trek madone brake pads

• Trek Madone SLR Brakes

We'll take care of you. Period.

It's our mission to provide you with world-class hospitality every time you visit us online or in-store. We're always here to help you. It's the Trek way.

30 Day Unconditional Guarantee

Ride it and love it, or we'll take it back. If for any reason you're not 100% happy with your trekbikes.com purchase, you can send it back within 30 days for a refund - no questions asked.

Free shipping on all orders over $49

Simple, free delivery options for however you prefer to shop. Orders over $49 ship to your home for free, and all orders ship free to your local retailer for in-store pickup

More options

• Running Footwear
• Cycling Footwear
• Electronics
• Things that Roll
• Running Stores
• Fitter's Database
• Triathlon Clubs
• Race Calendar
• Map of Everything
• Your Local Listings
• General Training
• General Physiology
• Equipment and tools
• Geometry & Handling
• Choosing via Stack/Reach
• Road Bike Fit
• F.I.S.T. Workshops
• F.I.S.T. Tri Bike System
• STEM Calculator
• Bar to HT Calculator
• TRI Geometry Calculator
• Stack/Reach Database
• Fitter's Forum

Most Popular

Map of everything.

Trek Madone brake surgery

While the concept of an aero road bike isn’t new, the phenomenon of proprietary integrated brakes on these frames is . That’s right – they’re not just for triathlon or time trial bikes anymore. What’s the advantage of these brakes? We’re left to assume a measurable improvement in aerodynamic performance. How much? Your guess is as good as mine. The benefit will undoubtedly depend on the frame, brake design, a range of yaw angles, and so on. At least for purposes of this article, I’m not concerned with the aero part. I want to bring out the wrenches and see how the brakes function. Are they difficult to install? How is the lever feel? Do they work with narrow and wide rims? How quickly can I swap out the brake pads? The bike I’m working with is a new 2013 Trek Madone. Historically, I like the Madone. In fact, I owned one of the first-model-year Madones (which was originally an ‘aero’ version of the 5900). It had a round seatpost that plugged into a seat tube that looked like a shark fin. I built it up with Campagnolo Chorus 10-speed, the then-new Fizik Aliante, and silver Elite bottle cages that matched the frame. And of course – white bar tape.

This new Madone is a completely different beast, however. It has an integrated seat mast, Kamm tail tubing, and of course – these high-tech brakes.

The photo above shows the two main parts of the front brake. The rear brake is similar in design, but not identical (which we’ll detail later in the article). With the two pieces put together, it actually looks and feels similar to a standard dual-pivot road caliper. The key difference is that the pivots mount directly to the frame. I don’t know if Trek uses this term (or if I’m coining it right now), but it seems to me like a ‘direct mount brake’. As you could guess, the mounting points for this brake are different than a normal caliper. As a result, the fork is proprietary:

When I first got my hands on the brakes, I wondered if Trek made several versions of them. After all, the rate of cable pull between other manufacturers’ brake calipers and levers can vary. What if I want to use Campagnolo brake levers with these calipers? Or Shimano? Or SRAM? Are there three (or more) different Trek calipers to work with these? The clever folks at Trek thought of that:

Yes, those are limit screws. On a brake. While limit screws are normally found on front and rear derailleurs, this brake caliper uses them to adjust for different levers. Trek supplies this handy chart:

I’m using Shimano Ultegra Di2 levers, so that means I unthread the L screw, and thread in the H screw before mounting the caliper. If I was using SRAM or Campy levers, I’d thread in L, and unthread H. Now that we have the limit screws taken care of, let’s mount the front brake. There are two 4mm flat-head hex bolts; one for each of the two main arms. Note the small ‘nub’ that mates with a matching small hole on the fork – the brake uses this as a point of leverage.

Thread the bolt down, and tighten it to 6-8 newton meters.

Next, bolt the second arm on:

The cable and housing install similar to a normal road caliper. I followed my usual rule of “If a ferrule fits – use it”.

Next, I tightened down the anchor bolt, which aids in setting up the pad placement. Just where do I set up those pads? What about wide rims? The stock wheels with this bike are Bontrager’s updated Race X Lite model (which we reviewed in 2012 – linked at the bottom of this page). These wheels follow the trend of wider-is-better, and have 23mm rims (measured outside-to-outside at the braking surfaces). Bontrager did the math for us to accommodate various rim widths. Each brake arm has two washers that may be moved to either side, to space the pads appropriately:

These 23mm rims get one spacer on each side of the brake arm. To set up the pad properly within the braking surface, I followed my normal procedure – loosen the pad bolt with one hand, squeeze the brake lever with the other hand, and tighten the bolt.

The pad adjustment was my only gripe with the front brake. The pad holder fell victim to what I call “tighten-and-swivel syndrome”. What’s that? As I tightened the bolt on the pad holder, it caused the whole pad to rotate – no matter how hard I squeeze the brake lever. This isn’t a deal breaker – just makes it more difficult to properly set up the pads. In my book, Shimano sets the gold standard in this regard. On a Dura Ace, Ultegra, or 105 brake, the pads tend to stay very straight (making setup VERY fast and easy). With the front brake installed, I wanted to take a look at how the quick release cam works. When closed, it is in-line with the rest of the brake. To open the quick release (to make the caliper open wider for wheel removal) – you pull the lever outward in to the wind:

Let’s move on to the rear brake. Before starting, I want to point something out that may or may not be obvious to you. How do pro mechanics work on all of the hidden brakes these days? First, they use a “race work stand” that holds the bike by the front fork and bottom bracket. To access the brakes, they simply flip the bike over:

You can rest the saddle on something like a stool, bike box, etc. Lucky for me, the rear brake cable was already routed through the frame. This is how the bike came pre-assembled from Trek.

As you can see, the rear brake is under the bottom bracket shell. There is also a Di2 battery mount just in front of it. Also take note – the rear caliper does NOT have a quick release cam on it, nor a barrel adjuster. How do you open up the brake arms to let your wheel out? Trek thought of that ahead of time, and made this very slick two-piece inline cable adjuster:

This piece bolts in near the head tube. The cable housing terminates here, and a bare cable runs through the down tube. If you rotate the piece furthest to the right (in the above photo), you adjust cable tension. If you turn the next piece to the left – with the protrusion – this opens up the brake like a normal quick release. Whoever invented this little guy deserves the coveted “Employee of the Month” parking space… AND a casual Friday. Also note that the rear brake caliper’s limit screws are in a different location than the front brake. They’re right behind the chainrings:

I could adjust the first screw (on the left in the above photo), but had trouble reaching the second screw (on the right). Whether or not you can reach these will ultimately depend on chainring size and type – you obviously would have much more trouble with a solid TT ring. I ended up using the short end of an L-style 2mm allen wrench to adjust the screw on the right, but could only do about 1/8th turn at a time. This job is likely best done with the cranks completely off the bike – similar to many other hidden-rear-brake bikes. The rear cable anchor bolt is also unique. Seen in the photo below, you must slide the cable in to the slot. Then you tighten the 5mm bolt on top, which threads in to a hex nut underneath.

After tightening this anchor bolt down, adjusting the pads, and dialing in the pad width, I noticed the brake was dragging. It didn’t feel quite right. Upon closer inspection, I found that the piece of rear housing was cut too short from the factory:

The housing was pulled taut against the down tube, and didn’t allow the cable to move freely. The fix? Loosen the cable anchor bolt, pull the cable from the caliper, remove the housing, and cut a slightly longer one:

I bolted everything back together, but it still didn’t feel quite right. The rear housing had a nice gradual arc, the pads were straight, and the caliper was centered. I fiddled. I sat down for a minute of quiet time. Was the cable routed incorrectly through the down tube? Was it caught on one of the Di2 wires? That was all I could figure. In all of my years of working on internally-routed bikes, mystery shifting and dragging brakes usually mean a tangled mess inside the bike… and manually re-routing cables through. So – I unbolted the cable anchor, pulled the housing, and removed the cable entirely from the bike. As I removed the cable from the brake lever, I found the culprit. It wasn’t routed poorly through the down tube at all. It was...

...a very kinked cable. Whoops. I installed a new cable, fished it through the down tube, re-installed both down tube cable stops, installed the rear housing, and buttoned up the cable anchor bolt. The only issues I had with the brakes had nothing to do with the design itself, but rather the factory assembly of the bike. These issues will generally be solved by the dealer who assembles each bike, but it brings up an important point – what is their labor time worth? This job took me approximately one hour and forty-five minutes. With the same housing and cable problems on a standard caliper and external routing, I’d put it at twenty or thirty minutes tops. Do shops charge based on task or time? More than one dealer of high-end triathlon bikes I’ve spoken with voiced real concern on this topic. Many of them are simply eating the cost of increased labor time, in hopes of retaining customers. A bike fit adjustment that takes ten minutes on an “easy” bike could take five or ten times as long on a fully integrated one. Need to cut that aerobar extension down by one centimeter? Well, we need to pull the cable and housing out, cut the bar, fish Di2 wires or new cables through the frame (and potentially remove cranksets, brakes, and batteries to do so), reinstall all of the sub-components, re-tape the bars, and so on. Can this shop double their bike fit rate because the customer bought a sleek bike? Probably not. But – can we blame the customer for buying the bike, when so many of the available choices in the market are this way? I don’t know what the right answer is, but I certainly empathize with the dealers that must figure this out. At the end of the day, I think Trek has a nice brake here. The lever feel is good. I wouldn’t call it “Dura Ace good”, but it’s on-par or better-than other proprietary brakes. The real success story, in my opinion, is how much of an improvement these brakes are over the Speed Concept – in lever feel, strength, and ease-of-use. My hope is that these brakes (or something similar) find their way on to whatever the next generation of Speed Concept is.

Related Articles

Bontrager TLR 2013 Review

Dirk Bockel's Speed Concept

Our partners.

• Privacy Policy
• User Agreement

transition-DOT-area-AT-slowtwitch-DOT-com

©1999-2024 Slowtwitch, Inc., and Slowtwitch.com Reproduction of material from any Slowtwitch.com page without written permission is strictly prohibited.

Trek Madone SLR Rim Brake

Rim brakes may seem like an endangered species with the rise of road disc brakes, but they're not dead yet! This Madone is a perfect example of how seamlessly rim brakes can be integrated into an aero road frameset, with the direct mount brakes tucked neatly out of the airflow.

Together with Ultegra Di2 electronic shifting this makes for a particularly neat and elegant bike, and one that isn't short on tech where it's needed. Like it's disc-equipped counterpart in the Madone range there is adjustable top tube IsoSpeed damping, helping to ensure that whilst this is a full-on performance aero road machine it is also remarkably comfortable on longer rides.

photos by Bobby Whittaker

Key Features

• Trek Madone SLR frameset in Rage Red/Trek Black / 60cm
• Madone SLR VR-CF aero bar/stem
• ENVE SES carbon wheelset
• Fizik Aliante R1 Versus Evo saddle

Recent Builds

Specialized S-Works Tarmac SL8

Mosaic GT-1 45

Specialized S-Works Crux

Disc Brakes and (Much) More for Trek's New Madone

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

Underneath the Madone SLR's familiar face is a long list of updates and improvements. The addition of a disc brake option is the most significant, but Trek's team also updated the bike's bump-absorbing IsoSpeed seat tube, made the cockpit more adjustable, updated the geometry, and freshened the Madone's graphics and colors.

Many Madone Models

In sharp contrast to some of the new aero bikes that have rolled out recently, Trek offers the new Madone in a bunch of options: rim or disc brakes, for electronic and mechanical drivetrains, and in women's and men's builds.

The Madone SLR version comes in eight models that range in price from $12,500 to $6,000. All SLR models use an integrated seat mast, and are equipped with the same Madone-specific bar and stem. All models get tubeless ready wheels, 50/34 chainrings and 11-28t cassettes. The Madone uses the BB90 bottom bracket system.

A revised Control Center is located under the downtube bottle-cage mount and holds the Di2 junction box and battery. It also anchors the rear brake hose to prevent it from rattling in the Madone's sizable downtube.

All Madone SLR models are made with Trek's highest grade OCLV700 carbon fiber composite. At this time, the Madone SLR models are made overseas and not in Trek's Wisconsin factory.

The top-of-the line Madone SLR 9 Disc comes with Shimano's Dura Ace Di2 disc group , Bontrager Aeolus XXX 6 Disc wheels, 25mm Bontrager R4 320tpi tires, and carbon-railed Bontrager Montrose Pro saddle. With standard paint, this SLR 9 Disc is $12,000; choosing one of the "premium" paint schemes adds $500. Note that, unlike some of its competitors, this model is not equipped with a power meter.

The SLR 8 ($7,500; $8000 with premium paint) is a rim-brake model. It's built with Shimano Dura Ace mechanical drivetrain, Bontrager Aeolus Pro 5 wheels, 25mm Bontrager R3 tires, and Bontrager Montrose Elite saddle.

The SLR 6 Disc has the biggest range of models. This model is built with Shimano Ultegra mechanical group, Bontrager Aeolus Comp 5 Disc wheels, 25mm Bontrager R3 wheels, Bontrager Montrose Elite saddle. It is available men's and women's build. With standard paint, the SLR 6 Disc is $6000; with premium pain it's $6,500.

Men's and women's builds use the same frame, with the same geometry—only finish and some parts (saddle for example) are changed for the women's builds.

In addition to these prebuilt models, Trek offers the Madone SLR through its Project-One custom parts and paint program. P1 bikes will be offered with more parts options, and huge range of paint customization options.

The $4,000 Madone SL 6 is a carry over of the previous generation's frame, though built with lower-grade OCLV500 carbon. This model is rim-brake only, with standard bar and stem compatibility. It's built with a Shimano Ultegra mechanical drivetrain , Bontrager Aeolus Comp 5 wheels, 25mm Bontrager R2 tires; Bontrager Montrose Comp saddle, and Bontrager stem and aero-top handlebar.

The Madone SLR disc frame weighs 1,112 grams; the rim-brake frame weighs 1,131 grams (weights are for a 56cm frame with seat post, but no paint). Note that the rim-brake frame weighs more than the disc brake frame. Fork weights are 421 grams for disc, and 378 grams for rim.

The Madone SL frame weighs 1,112 grams with seat post and the fork adds another 376 grams.

Trek claims a complete SLR 9 Disc weighs 7.405 kg (16.32 pounds). The SLR 8 with rim brakes has a claimed weight of 7.087kg (15.62 pounds)

Disc Brakes

Like almost all new disc-equipped bikes, Trek uses Shimano's flat-mount caliper attachment standard (Dura Ace and Ultegra calipers come only in this style), with 12x142mm (rear) and 12x100mm (front) thru axles.

With disc brakes, the new Madone has slightly more drag (3,216 grams compared to 3,202) than the previous generation (rim-brake-only bike). The 14 gram difference met Trek's design goal of 30 grams or less of the previous generation.

That drag difference is averaged across a -12.5-degree to 12.5-degree yaw sweep, which is a little narrower than most brands test–Specialized tests -15 degrees to 15 degrees and Cannondale tested its new SystemSix (and its competitors) between -20 and 20 degrees. Trek claims that its range is suitable, saying that it is the most common yaw a rider experiences based on real-world data-collection studies."

The wind angle you experience on the road is subject to many factors, perhaps none greater than your fitness. The faster you ride, the straighter the wind you experience becomes. At some angles the new Madone SLR Disc is faster than the previous generation Madone with rim brakes; but at most angles tested, it is a tiny bit slower.

Trek did not provide any information about the Madone's performance relative to its competitors. Not that it would have mattered anyway as the aero category has been completely upended this week.

A molded-in tube guides the front brake hose for easier assembly or replacement.

Maximum officially allowable tire width for the disc brake Madone is 28mm, which, in the new aero disc world, is on the smaller side. The new Venge, for example, can take up to 32mm-wide tires.

New Rim Brakes

While disc brakes seem to have established themselves as the standard for high-end road bikes, rim brakes still have their fans. Trek didn't neglect the trusty, light, and elegant rim brake when designing the Madone SLR. In fact, it made a new one.

The biggest noticeable change is that the front brake has been relocated to the back of the fork, which improves the (rim brake) frame's aerodynamics slightly (Trek did not provide aero testing data). The new front brake is five grams lighter than the one fitted to the previous Madone; the new rear brake is the same weight as the previous brake design.

An updated brake-arm design provides independent spring tension adjustment, and independent adjustment of arm position. The latter allows the rider to easily adjust the brake arms to accommodate (external) rim widths of 23 to 28.5mm without fiddling with the brake cable. Maximum, official, tire size on the new Madone SLR for rim brakes is 25mm.

Somewhat crazily, the front-brake housing goes down the front of the fork steerer, then goes into a hole in the steerer above the lower headset bearing, then out the crown. I assume Trek's engineers have done their homework, but I have to admit that a hole in the fork steerer so close to the crown gives me a little pause.

More Adjustable IsoSpeed, Now With Damper

Borrowing an idea first seen on the Domane SLR, the Madone's IsoSpeed Decoupler, which allows the seat tube more freedom to flex now offers rider-adjustable stiffness (it was fixed in the previous generation). The slider is located under the top tube, and is adjusted by loosening a single bolt.

At the extremes of the adjuster's position, the Madone SLR can be up to 22 percent stiffer, or up to 17 percent softer than the previous Madone frame. The minimum and maximum vertical compliance numbers vary slightly by frame size, but all sizes have very similar values.

Another significant update to the Madone's IsoSpeed Decoupler is the addition of a small damper. This is the first time a damper has been added to any of Trek's IsoSpeed-equipped bikes. The damper is a bit of squishy material that, when displaced by a bump, slows the IsoSpeed's return to its original position. The Madone's white paper claims the "damper is reducing the amount rebound magnitude after impact by as much as 13 percent."

The should help reign in some of the bounciness that could occur when riding an undamped IsoSpeed equipped bike. This will be particularly welcome now that the Madone's IsoSpeed can provide more vertical deflection. I would suspect Trek will add the damper to future versions of its other IsoSpeed equipped bikes, the Domane and the Boone.

Revised Cockpit

The previous generation of Madone arrived with a sleek, integrated carbon bar and stem, which limited bar position options, and made changing stem length more involved (because the whole unit had to be replaced). It also offered fewer stem-length/stem-angle/bar-width/bar-shape options than a two-piece system.

For the new Madone SLR, Trek's product team has developed a two-piece bar and stem that maintains the same aerodynamic properties of the one-piece system, but offers a much wider range of fit combinations (40 versus 26 for the one-piece). Additionally, the two-piece system provides +/- five degrees of bar roll.

Stems are offered in -7 degrees and -14 degrees rise, and in 90, 110, 110, 120, and 130mm lengths. The new Madone bar has back-swept tops (the old bar had straight tops) and comes in 380, 400, 420, and 440mm (center to center) widths. All bars have 93mm reach and 123mm drop–note that Bontrager measures reach a bit differently than other brands, so its reaches look long in comparison.

Though it's now a tw0–piece system, the controls still run through the middle of the stem, so a stem swap still requires uninstalling the brake and derailleur cables/wires/hoses/housings from the frame.

The Madone's "seat post" has been updated as well. The clamping system is now an internal wedge for a cleaner look compared to the previous Madone, and a light mount for Bontrager's Flare R rear light has been integrated as well. The standard post has 25mm of offset; an optional post with 5mm offset will be available.

New Geometry

For several years, Trek has offered its flagship road frames in two geometries. H2 gave riders a little more stack and reach relative to standard road racing geometry. H1 however was intended for limber professional racers. It had very long reaches and very low stacks.

The Madone SLR comes in a new geometry Trek calls H1.5 and it's almost exactly half way between H1 and H2 geometry. It also bring's Treks sizing more in line with its competitors' standard road geometry.

Trek offers stock versions of the new Madone SLR models in standard paint schemes or in fancier premium–AKA Project One Now–paint that incurs a $500 upcharge.

For example, the top-of-the line Madone SLR 9 Disc comes in black with red accents as its standard paint. But you can also get it in a few premium colors: neon yellow and black, sunburst and black, and the Trek Segafredo team replica design.

Related: I'd like to congratulate Trek for using the largest logo I've ever seen on a frame. The down tube logo used on the Trek Segafredo and Trek DROPS team paint is a sight to behold.

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

.css-1t6om3g:before{width:1.75rem;height:1.75rem;margin:0 0.625rem -0.125rem 0;content:'';display:inline-block;-webkit-background-size:1.25rem;background-size:1.25rem;background-color:#F8D811;color:#000;background-repeat:no-repeat;-webkit-background-position:center;background-position:center;}.loaded .css-1t6om3g:before{background-image:url(/_assets/design-tokens/bicycling/static/images/chevron-design-element.c42d609.svg);} Road Bikes

SRAM Red AXS 2024—What's New, What's Not

SRAM Red AXS 2024—Should You Upgrade?

There’s Nothing Quite Like 3T’s Strada Italia

The Hottest Road and Gravel Bikes for Spring

2024’s Best and Most Exciting Bikes!

2024’s Best Road Bikes

Reviewed: BMC‘s Fast and Unique Teammachine R 01

Best Hybrid Bikes You Can Buy Right Now

The 14 Best Road Bikes of 2024

The Best Commuter Bikes for Getting Around Town

The Kreissäge RS Is an Unapologetic Race Bike

• Stores Stores

Brake Adjustment

• Forum Listing
• Marketplace
• Advanced Search
• Manufacturer Forums

Madone 2013 brakes

• Add to quote

So I have been using new Madone for a few weeks now.And everytime after a longer ride,both brakes are out of center and one pad pushes the wheel more than other pad(curving?). And I have question about those 2 skewers (L and H),how to adjust those brakes ? Because one skewer has to be loose in order to adjust the other skewer. I have looked on internet but I couldn't find anything.  

Hi, I got my Madone 5.2 a few weeks ago and am loving it! I have the same problem with the brake adjustment, have poked around the Trek and Bontrager sites with no luck. Any help would be much appreciated.  

The L and H have to do with leverage ratio of the brand brake you are using, Shimano uses the H and SRAM uses the L. Which ever one you use, back the other out before adjusting. I set up my six series with SRAM Red today. I backed out the H screw and then used the L to adjust centering. I hope this helps. :thumbsup:  

Thank you,but I still don't understand why 2 screws.I tried few times and when I backed out one(I'm not sure which one) and the lever was much easier to pull. I have Ultegra on my Madone,will try this  

exactly like jrob1775 said... the H screw is for adjusting the brakes if you're using Shimano levers. the L screw is for adjusting the brakes if you're using SRAM or Campy levers. back out the screw you're not using a bunch, and adjust w/ the proper screw. works pretty well. obviously you're using SRAM brakes so you'll back out the H screw and adjust using the L screw.  

:thumbsup:Thank you again:thumbsup: I have tried this and the front brake is much more easier to pull now.Till now it was like i have hidraulics,and I couldn't pull the brake to the end. Altough,the rear brake is very hard to adjust,especialy when my aero chainring is on the bike. Rear brake is much harder to adjust.Probably will wait for the Dura Ace to arrive,and put on the bike.  

it's the same brake, it should adjust with the same ease as the front. i can see a TT chainring causing problems, but not the brake itself. make sure the piece of housing from the frame to the brake is 180mm long, this can make a difference.  

I meant that screws are hard to turn,much harder than one on the front brake. And today again,after 2 hour ride,my front brake was out of center.I don't know why,back home it was in perfect center.  

so are there any 2013 madone riders out there not experiencing this issue and happy with the new brake placement? looking at picking up a 2013 5.2 (or otherwise a 4.5 or 4.7) with the new brakes and there doesn't seem to be a lot of information on them. a quick google found this which is pushing me towards a 4 series to avoid any issues with the new design, despite the 4 series being the old frame design...  

@cmclean3 Madone breaks are good when you understand how to adjust them. Front brake is ok,but rear is real pain.Because lot of things from the road stucks in them and it is realy hard to reach two screws.Mine after 70miles had something sticky on them,a lot of dirt.And brake pads leave black dust on frame which is realy hard to clean. And you can change them only for Dura Ace brakes (9010),for now.  

thanks i'm worried about the dirt buildup/hard maintenance/cleaning you mention and i don't imagine the dura ace brakes are going to be any better at preventing this issue. 70miles isn't a lot of distance. Seems like the design might have a few early flaws and i should look towards a 4 series with the traditional seatstay brake for now? Its annoying because the price difference between the 5.2 and the 4.7 or even 4.5 isn't that much. Considering the 5.2 has the new frame with slightly better components in places/wheels it feels like being safe and going traditional isnt going to be the best value.  

5 series if you want to clean brakes after some miles,if you don't mind slow taking off rear wheel because rear brake QR doesn't work well on my bike,it's very cheap, 4 series if you want to have classic design of brakes,so everything is as usual. But no Kamm tail,cables are outside If someone ask me now,what bike would I choose,probably it would be the normal design. I drive about 20-30 miles per day and I have second bike,Bianchi Sempre which is better for every day use,but for race Madone 5 should be great,at least my 6 series H2 was.  

the 5.2 is exceptional value, I bought one on the back of all the tech, brakes, kvf etc etc, only place it really lacks is the wheels. basic upgrade saves you 200g carbon bars save you another 100g. I have the green machine and havent thought twice about my purchase.  

i agree its exceptional value compared to the price of the 4.5 and 4.7 i'm just worried about the brakes being a nightmare. at the moment i'm going to purchase the 4.5 or 4.7 (hopefully this weekend) purely because i don't want to run the risk of brake issues with the new design. and it will give me an excuse to upgrade in a year or 3 if the design proves itself and sticks around... thanks for all your input guys  

I think if you can afford the 5.2 but are writting it off on the back of its brakes you are making a big mistake, the brakes are an advantage due to lighter frame at the seat stays, the brake at the front is flush with for thus more aero. not one complaint from brake issues from anyone in the UK or US on the 5,6 or 7 madones brakes. if I were you i would be looking at writting of a 4 series for the 5 series as its in a different league of tech.  

@Captainlip This brake won't make you more aero,at least you won't feel it.But you will feel mud in the rear brake and problems adjusting them. Brakes QR is realy poor made,plastic feels like it's going to brake apart. I told him,4 series if you ride a lot,5 series only for races along few rides. Frame is aero,but difference between my Bianchi Sempre and this in ride is almost none,Madone is bit more softer for road.  

tell me how this brake will get any dirtier than a normal brake. and on everyone i've built (probably a dozen at this point) the brake q/r works just fine.  

I would write off the 4 altogether, the 5 frame is more aero, although you wont feel it as none of us are pro, either way it will benefit you here and there, the 5 series also has internal routed cables, the 4 doesn't. the brakes again reduced drag again wont feel it but its there, the brakes are really easy to adjust and setup correctly. I maintain my bike alot and the madone 5 is my year round any weather bike. so far in the gloomy Uk nothing had entered my brakes or cause any concern nor any build up of grime.  

@cxwrench won't it get dirtier from the grime coming off the front wheel and being flicked directly onto the back brake? @captainlip how often do you maintain/have to adjust/have to clean? i'm guessing more than a more common brake brake on seatstay. which isn't a problem if you are prepared to do that. interesting point you say that no complaints from the us/uk but ivanoile seems to have some experience with it and mentions what i was concerned about buying a 5 series  

how would it get any dirtier than a normal brake gets from crap thrown on it by the rear tire? seriously...go look at a bike and think about it.  

I work in a trek dealer and am aware of warranty claims for bikes, as for my own bike I cant see anymore build up that a brake in a normal location.  

I ride a pretty nice Madone 7. Project One, SRAM Red, Quarq, ENVE, etc. I've put quite a few miles on it in the 1.5 months I've had it. Brakes have been perfect. No adjustment needed after initial setup. No issues with crap being thrown on the rear brake. From it's position, I'd worry more about crud from the rear tire than crud from the front. In any event, I've had 0 problems with adjustment and 0 problems with cleaning/crud.  

Ah,I wrote my experience with this brakes.I drove this bike under sunny weather,maybe rain 1-2 times.And I don't know how,but rear brake was full of pieces of wood,leaves and something sticky. I have about 750miles and this is my experience.With Bianchi I did this year at least 2000miles+ and I have cleaned rear brake maybe 3-4 times,by cleaned I mean remove mud. I don't know why this brake gets everything from the road but I am not going to use Madone as training bike.  

This thread is pretty comical and I can't for the life of me understand why people are having setup problems and cleaning issues. In the 3 weeks that I've owned my 6 series Madone I have not had any issues with the integrated brakes. Let me clear up a few myths so others don't think these brakes are problematic. Myth 1: I can "feel" the aero advantage of the new frame design. Of course you can't! Moving the front brake in tighter and putting the rear brake underneath the frame is nothing you can feel. It does make the bike slightly more aerodynamic and allows a lighter and more compliant seat stay. It's a free speed...don't question it. Myth 2: The brakes are harder to setup, work on, and clean. Understanding how the brake works is key here. I've explained this here before so see my prior post if you are having problems. If you are having problems with the brakes staying centered put more loctite on the set screws. Because the brake is underneath does not make it magically attract dirt, debris, "sticky stuff", or molten lava. It's just as susceptible as if it were on the seat stays. Myth 3: The rear wheel is harder to get in and out. Yes the brake quick release is in a different spot up on the head tube. This makes it more convenient so you don't have to flip the bike over. It i plastic, but I don't see anyone breaking it unless you hit it with a hammer. Besides, How many times do you really need to remove the rear wheel on a road bike? The new brake is a solid design and is simple to work on and clean, is lighter, improves the ride quality, and makes the bike faster. I don't see any problem with that.  

I have the 4.5, and I replaced the break pads with the larger Ultegra brake pads. I found the bike stops faster and when applying pressure with the brake levers there is a more secure feel as their is a larger contact with the rim. No need to replace the brakes as they work well, but the pads made a nice difference  

well said!!! those complaining of brake issues and setup and dirt need to be shot or never allowed to sit on a bike again.  

ok maybe i can add some further comments since my purchase on saturday... although not my first choice i ended up getting a 5.9. long story short, both the 4 series and 5.2 which i were keen on at different times were not available until jan/feb and the dealer and supplier were both able to offer me a substantial discount on taking a 5.9 that made it nearly the same retail price as the 5.2. so worth it since i didn't want to wait and i figure if i didn't like the design i would be able to resell for around the same price. anyway on the previous comments: myth 1: i know i can't feel the aero but the bike feels fast and i was a few kph faster on one 2km straight down hill section on my "slow" ride on saturday. it even felt fast on the flats - maybe part of the reason my slow ride didn't turn out to be very slow in parts. myth 2: looking at the rear brake in person it really doesn't stick out as much as i first thought it would and i agree it shouldn't collect more dirt than usual especially from the front wheel. maybe the di2 battery helps a little here as well but after 70kms on sat there was little to no dirt anywhere near it... despite other parts of the bike getting a few spots here and there. its only been one ride but i'm pretty confident the design will be fine but i will monitor it and let guys here know if not. myth 3: the q/r looks fine, i don't take my rear wheel off often but i dont see any problems here... touch wood. it's only been one ride but the bike feels fast and is definitely a lot more comfortable to my previous rides. i don't know how much of this the new brake design is responsible for but it definitely feels like a good design so far. i'm just glad they weren't able to get a 4 series back when i wanted it because i was worried about the design...  

you got a killer deal on a great bike, enjoy!  

Gday all, quick slightly off track question about 2013 madone brakes has anybody tested both the Dura Ace models and the bontrager version? Do they both have a simalar feel, power, weight aero etc? im coming off campy chorus skeletons and the bike will be set up with 11speed record so my plan is currently bontys but if the DA is better well.......  

Been on my madone 7 over 3-4 months now maybe more, bike is my daily commuter, has only been washed once on purpose as I am treating like a long term review--I do wipe down the top tube to get salt off. The underside of the bike/brakes is pretty disgusting. On the commute I ride on an MUT that often has wet, muddy spray. This far no degradation on performance, the cable housing will likely now need to be replaced faster but so far the brakes under is a non issue.  

Maybe they should give an IQ test before allowing people to purchase. I think there is a lot of internet folklore that spins and spins over a brand or a given feature which leads to an unrealistic bad rap. -All my bikes have bottom brackets, yet I don't get anymore dirt build up there than where the brakes are typically located. -I've put quite a few miles on demo 6's, and experienced no more "crud accumulation" by the bottom bracket brake than I have at the top position. Think about the rotation of the wheel - tradition setup is ground, then brake. This setup is ground, and then nearly a full rotation by the time it gets to the brake. -Crud from the front tire? I'm sure anything is possible if one is riding through mud puddles. But how dirty does your crank get, and consider that has grease on it which holds the dirt? -Most manufacturers have positioned the Di2 battery in that location. Yes, the battery is sealed, but the cover must be difficult to deal with if so much dirt and grime from the front wheel flies and land there. -The front derailleur is along the path of front tire spew, and has been for many, many years. OK, so not at the bottom where the brake is, but along the "flight line" of debris. No issues. -Many TT bikes have the brakes at the bottom bracket. -The new BMC TimeMachine (highend roadbike) now has the brake at the bottom bracket - same location as the Trek 6 and 7 series. Innovation. Some love it while others tear it down, and a few just can't comprehend. If you ride in the mud, you'll get muddy.  

• ?            
• 205.7K members

Top Contributors this Month

NEW! YOUR LOCAL RUNNING DROP

Get after it with nearby recommendations just for you.

Powered by Outside

Reviewed: Trek Madone SLR 6 Disc Speed

It’s fun, it’s fast—and it delivers one hell of a ride, but with quite the hefty price tag..

The Trek Madone SLR 6 is a head-turner of a bike that is fun to ride—but it comes with a hefty price tag for a mechanical bike.

Fast, responsive, and super-stiff

Handles well, even in tight corners

The $6k price tag—when it’s “only” mechanical—stings

19 lbs. 2 oz.

New perk! Get after it with local recommendations just for you. Discover nearby events, routes out your door, and hidden gems when you >","name":"in-content-cta","type":"link"}}'>sign up for the Local Running Drop .

Trek is one of the most recognizable bike brands in the world and the Madone has been one of its most successful bikes over the last two decades. With the Madone SLR 6 Disc Speed nothing changes there and it is a pure joy to ride. Looking for a bike to remind you *just* how fun road bikes are to ride? Say hello to the Madone. With its Speed Concept Mono Bar Extension aero bars you can easily transform it into a race machine or remove them for group rides when you want a more pure road look and feel. Bontrager Aeolus Pro 5 wheels, Shimano Ultegra drivetrain, and Shimano Ultegra hydraulic disc brakes help round out a pretty sweet package.

Related: Triathlete’s 2020 Road Bike Buyer’s Guide

Trek Madone SLR 6 Disc Speed: The Ride

From the moment you first ride the Trek Madone SLR   6 Disc Speed you know you’re in for a treat. It looks fast, it feels fast, it is fast. Trek is one of the most recognizable bike brands in the world and the Madone has been one of its most successful bikes over the last two decades. With the Madone SLR 6 Disc Speed nothing changes there and it is a pure joy to ride. Its aero-geometry is, unsurprisingly, well thought out and it’s a bike that begs to be ridden fast. Standing up out of the saddle and laying down some top-end power will reward you with a burst of acceleration that’ll have you grinning from ear to ear: this is bike riding at its finest. The frame beneath you is stiff yet fast and responsive. That said, this isn’t a racing machine that lacks comfort. It handles well—you feel stable—and you can lean it through tight turns and corners with relative ease.

Trek Madone SLR 6 Disc Speed: The Good

The Trek Madone SLR 6 Disc Speed is intelligently designed and easy to ride. It’ll remind you of why you first fell in love with riding bikes in the first place. For triathletes looking for a road bike that is both fast, comfortable, and easy to train on, you will not be disappointed. The Shimano Ultegra hydraulic disc brakes deliver sharp, crisp braking and all brake and gearing cables are neatly routed through the frame to maximize aerodynamics. Riding in the drops is incredibly fun on this bike—in fact, it almost begs you to get down in the drops and stay there, especially on more technical descents. Speed and comfort do not feel compromised in this position.  

Trek Madone SLR 6 Disc Speed: The Medium

When you’re parting with more than $6,000 for a bike, we think it’s more than fair to expect electronic shifting, but instead here you’ve got a Shimano Ultegra mechanical set-up, which seems a little surprising at this price point. Obviously, you don’t necessarily expect an aero road bike to be the greatest climbing machine, but we found the 50/34 compact gearing helped improve that considerably.

Trek Madone SLR 6 Disc Speed: Conclusions

This is a bike that’s easy to fall in love with on first ride, especially if you’re someone who loves riding hard and fast. It’s unashamedly aero and will tick all the boxes for triathletes looking for something close to tri speed on a road bike. You will definitely not be disappointed with how it handles and accelerates, but you could feel disappointed that you don’t have electronic shifting. If you’re OK with that (for this price tag), you’re going to have a lot of fun pedaling this bike to many PRs.

Popular on Triathlete

Join Outside+ to get access to exclusive content, 1,000s of training plans, and more.

Healthy Living

• Clean Eating
• Vegetarian Times
• Yoga Journal
• Fly Fishing Film Tour
• National Park Trips
• Warren Miller
• Fastest Known Time
• Trail Runner
• Women's Running
• Bicycle Retailer & Industry News
• FinisherPix
• Outside Events Cycling Series
• Outside Shop

© 2024 Outside Interactive, Inc

• off.road.cc
• Dealclincher
• Fantasy Cycling

Support road.cc

Like this site? Help us to make it better.

• Sportive and endurance bikes
• Gravel and adventure bikes
• Urban and hybrid bikes
• Touring bikes
• Cyclocross bikes
• Electric bikes
• Folding bikes
• Fixed & singlespeed bikes
• Children's bikes
• Time trial bikes
• Accessories - misc
• Computer mounts
• Bike bags & cases
• Bottle cages
• Child seats
• Lights - front
• Lights - rear
• Lights - sets
• Pumps & CO2 inflators
• Puncture kits
• Reflectives
• Smart watches
• Stands and racks
• Arm & leg warmers
• Base layers
• Gloves - full finger
• Gloves - mitts
• Jerseys - casual
• Jerseys - long sleeve
• Jerseys - short sleeve
• Shorts & 3/4s
• Tights & longs
• Bar tape & grips
• Bottom brackets
• Brake & gear cables
• Brake & STI levers
• Brake pads & spares
• Cassettes & freewheels
• Chainsets & chainrings
• Derailleurs - front
• Derailleurs - rear
• Gear levers & shifters
• Handlebars & extensions
• Inner tubes
• Quick releases & skewers
• Energy & recovery bars
• Energy & recovery drinks
• Energy & recovery gels
• Heart rate monitors
• Hydration products
• Hydration systems
• Indoor trainers
• Power measurement
• Skincare & embrocation
• Training - misc
• Cleaning products
• Lubrication
• Tools - multitools
• Tools - Portable
• Tools - workshop
• Books, Maps & DVDs
• Camping and outdoor equipment
• Gifts & misc

New Trek Madone breaks cover at Dauphiné… or is it an Emonda?

First Published Jun 2, 2024

Lidl-Trek riders at the Critérium du Dauphiné are racing a new Trek road bike that retains the IsoFlow technology and the cantilever seatpost design of the existing model, but comes with shallower tubes, presumably to reduce weight.

Well, we're saying it's a new Madone because that's what it says on the top tube sticker and it's clearly an evolution of the seventh gen Madone that broke cover at the Dauphiné two years ago. There is a 'but', though. That top tube sticker might say 'Madone' but look carefully and you'll see that underneath it says 'Emonda'.

What's that all about then? Whatever it is, it's definitely a new top end race bike from Trek.

Then, a new picture emerged a few days ago, leaked on the Weight Weenies forum.

> New Trek road bike with 'IsoFlow' seat tube hole leaked — so, is it a new Émonda or revamped Madone?

Now Lidl-Trek riders are racing the new bike, which says Madone on the top tube, at the Dauphiné, which starts today in Saint-Pourçain-sur-Sioule, France – making it the eighth generation. Well, if you believe the sticker. Look closer at the shot below and you'll see there's another word underneath it.

We first spotted the seventh-generation Madone SLR here at the Dauphiné two years ago, although it wasn’t officially launched to the public until a month later. 

> Trek releases radical Madone SLR, its “fastest road race bike ever”

The standout feature of that bike was its IsoFlow technology, which involves an interrupted seat tube. It’s one of those things that’s way easier to communicate via a picture than through words so…

Trek claims that IsoFlow provides dramatic aerodynamic improvements – it “smooths air as it moves over the bike and accelerates it through the frame for even more free speed”, according to the US brand – while reducing weight and adding compliance. The cantilever upper seat tube/seatpost design is intended to flex over bumps to smooth the ride.

Like most of the cycling world, we thought Trek would likely extend IsoFlow to its lightweight Émonda platform next. Why? Mainly because the Émonda hasn’t been updated in over three years whereas the Madone got its radical new shaping in 2022. However, it looks like we missed the mark there and Lidl-Trek’s bike is, in fact, the eighth-generation Madone.

Or is it? As mentioned, underneath that top tube sticker it says Emonda. There's a few possible reasons for that and we'll go into those later, but first let's take things at face value and assume we're dealing with a new Madone.

Although similar to the seventh-generation model (above) in some ways, particularly regarding the IsoFlow technology at the heart of things, the new bike features shallower tubes across the board. The head tube and down tube are far, far shallower than those of the seventh-gen Madone, and the same goes for the fork legs. 

The lower section of the seat tube wrapped around the leading edge of the front wheel on the previous Madone. That’s no longer a feature here – at least not to the same extent as previously – and the deep seatstays have been replaced by decidedly skinny ones.

What is Trek up to with this design? That’s harder to say because this new bike has yet to be launched and the company has released precisely zero information about it.

Over recent years, Trek has offered the Madone as its aero road bike and the Émonda as the lightweight alternative. However, several brands have moved away from that two-pronged attack (and some, like Pinarello, never went there in the first place). 

Specialized, for example, has been down the ‘one bike to rule them all’ route with its Tarmac SL7 and SL8 – bikes designed to be both lightweight and aero. It claimed a 56cm frame weight of just 685g in its lightest colourway, and a fork weight of 358g.

The seventh-generation Trek Madone SLR was launched with a frame weight of just under 1,000g, and a fork weight of just over 400g.

Trek clearly thought a little extra weight was a price worth paying for the aero gains, but we’d imagine that the tubes of the new Madone have been slimmed down to save grams. That’s speculation, of course, but it’s usually the way of things.

Will Trek have sacrificed aero performance to save weight? Who knows what it will claim when this bike is released? Trek will doubtless have a good story to tell and a white paper’s worth of justifications for the changes.

One final question: where does this leave the Émonda? One final answer: we don’t know. It could be that Trek is putting all its eggs into one basket with the Madone in the same way that Specialized has with its Tarmac, having shelved the aero Venge.

Maybe Trek is merging its lightweight tech and its aero tech into a single platform. 

Or maybe this actually is a new Émonda and Trek doesn't want pesky journalists spoiling an eve of Tour launch by finding the new bike first at the Dauphiné. I mean, it wouldn't be the first time that's happened.

We've been putting this story together, and all our other tech coverage from the Dauphiné, on the road in France and even as I've been writing this my thoughts on what this bike is have been changing. At para one I was fairly sure it was a new Madone, but by this point I'm thinking Émonda. It's a lot easier to put a name sticker on a bike than it is to put a name on under the clear coat and then slap a sticker on top of that. And if you are going to cover something up with a sticker, why not cover it up properly, eh?

Maybe it's an elaborate double bluff. Perhaps Trek will be merging the two platforms, or maybe it's part of a clever teaser campaign for a new Emonda? What we can say for certain is that whether it's a Madone, an Émonda, or both combined, it's definitely a new top end race bike from Trek.

Hopefully, everything will be revealed when Trek officially launches the eighth-generation Madone, or the (checks notes) fourth generation Émonda, although we don't know when that'll be. It's a good bet, though, that any new bike from a major brand that we see raced at this time of year will get a full release ahead of the Tour de France, and that's at the end of this month.

What do you think Trek's new road bike will be called? Let us know in the comments below!

Help us to fund our site

We’ve noticed you’re using an ad blocker. If you like road.cc, but you don’t like ads, please consider subscribing to the site to support us directly. As a subscriber you can read road.cc ad-free, from as little as £1.99. 

If you don’t want to subscribe, please turn your ad blocker off. The revenue from adverts helps to fund our site.

Help us to bring you the best cycling content

If you’ve enjoyed this article, then please consider subscribing to road.cc from as little as £1.99. Our mission is to bring you all the news that’s relevant to you as a cyclist, independent reviews, impartial buying advice and more. Your subscription will help us to do more.

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.

Add new comment

13 comments.

• Log in or register to post comments

Loadsa options. My personal fave is Daemon. But also Damone, Nodame, Noamed, Medona, Demona, Monade, Modane, Daneom, Moaden, Meadon, Dameno, Modena... 

Nah, if they were going to call it "daemon", they wouldn't have taken to the Dauphiné, it would just have been launched quietly in the background...

You missed Nomade 

and madeon, and oedamn...

Trek are playing a great game with the Madone/Emonda sticker. It's getting some of us a bit fizzy about a bike that, to be honest, we'd never buy anyway. 

I personally think Trek needs to move away from Madone or any other anagram name made from it. Madone still links Trek to LA and that's a tie they should sever. 

I've always read Madone as "Mad-one". Just needs some rock-shox and a dropper post...

road.cc wrote: Or maybe this actually is a new Émonda and Trek doesn't want pesky journalists spoiling an eve of Tour launch by finding the new bike first at the Dauphiné.

If they didn't want journalists spotting it, surely they wouldn't bring it to the Dauphiné? Bringing it is part of a well-rehearsed cycle of hype before launch.

road.cc wrote: It's a lot easier to put a name sticker on a bike than it is to put a name on under the clear coat and then slap a sticker on top of that. And if you are going to cover something up with a sticker, why not cover it up properly, eh?"

It looks to me like the sticker itself has been printed with both words to sow confusion / build hype, no?

I'm guessing underneath is a new play on the same letters - Daemon?

On one of the pictures it is clear to see that the 'Madone' marking is a sticker on top of the painting, whereas all the other decals are part of the paint job. Could it be they are covering up the real model name?

Agreed, I think a temporary sticker is insufficient proof that it's not an Emonda, and it would be very unsual for Trek to have such a short model life for the Madone 7.

That said Trek are on a drive to drastically reduce SKUs across the business, and I was also completely wrong when I thought Spesh wouldn't drop the Venge...

It is about time that they ditched the Madone name, seeing as it dates back to their sponsorship of a certain cheating Texan. It was named after his favourite training climb, and came out roughly when Trek was screwing over Greg LeMond for expressing his doubts about their golden boy.

Latest Comments

Great news, although typically a case of correlation, not causation,  "cycling... has a strong association with lower osteoarthritis rates" i.e. if...

Round up the usual hairdressers ...

What else do you expect in tory/farage little England?...

Nice crunch from Politt's gears.

According to the signage, the cyclists are on the gravel.

I would hope for more than that, surely a prison sentence for knowingly assaulting someone with a 2 tonne metal weapon and then fleeing the scene?

It suggests that Audis are so flimsily built that there was a serious possibility that the driver could have sustained injuries in a collision with...

I can highly recommend DCR wheels - David will build you whatever you need, or want!

By all accounts, a bladder inside jersey top was a big comfort improvement, something that matters a lot on a race like this.  As well as an aero...

That drone in the lead image looks like it's been fitted with a GAU-8 Avenger....

Most Popular News

Mads Pedersen's unreleased new Trek, fresh from the finish line of the Critérium du Dauphiné

An all new bike with an old school tyre setup takes the win on stage 1

There are few tech days more frenetic than the first day of the Critérium du Dauphiné. Last year we saw two new bikes, which made for quite a busy day. This time around we've seen four - a new Canyon Aeroad , a new Pinarello Dogma F , a new Wilier all-rounder , and a new Trek Madone/Emonda . 

The last on this list didn't take long to rack up its first victory of the season under former world champion Mads Pedersen. 

In his post race press conference he remained tight lipped, with a firm "No comment" to my inquisitions, but I was fortunate enough to spend five minutes with the bike at the finish line while Pedersen fulfilled his post race duties and went up to the podium to collect a technicolour array of jerseys. 

We can glean a lot from the pictures, though the deliberately obfuscative label on the top tube, which is both 'Madone' and 'Emonda' overlaid atop one other, gives us no further clue as to what this bike is. 

Get The Leadout Newsletter

The latest race content, interviews, features, reviews and expert buying guides, direct to your inbox!

Thank you for reading 5 articles in the past 30 days*

Join now for unlimited access

Enjoy your first month for just £1 / $1 / €1

*Read any 5 articles for free in each 30-day period, this automatically resets

After your trial you will be billed £4.99 $7.99 €5.99 per month, cancel anytime. Or sign up for one year for just £49 $79 €59

Try your first month for just £1 / $1 / €1

Will joined the Cyclingnews team as a reviews writer in 2022, having previously written for Cyclist, BikeRadar and Advntr. There are very few types of cycling he's not dabbled in, and he has a particular affection for older bikes and long lasting components. Road riding was his first love, before graduating to racing CX in Yorkshire. He's been touring on a vintage tandem all the way through to fixed gear gravel riding and MTB too. When he's not out riding one of his many bikes he can usually be found in the garage tinkering with another of them, or getting obsessive about tyres. Also, as he doesn't use Zwift, he's our go-to guy for bad weather testing... bless him.

Rides: Custom Zetland Audax, Bowman Palace:R, Peugeot Grand Tourisme Tandem, Falcon Explorer Tracklocross, Fairlight Secan & Strael

Seven tech predictions for the Tour de France from the pits at the Critérium du Dauphiné

New Fulcrum Sharq all-road wheel review: Wonderful wavy wheels for big, fast miles

Pan Am Championships and USCX races part of US Cyclocross National Series in 2024

Most Popular

Time in Elektrostal , Moscow Oblast, Russia now

• Tokyo 04:40PM
• Beijing 03:40PM
• Kyiv 10:40AM
• Paris 09:40AM
• London 08:40AM
• New York 03:40AM
• Los Angeles 12:40AM

Time zone info for Elektrostal

• The time in Elektrostal is 8 hours ahead of the time in New York when New York is on standard time, and 7 hours ahead of the time in New York when New York is on daylight saving time.
• Elektrostal does not change between summer time and winter time.
• The IANA time zone identifier for Elektrostal is Europe/Moscow.

Time difference from Elektrostal

Sunrise, sunset, day length and solar time for elektrostal.

• Sunrise: 03:42AM
• Sunset: 09:08PM
• Day length: 17h 26m
• Solar noon: 12:25PM
• The current local time in Elektrostal is 25 minutes ahead of apparent solar time.

Elektrostal on the map

• Location: Moscow Oblast, Russia
• Latitude: 55.79. Longitude: 38.46
• Population: 144,000

Best restaurants in Elektrostal

• #1 Tolsty medved - Steakhouses food
• #2 Ermitazh - European and japanese food
• #3 Pechka - European and french food

Find best places to eat in Elektrostal

• Best seafood restaurants in Elektrostal
• Best sushi restaurants in Elektrostal
• Best business lunch restaurants in Elektrostal

The 50 largest cities in Russia

Image Unavailable

• To view this video download Flash Player

XL Flag Elektrostal Moscow oblast | landscape flag | 2.16m² | 23sqft | 120x180cm | 4x6ft - 100% Made in Germany - long lasting outdoor flag

Purchase options and add-ons, about this item.

• 100% Made in Germany » ... because the first impression last, quality flag for representative purposes *****
• State-of-the-art High-Tech Outdoor Fabric » One air-permeable 110 GSM Polyester to keep wind forces low and lifetime high
• Mirrored Back » Image printed on the front, mirrored image 100% visible on the rear side
• Landscape flag | 2.16m² | 23sqft | 120x180cm | 4x6ft
• Show your pride for your hometown with the Elektrostal flag! Made with quality materials and vibrant colors, this flag is the perfect way to display your patriotism and love for your city. Fly it proudly at home, at events, or even in your car. Get yours today and show your Elektrostal pride!
• The flag of Elektrostal, Moscow Oblast, is a striking combination of Old Glory red, representing strength and courage at 81%, complemented by a subtle touch of light grey at 5% for balance and harmony. The bold black stripe at 3% adds a touch of sophistication, while the shimmering gold stripes at 3% each symbolize prosperity and success. The flag is completed with a touch of very dark grey at 1%, representing the city s resilience and
• Elektrostal Moscow oblast

Product information

Warranty & support, looking for specific info, product description.

Flag: Elektrostal Moscow oblast landscape flag | 2.16m² | 23sqft | 120x180cm | 4x6ft Elektrostal Moscow oblast Elektrostal obwód moskiewski , flaga ???????????? ?????????? ??????? Since we know how important your external presentation is, we print our Elektrostal Moscow oblast flag for your representative appearance using the most modern machines in Germany. To ensure your maximum flexibility, we have equipped the flags with quality metal eyelets, to let you simply attach these flags to any flagpole. To let you use the flags for a long time, we have strengthened the flag using double safety seams and a tear proof strap at the side of the pole. Due to the quality of this business flag, you show a particular degree of the closeness to Elektrostal Moscow oblast. Details about this flag This landscape Elektrostal Moscow oblast flag is a quality product Made in Germany made of 110g/m² gloss polyester. This Elektrostal Moscow oblast flag is wind- and weather-resistant and highly durable. The flag colors are intensive and UV-resistant. This flag is specially made for outer space. This Elektrostal Moscow oblast flag will be delivered with a double safety-seam as well as with 2 metal eyelets to hoist at the flag pole. The metal eyelets give you great flexibility for placing this flag on any flagstaff. The mast side is reinforced with a white hem. The quality flag material and the metal eyelets will take care of a long endurance of this Elektrostal Moscow oblast flag. If required, the flag can be washed at 60 degrees Celsius. Recommended height of flag pole Elektrostal Moscow oblast flags of 2.16m² | 23sqft | 120x180cm | 4x6ft look best with flagpoles of around 6m | 18ft height. Need a bigger size or an other configuration? We can provide bigger sizes, other configurations, exclusive indoor ...

Customer reviews

Customer Reviews, including Product Star Ratings help customers to learn more about the product and decide whether it is the right product for them.

To calculate the overall star rating and percentage breakdown by star, we don’t use a simple average. Instead, our system considers things like how recent a review is and if the reviewer bought the item on Amazon. It also analyzed reviews to verify trustworthiness.

No customer reviews

• Amazon Newsletter
• About Amazon
• Accessibility
• Sustainability
• Press Center
• Investor Relations
• Amazon Devices
• Amazon Science
• Sell on Amazon
• Sell apps on Amazon
• Supply to Amazon
• Protect & Build Your Brand
• Become an Affiliate
• Become a Delivery Driver
• Start a Package Delivery Business
• Advertise Your Products
• Self-Publish with Us
• Become an Amazon Hub Partner
• › See More Ways to Make Money
• Amazon Visa
• Amazon Store Card
• Amazon Secured Card
• Amazon Business Card
• Shop with Points
• Credit Card Marketplace
• Reload Your Balance
• Amazon Currency Converter
• Your Account
• Your Orders
• Shipping Rates & Policies
• Amazon Prime
• Returns & Replacements
• Manage Your Content and Devices
• Recalls and Product Safety Alerts
• Conditions of Use
• Privacy Notice
• Consumer Health Data Privacy Disclosure
• Your Ads Privacy Choices

• Bahasa Indonesia
• Eastern Europe
• Moscow Oblast

Elektrostal

Elektrostal Localisation : Country Russia , Oblast Moscow Oblast . Available Information : Geographical coordinates , Population, Area, Altitude, Weather and Hotel . Nearby cities and villages : Noginsk , Pavlovsky Posad and Staraya Kupavna .

Information

Find all the information of Elektrostal or click on the section of your choice in the left menu.

• Update data

Elektrostal Demography

Information on the people and the population of Elektrostal.

Elektrostal Geography

Geographic Information regarding City of Elektrostal .

Elektrostal Distance

Distance (in kilometers) between Elektrostal and the biggest cities of Russia.

Elektrostal Map

Locate simply the city of Elektrostal through the card, map and satellite image of the city.

Elektrostal Nearby cities and villages

Elektrostal weather.

Weather forecast for the next coming days and current time of Elektrostal.

Elektrostal Sunrise and sunset

Find below the times of sunrise and sunset calculated 7 days to Elektrostal.

Elektrostal Hotel

Our team has selected for you a list of hotel in Elektrostal classified by value for money. Book your hotel room at the best price.

Elektrostal Nearby

Below is a list of activities and point of interest in Elektrostal and its surroundings.

Elektrostal Page

• Information /Russian-Federation--Moscow-Oblast--Elektrostal#info
• Demography /Russian-Federation--Moscow-Oblast--Elektrostal#demo
• Geography /Russian-Federation--Moscow-Oblast--Elektrostal#geo
• Distance /Russian-Federation--Moscow-Oblast--Elektrostal#dist1
• Map /Russian-Federation--Moscow-Oblast--Elektrostal#map
• Nearby cities and villages /Russian-Federation--Moscow-Oblast--Elektrostal#dist2
• Weather /Russian-Federation--Moscow-Oblast--Elektrostal#weather
• Sunrise and sunset /Russian-Federation--Moscow-Oblast--Elektrostal#sun
• Hotel /Russian-Federation--Moscow-Oblast--Elektrostal#hotel
• Nearby /Russian-Federation--Moscow-Oblast--Elektrostal#around
• Page /Russian-Federation--Moscow-Oblast--Elektrostal#page
• Terms of Use
• Copyright © 2024 DB-City - All rights reserved
• Change Ad Consent Do not sell my data