trek madone 5.2 2015

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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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Trek Madone 5.2 Road Bike

• OCLV 120 Carbon Frame
• Bontrager Race X Lite
• OCLV 120 Carbon Fork
• Bontrager Race Lite Wheels
• Shimano Ultegra Rear Derailleur

USER REVIEWS

Light, stiff, gives back the power you put in. Low. Long-lasting. I am writing about the Madone from about 2007 which has a horizontal top bar. I bought it from the Japanese equivalent of ebay because I wanted a bike with a short head tube. Rider body drag is the biggest component of drag apparently at about 60% of total drag, so rather than an aero frame with can shave a percent or two off the 9% of frame drag with a modern aero frame, I would rather get down a degree or two or ten lower, especially now that I have worked out how cyclists used to pedal: forwards and backwards, rather than the current stomp stomp, which makes it much easier to get down low. The other advantage of a low "non-compact" frame is that it forces me to cognise my belly fat. It is like wearing tight jeans. You know when you have eaten too much the day before. This is my second low "aggressive" frame. My other is a Look KG 386 with a similar sized (less than 14cm in the medium 54cm size) head tube. The French Look has a perfectly damped feel. When I go over a bump in the road the vertical movement disappears in a swiftly diminishing suave sinusoid. This Trek however has more bounce. I go over a bump in the road and it almost feels like I am going to take off. The difference in springiness is an advantage however when it comes to pedalling. The Look feels like it is absorbing some of the power I put into the cranks whereas the Trek makes me feel like all power in bounces back. It has more mechanical machismo making the Look feel like a sophisticated stale baguette.

A little bit bouncy. If you don't use the shifters the grease inside may get sticky preventing you from changing down the cassette to the highest gear. Rinsing with lots of brake cleaner and relubricating with a PTF containing lubricant should get the shifters clicking again.

Very smooth and overall sturdy bike for mountain riding and even just casual riding throughout the day. Definitely recommend to anything with an interest or hobby in bike riding. It withstood the test of wear and tear when I used to ride to project sites for my Brick Pavers business.

None that I can think of.

ood smooth shifters. Big wheels, ideal for cruising at high speed. Shocks eat up bumps. Well built. Repositionable handlebars. Good on flat roads, has decent off-road capabilities too. Bakersfield Pro Concrete Pumping

None so far.

Great choice of bike. Light weight, very stiff and good handling. Never encountered trouble for almost a year upon purchasing. Highly recommended from Bathroom Tile Company.

Price? Not really. Let’s be honest, I didn’t have to get a Madone, I chose to get a Madone and isometimes you have to pay to play. Bike is actually a 2006.

custom stickers | print stickers | business printing | printing company

Excellent handling bike that rolls with very little road buzz.

This bike is extremely maintenance intensive due to design flaws in the bottom bracket and headset. It is worse than owning a Porsche or a British sports car and I've owned both and worked on both. You're looking at overhauling the BB at 500-750 mile intervals and replacing the non-drive side bearing at the least. This bike had so many overhauls over 13K miles that even the oversize bearings were too loose a fit. You're looking at 1500-1800 mile interval for the headset and replacing the upper bearing if not both. You definitely better learn how to work on your bike or you're going to be spending $$$'s at the bike shops. The wheels are a low quality wheelset and I ended up having to replace the wheelset after less than 3K miles. After finding numerous flaws with the bike Trek FINALLY replaced it with another model.

great bike second bike i have got first worth 200£ it reacts to everything in ease and speed.

Has a noise to it don't no where its coming from sounds like the seat thats it

just bought this bike it was on sale in intersport 50% off 3450€ to 1700€ it had ben sat there for two years. great find oct 2016 Very Light Reactive for speed sprint I've been riding now 4 months and have my avenge to 35ks an hour live in france lots of hills Limoges started off average 22ks got to 28ks but flying now. recommend to anyone

Strong, solid, well-built and designed machine

As everyone else has mentioned, the saddle stinks. In fact, I can't imagine a normal human being being comfortable on the thing. That being said, think of a saddle as a pair of shoes. You'll want to find something more specific to YOU! As far as the bike itself, it's wonderful! TREK consistently designes equipment that's superior to most. They also stand behind what they make in ways that many don't. I have a little over 10,000 miles on my Madone, and have replaced only tires and the bottom bracket (-bottom bracket at 8500 miles). Both of these components are "expendables". There are "heavy-duty" brackets that you can use, but then the emphasis is on heavy. Be content with the standard set. This is not my first Trek. They've never disappointed, and this Madone is no exception. It's stable and dependable, with no kinky surprises that you discover on some fast downhill (-had this happen once on another brand). You won't be disappointed. -Oh, and I'm a 69 year old veteran rider with a lifetime of riding experience (-still have yet to find that hidden motor that so many talk about).

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Giant, Fuji, and many others

The performance is great on this bike. Light, stiff and very responsive. A great bike to ride.

I replace the Bontrager wheelset after about 10K miles with a Flo 30 wheelset. Seat mast kept slipping till the shop finally used a special grease and discovered that the seat mast bolt should be torqued to 7 N instead of 5 N. The bottom bracket is the biggest weakness of the bike. My bearings lasted about 500-600 miles and you have to overhaul the BB about every one to two months or after riding in the rain. In fact, I won't even ride it when the roads are wet due to having to O/H the BB. A new Trek bearing set with a dust seal got about 800+ miles if overhauled at about 400 miles. Now the frame cups have worn to the point where I now need special Trek oversized brackets.

Performance is outstanding, but I can't give it a high score because of the serious design flaw of the bottom bracket and the poor wheelset. The BB makes for a much more maintenance intensive bike.

Light Weight, very stiff and an all round option

Wheelset, bontrager stock saddle and little bit of shifting issues

My first bike and am overall very happy since I have switched to carbon wheels, it is a good all round bike fast on the flats and climbs well as well. Trek should have given saddle options as the stock bontrager is a waste. Changing it with Selle SMP. Shifting needs minor adjustments many a times on the fly

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Trek madone 5.2 – review.

The Trek Madone 5.2 was overhauled for 2013 and combines low weight and aerodynamics with the ride quality and dependable handling of the previous iteration of the US firm’s race bike.

The Madone 5.2 is perhaps the last model year 2013 machine to pass through RoadCyclingUK. As the calendar flicks over to MY2014, the Madone 5.2 will get Shimano’s new 11-speed Ultegra groupset, rather than the 10-speed version on our test bike, and a new lick of paint, but otherwise the spec and, most importantly, the frame remains the same.

The chassis

And what of the frame? Bikes in Trek’s high-end Madone range – that’s 5-Series, 6-Series and 7-Series machines – received a radical frame update in June 2012, when we first spotted it being ridden by the Radioshack-Leopard-Trek team at the Criterium du Dauphine.

The Madone 5.2 is based around a frame which utilities Kammtail Virtual Foil tube profiles and integrated brakes to help boost its aerodynamic prowess.

We ran through both features in our first look but, in short, the KVF tubes follow an airfoil shape but with the tail chopped off in a design which Trek say saves weight and improves stiffness while also complying with UCI rules. The KVF shape is most noticeable on the downtube but has also been applied to the fork, headtube, seattube and seatstays.

As for the integrated brakes, the Madone 5.2’s rear stopper has been moved to the chainstays – a design first applied to time trial machines but now regularly used on aero road bikes – and the front brake is cut into the fork crown. By removing the rear brake from its traditional position, Trek say they have been able to further tune the seatstays for weight, comfort and aerodynamics. The Madone 5.2 is certainly a smooth ride – but we’ll talk about that more soon.

Trek say the KVF tube profiles and integrated brakes result in 25 “free” watts when riding at 40km/h compared to the previous Madone. That’s a bold claim, and, like any aero machine we test, one we’re not able to confirm without heading into the wind tunnel.

The frame and fork are made from 500-Series OCLV carbon fibre. Bikes in the 6 and 7-Series range (which, incidentally, were tweaked in July to shed a little more weight) are made from higher grade (lighter, stiffer) 600-Series OCLV and 700-Series OCLV respectively, while 4-Series bikes (which share the KVF tube profiles – but not the integrated brakes – for MY2014) are made from 400-Series OCLV, and so on.

Finally, as far as the chassis is concerned, a Bontrager DuoTrap wireless speed and cadence sensor is incorporated into the non-driveside chainstay, and the presence of an integrated chain catcher is another impressive detail.

How have those changes affected the ride of the Madone 5.2?

Comfort can often be sacrificed by manufacturers in the hunt for aero gains (the Wilier Cento1AIR recently reviewed offers a harsher ride than the Cento1SR ) but the Madone 5.2 remains an impressively supple ride, particularly through the back-end. The Madone isn’t designed as a ‘comfort’ bike – the Domane occupies that position in Trek’s range – but it does an excellent job of taking the sting out of rough roads while remaining connected with the tarmac and keeping the rider in tune with what’s happening beneath them.

The Madone’s neutral handling has almost become its calling card and the 5.2 is no different: planted and completely in-tune with the rider. I prefer a little more va-va-voom but the Madone is an undeniably confidence-inspiring ride, whether that’s riding in the bunch, when descending or removing a jacket with your hands off the handlebar. Trek’s E2 headtube tapers from 1-1/8″ to 1-1/2″ and, combined with the straight-legged, KVF fork, the result is a reassuringly stable and planted front end.

The Madone 5.2 uses Trek’s proprietary BB90 bottom bracket – said to be the widest available for use on a road bike – and that results in a ride which is plenty stiff enough. The relatively low weight – 7.64kg for our test bike – ensures the Madone 5.2 is eager out of the blocks and climbs well, though it could easily shed significant weight by upgrading the Bontrager Race hoops that come as standard.

As for fit, the Madone 5.2 is based around Trek’s H2 geometry, which they say is “right for most riders” – most riders being those on the club run on a Sunday morning, riding sportives and perhaps dabbling in a bit of racing. As a result, the H2 fit is a little more relaxed than the racier H1 fit offered on 6 and 7-Series bikes. The key difference is the height of the headtube, which at 170mm is a little tall for me but by no means extreme.

The components

As we mentioned at the start, our 2013 Madone is dressed in 10-speed Shimano Ultegra, so with the 2014 Madone, now available through Trek dealers, equipped with the updated 11-version, we won’t say much other than it performed as we’ve come to expect from Shimano’s second-from-top group. The compact chainset and 11-28t cassette combine to provide a wide spread of gears.

A quick word on the new 11-speed setup, however. The revamped groupset borrows heavily from the top-end Dura-Ace setup, with a new four-arm chainset which is said to boost stiffness and sharper shifting thanks to a shorter leaver throw.

Trek’s house brand, Bontrager, provide the dual pivot, integrated brakes. Initial bite is good but we felt they lacked top-end power. We didn’t notice the rear brake accumulating dirt any more than it would have done if in its traditional position on the seatstays, but what did bug us, however, was that the screws which hold the brake pads aren’t easily accessible and require the removal of the whole shoe when swapping pads. The matte finish of the brakes also leaves them trailing other in terms of aesthetics.

The Race wheels are Bontrager’s entry-level hoops and come wrapped in Bontrager R3 tyres. While at 1,720g the wheels are far from the lightest, they’re stiff, roll well and are tubeless ready. They’ll make for good training wheels if you choose to upgrade the stock hoops.

Bontrager also supply the aluminium Race X Lite stem and Race Lite Aero handlebar, which has a KVF-inspired profile, and a compact, ergonomic shape which – for this reviewer at least – made it more comfortable to ride in the drops for long periods. A Bontrager Affinity 3 saddle completes the build.

Trek have combined low weight, stiffness, aerodynamics and comfort to good effect with the Madone 5.2, providing a helpful dose of each. As a result, and brake issues aside, the Madone 5.2 is a fine all-rounder.

Discuss in the forum

Price: £2,800 Sizes: 50, 52, 54, 56, 58, 60, 62cm Website: Trek

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Trek Madone 5.2

There’s no doubting that in the years since Lance Armstrong was winning the hearts and minds of cyclists and non-cyclists alike, Trek’s majority stake in carbon bike sales has slowed. Due to the advance of the competition and Trek’s own slowness in reinventing the Madone platform, many aspiring carbon bike owners began to look beyond the offerings from Wisconsin. So, Trek started all over. To get the job done, in the fall of 2006 Trek designers and engineers were literally put in a special room at Trek for three months to brainstorm the new design. Other than retaining the tried and true OCLV build process and the Madone name, they started over with a blank sheet of paper and redesigned the bike from the ground up. We first looked at the new Madone back in the October issue when we had a brief ride at the bike’s official rollout. Sure, the bike is all-new, but is it any better?  

THE FRAME One quick look at the new Madone 5.2 is all it takes to realize that the new Trek is in fact nothing like its similarly named predecessor. Every tube, every aspect of design has been altered, with probably the most telling being the asymmetrical chainstays. Besides the impressive array of individually sized and shaped tubes, a key frame element would have to be Trek’s version of the integrated seat mast. Trek came up with their own two-piece design that is basically an external seatpost, which allows 100 millimeters of adjustability. Trek took the extra step of making long and short seat mast tops available for personalized sizing. Also new for the 2008 Madone is the internal cable routing used for the rear brake cable. Early versions of the bike had the cable exiting the rear of the top tube on its left side, but rider complaint about knee contact prompted a change in cable exit from the top of the tube. Carbon molds don’t come cheap, so a tip of the hat to Trek for maintaining enough molds to build seven different size frames (50, 52, 54, 56, 58, 60 and 62 centimeters).

THE PARTS Our Madone 5.2 features a collection of house brand Bontrager components including the Bontrager VR (variable radius) handlebars, which are a cross between an anatomic and a classic bend bar (that Lance preferred), Race Lite wheels, and the newly designed Race Lite saddle. The new saddle took us two or three rides and then we started to really like it, due to the ability to sit further back in the saddle while climbing or descending. We have yet to embrace the ‘saw the frame to fit’ technique that integrated seatmasts require. As much as we applaud Trek’s effort to maximize the benefits of the integrated seat mast, due to the clamp design and difficulty in getting consistent seat height, we’d have to say that they got it half right. The drivetrain on our 5.2 was the over-achieving Ultegra SL (53/39, 12-25) and it performed well in all situations, but we did notice the braking strength on fast and technical descents was noticeably less powerful than its more expensive brother, Dura-Ace.

THE RIDE The 5.2 was stable and comfortable on all types of surfaces. It handled well on bumpy and uneven surfaces and exhibited a noticeable glide on smoother roads. On climbs it was predictable and consistent, and on descents it was faster than we would have expected. For the higher-end group, the bike is not super-light at 16.2 pounds (Trek falls on the conservative side of the carbon weight issue), but the design, ride and experience made the weight not noticeable.   THE VERDICT The Madone totally belies its racing heritage and design intent-it never felt like a race bike. More than anything, it shone as an all-around, long-day-in-the-saddle bike. As impressive as the Madone 5.2 is, it’s worth noting also that Trek made it possible while retaining the higher built-in costs of American manufacturing. The Madone 5.2 is a lot of bike and ride for the money. Test rider after test rider commented that during group rides the bike stood out as a higher-end Madone and performed really well for the price. Yeah, the old Madone served Lance well, but he’s probably bummed that he never got to race this bike.

Price: $3629 Weight: 16.2 pounds Contact: www.trekbikes.com

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2014 Trek Madone 5.2 Impresses Reviewers At BikeRadar

"the madone 5.2's handling is predictably superb; it also offers a surprisingly comfortable ride".

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Trek Madone 5.2 vs. 5200: is there a significant difference?

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Hi. I have "new bike fever." Although I love my current, smoke carbon Trek 5200, there is an upgraded version now, the Madone 5.2. Is there a significant difference between the two frames? If so, what are the differences? If the ride quality of the Madone is better, then I would be happy trading my 5200 for it. On the other hand, if there would not be much of a difference, I would feel a fool for trading up to the newest hype. Can you offer any advice? I know, "test ride."  

Ride testing This should be posted in the Complete Bikes, Frames, and Forks forum. If you're going to do test rides, make sure you ride both bikes with the same wheels. Not just similar wheels, but the same wheels. Wheels and tires can make a much larger difference in "the ride" between two bikes than the frame usually do. Lots of people get fooled about the difference between bikes when it's actually the wheels and tires that they were feeling.  

the sky above said: Hi. I have "new bike fever." Although I love my current, smoke carbon Trek 5200, there is an upgraded version now, the Madone 5.2. Is there a significant difference between the two frames? If so, what are the differences? If the ride quality of the Madone is better, then I would be happy trading my 5200 for it. On the other hand, if there would not be much of a difference, I would feel a fool for trading up to the newest hype. Click to expand...

I'm sure your 5.2 is a great bike and probably an improvement but there is no possible way that the 5.2 is 1 or 2 mph faster than a 5200 and if there is a 1 pound difference in weight it's not the frame. Most of the difference you're feeling is probably the tires. There is a real possibility that the excitement of riding a new bike has caused an increase in your performance, but a 1 or 2 mph increase in average speed ain't-a-gonna-happen. I wish it could. A 1/2 mph increase would be huge, and more than I would expect. ~Al  

Al1943 said: I'm sure your 5.2 is a great bike and probably an improvement but there is no possible way that the 5.2 is 1 or 2 mph faster than a 5200 and if there is a 1 pound difference in weight it's not the frame. Most of the difference you're feeling is probably the tires. There is a real possibility that the excitement of riding a new bike has caused an increase in your performance, but a 1 or 2 mph increase in average speed ain't-a-gonna-happen. I wish it could. A 1/2 mph increase would be huge, and more than I would expect. Click to expand...

Thanks for the replies and help, everyone. What is the function of the irregular shape of the seat tube? My eye is drawn to that spot because it seems to be the focal point of the frame.  

If you want a different 5200,get the 5.2 SL,Ultergra 10sp and 110 carbon. Difference is so small if that between the 5200 and the 5.2 thats it is not enought to be like getting a different bike. Hell LA even said he didnt like the ,as you put it,"the irregular shape".  

the sky above said: Thanks for the replies and help, everyone. What is the function of the irregular shape of the seat tube? My eye is drawn to that spot because it seems to be the focal point of the frame. Click to expand...

I'm sorry, I meant to say "down tube" when I asked about the irregular shape. If I'm not mistaken, the Madone 5.2 is the latest version of the 5200, the same 120 carbon, with a slight improvement in aerodynamics, correct? It would really be redundant to buy the regular Madone 5.2 if I already have the 5200, am I right?  

Right. Are you just hot for another bike? 04 5200 are going for about $1800 and 05's are around $2800 so its a bad time to buy an 05 as far as price goes.  

shokhead1 said: Right. Are you just hot for another bike? 04 5200 are going for about $1800 and 05's are around $2800 so its a bad time to buy an 05 as far as price goes. Click to expand...

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20 years of redefining what road racing looks like 

For the past two decades, Madone has disrupted the industry with unprecedented road race technology and advancements that redefine fast.   

Named after the Col de la Madone, an iconic French climb and training destination for the world’s pros, Madone was originally designed to be the most aero and lightweight road race bike in our lineup. Then, as technologies advanced, the superbike branched into two separate models: Émonda for lightweight climbing, and Madone for pure speed.   Today, groundbreaking Full System Foil aero shapes and advanced 900 Series OCLV Carbon have allowed a reconvergence of Émonda and Madone in the form of the all-new ultimate race bike: Madone Gen 8. Equal parts lightweight and aerodynamic, it’s the only road race bike you’ll ever need.   

The Madone Gen 8 family tree   See how Trek’s ultimate race bike has evolved over the years from one model to two and back again.

2 0 0 3 Madone Gen 1 The first Madone represents a groundbreaking moment in Trek road bike design. It was the first time we designed with aerodynamics in mind, with an aero fin on the downtube and seat tube. It was also the first time we began shaping carbon for optimized climbing and lower weight, using cross-sectioned tubes, and testing in the wind tunnel.

2 0 0 7 Madone Gen 2 The second-generation Madone was the first of its kind aesthetically, with tube shapes that were co-driven for the first time by industrial designers and engineers. This generation had a drastic slope change from the previous generation, replaced the alloy stem with carbon, and was revamped with integration details like internal cable routing and in-molded bearings. 

2 0 0 9 Madone Gen 3 The focus for the third generation Madone shifted from aerodynamics to weight savings. It was the lightest frame we’d ever made at the time with much rounder tube shapes and a more efficient stiffness-to-weight ratio. This bike started Trek’s round seatmast evolution (seen on the current day Émonda) and featured a stiffer and more compliant oval seat tube. 

2 0 1 2 Madone Gen 4 The fourth generation Madone brought aerodynamics back to the forefront with all-new Kammtail Virtual Foil tube shaping and a large aero headtube. It was the first bike to use direct mount brakes (designed by Shimano specifically for this bike) before they became industry standard.   

2 0 1 4 Émonda Gen 1 The first generation Émonda marks the first time we split our road race lineup into two separate focuses —Émonda as the dedicated lightweight climbing bike, and Madone as the ultimate aerodynamic race bike. Émonda was the lightest bike we’d ever made, and designed to be the first up every climb.   

2 0 1 5 Madone Gen 5 The fifth generation Madone marks a revolutionary moment in the bike’s overall design history. Because we were planning to split off into two separate race bikes (one light and one aero) we were able to put a huge focus on aerodynamics and a never-before-seen level of integration. Gen 5 Madone featured fully hidden cables, proprietary brakes, and a one-piece bar/stem. It was by far the fastest bike we’d ever made, and the first Madone with IsoSpeed compliance tech, adding up to a superbike that not only rode fast but rode really well, too. 

2 0 1 7 Émonda Gen 2 The ultimate climbing bike got an upgrade with disc brakes for better all-weather stopping performance and more confident descents.

2 0 1 8 Madone Gen 6 In 2019, we improved on Madone Gen 5 by adding disc brakes, adjustable top tube IsoSpeed that let riders dial in compliance, and a two-piece bar/stem combo that allowed them to adjust the rotational angle of their bar for a better fit.  

2 0 1 9 Émonda Gen 3 We took Émonda up a notch with the same aero tech as Madone, like Kammtail aero tube shaping, a new one-piece bar/stem, and 800 Series OCLV Carbon that helped make the bike faster while still keeping weight low. With this new fast-yet-light design, Émonda Gen 3 was a whopping 60 seconds faster on the flats than the previous model. 

2 0 2 2 Madone Gen 7 Madone Gen 7 was the fastest Madone we’d ever made. By a LOT. It was designed with a completely new generation of Kammtail Virtual Foil tube shaping, all-new race-focused IsoFlow compliance tech, and an aerodynamic flared bar/stem system that put the rider in the most efficient position possible. It was also much lighter than the Gen 6 version, shaving nearly 300g from the previous model.

2 0 2 4 Madone Gen 8 Equal parts Madone and Émonda Worlds collide: our fastest and lightest unite. Madone Gen 8 recombined carbon Émonda and Madone to create the only road race bike you’ll ever need. Equal parts sprinting and climbing bike, the new ultimate race bike features radical new Full System Foil aero shapes that shave 320g off the previous Madone and help make the bike as light as Émonda*. Plus, we designed the whole bike and rider system to be even more aerodynamic, making it 77 seconds/hour faster than the previous Émonda and just as fast as the previous Madone.   *When comparing framesets

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Trek Madone 5.2 (09) review

Trek Madone 5.2 (09)

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Dubna is a town in Moscow Oblast, Russia. It has a status of naukograd, being home to the Joint Institute for Nuclear Research, an international nuclear physics research center and one of the largest scientific foundations in the country. It is also home to MKB Raduga, a defense aerospace company specializing in design and production of missile systems, as well as to the Russia's largest satellite communications center owned by Russian Satellite Communications Company. The modern town was developed in the middle of the 20th century and town status was granted to it in 1956. Population: 70,663; 60,951; 65,805.

More information and contact

Wikipedia https://en.wikipedia.org/wiki/Dubna

Official Website http://www.naukograd-dubna.ru/

Coordinates 56°44'10.574" N 37°9'44.531" E

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Russian Company OIIAI

Brief profile.

active International

Facts to Consider

For two years in a row, the organization suffered a loss (in 2023 – 223 million RUB).

There are enforcement proceedings in the bailiff database

There are 3 more firms at this address.

The organization is the founder (co-founder) of a mass media

This is an international organization.

show 3 more positive facts

Complete Profile

• 1. General Information
• 2. Registration in the Russian Federation
• 3. Company's Activities
• 4. Legal Address
• 5. Owners, Founders of the Entity
• 6. OIIAI CEO
• 7. Entities Founded by Company
• 8. Company Finance
• 9. Timeline of key events
• 10. Latest Changes in the Unified State Register of Legal Entities (USRLE)

General Information

Full name of the organization: OBEDINENNYI INSTITUT IADERNYKH ISSLEDOVANII

TIN: 9909125356 (region of TIN receipt – Other territories including the Baikonur cosmodrome)

KPP: 501063001

PSRN: 1035002200221

Location: 141980, Moscow Oblast, Dubna, ul. Zholio Kiuri, 6

Line of business: Other research and experimental development on natural sciences and engineering (OKVED code 72.19)

Organization status: International, active

Form of incorporation: Intergovernmental international organizations (code 40001 according to OKOPF)

Registration in the Russian Federation

The tax authority where the legal entity is registered: Mezhraionnaia inspektsiia Federalnoi nalogovoi sluzhby №12 po Moskovskoi oblasti (inspection code – 5010).

Registration with the Pension Fund: registration number 060008000376 dated 24 February 1992.

Registration with the Social Insurance Fund: registration number 503001125150301 dated 29 June 2001.

Company's Activities

The main activity of the organization is Other research and experimental development on natural sciences and engineering (OKVED code 72.19).

Additionally, the organization listed the following activities:

The organization is included in the Roskomnadzor registry of registered mass media as a founder (co-founder) of the following media:

OIIAI holds licenses entitling to carry out the following activities:

Legal Address

OIIAI is registered at 141980, Moscow Oblast, Dubna, ul. Zholio Kiuri, 6. ( show on a map )

The following organization are also registered at the following address (including liquidated organizations):

• TOO "NA "EDFURS" (liquidated 07/26/2017)

Owners, Founders of the Entity

There is no data on the founders of OIIAI as of 09/05/2024 in the Uniform State Register of Legal Entities. The previous founders were:

The head of the organization (a person who has the right to act on behalf of a legal entity without a power of attorney) since 20 January 2021 is director Trubnikov Grigorii Vladimirovich (TIN: 501002711975).

Previously the organization was managed by (director of the institute from 04/28/2012 until 01/20/2021 * ).

Entities Founded by Company

Currently OIIAI is listed as a founder in the following organizations:

• OOO "DVIN" (Moscow Oblast, Dubna; 10%; 10 thousand RUB)
• OOO "NPO "ATOM" (Moscow Oblast, Dubna; 47 million RUB)

Previously the organization was listed as a founder in:

• SNT "KOSMOS" (Moscow Oblast, Taldom, d. Novotroitsa) - until 12/31/2021
• NP "MITSNT SNG" (Moscow Oblast, Dubna) - until 12/15/2021
• AO "MINTS" (Moscow Oblast, Dubna; 65.05%; 7.1 million RUB) - until 01/03/2022
• LIMITED LIABILITY CORPORATION "CYCLON" (LLC "CYCLON") (Moscow Oblast, Dubna; 300 thousand RUB) - liquidated 01/12/2015
• "DUBNA-DETECTORS" LTD (Moscow Oblast, Dubna; 2 thousand RUB) - liquidated 08/02/2018

Company Finance

In 2023, the organization received the revenue of 1.5 billion RUB, which is 231 million RUB, or by 18.3 %, more than a year ago.

As of December 31, 2023, the organization's total assets were 127 billion RUB This is 12.7 billion RUB (by 11.1 %) more than a year earlier.

The net assets of OIIAI as of 12/31/2023 totaled 125 billion RUB.

The organization is not subject to special taxation regimes (operates under a common regime).

The organization had no tax arrears as of 05/10/2024.

Enforcement proceedings

In relation to a legal entity, the database of the Federal Bailiff Service contains the following enforcement proceedings as of 09/28/2024:

Timeline of key events

• is no longer listed as the founder in the Unified State Register of Legal Entities.
• PRAVITELSTVO RESPUBLIKI ARMENIIA is no longer listed as the founder in the Unified State Register of Legal Entities.
• PRAVITELSTVO RESPUBLIKI BOLGARIIA is no longer listed as the founder in the Unified State Register of Legal Entities.
• Legal address – Moscow Oblast, Dubna, ul. Zholio Kiuri, 6 .
• Information about the founder was entered – .
• Information about the founder was entered – PRAVITELSTVO RESPUBLIKI ARMENIIA.
• Information about the founder was entered – PRAVITELSTVO RESPUBLIKI BOLGARIIA.

Latest Changes in the Unified State Register of Legal Entities (USRLE)

• 05/25/2024 . Submission by the licensing authority of information on the renewal of documents confirming the existence of a license (information on the renewal of a license).
• 05/01/2024 . Representation by the licensing authority of information about the grant of a license.
• 02/10/2024 . Representation by the licensing authority of information about the grant of a license.
• 11/02/2023 . Submission by the licensing authority of information on the renewal of documents confirming the existence of a license (information on the renewal of a license).
• 08/16/2023 . Submission by the licensing authority of information on the renewal of documents confirming the existence of a license (information on the renewal of a license).
• 08/14/2023 . Provision by the licensing authority of information on the assignment of a previously issued license number in ERUL.
• 08/02/2023 . Submission by the licensing authority of information on the renewal of documents confirming the existence of a license (information on the renewal of a license).
• 07/21/2023 . Submission by the licensing authority of information on the renewal of documents confirming the existence of a license (information on the renewal of a license).
• 07/17/2023 . Recognition of an entry made in the Unified State Register of Legal Entities in relation to a legal entity, containing information received from another body, invalid on the basis of a message received from the specified body.
• 07/13/2023 . Submission by the licensing authority of information on the renewal of documents confirming the existence of a license (information on the renewal of a license).

* The date of change in the Unified State Register of Legal Entities is shown (may be different from the actual date).

The data presented on this page have been obtained from official sources: the Unified State Register of Legal Entities (USRLE), the State Information Resource for Financial Statements, the website of the Federal Tax Service (FTS), the Ministry of Finance and the Federal State Statistics Service.

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Dubna is a green and pleasant city which has become a "Science City", due to the location of the Joint Institute for Nuclear Research here. It is situated at the beginning of the Moscow Canal, which is watched over by a gigantic Lenin statue - the second biggest in the world. The city can easily be visited on a day trip from Moscow .

Top recommendations in Dubna

Moscow canal.

Have a look at the second biggest Lenin Statue in the world, while walking along the Moscow Canal and the coast of the Ivankovo Reservoir to the lighthouse on Lebyazhie Lake.

Tsentralnaya Ulitsa

Walk along Tsentralnaya Ulitsa from the House of Culture to the park at its end with the Defenders of Dubna Monument.

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