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Trek Madone 5.5 Review

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RoadCycling.com reviews the 2009 Trek Madone 5.5 road bike.

Roadcycling.com reviews the 2009 Trek Madone 5.5 road bike.

The bright red metal flake paint on the Trek Madone 5.5 I tested reminded me of a hot rod. After riding the Trek, it was like driving a hot rod!

The Trek Madone 5.5 is very traditional when you look at the structure of the frame. Yet it possesses a sleek look with its graceful lines. I received many compliments on its appearance. That’s a big step for a consumer. Although it appears straightforward, hang on! The Madone 5.5 hides its strengths.

Overall, the power transfer was impressive. If the bike doesn’t respond, I don’t want to ride it. I’m happy to report that wasn’t the case with the Trek. There’s no doubt the bottom bracket had the necessary stiffness to effectively and efficiently relay the energy from my pedaling. I didn’t feel as though it was washed away on the road. I’m not just talking about flatland sprinting either. The Madone 5.5 met every challenge I presented to it whether it was putting the power down rolling on the flats or a challenging climb. It was as though it had perpetual motion without requiring excessive effort from the rider. Or, as my co-tester would say, “it never felt like I was riding through wet cement”.

Here’s an example of what I’m talking about. I was riding a route with several medium rollers. I had to shift down when I hit the grade. The transition was fluid and didn’t require getting out of the saddle.  At the crest, I would shift up and the response was immediate.  My speed increase was instantaneous and effortless.  I felt as though I never lost any momentum. Note to readers, this is a good thing!

Even though I wouldn’t change it, I’m going to nitpick a little about the fork. I felt more road shock through it than what I was used to. However, I loved the aerodynamic style. As I said earlier, I wouldn’t change it. Another minor complaint is the seat adjustment on the aerodynamic seatpost.  Although I like the mast and its clamp system, I think the seat adjustment is overly engineered.

As hard as I tried to choose what I liked best about the Madone 5.5, I’m unable to decide. It did everything very well. It was unaffected by headwinds or crosswinds. Stability was never a worry. What made it fun was it would perform for me in all aspects regardless of the terrain. At the end of the day, while riding the Madone 5.5, I always had a smile on my face.  Subjectively, I like how it looks. Trek's Performance Fit feature with a 30mm taller head tube obviously contributed to the comfort of the bike. Although more upright, it is a speedy ride. This is a race bike in sheep’s clothing!

Trek’s development and heritage associated with the Madone shows the highest level of technology and engineering that can be put into developing a frame.  After over 20 years riding bicycles, I can easily see why this bike has been raced by Tour de France winners and yet functions perfectly in the real world for enthusiasts who enjoy an affordable, comfortable, performance bicycle.

Visit Trek Bikes online at www.trekbikes.com .

Located in the UK? Click here to buy 2010 Trek Madone bikes online.

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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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Trek Madone 5.5 review

• by Cyclesgo

The Trek Madone 5.5 proves that a hardy race heritage can apply to weekend warriors. It’s a light and lively road machine that sets a benchmark for performance. After spending a few months riding similarly specced carbon road bikes from GT and Cannondale, we found the Madone 5.5 to be more comfortable over longer periods in the saddle. Performance never lacked on the 5.5, making quick jaunts through traffic to head out on our favourite loops enjoyable. Once we fell into a rhythm, the 5.5 proved worthy of its Tour-winning hype, never relenting under the heavy stress of steep climbing or twisty mountain road descending.

Trek has always taken a more conservative approach to geometry, and not much has changed on the 5.5. It has classic stage race geometry that yields airly relaxed, eminently stable thanks to the relatively low bottom bracket height. The Orro GOLD STC slightly longish chainstays provide stability and remove the twitchiness typically found in bikes with shorter stays.

Several testers appreciated the shortish top tube, and especially liked the comfort of staying in the drops against the wind and on long descents, where feathering the brakes from the hooks is less weary and more effective than staying on top. But, the conservative approach also made for some uninspired saddle time, according to some testers. Yes, a lightweight carbon bike is supposed to be stiff, but some testers felt that the Trek felt flat in the straightaways under speed compared to the Cannondale SuperSix,. Part of it might be due to the slightly higher handlebar position (there’s a 30mm higher position compared to the more race-oriented models like the Madone Pro line).

For half our testers, the common threads were ‘comfortable, responsive and fast.’ One’s pedaling efforts were never wasted on the 5.5, some said, a reflection of the stiff carbon frameset and paired-spoke wheels. Uninspired for some, a real rocket for others. Much of one’s riding preferences hinge on body type (tall and thin vs short and muscular), position and experience. All things considered, The Madone 5.5 averaged a mostly neutral response from our testers. Taking the middle ground is a safe bet for Trek, one of the largest bike companies in the world.

Trek’s Optimum Compaction Low Void (OCLV) technology, in a nutshell, applies heat and pressure during the manufacturing process to compress carbon and resin for maximum strength and minimum weight, while eliminating gaps between carbon layers to improve strength-to-weight. Trek’s lay-up process includes cutting specific carbon parts (for head tube, down tube, top tube, etc.) with a specifically directed carbon angle to better position the fiber for the loads and stresses a frame experiences under the rider.

For 2008, Trekrenamed its three levels of OCLV: Red, Black and White, a new nomenclature to make things easier to understand compared to the old ‘OCLV 55’, ‘OCLV 110’ reference. The Madone 5.5 is an OCLV Black level, which uses intermediate modulus carbon fibre compared to the Red’s significant high modulus content. This second-tier status affects overall weight a tad, though, as our 58cm sample weighed in at 16.1lbs. Black series frames are 120g heavier and the alloy steerer adds another 90g relative to the Red series, according to Trek’s road brand manager Scott Daubert.

A few highlights of the re-engineered Madone line include several weight-saving enhancements, including a slip fit bottom bracket bearings versus the external cups that have become the norm; a tapered carbon fork (1-1/8in down to 1.5in at the crown, which, like its bottom bracket shell brother, needs less parts due to Trek’s Net Molding Technology (carbon race surfaces to eliminate heavy aluminium parts, making the bottom bracket and headset assembly simpler and lighter). Instead of the 68mm shell width standard, where the bearing cups are screwed into an aluminium insert and the bearings are housed outside the shell, Trek uses a 90mm shell to house everything. The Orro GOLD STC benefit here is a stiffer junction at the prime pedaling force, and Trek has also made the effort to provide Campagnolo-, Shimano- and SRAM-specific crank kit bearings available.

The 5.5 has a 30mm taller headtube than the Pro fit, which our newer road riders appreciated. Trek offers two fit options. Other than head tube length, everything else is identical on the frame but the stems are also 1cm shorter than Pro fit. A higher handlebar position isn’t for everyone, though, and Trek generously provided several headset spacers to allow riders the option to lower the stem without compromising the handling.

As for dialing one’s optimal saddle height, Trek designed a carbon seat cap with 100mm of adjustability. Not comfortable with offering a carbon seat tube that requires cutting, Trek shaved off some weight and simplified one of the most important aspects of proper fit. The Orro GOLD STC saddle clamp also offers six degrees of spherical adjustment to account for less-than-perfect saddle rails.

Shimano’s race-proven and reliable Dura-Ace shifters, brake calipers, and derailleurs work seamlessly to propel and stop the Madone 5.5. In fact, most everything offered by Shimano’s road team can boast the same. The Orro Gold STC difference between the top-of-the-line Dura-Ace and its lower grade brothers is two fold: lighter and more responsive for most riders, and bragging rights. Who wouldn’t want to ride what half the pro peloton uses? In our opinion, an American-made carbon frameset of this caliber specced with Dura-Ace and priced at US$4,400 is bargain.

Trek balances off its complete bike spec with a hearty dose of its Bontrager house brand. Tour-proven spec, mind you, that doesn’t scrimp on performance or quality. Trek has raised the bar considerably with its Bontrager Race Lite wheels and saddle, two areas very particular and personal for discerning riders in this price range. The Race Lite wheels are built with 3.6mm bladed stainless steel 18/20 front/rear spokes, weighing 1660g for the pair. The Orro Gold STC external nipples are a blessing, but for the inexperienced the paired spokes are a curse. Be thankful for Bontrager’s high-tension attention to wheel strength in its factory build, though. In the five months we’ve tested the Madone 5.5. we haven’t needed to re-tension or tweak the wheels. Part of this comes from proper tyre inflation, of course, and it helps that the Bontrager Race X Lite 700x23c clinchers behaved the entire test period. Nary a flat, always rolling hard over the rough stuff, and keeping us steady in sprints and climbs while offering enough stickiness through turns.

Bontrager’s cockpit has improved dramatically. The Race Lite VR handlebars are square and wide on the tops as needed, while providing the medium drop and reach that comes natural for most riders for hard sprinting, climbing and descending, thanks to its semi-anatomic bend. The Orro Gold Evo now-standard 31.8mm clamp diameter gives the front end of the bike a needed beefiness to match the beefy oversized headtube and fork crown. Trek was smart to spec aluminium stem and bars, which are more durable for more riders compared to carbon. What little road shock reverberating through the front end is absorbed by the clever Bontrager Buzz-Kill bar-end plugs.

The Bontrager Race Lite saddle, like the Specialized Body Geometry, isn’t for everybody. Many riders snooping around this price point will have tried the very popular Fi’zi:k Arione saddle – which we think looks like a ironing board – but has become the default saddle for many hard-core racers and riders. The Orro Gold Evo Race Lite has its high points, namely reinforced wings for durability in a crash. But, as we’ve found with several Bontrager saddles the past year, the saddle’s super rounded profile isn’t for everyone. The Bontrager Race X Lite carbon compact crankset shifts well and provides the lower gears that this bike’s likely riders prefer. Not the lightest, but performance may mean more to some riders.

Trek is one of the most popular bike brands in the world, and its Madone line reflects its commitment to staying with the times. Extended carbon seat tubes, oversized and tapered head tubes, oversized slip-fit bottom bracket bearings: these are all desirable features that translate to benefits on the road and for the rider. Simplicity is key with high performance, and it’s apparent that Trek has invested heavily in taking its signature line to the next level. The best part? Mere mortals like you and me being able to ride the same bike as the guy winning the Tour and Giro. The Madone 5.5 may be mostly neutral on the road, but overall it’s a safe bet for the weekend warrior interested in flying the flag that Lance and Alberto raised to the top of the podium since 1999.

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• Rider Notes

2006 Trek Madone 5.5

A carbon frame aero bike with ultra 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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Last updated June 29 Not listed for 2,480 days

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

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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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Trek Madone 5.2 review

We really like the old Madone, the new 5.2 is even better

The Madone has undergone many changes in its four-year history, but this is the first major redesign since Lance Armstrong rode the first one to victory in the 2003 Tour de France.

The new Madone 5.2 is a completely new ride and one that looks set to be a prominent stage winner well into the future. It couldn't have got off to a better start with Contador winning the 2007 Tour De France on a relabelled 5.2.

Geometry remains the same, Trek weren't bold enough to mess with the measurements of the original, and we're glad they didn't, because the stable character of the old bike is what made it so popular. But what a different machine it is. The biggest difference comes from the overall increase in stiffness, especially at the front. It's also lighter; integrating the bottom bracket, headset, fork and seatmast and using 40 per cent fewer joints helps shed valuable grams (Trek claim it's 250g lighter).

That increased stiffness does not rob the frame of any comfort. The bike felt incredibly comfortable and sure-footed. Even after six hours in the saddle the only ache was coming from weary legs. It's hard to break the Madone from its stable line, and it holds on to the road incredibly well. In the presentation, Armstrong even likened it to the feel you get from riding a motorbike.

Thankfully, that solid feel doesn't rob the bike of any life. Shift into race mode and the all-round stability and unshakable front encourages an aggressive style and dares you to challenge the bike's underlying stability. Simply put, the new Madone is lighter, stiffer and faster.We really like the old Madone, the new one is even better.

The new Madone 5.2 had to be something special and one that built on previous versions. Three years in development, Trek's approach was to build a totally new platform. Gone is the forward sloping top-tube that had fans and detractors in equal numbers. The top-tube now slopes the usual way and brings the design in line with other compact frames. OCLV (optimum compaction low void) stays, as does the bonded, lugged construction, with fewer joints, meaning less weight.

Naming the range has been simplified, from the old OCLV 55, 110, 120 GSM (grams per square metre) grading to a simpler OCLV Red, OCLV Black, OCLV White, Red being the most expensive, high modulus carbon, through to OCLV White, which uses standard-modulus carbon. All red and white frames are made in the USA.

Bottom bracket

The new Madone is centred around the core of the frame's seat cluster, seat-tube and bottom bracket shell, and has been designed to bolster front-end stiffness. Trek have done this by getting rid of the standard BB shell and have gone for an integrated bottom bracket design; 90mm wide, it does away with external bearing cups - instead, integrated bearings sit directly against the carbon shell.

Crank compatibility isn't an issue as all crank configurations are catered for, Q-factor (distance between pedals) is also unaffected. It's a simple and neat solution and gives designers more freedom to experiment with oversized tube profiles. It's a bigger, stiffer and lighter bottom bracket assembly.

Front end and fork

One of the most noticeable changes from the old Madone is the increase in front-end stiffness. The contoured down-tube flows from the wide BB shell and curves into an oversized head-tube.

Like the bottom bracket shell, the design integrates bearings directly against and into the carbon frame. The Precision Fit Sockets (Trek's technical term) are moulded in at the same time as the tubes, which eliminates the need for secondary machining or the bonding of alloy inserts into the frame like the old Madone.

The oversized head-tube uses a 1.5-inch lower bearing (the same size as downhill mountain bikes) and a more standard 1-1/8-inch bearing for the upper assembly.

Gone is the seatpost in favour of a mast. The added advantage of the Madone's mast over other similar bikes (Look, Time, Ridley) is that this one doesn't need cutting to size. Instead, a cap with seat clamp sits atop the mast and can be adjusted for height. Available in two sizes, 120mm and 160mm, the system has the same height range as the old Madone with its 250mm seatpost.

The seatmast design on high-end carbon frames could well be the standard in the near future. Not only does it allow designers to shed a bit of weight but it also does away with the need for a traditional round seat-tube. This permits more complex tube profiles. The Madone's seatmast has a slight curve to it and the design of the clamp moves the mast away from stress areas and also imparts a degree of flex for added comfort.

Race and Performance fit >The new Madone will be available in two frame types. The geometry stays the same but the fits change. The Race fit has a lower head-tube, whereas the Performance fit gains 30mm in height to bring you more upright. If you're more of an all-round, high mileage sort of rider we would recommend going for the Performance fit over the Race. Women-specific WSD models also feature a shorter top-tube.

Verdict >From our experience Trek have brought the Madone into a new era. The dullness of the original model has been banished and the only minor criticism of the bike is that it looks a bit like a Specialized or Orbea but the similarty stops there.

Specification - Trek Madone 5.2 >Replacement value £2,250/$3,680

Frame and forks >Size tested: 54cm >Sizes available: 50, 52, 54, 56, 58, 60, 62cm >Weight as tested: 7.3kg/16.1lb no pedals >Frame: Trek 120 OCLV Carbon >Frame weight: 1,070g/2.4lb >Fork: Bontrager RaceLite Carbon >Fork weight: 427g/0.9lb

Bike dimensions >Top-tube: 53cm/20.9in >Chainstays: 41cm/16.1in >Wheelbase: 97.5cm/38.4in >Head-tube angle: 73 >Seat-tube angle: 75 >Fork offset: 4.5cm/1.8in >Trail: 6cm >B/b height: 26.4cm/10.4in >Standover height: 72cm/28.3in >Braze-ons: 2 water bottle >Frame alignment >Head tube: Perfect >Rear triangle: Perfect >Fork: Perfect

Transmission >Chainset: Shimano Ultegra SL 50/34T 172.5mm (also available in Ultegra triple) >Bottom bracket: Integrated >Freewheel: Shimano Ultegra SL >Chain brand: Ultegra w/ KMC quick link >Derailleurs: Shimano Ultegra SL >Gear levers: Shimano Ultegra SL STI >Pedals: None >Gear ratio (in)

Wheels >Front & Rear: Bontrager Race Lite >Tyres: Bontrager Race X Lite, 700x23c >Wheel weight: f: 1,040g; r: 1,460g

Other components >Handlebar stem: Bontrager Race X Lite, 31.8mm Handlebars: Bontrager Race Lite VR, 42cm Headset: Cane Creek IS-2 integrated with 1.5in lower bearing >Saddle: Bontrager Race Lite Seatpost: Carbon seatmast cap Brakeset: Shimano Ultegra SL

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NCM e-Bikes Review: Are These Bikes Any Good?

Last Updated on November 17, 2023 by Igor Karni

German-based e-bikes company, NCM, is connected to other brands such as Australia-based, Leon Cycle, and Leisger. NCM represents the pedelec arm of the said conglomeration. Established in 2014, its main headquarters are located in Hanover, where it still does most of the designing. It does the manufacturing in France, Vietnam, and China. 

Table of Contents

The brand doesn’t explicitly state what its name or abbreviation stands for. Since its history is intimately tied to its parent brand, Leon Cycle, you don’t need to look further than the latter’s history to know more about NCM. It started out mainly as an online retail shop specializing in e-bikes and after less than a decade, it has already expanded to Spain, Australia, the UK, and the USA. 

NCM e-Bikes Review: Model Lines

Ncm: veritable deliverers of quality, reliability, and durability at affordable prices.

The brand proclaims that it delivers all three of the said factors and, more or less, it manages to do so considering some of the gems in its catalog. NCM has a fairly balanced and varied collection of e-bikes. 

It has different offerings for eMTB, commuter, folding, fat, and cruiser lovers alike. Their relatively budget-friendly e-bikes lean more toward the sporty side, as evidenced by the general geometry and components of the models, without sacrificing style. 

NCM Aspen Fat Model Line

The Aspen Plus provides excellent value for money through its sheer sturdiness, high-quality components, and riding experience that don’t leave feeling like you got the shorter end of the stick. Sure, the Das-Kit rear 250W motor may not compare to more premium-priced mid-drives out there, but it’s sufficiently powerful because it can tackle any kind of terrain and performs particularly well on snowy trails.

It’s heavy but sturdy, making it great for beginners. Despite this, it can top at more than 20mph (32 km/h). The full-throttle adds obvious convenience, however, we don’t recommend relying solely on the motor when negotiating steeper than normal inclines.

We also like that you can push this e-bike up to 50 miles (80 km) with a single charge. It uses a brand-standard Das-Kit LCD display that only gives you the bare necessities as far as most e-bikes displays go.

Read also: Why fat tires are good news for electric bikes ? And, How to select the best hybrid e-bike ?

The Aspen Plus is certainly better than its standard counterparts as far as components are concerned. You get sufficiently wide, 26” fat tires, Tektro hydraulic disc brakes as well as optional headlights and taillights. 

We invite you to take a closer look at the  NCM Aspen Fat model line  here .

NCM Moscow eMTB Model Line

The NCM Moscow, particularly its Plus version, received rave reviews on its release and arguably remains one of the fledgling brand’s milestones. It uses a smaller than normal Das-Kit geared rear hub motor with 250W of output and as much as 55 Nm of torque. Great figures, considering the affordable price range.

If we add in the 48V lithium battery that can last up to 75 miles (120 km) with wise usage of the pedal assist, you pretty much get a steal of an eMTB. It uses hard-gripping Schwalbe tires that can handle most kinds of terrain, which only ups its versatility. 

We also love the ergonomic handlebars and the relative comfort of the gel seats. We recommend the Plus version simply because it guarantees your safety better with the Tektro hydraulic disc brakes. They’re “smart” brakes that integrate an interrupter safety feature that lets you shut off the motor should the need arise.

Read also: How to select your first electric mountain bike ? And, How much does a good eMTB e-bike cost ?

On the whole, it’s an e-bike that’s up there when we’re talking about outstanding value for money as far as e-bikes are concerned. 

We invite you to take a closer look at the  NCM Moscow eMTB model line  here .

NCM Prague eMTB Model Line

Fat-tired and cheaper than most, NCM’s Prague line is another proof that the brand knows how to design budget-friendly offerings without compromising on quality. Specs-wise, it’s slightly less beefed up than the Moscow, but it’s still above-average overall.

The 36V battery can give you up to 40 to 60 miles max (65 to 95 km), and the Bafang rear hub motor it uses has stood out in the e-bike industry as one of the most durable that’s available in the market. If you want an eMTB that’s sturdier, safer, and more capable of handling rougher terrains, this is a good candidate because of the Schwalbe 26” fat tires. 

Read also: How much elevation / altitude can electric bikes climb ? And, Can electric bikes go up steep hills ?

It doesn’t have a Plus version, as of this writing. Still, the Tektro mechanical disc brakes are commendable enough for their stopping power. Nothing beats hydraulic, though. The Prague is definitely still a steal by virtue of the perks outlined here and its low price. 

We invite you to take a closer look at the  NCM Prague eMTB model line  here .

NCM Milano Hybrid Model Line

A commuter hybrid, the Milano is certainly one of the most versatile models in the NCM catalog. The step-thru frame definitely helps make that more viable. If we add in the soft cushion of the saddle and the upright seating position, it may even fit the cruiser category with ease!

The Plus is adequately powerful, though, as evidenced by the same 48V battery and Das-Kit rear hub motor that it uses. Expect the specs to be mostly similar with a few deviations. Riders enjoy impressive riding ranges that can go up to 93 miles (150 km) in a single full charge. 

The motor makes easy work of even the steeper climbs out there – all the more so if it’s ridden on paved roads. This model is more complete when it comes to components, though. 

Read also:  How to select the best commuter e-bike (with examples)? – also in this article . And, how much does a commuter e-bike cost ?

Both the standard and Plus include a fairly lengthy rear rack, headlights, kickstand, and fenders. The Plus, with its addition of hydraulic disc brakes, leaves no room for want, so we think it’s still better than the MAX. Although, the MAX does incorporate a mid-drive Bafang motor, which makes it lighter. 

We invite you to take a closer look at the  NCM Milano Hybrid model line  here .

NCM Munich Hybrid Model Line

The Munich is NCM’s entry-level commuter that imparts the same comfort as the Milano line. The NC8 version has larger 28” Schwalbe marathon tires that are ideal for longer rides. It also uses a unique combination of Promax-V and Shimano coaster brakes, which obviously requires the user to know their individual mechanisms. 

If you’re not already aware of it, coaster brakes brake when you pedal backward, making it appeal to a specific type of rider. If you don’t prefer that, you can always go for the standard, which uses Tektro disc brakes. 

The range tops to about 43 miles (73 km) for both. The models are comparatively light compared to other commuter options out there, which is a wonder since it uses the same Das-Kit rear hub motor found in most NCM models. 

Read also: How to select the best cruiser e-bike ? And, How much does a good cruiser e-bike cost ?

Expect to get the same slew of accessories as the Milano once you choose any Munich model. The same can be said for the overall riding experience, although the Munich can only manage half the range that the Milano can achieve.

We invite you to take a closer look at the  NCM Munich Hybrid model line  here .  

NCM Venice Hybrid Model Line

The Venice may seem like just a step-over version of the Milano, but that’s not really the case for its Plus version. You get to enjoy the exclusivity offered by the Venice once you choose its Plus version because of the patently superior components it has.

We like the far better hydraulic brakes it uses, which also happen to have brake sensors. The Venice Plus also has a faster charger. Another unique feature is the Prowheel crank it uses, which has received generally positive reviews in bike circles.

Read also: How to select the best city e-bike (with examples)? – also in this article , and this article . And, How much does a good city e-bike cost ?

Other than these features, expect the Venice to share the same specs as the Milano. 

We invite you to take a closer look at the  NCM Venice Hybrid model line  here .

NCM Paris Folding Model Line

Same as other NCM models, you don’t want to settle for anything other than the Plus version of this folding e-bike. We like the overall smart design of this folding e-bike. For one, we like how you can easily take out the battery by adjusting the saddles and just turning the key and pulling it out for charging. It’s just as easy to slide in. 

We prefer the gel saddles of the Plus version for maximum comfort, and it complements the fact that it’s a suspension seat post. There’s also front suspension, which works just as decently. Of course, the Plus also uses infinitely better hydraulic disc brakes and a faster charger.

The e-bike contains almost every accessory found in NCM’s hybrid commuters, so that’s a big plus because you practically get a folding version of those models with either the Paris or the London. 

Read also: How to select the best folding e-bike (with examples)? And, How much does a good foldable e-bike cost ?

The fact that it’s step-thru is somewhat great, but most folding e-bikes have low enough frames as they are. Lastly, it takes up close to half of the space it usually occupies once fully folded. 

We invite you to take a closer look at the  NCM Paris Folding model line  here .

NCM London Folding Model Line

There’s a very thin line that divides the London folding line from its Paris counterpart. Technically, the London is just a step-over variation of the Paris, with a slight very negligible difference in the shift lever used. We have the same feedback as the Paris with regards to its performance and components. 

We invite you to take a closer look at the  NCM London Folding model line  here .

Does NCM Offer a Manufacturer’s Warranty?

NCM e-bike buyers enjoy a one-year warranty for all the electrical parts of any model. 

What Do Most Riders Like About NCM?

It’s obvious that the brand appeals to casual riders who don’t want to have to spend an arm and a leg just to get to ride a high-quality e-bike. We need to emphasize the quality part since the other aspect that evidently makes NCM stand out is it doesn’t skimp on imparting value to riders. That it underwent vigorous growth since its founding only proves this point further. 

What Countries Does NCM Ship To?

Besides the countries, we mentioned above, anywhere where there’s a Leon Cycles dealer or if Amazon USA allows shipping to your particular country. 

Read also: Check out the most popular e-bike brands .

Igor is a sustainable mobility and green energy advocate. His mission for Easy E-biking is to help make electric cycling simple, practical, and fun. Follow him on Facebook and LinkedIn .

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Best e-Bikes Made in Italy. 30 Italian e-Bike Brands.

About igor karni.

Hey there! My name is Igor Karni. I created this site to help you find answers to your questions about e-bikes. I hope that this blog will give you enough knowledge to rent or buy an e-bike you will love and the one that best suits your personal needs. It will make me happy if my articles help make your decisions a bit easier. And you have fun following the process!

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Ratings and reviews

Location and contact, doner city, moscow - yasenevo - restaurant reviews - tripadvisor.

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Trek Madone 5.9 Road Bike

Frame Material: carbon fiber composite Frame Angles: 73.8 head, 73.5 seat Sizes: 50cm, 52cm, 54cm, 56cm, 58cm, 60cm, 62cm Colors: Silver Fork: Bontrager Race XXX Lite Rear Shock: Not applicable Brake Levers: Shimano Dura-Ace STI Dual Control Handlebar: Bontrager Race Lite Stem: Bontrager Race XXX Lite Headset: 1 1/8" threadless Cane Creek S-6 Front Der: Shimano Dura-Ace, braze-on Crankset: Shimano Dura-Ace, 39/53 teeth Rear Der: Shimano Dura-Ace SS Pedals: Not included Tires: 700 x 23c Bontrager Race X-Lite

• USER REVIEWS

fast, light great at climbing and can hold its speed as long as your legs can!

none has been a dream bike, wheels , bar tape and saddle etc have been replace over the years but the fram has stayed true

This review is for the 2014 Trek Madone 5.9 Dura Ace H2. This is pretty close to being my dream bike. It weighs in at 15.0 lbs without pedals and climbs like a dream. At 200 lbs I'm not built like a climber but this bike has me seeking out the steepest hills and mtns around. The Shimano Dura-Ace is as good as other reviewers say it is. It never misses a shift. Additionally it takes just one push (rather than 2 previously) to go from the small ring to the big ring. DA 9000 also gives the rider the ability to feather (i.e. slightly move) the shifter when cross chaining (i.e. using the big ring up front & the big cog in back). This does make a difference in terms of noise and efficiency. I didn't think having an 11 cog cassette would make a big difference but it does--even if it is subtle thing. Essentially, I feel that I'm always riding in the perfect gear. The bike is nearly all black (except for the grey Trek logo on the downtube) and looks fantastic. Kudos for including a torq wrench. The stock RL tubeless ready wheels seem to be pretty good. I'm looking forward to trying them with 25mm tubeless tires. Does the bike feel "areo" given the Kamm tail design? I think I feel less drag on steep descents and flat sprints. It sure feels safer in a crosswind than the Cervelo S5 i've ridden before. The bike is stiff enough for a sprinter like me. I can't get the frame to flex--not even on a downhill sprint. The bike handles nicely.

Negatives: --The ride could be a little softer over rougher pavement. It's not a deal killer though. Bigger tires will help in the future. --Why sell bikes with 23mm tires? Who wants little tires anymore? Oh, Trek wants us to upgrade immediately. --The seat was crap. Very spongy. It has little air holes in it. When I hit a bump my butt goes back into the seat and I can hear air shoot out of the seat. It affects bike control to a degree also. Trek shouldn't be afraid to put a race saddle on a Dura-Ace $5000 bike. I even felt that this saddle was unsafe.

If you can find this 2014 model it's discounted at the Trek store from $5k to $3k now and well worth it!

Similar Products Used:

Specialized Roubaix--a very nice bike. Trek Emonda--too hard and over priced. Cervelo S5--nice ride, fast, ugly.

Very responsive. Fast! Smooth ride. Esthetics. Incredibly smooth shifting Shimano DuraAce 9000. Climbing. Stiff.

I bought this bicycle on July 3, 2014. I rode a hundred mile ride on the 4th, so I really got to know the 5.9. I bought some Cosmic Carbones for it the next week. I ride it 250-300 miles per week. This Madone 5.9 has climbed extremely well in two Gran Fondos, descending at 50 mph at times without any vibration at all. This is a fast, sleek, racing machine and I love it. Oh, I'm sixty and have owned many other Treks, two Lightspeeds, and a Jamis. The Trek 5.9 is easily the nicest bicycle I have ever owned.

Trek Madone 4.7 with Shimano Ultegra, Trek 5500 with Shimano DuraAce, Trek 5200 with Ultegra.

Bottom bracket system. Found out too late that bb bearings DO NOT LAST! about 1 year of use, bearings failed. seized and ate into frame, which TREK will not warranty. After this I hear that bb bearing failure common in less than 1 yr riding. After this mechanic tells me that now Shimano and FSA recommend bb bearing maintenance at either 500 or 200 miles. While I love the ride, not sure I will get a plastic bike again

great ride. BB bearing system awful.

frame geometry, Weight, Climbing, ride, Attitude

Internal cable routing works well - but not as handy for repair work or cable replacement down the road.

After 18 years the chain-stay on the Trek 5200 cracked but Trek denied the guarantee request. However, a local dealer sold me a 2011 H2 Five-Nine frame at a very low cost. Shifters/break levers, Wheel -set (mavic ksyrium elite) , head-set and BB bearings were up-dated to produce a light and quick bike. It shifts cleanly and precise, carves corners like a scalpel in the hands of a German surgeon, spins great on the new BB bearings and climbs like it was being chased by the entire underworld. I call it my Fat bottom bracket bike!

Light weighted, good at climbing, downhill, looks great, stiff, comfortably ride .

None so far

Got the frame after returning my Fisher Cronus Ultimate had big crank problems. Moved over a complete SRAM Red set, a new saddle Selle Italia SLR carbonium, did not like the Bontrager saddle. Wheels were Bontrager RXL. now i ride on Dura Ace C 50 clincher, they are doing just fine, fast, stiff, and looks like a dream on the bike . It is a H2 bike, very comfortably at long rides, longest is 165km, most of the time it get used at rides lasting from 2-4 hrs. No problems with the bike so far, got lot of comments on the look of it, i do like the colors on it, and riding it is not bad at all ;)

Fisher Cronus Ultimate Ridley Noah

stiff, GREAT handling, yet comfortable.

maybe paint job- but it has grown on me

Trek 5.9 2011. My Carbon LeMond broke at the drive side rear dropout (pretty flimsy arrangement). Schuss got me a warranty replacement- the '11 5.9. I had liked my LEmond quite a lot, so not sure about the new Trek. It is excellent! Stiff, but comfortable, handling is excellent. I really can't imagine a bike that rides much better. The folks at Schuss were great too.

LEmond Zurich carbon triomphe frame, fuji team

Weight, stiffness, handling, Bontrager wheel set is problem free, compact crank. Also the seat mast configuration actually takes the edge off stippled pavement, it's like the old carbon beam bike, sort of, you get noticable moderate flex that actually makes hammering easier.

Not my cup of tea color scheme, but it was a replacement frame, for my 2009 5.2. I got the 5.9 with the frilly blue and white colors, 54cm. Ultegra anodized crank is mottled where my foot scuffs the crank arm.

My Trek Madone 5.9 2011 was a replacement frame, free, b/c my 2009 Trek 5.2 developed cracks in the seat mast. I built up the frame with the 2009 ultegra kit and Bontrager wheel set. I've been riding road bikes for awhile, steel, aluminum, titanium and carbon. The Trek is light, uber light and flex free, no BB deflection whatsoever. It climbs like a dream, the vibration damping of the carbon makes the thing silky smooth, and descending is predictable. I have had the thing at 57 MPH on the Lee Hill descent in Boulder, and carved down left hand canyon at 45 MPH plus. It goes where you place it in the turns, and that means you have lot's of options for putting the bike in the place you want to be with speed and moxy. LIke I said, it's smooth, and we had a dry winter, so I put in a lot of 4-6 hour weekend rides. Base miles. The comfort of the ride is a back end saver. While it has the H2 head tube, I have dropped the stem, and in the Deer Trail road race this year, with the benefit of increased aerodynamics and good position, road away from a big bunch, I finished smack dab in the middle. I have ridden a Serrota Colorado Titanium 1993-97, A Merckx Columbus SL, 1989-93, a Trek 5500, circa 2005, a Bridgestone RB-1. It's a great bike, and I assure you the faster you pedal, the faster the bike will go, it's amazing. That makes it like so many other bikes, the more force you apply to the gear, the greater the velocity. The Bontrager saddle happens to be comfy, allowing for nice fore and aft positioning, narrow enough to not snag and wide enough for my sit bones. I love the ride of this thing and it's raceable, trainable, Grand Fondo able.

Trek 5.2, trek 5500.

Stiff and efficient

To harsh on bad roads

Great bike please read my full review at: http://bikestuffreview.blogspot.com/

Specialized bikes

Lightweight, good design, handles very well, stable and takes corners very well.

bontrager tires are terrible, would recommend a different saddle other than the bontrager race lite.

You can line up a mercedes, bmw, lexus, range rover, and a volvo in your driveway, and most people would say those are all nice cars. Its the same with bikes its just a matter of preference. The shop upgraded the wheelset to dt swiss with 240s hubs, THANK YOU!!!

Gary fisher arc pro.

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