People often ask about the collectability of old Treks. Here are some general comments from my own observations and from the collected experience of others.
Lots of steel Trek bikes were made; most are not rare. However, virtually all steel Treks are quality riders and are valued as such. Vintage Treks with upgraded components are more valuable as riders, but this can decrease the value as a collector's item.
Top level Treks are considerably more collectable than lower level bikes. However, keep in mind that an entry-level Trek is at a mid-level price/value in comparison to the offerings of most other manufacturers.
Earlier Treks are more valuable as they generally are more rare. Now that the serial numbers are generally understood, one can verify the age of the frame.
Condition is all important to collectability. A bike with original paint is more desirable (to a collector) than a repainted bike. Additionally, bikes with components as provided by the factory are more desirable to the collector. In the case of bikes originally bought as bare frames, the components should be period correct.
The early bikes were built with traditional frame building methods and therefore are more desirable to the collector (in my view). This change from traditional methods to more automated methods was fairly gradual from 1976 to 1980, but then increased. Cast one-piece head tube/head lug assemblies appeared on some bikes in 1980 or 81. This began with lower level bikes but extended to mid level bikes later. (A small picture of this headtube/lug device is on page 2 of the
89 catalog.) Cast seat stay lugs, with sockets for the stays, appeared in about 1984. Artisan frame builders were generally replaced with frame technicians in the early 80s as more automated techniques were developed and employed. These changes did not necessarily reduce the quality of the frames, but did move Trek farther from traditional methods. This did achieve the goal of reducing production costs and helped keep Trek cost competitive (and solvent) in a highly competitive environment.
Vintage Trek bikes do not (yet) have the cachet of some English or European bikes, which generally have a much longer history. However, during the Vintage-Trek period, the quality of the frame materials, construction methods, and finish are certainly equal or superior to the vast majority of English and European top-level production bikes, and exceed many custom bikes as well.
The early bikes, up to about 1983, have fender clearance. (The touring bikes beyond 83 all have fender clearance.) If people want a proper wide-tired touring bike, a winter bike, or a rain bike, all with fender clearance, they must typically buy a modern cyclocross bike or a custom bike. Most other modern road bikes don’t have the clearance. (This helps keep vintage Treks popular as riders.)
The early bikes, 1976 to about 82, were built using sliver solder, a more costly and desirable method. Many later models were built, at least partially, with sliver as well.
Ishiwata steel frames were less expensive than Reynolds or Columbus-tubed frames, but the steel quality was equal to the others. They are often described as “best value”.
Some frame or bike models have special significance; these include the TX900, 720/728, 170 and 520.
The TX900 was the early top-of-the-line frameset, dating from 1976 to mid 1978. The Columbus tubing, racing geometry, and fastback seat stays were characteristic of this model (not to be confused with the later cast socketed seat lugged bikes from the mid 80s). Another special feature is the three holes, of increasing size, in the top of the seat lugs and head lugs. The unique and distinctive design, and relative rarity, adds to the value of these frames.
The 720/728 touring bikes, dating from 82-85 were (and still are) highly-rated bikes for serious touring. The long chainstays, 47cm, provide heel clearance for the rear panniers, and contribute to a comfortable ride. These frames and bikes are still highly sought after by knowledgeable tourists. A similar steel lugged frame is not currently available except from a custom framemaker. In my opinion, these framesets and bikes will only increase in value over time. The steel racing Treks will never again be used by top racers for racing. However, the 720 will be used (and coveted) by top tourists well into the future.
(Note: Trek ran out of model numbers; don't confuse these touring 720s with the 1990-1999 Model 720 MultiTrack bikes.)
The Model 170, arguably Trek’s best steel racing frame, was available during the period 1983 to 1985. They were made with Reynolds 753 tubing. Among their users was the 7-11 Team. Several were made by master framebuilder Tim Issac. These bikes are highly sought after in spite of the use of the nontraditional socketed cast seat lug.
The 520 touring bike first appeared in 1983 and probably has made more trans-America crossings than any other bike model. It still is offered by Trek in steel (although not lugged), which has helped maintain significant model recognition among bicyclists. This longevity and popularity has raised the value of this bike relative to similarly-priced vintage Treks of the period.
Interestingly, the chainstay length of the 520 was highly variable over time (as pointed out by Robert Cooke). When the 520 debuted in 1983, the chainstays were 43cm long, and the bike was billed as "a comfortable and stable touring bike". They were extended to 45.5cm in 1984, and was still called a touring bike. In 1985 and 1986, the 520 was equipped with shorter, 42.5cm, chainstays, and was billed as as a "sport touring" bike. These 85 and 86 520s were equipped with side-pull brakes rather than cantilevers. During the years 1987 through 91, the chainstays were back to the longer 45.5cm dimension. In 1992 and 93 they became 43cm again, but it stayed a "touring bike". In 1994 the length became 45cm and has stayed that way through 2005. The reason for the changes? - chainstay fashion? micro marketing? turf wars?
The 620 touring bike was offered in 1983, 84, and 85. It was a level above the 520, but because it was short lived and no longer in production, it is not as familiar to potential purchasers. On the used market, this often means less money for an even better bike. But only the 85 model had the extra-long 47 cm chainstays, matching those of the 720.
Some Trek models shared the same frame. For example, if you want a 1983 frame with 620 geometry and materials, you can look for a 1983 600, 630, or 640, all of which have the same characteristics as the 620. The geometry and frame materials are normally given in the brochure for that year
