trek madone 5.0 carbon road bike

The 2007 Trek Madone 5.0 is a triathlon/road bike with a carbon OCLV 120 frame. The frame has a Black  Pearl  Carbon finish.

It was released in 2007 and costs $2,549 brand new. Due to the frame materials and other factors, we estimate that this bike weighs around 20 pounds. The Madone 5.0 is fully rigid.

The Madone 5.0 comes with Shimano Ultegra components, including a Bontrager Race stem, a threadless Cane Creek S-3 headset and dual-control Shimano Ultegra STI shifters.

The Madone 5.0 has 10 speeds and has an Ultegra derailleur.

It comes with Bontrager Race X Lite tires (622mm x 23mm) and Bontrager Race rims.

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Trek Madone 5.5 review

I have to explain three things before starting this Trek Madone review:

1) The bike under review is one I bought myself, with my own hard-earned cash, and I ride it a lot. It is not a short-term review model - unfortunately Trek didn't feel the need to send me a free bike, I can't imagine why!

2) Because buying bikes myself is rather expensive (!) I don't have a great range of comparisons to make with similarly priced bikes.

3) I am mid-40's year old. My own experiences might be different to those of a younger, stronger 25 year old. I ride essentially for pleasure rather than spending much time doing extensive training, but I do work quite hard.

In my favour I have a job that enables me to cycle pretty much every day, and I live in the south of France so it is possible to go out cycling for a large part of the year.

Take the review as it is - a review of the Trek Madone 5.5 by an enthusiastic rider - but remember I haven't ridden many bikes in the same price range - and all will be well...

Riding the Trek Madone

Being all carbon the Madone is significantly lighter than my previous bike. It is also much more rigid. I had thought this would make the ride quicker and easier in all conditions, but it's not quite as simple as that. The bike loves going fast - and somehow feels fast even when it isn't moving fast - but really does take quite an effort to get it zipping along.

If I go out for a ride feeling a bit tired or lacking in energy, I find it isn't a great bike for just ambling along gently - it seems to need to be pushed hard if you want to do well. But when you are feeling full of energy it can storm along very fast and is a very great experience. On balance probably all a good thing because it pushes me to always do my best!

Downhill: I've never been a particularly fast descender but I do find I can go that bit faster on the Trek Madone before it starts to get scary.

On the flat: probably less impact here than in any other area of performance.

Uphill: the steeper the hill, the happier the bike seems to be. On all hills it seems happy. On steep hills where I need that extra bit of speed it is always ready to oblige (legs permitting) and a short fast burst standing up is much more fun and easier than I could hope for.

Overall, when you make the effort it leaps forwards with great speed and you think you're Contador on a good day, especially (for me at least) on the hills, where the Madone 5.5 really seems to come into its own, above all when the goung gets tough on a longer or steeper climb.

The photos show a couple of the more unusual features of the bike. The seatpost is quite unconventional (although the style is more common nowadays) and is a sleeve that slides down across the 'seatmast' of the frame - seems very quick and easy to use. The second picture shows the cabling on the bike disappearing into the frame, keeping things nice and tidy.

Ordering and buying the Trek Madone

You can specify the bike you want on the Trek site - seeing how much different wheels, handlebars etc will affect the price or selecting a nice colour scheme (both standard or very individual finishes are available). Trek insists that you go into a shop at this stage, so that your requirements can be met exactly. This which includes making sure the handlebars, cranks etc are the right size for you and so on.

All a fine idea that my own store knew nothing about and didn't do any of. I can only assume they guessed what sizes I wanted or needed (they did measure me to check the frame size was right). It is unfortunate if Trek make such an effort themselves but then fail to review the shops that are involved in the sales process to ensure they also understand the requirements.

In fact the shop where I ordered the bike made very significant mistakes about the whole ordering process which then took about 10 weeks rather than the four weeks promised on the Trek site, and I had several 'issues' in gaining a response to my enquiries from both the shop and from Trek themselves. To their credit, they threw in a free pair of Look Keo carbon pedals with the bike as a form of compensation.

Model / Specification of the Trek Madone 5.5 under review

• Model: Trek Madone 5.5, 2010 model
• OCLV Black carbon frame, Ultegra brakes and gears (compact)
• Almost all fittings are standard (as per the Trek Project One bike specification) except the transmission is Ultegra 2010
• Country of purchase: France
• Colour: Red. I set off to buy white but saw a red Trek in the shop and decided to buy that colour instead. I would have much preferred a matt black bike but it wasn't an option.
• Period of test: A couple of months, 2500 kilometres

The troubles I had in actually buying the bike made me very close to cancelling the order, and I was very disappointed by the poor customer service I received. Happily as soon as I had the bike in my hands all these troubles were forgotten because of the pleasure of riding it - and even now in the middle of winter I look forward to going out for a ride most days, because of the great enjoyment I get from cycling on almost all routes and types of terrain.

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

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

What’s different?

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

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

So what are they like to ride?

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

nevertheless, relatively small niggles in an otherwise excellent bike.

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Tour de Suisse stage 3 Live - Puncheurs take aim at explosive, hilly finale

Spotted: New Trek at the Dauphine…is it an Emonda? Is it a Madone?

Whatever it is, it’s another for the ‘one bike’ field of racers

The train of pre-Tour bike releases has already left the station, kicked off with a new Wilier seen underneath Lenny Martinez a few days ago. It is now speeding up, fuelled by another new bike spotted at the prime race for Tour de France tech testing, the Critérium du Dauphiné . Before I torture the metaphor too much, I’ll just say this: We’re not entirely sure what this bike is.

Walking for some lunch I stumbled on the team bus and snapped a few spy shots. The new bike isn’t something unexpected, with a new frame spotted on the WeightWeenies forum back at the start of the year , but its use in racing has been unseen until now. Given development timeframes we assumed it would be a new Emonda, but it bears more than a passing resemblance to the team’s aero option, the Madone.

 Another one-bike race solution

Whatever the model name, Madone or Emonda (Madonda? Emondone?), this is clearly yet another example of teams (or brands) pushing for a single race bike that’s neither an all-out aero machine nor a featherweight climber. In much the same way as the Tarmac SL8 and the Bianchi Specialissima , whatever this bike is, it is almost certainly the only bike we will see the team riding during the Tour de France and beyond. 

The hole in the seat tube remains, which is where it bears its most striking resemblance to the current Madone. Dubbed ‘IsoFlow’, this apparently aids airflow at the rear of the bike, as well as cantilevering the seatpost. 

Hopping to the front of the bike, there are again similarities to the Madone. The fork legs are more or less as deep, and the slightly kinked downward lower surface of the top tube remains. The head tube, though, is less deep, and as you move rearwards the effects of a clear carbon-starved diet are plain to see. 

The top tube is similar to the Madone, though the downtube is less deep. The seat tube, ignoring the hole at the top for a second, is still scalloped around the rear wheel for improved airflow, but the chainstays are substantially narrower. This follows the trend of the latest race bikes opting for a strategy of aero up front, where it has the greatest impact, and weight saving at the rear.

Madone or Emonda, expect to see it at the Tour de France. 

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Aero bottles

Something that is new for this bike is aero bottles. We've seen some before on the Cannondale SuperSix but the EF squad doesn't use them. It seems Lidl-Trek is however using a custom set of bottles clearly aimed with aero in mind. 

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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

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Trek Madone 5.9 – First ride review

Revamped for 2011

Paul Smith - www.smithpic.co.uk

Warren Rossiter

We loved last year’s top-flight 6 series Trek Madone, describing the Project One as ‘highly technical, super-light, super-stiff but above all incredibly comfortable’, and awarding the 6.9 Radioshack 10 out of 10.

So we were pleased to hear that the 2011 second-tier 5 series is based on the flagship frame. Compared to last year’s beefy, oversized tubeset, the new 5 series Madone has a classy, minimalist look, and Trek claim this diet has reduced frame weight by more than 150g.

While the top-of-the-range Madone is still built in the USA with Trek’s OCLV technology, production of the 5 series has moved to Asia and uses TCT – Trek Carbon Technology – a process that, according to Trek, has made the Madone 5.9 15 percent stiffer than 2010 frames.

Unfortunately, that extra stiffness has turned what was a sublimely cushioned ride into something more neutral. It feels much more of a racer’s tool – it’s great whipping it up to a sprint, but when climbing or riding along on the flat the overriding feeling is of rigidity.

Our demo model came with a mixture of Shimano Dura-Ace and Ultegra – a Dura-Ace chainset and rear mech combined with Ultegra front mech, brakes and levers. The remainder of the bike is finished with in-house Bontrager kit, including Race Lite RX wheels, a carbon seatpost, and aluminium bar and stem.

The wheels are simple, solid and not too weighty, while the bar and stem combo keeps the front end sharp with no real flex to be felt except on the roughest surfaces. The new frame has fully internal routed cabling which gives the bike a much neater look, but will make maintenance something best left to your local bike shop.

Overall, the Trek 5.9 seems less of a sportive machine and more an out-and-out race weapon, more about efficiency and less about being a nice place to be. Ultimately, we’re a little disappointed by that.

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2007 Trek Madone 5.0 WSD

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

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

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Cracked Carbon Handlebar?

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A few months ago I just purchased a FSA carbon k-force handlebar for my Road Bike. Today while riding I noticed a 1 inch "scrape" on the top right-hand side of the handlebar about 3/4" to the right of the stem. It is similar to a scratch, if I run my fingernail over it I can feel it. My fear with a carbon handlebar is that this is the start of a crack and could lead to a dangerous break. Especially since it is right next to the stem and seems to be a point that the handlebar takes a lot of torque? Is it possible to get a small scratch in the top clear coat that has NO effect on the structural integrity of the handlebar? Let me know what you guys think? I don't want to ride until I get an answer. Thanks!!!  

Press slightly in the area of question if it caves in or soft you definitely have crack. I would recommnd taking to LBS and let them check. Part should have one year warranty. Carbon handlebars can crack easily when you drop you bike or crash. manual actually recommend unwraping the handle bar and examine for damage after each impact/drop and crash. That is why most pros ride alloy handle bars, because crashes are part of the ride and they do not have time to check for cracks. Did you have recent crash or drop the bike?  

no crash at all. that is why i'm perplexed?!?!? it just appeared out of nowhere. fsa tech support wants me to send back for x-ray.  

okay- it does not cave in or is soft. no different in structural integrity than the other side. scratch is visible and can be felt with my fingernail. is that normal to get minor scratches in the clear coast of the handlebar since it does not have tape on it?  

mseanschmidt said: is that normal to get minor scratches in the clear coast of the handlebar since it does not have tape on it? Click to expand...

People who worry about exploding carbon this much should not use it. Just like people who worry about exploding condoms.  

CleavesF said: worry about exploding condoms. Click to expand...

With carbon don't mess around just send it back!  

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