trek madone 6 series 2015

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

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

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

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

New KVF tubing

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

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

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

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

Brake design

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

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

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

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

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

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

Other features

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

road.cc test report

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

Size tested: Project One build

About the bike

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

The frame is made from 600 Series OCLV carbon

The fork is full carbon too, including the dropouts

Our bike came with this spec:

Groupset Shimano Dura-Ace 7900

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

Wheels Bontrager Aeolus D3 3

Handlebar Bontrager Race XXX Lite VR-C

Stem Bontrager Race X Lite

Saddle Bontrager Affinity RXL Carbon

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

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

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

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

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

Frame and fork

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

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

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

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

Tell us about the geometry of the frame and fork?

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

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

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

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

Riding the bike

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

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

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

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

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

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

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

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

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

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

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

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

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

The drivetrain

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

Wheels and tyres

You can get lighter wheels; these major on aerodynamics.

Your summary

Did you enjoy riding the bike? Yes.

Would you consider buying the bike? Yes.

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

Overall rating: 9 /10

About the tester

Age: 41   Height: 190cm   Weight: 75kg

I usually ride:    My best bike is:

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

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

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

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

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

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

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

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

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

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

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

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Trek Madone 6 Series

A racier and brawnier feel for the new madone.

You can trust Cyclingnews Our experts spend countless hours testing cycling tech and will always share honest, unbiased advice to help you choose. Find out more about how we test.

Trek's latest Madone addresses some of the criticisms hurled at the previous version – namely that while it was a superb handler, very comfortable and reasonably rigid, it wasn't quite stiff enough for hardcore racing duties, especially under bigger and stronger riders or in particularly violent events like criteriums.

Shimano Dura-Ace 7900 group

(In the UK, the Madone 6 Series is only available with Shimano's top-end Dura-Ace groupset, with prices starting at £3,099.99)

The 2010 bike is edgier, more eager in its motions and lighter, but loses out to its predecessor in terms of smoothness, liveliness and character. Left with the choice between old Madone and new, it's hard to decide. Conveniently, though, none of us actually has to make that decision.

Trek are retaining the previous version as the 5 Series, so feel free to pick your poison – they're equally tasty but with different flavours to suit your palette. Unless you have to have more brand cachet or something more unique, it's hard to go wrong with either one. There's a reason why these things are so popular and it's not just because a certain Mr Armstrong rides one.

Ride & handling: The Madone has pumped iron and hardened up

Far and away, the biggest improvement on the road with the new Madone 6 Series can be felt in the front triangle, especially when out of the saddle and really wrenching the bars. Compared to Madones past, a greater percentage of your upper body efforts are translated into useful forward motion and there's now a more direct and connected feel between the front and rear ends.  

Handling precision expectedly benefits from the reduced out-of-plane twisting, too. There's less wandering off-line during those same intense bursts and it's also a touch easier to adjust your line during especially hard and fast corners. The effects are less obvious when just cruising along but even casual riders are still apt to notice that the head tube is now more rigidly attached to the seat tube.

Furthermore, Trek have thankfully carried over the classic do-everything Madone geometry, which is still among the best in the industry for its overall versatility and impeccable high-speed manners – there's no nervousness even while rocketing down Colorado's majestic Peak to Peak highway at 80km/h (50mph). Though not quite as quick to initiate a turn as some, it settles in nicely and carves an arc with such fluidity and grace that it's hard not to attack winding alpine descents and slingshot out the other side with a silly grin plastered on your face. 

As is seemingly always the case with a new-and-improved frame, drivetrain rigidity creeps up as well but here the additional reinforcement isn't quite as obvious – better than before, yes, but not in as dramatic a fashion as up front. Given that the old version was already pretty good in this realm we're not about to complain though. Ultimate stiffness devotees will still find some of the usual suspects higher up on the totem pole but the gap is definitely narrowing – quickly.

That extra stiffness comes at a price, however, as some of the buttery smoothness and springy liveliness we've come to love about the previous Madone's ride quality has hardened up some in spite of Trek's assertion of a 10 percent improvement in that arena – but critically, without introducing any harshness. The still-excellent but firmer ride ably mutes road buzz like before but now 'communicates' more to the rider, bigger jolts aren't as well tempered, and the general feel is a little more wooden.

Overall, the new bike has become more of a pure race machine with a sharper, quicker and edgier personality but it's also a little less comfortable over the long haul as a result. 

Frame: Lighter and cleaner looking, too

Even with the stiffer carbon chassis, Trek's engineers have managed to cleave off an appreciable amount of weight from the new Madone to the tune of about 150g.  Actual weight of our bare 52cm test frame was 948g (without seat mast cap) and the matching fork just barely tipped the 300g mark.

Before you write the frame off as being comparatively heavy relative to current superbikes, though, keep in mind that the high level of integration eliminates a number of redundant parts so the system weight is much more competitive (yes, Cannondale, you were right all along). 

Even with a rather modest Shimano Ultegra 6700 build kit with an aluminium Bontrager cockpit and Bontrager Race X Lite alloy clinchers, our complete tester was still just 6.79lb (15lb) without pedals – hardly a boat anchor.

Several key features carry over from the previous Madone. Bearings press directly into the 90mm-wide all-carbon bottom bracket shell, the seatmast cap is a feathery carbon fibre bit, and the 1 1/8in-to-1 1/2in tapered headset bearings drop right in, too. That ultra-wide bottom bracket still affords an enormous 80mm-wide down tube plus chainstays that are widely spaced compared to bikes with more conventional 68mm shells.

Tube shape changes are modest yet comprehensive with few, if any, surfaces left untouched. The down tube now adopts a more polygonal trapezoid profile, the seat tube is heavily ovalised – and now slightly offset to the non-driveside – the top tube is wider and now straight from end-to-end, and the chainstays are bigger in diameter and even more asymmetrical than before. The arcing seatstays are now straight, too, and the no-cut seatmast is now round instead of last year's more aero profile.

The new Madone 6 Series features more integration in the form of the internal cable routing and trick wireless speed/cadence sensor pocket inside the non-driveside chainstay. Unlike most internally routed setups, Trek have gained the cleaner appearance and weather protection but admirably retained external routing's characteristically low friction: the derailleur cable paths are almost exactly identical to conventional external routing – with no additional internal hoses or guides – and the rear brake cable takes a straight shot inside the top tube. 

Shimano Dura-Ace Di2 fans will note that the frame entry/exit points are sized for the group's electrical connectors and there's even a dedicated – and very clean looking – add-on battery mount. Mechanics will invariably find that the new routing still takes more time to set up than external layouts but as far as internal configurations go, this one is very well done.

Equipment: Customisable build

We built our test chassis up with a complete Shimano Ultegra 6700 group (which we've reviewed separately so we won't go into details here) and an assortment of workhorse bits from Trek's component arm Bontrager. Familiar pieces include the excellent forged aluminium Race X Lite stem, comfy and versatile Race Lite VR bar, new multiple-width inForm RXL saddle, and revamped Race X Lite alloy clincher wheels – all of which did their job quietly and competently with little fanfare.

Potential buyers should note, however, that the new Madone 6 Series is fully customisable with no additional charge through Trek's Project One model. In addition to the usual component group, drivetrain ratios and cockpit variables, you can also now choose from one of five eye-catching stock paint schemes, any Bontrager wheelset (and 10 decal colors), and even housing, brake hood and bar tape colour.

More expensive 'Signature Series' paint treatments are available, too, though our in-your-face Kawasaki green option suited us just fine. Moreover, the available size range is impressive with two distinct fits ('Pro' with a shorter head tube and 'Performance/WSD' with a taller head tube) for 15 total possibilities.

NOTE: The bike tested is a US model. In the UK, the Madone 6 Series is only available with Shimano's top-end Dura-Ace groupset. Prices start at £3,099.99.

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Trek Madone 6.9 Road Bike

Lighter, faster, better. That was Trek's goal in creating their best-of-the-best Madone 6.9. Brutally efficient and ultra light, it features ingenious new technology for a superior ride, such as a 90mm-wide bottom bracket for maximum efficiency, sealed headset and bottom bracket bearings that simply press into the frame saving weight and reducing maintenance, and a seat mast that saves even more weight, while also boosting compliance for supreme comfort. And, it's built of Trek's team-spec OCLV Red carbon, while the fork is equally impressive. It's Bontrager's Race XXX Lite Carbon with E2 steerer, which is oversize at the base for excellent efficiency and control. A frame of this level deserves only the best and you get it with top-of-the-line Bontrager Race XXX Lite carbon wheels and Shimano's Tour-winning Dura-Ace components for the ultimate in shifting and braking, while the Bontrager stem, bars and seat add the finishing touches of class.

• USER REVIEWS

Sprints, breakaways,is what this thing was made for. Never felt a more efficient relay of pedal power to the wheel. When I get up out of the seat, I feel like I was shot out of a cannon, so nimble and quiet, just a "woosh, woosh, woosh," as I go by other riders, they never hear me coming as I slingshot around them. Handling, 15% better than the Cannondale SuperSix I had before. If I can see the line in the curve I want to ride, the bike takes me there.

None found yet

I'm 6'3", just under 200lbs, have a 60cm frame. With any carbon fiber frame of a bike this caliber, the smaller the frame, the stiffer the bike. Trek only tests the 56cm frame, because that's their biggest seller. Anything larger than 56 has a little more flex in the frame, smaller and they get stiffer. Anticipating a stiff ride, I did my build with Rolf (engineered and made in America by American hands, not some soulless 3rd world zombie factory that are contracted by 90% of the rim companies). Vigor rims with ceramic bearings. Oh, what a smooth ride this gives this bike. Had steel bearings the first week as a loaner until my wheels came, and what a difference in handling these rims made at high speeds. The small chatter from road vibration was gone, and best of all, NO WEIGHT LIMITS ON THESE RIMS. Matter of fact, the bigger you ore, the faster you'll go downhill. The rest of my build components are Dura-Ace, what a perfect match for this frame. Stops on a dime, have never missed a shift.

Very light, very stiff, very responsive.

The retail price.

I bought this frame brand new from a dude off craigslist and built it up with DA and Bontrager XXX wheels. I'm 5'10" 200lbs, and I ride this bike like I stole it. The bike feels great and is fun to ride. I'm probably too heavy for the wheels- I have to true them every couple months, but this review is on the bike- I really like the bike. The MSRP is shocking! $7,700... I paid less then $3,000 to build mine up. If you have the funds, go for it. If not, the lower priced 5 series are very comparable.

Similar Products Used:

Madone 5.something

Handles great, very stiff and responsive

rear end too stiff vertically. my old sciatica returned. rechecked measurements and that, unfortunately, was not the problem.

got this 2012 6 series as a warranty replacement of a 5.9 (loved the ride of that one). The 2012 6 series handles great, is light and very stiff. Too stiff for me. Rear end rides harsh- same as my super stiff aluminum back up bike. Took both bikes to a short circuit with some pavement cracks at a corner, and both handled the same.

I have a 6 series and its the best Bike I have ever owned.

Don't buy it with the Std Trek Wheels, There crap.

Buy the Bike and make sure your don't buy the Trek brand wheels.

Performance, Styling, Customization options

This is a true racing machine! As a current Cat3 & Masters racer, I need every bit out of a bike as I can. For years I've raced Wilier Triestina(Sestriere, Izoard) and Look(585, 595, 695SR) and until now thought the technology/set up couldn't get much better. The Trek Madone 6.9 SSL Project 1 changed all that. For years, I resisted the Armstrong affect and subsequent market saturation, but now understand the errors of my ways. As a non-climber, this bike is nimble, quick and almost effortless. Surprisingly, with the tighter geometry and shorter wheel base, I expected compliance to be an issue in the descents, but I could carry higher speeds without any worry. Sprinting is a pure delight! The H1 & H2 option is great for those with flexibility concerns. Overall, this is it! A bike with great looks, performance and versatility.

Gorgeous to look at and beautiful to ride. Light and stiff yet still quite comfortable. Project One customization is awesome.

Price - but you get what you pay for!

I started road racing in 1982 on an old Motobecane and bought my first Trek (a 170?) in 1984. I owned Treks for the next 10 years. I stopped riding altogether for 5 years until purchasing a LeMond Zurich (technically still a Trek - I think) in 1999. I loved that bike (although it didn't get ridden nearly enough when I moved to Chicago in 2003) until it flew off my roof (along with the entire rack) while driving through Nebraska to our new home in Oregon. Sad for the LeMond but good for me - as I was able to upgrade to a 2012 Project One Madone 6.9 SSL with the SRAM Red group. The difference was astounding - I was actually afraid of the bike for a week because it felt so twitchy underneath me and I was scared I'd do something stupid and wreck the gorgeous paint job! I contemplated mounting it on the wall as a work of art and buying something I wouldn't be so emotionally invested in! After a few weeks I became less of a spaz and the bike felt more and more stable. It is so quick to respond it's almost telepathic. It's ability to transfer energy into speed is really amazing. I would love to say that it climbs like a rocket but I'll have to lose another 40 lbs before I make that claim. I can say it WANTS to climb like a rocket but it has a 225 lb anchor. It's not as stable on the descents as the LeMond was - I frequently hit the high 50's riding the hills around Eugene, OR on the LeMond and it was rock solid. The Madone is a bit more squirrely in the 50mph range although some of that may be the deep wheels catching air. I'm going to put some RXL wheels on it and see if that makes any difference. My only complaint is with the SRAM front derailleur - total piece of crap! The first one cracked, the second one flexed so much it came of the chain ring on both sides on numerous times. SRAM sent me a different version (steel/aluminum instead of titanium) and it appears to be fixed. All in all it's a great bike that I would highly recommend (just go with a Force front derailleur) if you're getting the SRAM group.

Trek 170, Trek 1300, Trek 2300, LeMond Zurich

Light, Fast, Climbs Very Good, Comfortable, Good value.

I have had my P1 6.9 for almost a year now. Setup with Sram Red components and Bontrager carbon aero wheels. The bike has been great. I swapped out the Sram FD with a DA FD, but other than that the bike has been flawless. It is very light, fast and comfortable. I could not be happier with the bike.

Extraordinary hill climber. My Madone 6.9 has climbed many of the rugged passes in B.C. and it's rented cousin took me to the 10,000 ft. peak of Maui's Haleakala fron sea level at Paia. Bike is great downhill as well and sucks up the bumps and rough pavement at any speed. It is frankly an extraordinary bike. Kudos to the U.S. engineered and built bike.

Ultegra components need more attention than I used to have with my prior Shimano powered bikes.

Fantastic bike. I am lucky enough to have started road riding as a hobby in the mid 80's on a Birtoni Italian steel bike then graduated to a Cannondale P8 with an aluminum frame and carbon forks. The leap to a Madone 6.9 Project bike was enormous but it certainly made me a convert. The ride experience makes me count the days between my ski season at Whistler and my rides on the Sea to Sky highway.

Handling , weight, Position, Climbing. Comfy ride. Wheels a surprise. Scandium ..Lite and durable. .25 mm Vitoria Rubino pro slicks helped the ride .

This thing eats bb bearings to the tune of a set every 2k miles or less.. Change chains , change bearings..Got some new ones from Hawk-Racing. Hope they help ..Last week the fork cracked on both sides in nearly the same place..Not safe to ride now.. My old 5500 at least rides every day.. Learned long ago to keep one bike for go when it counts. Not the Madone.. Each year the price goes up.. What really matters most is the motor.

Fun ride at first..Liked the ride and power transfer. This bike was a retirement gift..I ride several hours most days.. Impressed with the Race Lite wheels. Durable so far..I get 6-8000 miles yearly.. The more i ride this the more it needs work. I find myself letting it hang many days and ride another.. 2010 MADONE 6.9

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Trek Madone 6-Series review

• by Cyclesgo

Trek cooked up a radical redesign of its workhorse Madone 6-Series road chassis last year, infusing a healthy dose of aero ingredients borrowed from its groundbreaking Speed Concept TT/tri bike.  As expected, the aero claims are eye opening: 25 watts of saved energy at 40km/h compared to the previous Madone – nearly two minutes per hour. We can’t verify those figures ourselves without hitting the wind tunnel – and they certainly can’t be felt while out on the road – but what we can confirm is that Trek has carried over most of the existing Madone DNA to produce yet another solid ride.

Purported aero benefits aside, the Vitus Auro CR new Madone feels much like the old one in many ways – and that’s a good thing. As always, one of the best features is the bike’s handling.  While many machines are billed as ‘neutral’, the Madone defines the term with intuitive manners that practically require just a thought to go where you want. Neither overly twitchy nor somnabulantly boring, the pitch-perfect geometry – 73-degree head tube angle, 976mm wheelbase, and 72mm bottom bracket drop on our 52cm sample – carves a wicked arc through sinuous high-speed descents, confidently switches lines mid-corner, and still nails the proverbial ‘peel a banana at speed’ test.

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

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

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

Rather than run two separate carbon road bike campaigns – one that prioritizes stiffness and weight and another that concentrates on aerodynamics – Trek has decided to roll all three priorities into one chassis.  As with the Vitus Auro CR Speed Concept, the key element is Trek’s Kammtail Virtual Foil (KVF) tube shaping, which uses truncated airfoil cross-sections that supposedly maintain the aerodynamic performance of a traditional teardrop shape but without requiring unusually narrow profiles that might compromise structural requirements or violate UCI technical regulations.

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

Further nods to cheating the wind include direct-mount front and rear brakes, with the former’s shape integrated and blended into the fork crown and the latter moving down beneath the chain stays where the airflow is already turbulent. Virtually everything is carbon fiber, too, including the bearing seats for the integrated headset and bottom brackets and the rear dropouts. Once again, the non-driveside chain stay incorporates a pocket for the ultra-tidy Bontrager DuoTrap wireless speed and cadence sensor.

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

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

Trek recommends running derailleur lines around the head tube and crossing them back over inside the down tube but we had better luck both visually and functionally by straightlining everything front-to-back. Likewise, the rear brake path is less than optimal. While the port placement is questionable on its own, Trek further complicates matters by adding a plug-in quick-release and barrel adjuster – necessary evils given the brake placement.  However, while the add-on fits sloppily in the stop (making for a vague feeling lever), it effectively kicks the port even further forward. And the exit port’s location immediately behind the bond line at the bottom of the down tube makes feeding a cable through an exercise that almost requires having a stiff drink on hand.

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

On the plus side, the hidden rear brake and internal routing yields a distinctly clean-looking rig with minimal filigree to muddy up the sleek lines. Once those lines are run, the frame will also mostly protect them from dirt and water, so at least you won’t have to deal with replacements that often. While the new frame might be more aero, it isn’t any lighter. In fact, the 52cm H2 Madone 6-Series frame we tested more than two years ago weighed 948g, while this new one is 1,000g even despite the more compact H1 front triangle geometry. Likewise, fork weight has climbed a bit, up from 300g to 330g.

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

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

Bontrager also includes its latest Aeolus 3 D3 carbon clincher wheels wrapped in aero-profile R3 tires. At a claimed 1,440g per pair they spin up reasonably quickly, as expected, while the ultra-fat, 35mm-deep rim supposedly matches the aero performance of much deeper wheels.  As an added bonus, they’re impressively stable in crosswinds, and because the rim is actually wider than the tire there’s no need to undo the brake quick-release when changing a flat. The Vitus ZX1 EVO ultra-reliable, DT Swiss-built star ratchet rear hub internals should last for ages, too. Stiffness could be a little better, though – we noted repeatable brake rub up front when climbing out of the saddle. 

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

We swapped them out for a set of Continental Force/Attack clinchers and happily restored the Madone’s innate handling prowess, along with a much improved ride quality. The one major Bontrager-related disappointment is unfortunately a significant one. While Shimano will soon have its own direct-mount brakes to offer, the stock Bontrager Speed Limit calipers are just about all that’s available for now. 

The Ridley Fenix SLiC rear brake isn’t accessible while riding, meaning quick-release and cable tension adjustments have to move elsewhere. unfortunately, we weren’t able to test firsthand and long-term the effects of inclement weather on the placement: Weight is competitive, at 154g apiece with mounting hardware, but they’re visually chunky and cheap looking. The associated hardware feels rather low-rent, too, with a lowly steel M6 locknut used for the rear cable anchor and soft aluminum pad hardware that easily takes a set, making it difficult to get a good adjustment.

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

Even the brakes’ placement complicates matters. None of the pad fixing screws can be readily accessed on the bike – meaning you have to readjust the cartridges every time you swap pads – and it’s virtually impossible to sight the rear brake pads on the rim while simultaneously squeezing the lever. Adding even more fuel to the fire is the fact that they simply don’t look very high-end, either. Trek has managed to integrate aerodynamic performance into the new Madone while impressively maintaining all of the old bike’s most important characteristics: weight, stiffness, ride quality, and handling. The devil is in the details, though, and we can’t help but feel a few important ones were overlooked here.

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• Rider Notes

2015 Trek Madone 2.1 H2 Compact

An aluminum frame race bike with upper mid-range 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.

Madone 2.1 H2 Compact

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Jul 2016 · Andre Cheuk

Canadian Cycling Magazine takes a look at the custom Trek Madone of Fabian Cancellara, at the 2016 Tour de France.

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Apr 2016 · Robin Schmitt

In a country where awesome is standard vocabulary, how could you describe an extraordinary bike? It’s time to look at the hard facts of the Trek Madone 9.9

Feb 2016 · Dan Cavallari

We take a close look at how these two speedsters perform to see which one is the best aero setup.

Jul 2015 · Dan Cavallari

A ground-up redesign yields a finished product with the stiffness of an aero bike but comfort that could fill the shoes of the all-rounder

Jul 2015 · R BA

Updated Madone targets aerodynamics and comfort

Jun 2015 · Matt Phillips

Trek shoots for the moon with its new aero road bike

Jan 2015 · Tom Ballard

1 uses Trek’s top-grade Alpha 200-series aluminium, which thanks to hydroforming techniques has allowed for the flattened top tube and KVF down tube shapes, the latter of which being essentially an aerofoil shape that’s had the back cut off, increasing stiffness and decreasing weight while aiding aerodynamics.. .

With the Madone and Domane, Trek offers riders a choice of two very different road bikes. The former is fashioned for performance, while the latter is devoted to endurance. In this review, CTech Editor Matt Wikstrom rides both models in Trek’s 5 Series to see what they have to offer. Most readers will be familiar

Last updated June 29 Not listed for 2,480 days

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2011 Trek Madone 6.9 SSL – First look

Major changes to 5 Series Madone line, too

James Huang

For 2011, Trek's flagship 6 Series range follows in the footsteps of past Madones with a new lightweight 'SSL' variant. This is 100g lighter on average, bringing claimed weight down to just 815g (bare 56cm frame with 'nude' paint scheme), and putting Trek well in-line with carbon superbikes from other manufacturers.

To achieve this weight saving, 50g has been taken out of the frame itself, 30g has been lost thanks to lighter paint processes, and another 20g courtesy of a standard Cane Creek AER upper headset assembly.

Trek say the new model makes no sacrifices in overall rigidity or durability, however, thanks to a new HexSL carbon fibre that's said to be 10 percent stiffer and stronger than the standard OCLV Red blend.

As a result, engineers were able to design the SSL with fewer carbon plies, which imparts a slightly different ride quality when rolling down the road but virtually identical test bench numbers (90Nm/degree at the head tube, according to Trek).

Externally, the new SSL is visually identical to the standard 6 Series, using the same moulds and Near Net Molding, StepJoint, asymmetrical steerer, DuoTrap and BB90 technologies. Fit and geometry will generally remain the same (more on this later) so current Madone owners who choose to upgrade will be treated to the same dialled-in handling and feel.

Two clenched fists come together at the head tube as part of the Unity paint scheme

Trek will offer the new SSL in two range-topping complete bike models that will replace last year's Madone 6.9 and 6.5, as well as a bare fuselage (frame, fork, headset, seatmast cap). The flagship Madone 6.9 SSL will come with Shimano Dura-Ace 7900 and Bontrager Race XXX Lite carbon clinchers while the second-tier 6.7 SSL will swap in more conventional Race X Lite aluminium wheels.

Two 6 Series complete bikes will be offered in 2011; this is the second-tier Madone 6.7 SSL

As before, all 6 Series Madone models will also be available in Trek's Project One custom programme, which allows buyers to choose geometry and paint, component models and sizing, and even component colours in many cases. New for 2011 are tubular Bontrager wheel options (with colour options extended to the top-end models) alongside Shimano Dura-Ace and Ultegra.

New Project One paint schemes will include a Team Radioshack replica option

Trek have acknowledged that Project One lead times last year were longer than anticipated, with some customers waiting more than 30 days to receive their orders, and say the hiring of additional staff should bring that delay down to two to three weeks.

6 Series technology trickles down to mid-range 5 Series

Trek's bread-and-butter Madone 5 Series range gets a complete overhaul for 2011, inheriting the same external shaping and most of the features of last year's 6 Series models. Key changes include the cleaner internal cable routing – with a trick Dura-Ace Di2 option – the optional DuoTrap integrated wireless speed and cadence sensor integrated into the non-driveside chainstay, and an updated round-profile seatmast cap.

The Trek Madone 5.9 is substantially upgraded from last year with a new 6 Series-like shape

As a result, the 2011 5 Series will drop 150g on average relative to 2010 frames while also getting a 15 percent bump in stiffness. The StepJoint tube joining technology and asymmetrical steerer tube will remain exclusive to the 6 Series, though, and the 2011 5 Series will change to Trek's TCT carbon process, meaning that production will shift from Waterloo, Wisconsin to Asia. As a result, 5 Series Madones will no longer be offered with Project One options.

The new 5 Series gains the 6 Series's integrated DuoTrap wireless speed and cadence sensor

Last year's 4 Series Madone frame will carry into 2011 unchanged aside from updated paint, graphics, and build kits.

4 Series Madone frames will carry into 2011 unchanged aside from colours and graphics

Updated fit options

As before, Trek will offer the entire Madone range in a broad selection of sizes and fit options but with one additional geometry option and new naming schemes across the board to eliminate some of the emotional baggage that occasionally accompanied the old monikers – worth noting is that the most upright Project One 6 Series Madone will no longer include a clearcoated 'WSD' decal.

Last year's 'Pro' fit is now called 'H1' and features the shortest head tubes of the range while the 'Performance' fit is again 3cm taller at the head tube. New for 2011 is an 'H3' variant, which is similar to last year's WSD geometry but with even slighter shorter reach (by nearly a centimetre) and even taller stack (by 1.5-2cm) than before. Unlike WSD, H3 will be available in a full size spread from 50cm all the way up to 62cm.

2011 bikes that were formerly badged 'WSD' and use the same frame moulds as last year will carry over the same geometry but all Trek bikes will eventually transition to the H1-3 scheme as older models are phased out. Trek will offer the highest-end SSL Madone models exclusively in H1 and H2 fits but standard 6 Series Madones will be available in H1, H2 or H3. Other Madone models will be offered in H2, H3 or WSD fits depending on the model but not in H1.

About those steerer tubes

We took the opportunity to ask Trek road and triathlon product manager Tyler Pilger about the recent attention surrounding the company's carbon fibre steerer tubes. According to Pilger, there is no recall in place for current models, though Trek do prescribe fairly stringent guidelines with regards to stem model and clamp torques, saying stems with overly aggressive extension cutouts and excessive torque can generate too much point stress.

Use a properly designed stem, and pay attention when tightening bolts and placing spacers, and you should have no problems. Even so, Pilger admits that 2011 Madone carbon steerer tubes will feature additional fibre plies in stem clamp areas to better tolerate out-of-spec stems and clamp torques just in case, and weight penalties are said to only be about 15g.

2011 steerer tubes are reinforced with 15g of additional carbon fibre

2011 Madone line prices and specs

• Madone 6.9 SSL w/ Shimano Dura-Ace 7900 and Bontrager Race XXX Lite clinchers: US$8,709.99
• Madone 6.7 SSL w/ Shimano Dura-Ace 7900 and Bontrager Race X Lite clinchers: $6,819.99
• Madone 6.5 w/ SRAM Force and Bontrager Race X Lite clinchers: $5,039.99
• Madone 6.2 w/ Shimano Ultegra 6700 and Bontrager Race Lite clinchers: $4,199.99
• Madone 5.9 w/ Shimano Dura-Ace/Ultegra and Bontrager Race Lite clinchers: $3,989.99
• Madone 5.9 frameset: $2,309.99
• Madone 5.5 w/ SRAM Force and Bontrager Race Lite clinchers: $3,779.99
• Madone 5.2 w/ Shimano Ultegra 6700 and Bontrager Race clinchers: $3,149.99
• Madone 5.1 w/ SRAM Rival and Bontrager Race clinchers: $2,939.99
• Madone 4.7 w/ Shimano 105 and Bontrager Race clinchers: $2,519.99
• Madone 4.5 w/ Shimano 105 (R600 crank) and Bontrager SSR clinchers: $2,099.99

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Results have arrived, trek madone bikes for sale.

Shop new & used Trek Madone bikes at TPC - The Pro's Closet. Find reviews, specs, weight info, prices and size charts on various models (SLR 9, 7) and popular years (2018, 2021, etc). Read our Trek Madone Quick-Take Review below.

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Trek Madone SLR Gen 7 - Weight, Specs, Price

Trek madone 3rd party reviews ,   trek madone size chart, 2022 trek madone review - a tpc rider's quick take.

• Aero masterclass
• Trek engineers locked themselves in a wind tunnel with this bike. Every curve, edge, and component shouts aerodynamics. From the IsoFlow tech to the one-piece aero bar and stem this bike is designed for slicing through air.
• IsoFlow Comfort
• One of the standout features of the Madone is Trek’s IsoFlow technology, which makes for a forgiving ride, especially on longer epics. IsoFlow helps the seatmast flex, soaking up road vibrations. It’s rare for a speed-focused road bike to excel in comfort, yet here we are.
• Integrated everything
• In the Madone, the term "fully integrated" is taken to new heights. From the cables to the cockpit, everything is tucked away, contributing not just to aerodynamics but also to a jaw-dropping aesthetic.
• Speed and beauty come at a cost. The Madone’s premium price could act as a barrier for many. It's a serious investment, and budget-friendly aero options are out there.
• Price: $7,999 (SLR 6)
• Weight woes
• Despite the carbon fiber frame and components, the Madone isn't a featherweight in its category. It's a solid build, but riders focused on climbing might find it a tad on the heavier side.
• Weight: 17lbs (56cm)
• Versatility questions
• While the Madone excels on flat terrain and downhill blasts, it's not the most versatile option for a wide range of riding conditions. Climbers and those who encounter varying terrain may find it limiting.

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Moscow Palace of Soviets – Soviet architectural giant

3 Comments · Posted by Sergei Rzhevsky in Architecture , History , Photos

Moscow Palace of Soviets is one of the most famous unfinished architectural projects in history. The huge (the biggest and tallest in the world) building would have become the symbol of the victory of socialism, the symbol of a new country and new Moscow . This project is still amazing in our day.

The idea of building the Palace of Soviets was proposed by Sergei Kirov at the First Congress of Soviets, December 30, 1922 (also this Congress announced the establishment of the Union of Soviet Socialist Republics). The idea found the widest support among the delegates.

But the realization of the idea began almost ten years later when in June 18, 1931 in the newspaper “Izvestia” open competition to design the Palace of Soviets was declared. In the same year, December 5, the symbol of old Russia – Moscow Cathedral of Christ the Savior was blown to clear the place for the new symbol of the Soviet Union. The cathedral was visible from almost anywhere in Moscow in early thirties. New architectural symbol was supposed to be visible from any place in Moscow.

As a result, five groups of architects became the finalists of the contest. The group of Boris Mikhailovich Iofan won the contest. The project of Iofan did not immediately take the form familiar to all lovers of architecture of the Stalin era. The first sketch in 1931 was as follows:

And this is not a sketch but a more detailed version of the project of Iofan also dated 1931

In 1932, the Palace of Soviets became a little more like the final draft

Almost the final version, dated 1933, but still without Lenin but with the liberated proletariat on the roof

The project taking more familiar form

And finally the version approved in 1939

The 316-meter palace was to be crowned by the 100-meter statue of Lenin. The total area of the building was to be 11 hectares, and weight – one and a half million tons. Before the World War II the base of high-altitude part of the Palace was built, the construction of steel frame started. After June 22, 1941 concrete, granite, steel and other construction materials were required for completely different purposes.

After the war several skyscrapers of less size were built in Moscow. The foundation of the Palace was used during the construction of the world’s largest swimming pool. And in the nineties the Cathedral of Christ the Savior demolished in December 1931 was restored on the same foundation.

And what would it be a great view if this building was built after all!

Tags:  Moscow city

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Maria Margherita Innocenti · March 20, 2021 at 12:51 pm

Very interesting article! I would love to use some of the images for an academic publication (in particular Moscow Palace of Soviets 2 and 3). Would it be possible to know the sources of those images? Thank you very much.

Author comment by Sergei Rzhevsky · March 20, 2021 at 2:39 pm

Yes, you can use these photos, won’t mind if you mention our site as the source, although it is not required.

Maria Margherita Innocenti · March 25, 2021 at 7:32 pm

Hi Sergei, thank you for your reply. And do you know if the images are under copyright? And, if yes, who holds the copyright? Thank you.

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'Things have started to improve': Moscow residents share thoughts on the city's changes

From cycling infrastructure to public spaces, how do Moscow’s residents feel about the city’s urban renewal projects? Here they share their stories

The ‘Moscow experiment’ has seen the city undergo renewal efforts over the last five years to improve liveability. But what do Moscow’s residents really think about the changes? We asked you to share your stories of life in the Russian capital, and reflect on whether Moscow is changing for better or worse.

The city centre may be seeing improvements in infrastructure and public space, but what about the suburbs? How involved have local citizens been in the changes? And what does the future hold for Moscow? We’ve rounded up a selection of your GuardianWitness contributions , comments and emails, which reveal the everyday experiences of Moscow’s transformations:

About pedestrians and automobilists

Moscow has undergone massive change in the last five years, but the most obvious developments concern parks, streets, and general navigation in the capital. Most of the developments are surely positive: the city has seemed to get more air. There have appeared more walking paths, pedestrian zones have been expanded, some streets have been closed for traffic altogether, parks are being renovated, and new bicycle lanes are being offered now to city residents and its guests. However, there are negative changes as well, which have largely affected car owners: extension of the paid parking areas, and the increase of the average price, the need to navigate a bypass route in order to drive round pedestrian zones. But this coin has another side too: fewer cars in the centre means less exhaust fumes and cleaner air. Muscovites look forward to the old parks being renovated, and the new ones being opened. New plans make excited everyone: new metro stations, new roads, new bicycle lanes and pedestrian footpaths.

It's changing for better

Moscow is definitely changing for better now. As I see it, the authorities are trying to make a city a better place to live in, especially in remote residential neighborhoods, which is very good. Many parks were renovated, cycle lanes appeared. Moscow has become a nice place for long walks and cycling. The city has a lot to offer now including museums, and different events like exhibitons, summer outside activities and others. It's a pity that it takes so long but taking into account the size of the city and its population I can say the situation has changed even if compared to what it was like 4-6 years ago.

I grew up in Moscow and lived here until two years ago. My general impression is that the people making the decisions are trying to copy some European practices like bike rental, parks, etc, but the general success is limited. The streets still belong to drivers, not to pedestrians, to an unbelievable extent. Another thing is that street retail was banned in an attempt to improve the city. It works for the city centre, where retailers really spoiled the overall impression of the scene, but 80% of Moscow is not a city centre. And there, this removal makes your life more difficult. The positive trend is all these multiple festivals, exhibitions, etc, but the best of all these events were initiated by citizens, so I would say that it is due to improving integration of Muscovites into the global world. Overall, I should admit that I love my homeland, but there is still a far way to go to make the city as comfortable as it could be, and the incentives of the people in charge in many cases do not have a lot to do with the wellbeing of Muscovites. - Ekaterina Ivanova

In the city

Gorky central park of culture and leisure

Better, definitely.

I was born in Moscow, emigrated to the UK ten years ago, and have been coming back at least once a year ever since. Although it's hard to tell from only a short visit, I can definitely see improvement in the capital: public transport operates better, local government services are better organised, the streets are cleaner... in my old neighbourhood (a very working-class, high-immigrant community), there are more 'high-street' shops appearing, less potholes on the roads, new playgrounds, new trees being planted and even the occasional fountain being built. These things may seem little and shallow, but I can certainly see improvement in this sense, at least.

It’s better on the surface, but still has inclusion and institutional issues. What do I mean? I mean that no one really asked us, Moscow residents, about the changes being made in the city (although we really welcome a big part of them). And lack of inclusion and mutual trust between the residents is in the end the main problem of Moscow as a city and a community (in my opinion). You can build as much fancy stuff as the money allows you to but if the Muscovites do not trust each other and don’t consider this city to truly belong to them, it will never become a real city and will continue to exist as “a big village” with fancy parks, craft beer and bicycle service. - Sergey Kurakov

When you smiling

Moscow is beautiful with the history, but it's even more beautiful when history meets modern cultural programmes. This installation is a part of one of them. Such things can be seen in the city when we have holidays

The transformation of Gorky park was nice but it is now overly popular which means it is not so pleasant to go to. The boulevard ring has in the main been transformed and makes for a pleasant walk. The banks of the Moskva have been transformed and the walk from Red October down to Gorky park is now interesting, however I always feel that Moscow does not make as much as it's river as other cities (Paris or London for example) do. The area around modern tretyakov could be transformed into an area more like the south bank.

However the biggest killer of Moscow life are simply the size of the roads. They are everywhere and take priority over pedestrians. To really improve Moscow life would be deal with the massive structural change required for dealing with traffic. And that, unfortunately, costs more than plants.

I was born in Moscow and truly love it. And this city inspired me to take an urban planning course: I honestly just couldn’t figure out how one of the wealthiest cities in the whole world could experience such a plethora of problems ranging from car invasion to banal low visual and urban design culture. Many things have changed for the better. A lot of new creative things emerged, such as anti-cafes, high-quality bars and famous Moscow art-clusters. These all influence the city and make it somewhat more democratic. On top of that, there are more direct influences on its physical fabric due to new urban design studios like StrelkaKB, Wowhaus and many others. However, the overall system is still underdeveloped. Moscow is not really clean, it is over-reliant on cars and it seems not much action is taken to improve that; it’s incredibly unfriendly to wheelchairs and people of similar mobility. We still get enormous unnecessary shopping malls planted close to the centre. Moscow is a wonderful city and sure enough it is gradually developing, however, only in a discrete, tactical way, largely and mostly driven by private interests. The public sector, in turn, seems to provide no clear strategic policy to turn Moscow in a healthy modern democratic city with all its problems tackled in one way or another. - dmitryBooM

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8 Projects that Exemplify Moscow's Urban Movement

• Written by Marie Chatel
• Published on July 27, 2016

When it comes to urbanism these days, people’s attention is increasingly turning to Moscow . The city clearly intends to become one of the world’s leading megacities in the near future and is employing all necessary means to achieve its goal, with the city government showing itself to be very willing to invest in important urban developments (though not without some criticism ).

A key player in this plan has been the Moscow Urban Forum . Although the forum’s stated goal is to find adequate designs for future megacities, a major positive side-effect is that it enables the city to organize the best competitions, select the best designers, and build the best urban spaces to promote the city of Moscow. The Forum also publishes research and academic documents to inform Moscow’s future endeavors; for example, Archaeology of the Periphery , a publication inspired by the 2013 forum and released in 2014, notably influenced the urban development on the outskirts of Moscow, but also highlighted the importance of combining urban development with the existing landscape.

Concluding earlier this month, the 2016 edition of the Moscow Urban Forum focused on smart cities and the impact of technology on the ways we interact with people and use public infrastructure and civic spaces. The 2016 Forum invited city officials, urbanists, and architectural practitioners – including Yuri Grigoryan from Project MEGANOM ; Pei Zhu from Studio Pei Zhu ; Hani Rashid from Asymptote ; Reinier de Graaf from OMA ; Yosuke Hayano from MAD Architects ; and Kengo Kuma from Kengo Kuma Architects – to share about their knowledge and experiences in urban design. With the city looking forward to the built results of the latest Forum, we take a look back at some of the major developments in Moscow that have emerged in the past five years.

1) Gorky Park and Garage Museum

In 2010 the city government decided to improve Muscovites’ urban environment and create public spaces, and Gorky Park was the first project of note. The Russian equivalent of Central Park, it used to attract masses of tourists to its amusement park, but no residents would spend time there. Its reconstruction began in 2011 and featured infrastructure for strolling, sport, work, culture and leisure.

Inside the park lies the Garage Museum of Contemporary Art , a landmark building from the Brezhnev communist era which was renovated and transformed by OMA in 2015. The Dutch firm kept the original structure “as found,” only repairing elements from its prefabricated concrete walls – often clad with brick and decorative green tiles. Instead, the redesign focused on a double-skin facade of polycarbonate plastic that enclosed the original structure and preserved it from decay.

2) Zaryadye Park, Diller Scofidio + Renfro

Due to open in 2018, Zaryadye Park designed by Diller Scofidio + Renfro is probably one of Moscow ’s most cutting-edge projects. Located next to the Kremlin, the Red Square, and St Basil’s Cathedral, the project embodies what the architects calls “Wild Urbanism.” The project notably includes four artificial microclimates that mimic Russian landscape typologies: the steppe, the forest, the wetland and tundra. “It is a park for Russia made from Russia,” as Charles Renfro explains , in that “it samples the natures of Russia and merges them with the city, to become a design that could only happen here. It embodies a wild urbanism, a place where architecture and landscape are one.”

3) Moscow Riverfront, Project Meganom

Russian firm Project Meganom has also designed an ambitious project for Moscow ’s riverfront. Their masterplan also aims for a dialogue between the built and natural environment. A series of linear green spaces follow the river, and lines for pedestrians, cyclists, cars, and public transport are clearly delineated, improving the use of the public squares. River embankments are also transformed to function as areas for activities, communication, education and creativity nodes for public gathering.

4) Krymskaya Embankment, Wowhaus Architecture Bureau

Wowhaus Architecture Bureau recently transformed the 4-lane road at Krymskaya Embankment into a landscape park that connects Gorky Park with Krymsky bridge. The area used to be deserted, but is now reactivated with distinct transit and sport zones, as well as pavilions for artists’ exhibitions. Wave-shaped bicycle ramps, paths, and benches feature on the artificial landscape, which is also used for sledding, skiing, and skating in the winter.

5) Hermitage Museum and ZiL Tower in Moscow, Asymptote Architecture

New York architectural firm Asymptote Architecture are currently building two projects, a 150-meter residential tower and a satellite facility for St Petersburg’s well-known Hermitage Museum , where modern and contemporary art collections will be displayed. Situated in one of Moscow ’s oldest industrial areas, Asymptote’s buildings will lie in place of a Constructivist factory – which explains why the museum was reportedly inspired by El Lissitzky's "Proun" painting, as the terrace interior clearly shows.

6) “My Street”

“My Street” is the largest-scale program led by Moscow ’s government. The project aims to create about 50 kilometers of new pedestrian zones within the city center and periphery. The extensive program aims to solve parking issues, renovate street facades, and repair sidewalks and walkways with delimited areas for public transports, cars, cyclists, and pedestrians. “My Street” also requires a strong governance strategy and coordination; led by the Strelka Institute’s consultation arm KB Strelka , the project also involves 17 Russian and foreign architecture practices that were all individually in charge of one street, square or group of streets. Notable architects include the German firm Topotek 1 , the Dutch group West 8 , and the Russian firm Tsimailo , Lyashenko and Partners.

7) Moscow Metro

Moscow Metro is an architectural masterpiece that has been elaborated on since the 1920s. Its stations from the Stalin era are known for their unique designs with high ceilings, elaborate chandeliers and fine granite and marble cladding. To ensure that Moscow Metro remains an emblem of the city’s urban culture and powerful transportation system, the city’s government organized various competitions for the renovation of some Metro stations. Russian-based practice Nefa Architects was chosen to redesign Moscow’s Solntsevo Metro Station, while Latvian firm U-R-A will transform Novoperedelkino Subway Station . New stations are also being built, including two stations by Russian firms Timur Bashkayev Architectural Bureau and Buromoscow which should be completed by the end of 2018.

8) Luzhniki Stadium

Luzhniki Stadium is Moscow ’s main venue for sporting and cultural events. With Russia hosting the 2018 FIFA World Cup , the stadium should reflect Moscow’s intent to become a leading megacity, which is why $540 million has been spent on construction works. Its renovation mainly focuses on the roof and seating areas, and the capacity is planned to increase up to 81,000 seats. Works will be completed by 2017.

Find out more information and talks on Moscow’s urban development and the future of megacities on Moscow Urban Forum’s YouTube channel .

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