike? Yes.

Would you consider buying the bike? Yes.

Would you recommend the bike to a friend? Without doubt.

Overall rating: 9 /10

About the tester

Age: 41   Height: 190cm   Weight: 75kg

I usually ride:    My best bike is:

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

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

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Mat has been in cycling media since 1996, on titles including BikeRadar, Total Bike, Total Mountain Bike, What Mountain Bike and Mountain Biking UK, and he has been editor of 220 Triathlon and Cycling Plus. Mat has been road.cc technical editor for over a decade, testing bikes, fettling the latest kit, and trying out the most up-to-the-minute clothing. 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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It's possibly a small detail, but one of things I love about the Trek kit is the DuoTrap compartment. Attention to detail like that matters to me and hints that other things have also had a little more care taken over them. Personally I'd go for a Domane as the roads around where I live are far from ideal...but this is stunning.

I think the translation to grams is effectively a comparative that makes it easier for cyclists to understand. Rather than talk about how it reduces the drag coefficient, they talk in grams because people can understand how this is equivalent to, say buying a lighter group set, or saddle, for instance. So if I am thinking of buying a bike, and like one that weight 6.80Kg, and the other weighs 7.0Kg, but is fandangled in such a way that it reduces drag by 200g, there's no real difference.....I think that is the logic.

But if I was an engineer I would probably dislike the terminology, but I guess most people without an engineering background would struggle to understand how a drag coefficient would affect their ride, especially when so often there are so many factors that add to or detract from riding performance - aerodynamics and weight being just two.

im going to say something i have never said before.. these new treks actually look really impressive.

russyparkin wrote: im going to say something i have never said before.. these new treks actually look really impressive.

Have to agree. Never liked Trek much, always seemed a bit sterile and a bit ugly. Nothing offensive, just very anonymous. This model really does look the part.

In science and engineering drag would typically be measured in Newtons, ie. units of force.

I'm not sure why the cycling community measure it in grams, as of course grams (kilograms SI) is a measurement of mass. Weight on the other hand, is a force due to mass sitting in a gravitational field. Measuring drag in grams, is, in my view (as an engineer) just wrong.

Why is drag measured in weight (grams) as opposed to er...erm, well whatever you measure drag with?

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• Madone 6.5 H2 (Compact)

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2012 Trek Madone 6.2

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Been looking at new bikes. Specialized Roubaix SL3 Expert Compact and the Cannondale Synapse Carbon 3 Ulegra. Haven't really looked at Trek. Don't know alot about it except lots ride them. I kinda like the 2012 Trek Madone 6.2. How are they? Good frames?  

Demo, demo, demo them all. I have a 2011 6.2 or 6.9, can't remember, really doesn't matter to me. It rides really nice and is light. What brand does your favorite shop carry?  

Considering that a 6.9 is twice the price of a 6.2, I would think you'd know the difference!  

Yes, I know what the bike cost me, it was a p1 with 7900 d/a and I paid a lot, 6 plus, I just could care or less what number it is or the difference between the two, sorry. I know its a lot better than me. Edit- according to the trek website, I have a 6 series p1, so I neither have a 6.2 or 6.9. But please correct me if I am wrong, is the different ultegra or d/a and race or race lite wheels mr stump jumper?  

MerlinDS said: Yes, I know what the bike cost me, it was a p1 with 7900 d/a and I paid a lot, 6 plus, I just could care or less Click to expand...

Perfect, one shop has most, go do a 30 min ride on each one and let us know what you think. Would you buy a car without a test drive, most wouldn't. The reason I asked if you have a favorite shop, most forget about the true value of them these days. All we see is I can save $300 online. I can tell you my shop has spend a lot of time fitting me, lending me tools, lifetime basic tuneups, shift cables, etc all for free.  

No shops like that here. All chains. I test, find the bike I want and see which shop gives me the best for my money. Already tested the Robaix. Light and stiff and felt great. Just like my 02 except even better. I'll do the Canondale this weekend.  

I'm pretty sure that the Madone 6 series frames are still built by Trek in Wisconsin, not overseas. If that makes a difference to you.  

I have test ridden the Roubaix expert and Madone 5.2 H3 fit. The Roubaix felt a little lighter and smoother....but interestingly weighed 18lbs in a 58cm. The zertz help. The Madone weighed 17lbs...for a 60cm!!! And that was with heavier wheels which may explain the slightly heavier feel. Both had very comfortable geometry.  

All the one bikeshop I went to this morning had were 2 56cm 6.2 2011 at 1K off to sell.  

6.2 and 6.5 same frame, made in Wisconsin Factory. 6.7SSL and 6.9SSL made in Wisco in same mold as 6.2/6.5 but with nicer carbon. 1k off a 2011 is a good deal. If more people are shopping than OP if your willing to look at 5 series frames Trek has closeout deals on 5.9 (dura ace/ultegra mix) and 5.5 Force bike.  

I just got a sweet deal on a 6.2 frameset from my LBS. Go with the 6.2 1k off great bike.  

Just to clarify, the second digit on Madones (.2, .5, etc.) just refers to the component spec on "off the shelf" bikes. For the Wisconsin made frames, there is the 6 series and the 6 SSL series, the difference being a more complex layup and some material trickery for the SSL which results in a slightly stiffer frame that's about 100 grams lighter. All the 6 series we've sold in the last year have been Project One's. It would be crazy to do otherwise. Right now, our shop (which I will refuse to name here as I don't think it's appropriate to use this forum to pimp our business) will sell you a 2012 P1 6 series with full Ultegra, any of the 6 "no upcharge" paint schemes, your spec of gearing, bar width, stem length, bar tape and housing color, crank arm length, compact or standard, Race Lite wheels, etc. for about $500 less than you can get the top-of-the-line Asian made Cervelo frameset (yes, FRAMESET!). We've been doing 20% off advertised retail on P1's since the TdF and Trek just announced $300 additional discount. Different bikes work differently for different folks, I'm somewhat of a retro-grouch (I still love my vintage steel), but omigod do I love my 2008 6 series Campy equipped Madone. Plus, as a company and having worked 7+ years for a Trek shop, I cannot say enough positive about Trek. Some have ragged on Trek as the "General Motors" of the bike world. But I would remind them that of the big three companies (Giant, Specialized, and Cannondale) only Trek is family owned. Yes, I'm biased.  

Richard said: Plus, as a company and having worked 7+ years for a Trek shop, I cannot say enough positive about Trek. Some have ragged on Trek as the "General Motors" of the bike world. But I would remind them that of the big three companies (Giant, Specialized, and Cannondale) only Trek is family owned. Yes, I'm biased. Click to expand...

t_togh said: I have test ridden the Roubaix expert and Madone 5.2 H3 fit. The Roubaix felt a little lighter and smoother....but interestingly weighed 18lbs in a 58cm. The zertz help. The Madone weighed 17lbs...for a 60cm!!! And that was with heavier wheels which may explain the slightly heavier feel. Both had very comfortable geometry. Click to expand...

Taller HT or more spacers?  

David, you need to look at the geometry charts. The H3 60cm madone has a shorter top tube than the 58cm Specialized Roubaix, a shorter reach, and a higher stack.  

A topic that has always been discussed but no easy answer. Anyway, I'll just tell you what I know about the 6.9ssl and my Cervelo R3. I recently purchased a Project 1 6.9ssl in Leopard Trek Colour. It was custom built and fitted. Mine is the H1 and I had the fork cut down. I have a 5mm spacer under the stem. At the time, I wasn't serious about buying a new bike to replace the R3. I was very happy with the R3 but then when I had the opportunity to test ride a 6.9ssl at the dealer, I thought "great, at least I can tick it off my list of bikes I have ridden". I didn't think there would be much difference between the Trek and my Cervelo but as soon as I took it out on the road and spinned the cranks over, it felt like day and night. My first impression was this machine is feather light and extremely responsive with minimal effort. My ride was only 15 minutes long but when I got back to the shop I told myself I have to have it. Never have I had a bike where I rave so much. That was 3 months ago and I've done a lot of riding with the bike since. Lots of hill climbs and just long km rides. No issues at all and the bike is just so compliant and quiet. Really, it made so well that there are absolutely no rattles even on the roughest road. It is still handmade in Wisconsin and I absolutely love it everytime I'm on a ride. If you're going to spend top dollar for a bike that does everything almost perfectly, the 6.9ssl is highly recommended. Just for your info, I've ridden quite a few top notch bikes including the Specialised S Works Venge but nothing really tickled my fancy except the Trek. I think it's really value for money.  

I believe all 6 series are available with two fits, the H1 and H3, as well.  

6 series are available in either H1 or H2, but not H3.  

Just tested a H2 6.2 DI2 Ultegra. I liked it alot I told the guy I wasn't big on the bontrager wheelset. The salesman said at my weight{205} the Shimano Ultegra WH-6700 would be trouble free and he wouldn't suggest the WH-RS80 -C24-CL. Then one of the guys that was working on bikes came out and suggested the WH-RS80 -C24-CL would be a good choice for me. Now I have no clue which. Nice bike at $4899.  

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2011 Trek Madone 6.5

A carbon frame aero bike with high-end components and rim brakes.

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A bike with lower gearing will be easier to ride up steep hills, while a higher top end means it will pedal faster down hills.

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I've made it here to Liege to chase a little bike race around France, but before I begin Trek was kind enough to invite me to their new Madone launch. And I'm glad they did. Besides having a lot of fun, I've had the opportunity to meet many of the people behind Trek and the innovative products they produce. Back in

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