trek emonda slr rsl 2018

Trek Émonda 2018 range: lightweight all-rounders now disc equipped

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The Trek Emonda is the featherweight, all rounder in the brand's stable and the recently released 2018 models are the lightest yet.

The carbon bikes within the Trek Emonda range come in two standards: the SL and SLR – the latter being the lighter of the two. Both frame standards now come with the option of disc brakes.

>>> Trek bikes: which model is right for you?

The range also contains lightweight aluminium bikes in the Emonda ALR collection, though the only 2018 version currently available is the Shimano Ultegra equipped Trek Emonda ALR6.

2018 Trek Emonda: lightest ever and disc brake equipped

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The newest Trek Emonda SLR frame comes in at 650g, in a size 56cm, with the disc version tipping the scales at 665g. The slightly heavier SL versions are still hardly hefty, at 1091g and 1146g with disc brakes.

>>> Trek Emonda SL6 review

For 2018, Trek also increased the tyre clearance of the Emonda SL and SLR models to 28mm – going as far as to say that this addition, along with disc brakes, made the bikes fully capable of gravel and adventure riding duties. This is quite a claim on a bike that’s been tried and tested for pro racing by Trek Segafredo riders.

To cater for racers after adequate power transfer, developers of the lightweight frame have ensured that it continues to remain stiff.

Indeed, the newest 2018 model is said to be stiffer than previous versions across the frame, head tube, bottom bracket thanks to the use of the OCLV carbon layup which has been tested extensively by pro riders.

Trek Emonda Reviews

• Trek Emonda SL5
• Trek Emonda ALR 6
• Trek Emonda SL6 2018

Alberto Contador's Trek Emonda SLR

Special features of the Trek Emonda SL and SLR

The disc models use a flat mount system. The non-disc brake models come with Trek’s own rim brakes: Bontrager Speed Pro Brakes.

They say these direct mount, tuneable rim brakes are lighter than other options. At 95g thanks to their hollow arms and titanium components, this is hard to argue with.

In terms of computer technology, Trek has centralised it all into its cockpit. Accordingly to the company, "Blendr Integration" seamlessly mounts Bontrager's cycling computer, Ion bike lights or even Garmin computers directly to the handlebars.

All of the bikes in the Emonda range also boast a ‘ride tuned seatmast’ which is created to be light whilst promoting comfort, dampening out rough roads.

The SLR models are lighter than the SL bikes, and use 700 Series OCLV carbon as opposed to 500 Series OCLV. They also feature ‘Control Freak Cable Management’ which allows for shifter and brake cables to be housed through the frame and they’re available with a Project One custom pain job.

Whilst the Emonda is race tested, most built bikes come in the H2 fit, which is the slightly more relaxed geometry when compared to more aggressive H1. However, SLR frames are available with H1 fit if you choose the 'Race Shop Limited' version.

Trek Émonda SLR weights and technical specs:

• Émonda SLR frame = 640g
• Émonda SLR disc frame = 665g
• Émonda SLR fork = 313g
• Émonda SLR disc for = 350g
• 28c tyre clearance
• H1 and H2 fit possible
• Specs from Emonda SLR6 with Shimano Ultegra at £4,400 to Emonda SLR9 in Shimano Dura Ace Di2 for £8,500

Trek Émonda SL weights and technical specs:

• 500 series OCLV carbon
• Trek SL frame = 1019g
• Trek SL disc frame = 1149g
• Trek SL fork =313g
• Trek SL disc fork = 350g
• Émonda SL 5 (women's model) fork = 436g
• Women's model available as Émonda SL 5
• Specs from Emonda SL4 with Shimano Tiagra at £1,500 to Emonda SL7 with Shimano Dura Ace Di2 at for £4,400

TrekÉmonda ALR:

• 300 Series Alpha aluminium
• Specced with Shimano Ultegra on the ALR6 for £2,000

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The 2024 UCI Road World Championships are held in Zurich, Switzerland, September 21-29

By Anne-Marije Rook Published 4 September 24

The former orphan defended her title in the women's cycling H4-5 time trial, further cementing her Paralympic legacy

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Test: Trek Emonda SLR Disc 2018 – is lighter really better?

6.7 kg for a production disc brake bike? Over at their HQ in Wisconsin, Trek introduced us to the new Émonda with the tagline of ‘Making the lightest lighter.’ Despite bearing many of the same visual traits as its predecessor, Trek claim this is basically a brand new bike. On the rolling hills of the Mid-West, we got to ride this record-breakingly light Project One disc brake race bike to find out if lighter really is better.

Trek Émonda – Digital Prototyping

Lighter, stiffer, more comfortable: Trek headed into the complex world of digital simulations in a bid to pin down these goals. Their data-driven options that showed the most promise were rendered into prototypes, before undergoing lab testing and real-world riding. During our visit to the brand’s HQ in Waterloo, we got an exclusive glimpse into their intricate R&D, prototyping, lab and production facilities. The most striking outcome of their research is that the frame is now 5% lighter than its former iteration. We learned that the frame – and tube profile – wouldn’t have come to being without digital prototyping, which is a marked step forwards for the cycling industry.

Trek Émonda SLR 2018: weight and key features

As Trek don’t dispute the advantages of both disc brakes and rim brakes, the Émonda 2018 is going to be launched in both versions. Minus hardware, the new Émonda SLR 2018 weighs in at 640 g for the frame in a size 56 with the H1 geometry. (That’s basically the pro geometry model with a lower front end than the H2). The disc brake-equipped frame is 665 g, and the former model was 690 g. The Émonda SLR fork weighs 313 g, while the disc brake one is 350 g. The newest iteration also offers more tire clearance, allowing the bike to be ridden with tires up to 28 mm, in fact we tested the bike in this setup.

But it doesn’t end here: the new Trek Émonda SLR is kitted with many of Trek’s tried-and-tested features like the Ride Tuned seat mast, an E2 Tapered steerer, integrated DuoTrap S speed and cadence sensors – alongside the ultimate decision regarding the more aggressive H1 or comfort-focused H2 geometry.

Trek Émonda 2018: Models, prices

The Émonda line-up can be split into three: the Trek Émonda SLR, SL and ALR. The SLR is the flagship build with a brand new frame designed out of 700 OCLV carbon. The SL model is based on the current Emonda SLR, but has adopted a more affordable carbon lay-up. The rim brake frame model weighs in at 1091 g while the disc model is 1149 g. The ALR is clearly the aluminium model. Then there’s the SLR RSL, with RSL representing Race Shop Limited, which is the preserve of Trek’s H1 geometry Project One bike. In other words: a bike fit for the pros!

Trek Émonda 2018: The geometry

Trek Émonda H1 Fit

Trek émonda h2 fit, trek precision fit.

Before we got the green light to ride our test models we were ushered into the fitting lab, where our shoe soles, riding position and general bike set-up were personally tuned.

Trek rely on the German biomechanics experts Gebiomized to ensure their Precision Fit is bang on. Wise choice; we often turn to the expertise of Gebiomized for our group tests too.

Trek’s Precision Fit approach goes for analysis through filming and pressure point sensors, which revealed excessive pressure on the saddle and a hunched upper body in our case. Raising the saddle by 3 mm led to an immediate drop in the pressure on the saddle, plus the bars were dropped slightly by removing a spacer to reduce the stress on the arms. The effect was a bit of a ‘wow’ moment!

These minor tweaks impressed us with their pretty major effects on how we ride, which is yet more proof that a good bike fitting is worth more than expensive aero wheels!

First ride: Trek Émonda SLR Disc 2018

The first few pedal strokes showed us that this 6.7 kg lightweight disc brake race bike is responsive and able to accelerate like a dream. We were riding the Trek Émonda SLR Disc in a size 56 with their more aggressive H1 geometry setup, which has a lower steerer tube, giving a less upright position on the bike.

The words ‘aggressive’ and ‘responsive’ are pretty apt here, as the bike demonstrated serious agility – so much so in fact that we reckon it was just too nervous. On the climbs and the descents, the front end doesn’t track very confidently, meaning it’s hard to settle it into a continuous rhythm and it lacks stability on the downhills. This could be appealing to certain racers, but we felt it was a little too extreme and we yearned for the H2 geometry version!

You might notice that our test bike was kitted with Bontrager Flare R daytime riding lights, which is testament to Trek’s focus on safety and visibility. However, this struck us as somewhat of a juxtaposition to this bike, as the relatively nervous handling does ask for more concentration at all times and requires an experienced hand to maneuver. Perhaps that’s where the H2 geometry suits less-experienced riders more. Fortunately, the Shimano disc brakes allow you to put the anchors on with great modulation and power.

It might sound odd but we were in awe of this ultra-light race bike’s comfort on gravel sections. Trek even go so far as to describe the Émonda as a bit of an all-rounder and we’d be keen to agree (if you overlook that twitchy handling!). Its all-round credentials are certainly aided by those great 28 mm Bontrager R3 tires fitted to Bontrager Aeolus Pro 3 TLR wheels with a bang-up-to-date inner rim width of 19.5 mm.

Trek Émonda 2018 – so how aero is the bike

Everyone knows that we’re not aero obsessives. Seriously, we’re turned off by aero helmets and don’t pay any attention to milliseconds. However, we’re aware that aerodynamics make a difference when you’re hunting seconds. When Trek were questioned about the aerodynamic performance of the Émonda, their response was that they’d focused on weight rather than aero gains, choosing not to carry out any wind tunnel testing. We were momentarily stunned to hear that this was a race bike without any specific aerodynamic design!

In today’s very competitive field of bikes, you can’t ignore aerodynamics anymore. If you want to excel in a category of bikes, you have to look at the whole bike and beyond convention: whether a bike is statistically the lightest or most aerodynamic, you won’t be quick unless the fit is right – or vice versa. For pros focused on the mountain classification, it’s enough that a bike climbs well so they’re potentially more willing to compromise on its handling! However, for regular riders, we believe they demand a balance between performance and stability – one that’s just as good as coming down as it is as going up.

Our thoughts

The new Trek Émonda SLR 2018 has pushed boundaries for production disc brake bikes and at 6.7 kg even sits under the UCI weight limit. In Alberto Contador’s words: Querer es poder, which translates to ‘Where there’s a will there’s a way.’ The new Émonda with its record-breaking weight is a veritable milestone in terms of the pro tour acceptance of disc brakes. However, it could only partially convince us of its performance and we think it’s one that’s best left for the elites. Based on the sheer numbers of crashes for over-ambitious gran fondo riders, there’s a real need for bikes that are more stable and less skittish than those ridden by the pros. Put simply: we don’t all have Contador’s skills. Discs help here, but geometry and balance are also vital elements (much more than weight!). We doth our hat to Trek’s impressive engineering but we see the Émonda’s concept as not contemporary anymore, overly focussed on weight and stiffness. For the mass market a confidence-inspiring and more stable bike is essential.

For more info head to: trekbikes.com

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Words & Photos: Robin Schmitt

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The New Trek Émonda Is Faster Than Ever

Already one of the fiercest climbing bikes available, the new Émonda is even faster thanks to a dose of aero.

The Takeaway: The Émonda SLR is a benchmark pro race bike—and it’s surprisingly rider friendly.

• It has 183 grams less drag than the previous generation, but the frame is only 33 grams heavier
• There are 10 models starting at $2,699
• SL models ($2,699 to $5,999) have the aerodynamic shaping and features but in a frame that’s about 400 grams heavier than the SLR
• SLR models ($6,699 and up) use a new carbon fiber composite that’s 30 percent stronger than Trek’s previous top-of-the-line carbon.

Price: $11,999 as tested (Émonda SLR 9 eTap) Weight: 14.75 lb. (54cm) View Gallery

Update: On August 25, 2022, Trek Bicycles and the CPSC announced a recall of this Émonda SLR model to address an issue with the Bontrager Aeolus RSL VR-C handlebar and stem. The bike's carbon handlebar/stem can crack if overloaded, causing the rider to lose control of the bike. Customers are asked to stop using the bike and to contact their local Trek dealer.

For Émonda SLR bicycles, Trek will provide an individual handlebar and stem until an updated handlebar/stem combo is available.

Additionally, all customers who bring in their handlebars for replacement will also receive a $100 in-store credit that can be used toward any Trek or Bontrager merchandise through December 31, 2022.

Remember professional road racing ? It’s that thing where super skinny people go unbelievably fast up and down hills and fly over flat roads for hours at a time. It’s been a while since the pros have beat up on each other for our entertainment, but there might, hopefully, be some races on the horizon. When the races do resume, Trek’s pro riders will be aboard its new third-generation Émonda climbing bike. The new Émonda isn’t lighter, but it is faster thanks to a dose of aerodynamic tuning.

—Five Cool Details—

Now With Aero

The new Émonda gets a major drag reduction with a tiny weight gain.

Simple Seat Mast

The seat mast has lots of adjustment range, and an easy-to-use saddle clamp.

Light and Slippery

The new Bontrager Aeolus RSL 37 wheels are light, sleek, and stable.

Wide and Threaded

The T47 bottom bracket has a wide stance, and user-friendly threads.

A built-in chain watcher prevents unwanted derailments.

Making the new Émonda frame more aerodynamic wasn’t exactly a tough hurdle as the previous Émonda had virtually zero aerodynamic optimization. But adding meaningful aerodynamic benefit while achieving the frame stiffness expected of a pro-caliber race bike, maintaining the well-regarded handling properties of the previous Émonda, and adding rider-friendly features like a threaded bottom bracket—all with adding only 33 grams (SLR frame, claimed)—is quite a feat.

Below you’ll find my review of the Émonda SLR—I’ve been on it since early March—followed by a dive into the technology and features of the new bike, and a brief model breakdown.

Ride Impressions: Émonda SLR 9 eTap

The Émonda SLR is a tool made to fulfill the needs of some of the world’s best road racers. This bike will never be as comfortable or versatile as a gravel bike. Going fast on pavement and climbing performance are its only goals. These are obvious facts, but that’s the lens through which it must be viewed. And through this lens, it is one of the very best.

The new Émonda was born out of a request from Trek’s pro racers and pitched as the company’s “fastest climbing bike ever.” So little surprise they set me up with the lightest model (the SLR 9 with SRAM Red eTap ), which also has a build kit almost identical to the team’s bikes. It’s also, excepting customized Project One builds, the most expensive model at a buck under 12 grand.

That massive pile of clams gets you an aerodynamic frame with disc brakes, power meter, and wireless electronic shifting that weighs less than 15 pounds (54cm). And that’s with a hefty T47 threaded bottom bracket unit, lustrous paint , clincher wheelset, a chain-watcher, standard butyl tubes, 37mm deep rims, 160mm disc rotors front and rear, and SRAM’s largest Red cassette (10-33). That’s “Holy shit!” impressive.

By cutting drag a ton without adding much weight, it’s hard to argue with Trek’s claim that the new Émonda is faster than the outgoing generation. But if you have any doubts, they’ll be erased when you ride it. This is an explosive bike: it feels as light as a feather and as solid as a steel girder at the same time.

Trek’s Émonda has always been a raw and rowdy bike that feels a little wild and a bit dangerous in precisely the ways you want a race bike to feel: That’s not lost with the added aerodynamics. If anything, the new Émonda is even crisper and punchier than before, which is saying something.

A small downside to all this fury is the Émonda’s smoothness. Light and stiff race bikes aren’t a smooth-riding lot to begin with, but even measured against a stiffer riding genre, the new Émonda is on the firmer end of the scale. Still, it escapes harsh or punishing labels—I did a six-hour ride on the Émonda on the stock 25 tires and didn’t feel worn down by its ride. Swapping to 28s helped a lot (no surprise) and were on the Émonda for the bulk of my testing. I’d suggest reserving the lighter and more aerodynamic stock 25s for racing or PR attempts—assuming good roads—and use 28s as daily drivers.

The Émonda’s handling is excellent. Well, let me caveat that: Road racing geometry is pretty uniform, so whether I’m on a current race bike from Trek, Specialized, Cannondale, Cervélo, Canyon, Colnago, Wilier, Pinarello, BMC, Giant (etc., etc.), I find the broad strokes of their handling feel and performance quite similar. There wasn’t anything about the Émonda’s handling or cornering performance that set any new benchmarks for me, but there wasn’t anything to dislike either.

It was quick and accurate, diving into corners with a light touch. It offered great feedback, so I always knew where I was relative to its and my limits, and I could count on it to be consistent and predictable. It was maybe a touch less settled in bumpy corners than the Specialized Tarmac, but the Émonda never broke traction or skipped. Overall, for such a light bike, the Émonda is remarkably solid and drama free. I’d have no qualms barreling down a technical alpine descent on the Émonda.

I received this test bike in early March, giving me plenty of time to ride it back to back with its primary competition—a Specialized S-Works Tarmac , what I consider the benchmark for aero-ized lightweight bikes. The Tarmac is smoother over the bumps and has a silkier feel overall, but the new Émonda feels more efficient, like it can go faster more easily.

I’ve also ridden a good slice of the Émonda’s competition, including the Canyon Ultimate CF SLX , Colnago V3Rs, Cannondale SuperSix Evo , Cervélo R5, Wilier Zero SLR , Pinarello Dogma F12 . These are all superb bikes, but I feel the Émonda is the class leader. It feels sharper and more explosive than all of them. It feels faster, and that’s what matters most in a race bike. But I also like that the Émonda is pretty straightforward and rider-friendly.

For example, I swapped the stock one-piece bar/stem for a standard stem and round bar. One, I could run a standard bar and stem on this bike, which you can’t say about every modern race bike. And two, I didn’t have to pull any cables, wires, or hoses to make the swap: Again, something you can’t say about all race bikes. For the record, the shape of the one-piece Aeolus bar/stem is great, and the tops are the most comfortable to grab of all the aero-topped bars I've used. The only reason I swapped is my preferred length and width combination (110x40) wasn't available yet.

The BB is threaded, which makes it easier to service and replace than a press-fit (however, I was getting some noise out of the BB area, which I never resolved). The wheels employ standard offset, and it uses regular thru-axles. It’s compatible with pod-style power meters and mechanical shifting. Its signature seat mast is pretty much the only non-standard thing about this frame, and even then, it’s pretty user-friendly. There’s no cutting necessary, height adjustment is ample, the saddle clamp is easy to use, and it’s travel-case friendly.

I expect so much from a modern high-end pro-level road racing bike that it’s hard to exceed those expectations. It’s rare when a bike does: The Émonda SLR is one of those rare bikes.

Team Request

The new Émonda is partially a result of a request from the Trek-Segafredo race team. “They are one of our primary customers,” said Jordan Roessingh, Trek’s director of road product. “And they started to realize that it’s not just weight, it’s not just stiffness and responsiveness, there’s this other thing—aerodynamics and speed—that’s also really important to be competitive and be faster on the bike. They had been one of the loudest voices saying, ‘We need the lightest-weight, stiffest bike possible.’ And now they started coming back saying ‘We need those things, but we also need the bike to be faster in order for us to be really competitive.’ ”

It is (comparatively) easy to make a light frame, it is easy to make a stiff frame, it is easy to make an aerodynamic frame. Making a frame that’s two of those three things is more challenging: Making a bike more aerodynamic usually makes it heavier, making a bike lighter typically makes it less stiff, etc. Making a frame that is light AND stiff AND aerodynamic enough to satisfy the demands of a top-level professional race team is extremely difficult.

But not impossible. Many brands already make a light, stiff, and aero bike. The Specialized Tarmac is one, as are the Canyon Ultimate, the Cannondale SuperSix Evo, the Cervélo R5, the Wilier Zero SLR, the Pinarello F12, the Scott Addict, and the new Giant TCR . All of them seek to balance the three qualities—light, stiff, and aero—in the pursuit of the ideal race bike, and they all manage the balance differently. The common thread between these bikes: They’re all used by teams that compete against Trek-Segafredo.

Still Light, Now With Aero

The previous generation Émonda SLR Disc , launched in 2017, was an extremely light frame at 665 grams (claimed). But when a frame is already that light, it is much harder to make it even lighter. At least lighter enough to make a meaningful difference.

So, Trek took a different approach to making its climbing bike faster—instead of lighter, it made it more aerodynamic. The new Émonda frame is a touch heavier—yet still extremely light at 698 grams—but the bike has 183 grams less drag than the previous generation.

The important thing to note here is that, though the frame is more aerodynamic, the 183 gram drag reduction is not from the frame only. New wheels and a new aero bar (more info on both below) play a role. The specific setups Trek used to get that 183 gram number are: 2018 Émonda with 28mm-deep Bontrager XXX 2 wheels, and Bontrager XXX Bar/Stem Combo compared to the 2021 Émonda with 37mm deep Bontrager Aeolus RSL 37 Wheels and Bontrager Aeolus RSL Bar/Stem Combo.

Another drag saving upgrade: the housing, hoses and wires for the controls are almost fully inside the frame. They dive into the frame at the head tube passing through the upper headset bearing. The front brake hose runs into the fork steerer and down the left leg before popping out just above the brake caliper. The fork steerer’s flattened sides provide room for the rear brake hose and derailleur control lines to travel down and into the frame. Though it has flattened sides, the fork steerer is still compatible with standard 1 1/8” stems.

The overall drag reduction results in a bike that is 18 seconds per hour faster when climbing an 8.1 percent grade (the average grade of Alpe d’Huez ), and 60 seconds per hour faster on flat roads than the previous Émonda. Trek also claims the new Émonda is 13 seconds per hour faster than a Specialized Tarmac when climbing an 8.1 percent grade (all assuming the rider maintains a constant 350 watts).

Eight Point One Percent

With three qualities—aero, stiffness, weight—that work in opposition to each other, how do you decide how much to optimize one quality when you know it will negatively affect the other two? How aero is aero enough? At what point is improved aerodynamics offset by the weight added to get there?

The team behind the Émonda used a legendary climb to help them decide: Alpe d’Huez. “It represents an extreme example of what most people see on a regular basis when they’re doing a big climbing ride,” said Roessingh, “It’s around an 8 percent grade, and it’s about an hour-long climb for the pros—amateurs might go a little slower. It gives us a good understanding of what the benefit of a drag savings is relative to a weight savings.”

By optimizing the weight and aerodynamic balance around this climb, Roessingh claims the Émonda is faster on Alpe d’Huez and also faster on everything shallower than the famous climb, “which is the vast majority of the environments that most riders are going to ride in, including the team,” said Roessingh. “So if we can say it’s faster up Alpe d’Huez, it’s going to be significantly faster everywhere because the flatter it is, the more aerodynamics benefit you.”

Computer-Aided Optimization

Achieving the weight to the aerodynamic balance of the new Émonda required careful design of each tube shape. Aiding the Émonda’s team was supercomputing horsepower. The abridged and simplified version of the process goes like this: into the computer was fed a rough draft of the shape based on Trek’s aerodynamic experience and other information like UCI regulations. The program then varies the tube’s parameters within a predefined range and spit back several iterations of the shape, each with a different weight to aerodynamic balance. The Émonda’s team evaluated the alternatives and picked the one most suited to its location in the frame and best able to help the frame achieve its overarching goal.

Roessingh says that Trek cannot afford to buy the computing hardware necessary to run the CFD and FEA optimizations (in a timely manner) that helped shape the new Émonda’s tubes. The processing happens in the cloud where Trek rents time on Google, Microsoft, or Amazon’s supercomputers. It’s more affordable than buying a supercomputer. Even so, it is not cheap, “Cloud computing is becoming a relatively significant budget line item for us because we’re doing so many of these optimizations in CFD and FEA and all that processing happens in the cloud.”

The new Émonda’s fork legs, head tube, down tube, seat tube, and seat stays all use a variation of a truncated airfoil. The top tube and chainstays, which have virtually no effect on drag, are optimized almost entirely for stiffness to weight.

In Trek’s line, the new Émonda’s aerodynamic performance is equal to the third generation Domane ; the Madone is still significantly more aero. But while the more aerodynamic Madone is faster in flatter terrain, once the climb hits about 5.5 percent, the lighter Émonda becomes the faster bike. And for many of the Trek-Segafredo team riders—and many amateurs—that means the Émonda is fastest when it matters most: the hardest part of a race or ride, which is almost always on a steep climb.

OCLV 800 Carbon

Getting the new Émonda SLR to be as light as it is while adding aerodynamic shaping would not be possible without employing a new carbon-fiber composite, said Roessingh. The new OCLV 800 composite is 30 percent stronger than Trek’s previous top-of-the-line composite (OCLV 700). Because it is stronger, they can use less: By using OCLV 800, Trek’s team was able to make the Émonda SLR frame 60 grams lighter than if they used OCLV 700.

The Émonda SLR is very cool, but it’s also very expensive (bike prices start at $6,699). For the 99 percenters, there’s the Émonda SL (models start at $2,699).

The SL uses OCLV 500 composite, and the frame is quite a bit heavier than the SLR’s. The SL’s frame comes in at 1,142 grams, with a 380-gram fork (SLR fork weight: 365 grams).

But material (and weight) are the only difference between the SL and SLR.

Aeolus Bar Stem

While a ton of work made the Émonda’s frame tubes faster, a big chunk of the new bike’s drag savings comes from the one-piece Aeolus bar stem. It alone is responsible for 70 grams of the Émonda’s 183-gram drag reduction. This means that if a traditional stem and round bar are installed on the new Émonda, its drag advantage over the previous-generation bike drops to 113 grams. And it means that you can make any bike with a round bar and traditional stem significantly more aerodynamic by merely installing the Aeolus. Retail price is $650.

The integrated Aeolus is made of carbon-fiber composite, of course, with a claimed weight of 297 grams (42x120). It’s offered in 14 length and width combinations, from 44x120 to 38x80. Hoses, housing, and wires run externally for easier service and repairs, but in a groove that keeps them out of the wind. A bolt-on plate keeps the control lines tucked and organized where they turn off the bar tops to run in line with the stem.

The Aeolus employs a mount that works with Bontrager’s line of Blendr accessories for mounting computers and lights.

Aeolus 37 Wheels

Another new Bontrager product rolling out with the Émonda is the Aeolus 37 wheelset. It comes in two models: the Aeolus RSL 37 (1,325 grams/pair, $2,400) and the Aeolus Pro 37 (1,505 grams/pair, $1,300).

The RSL 37 is claimed to be lighter than Zipp’s 32mm-deep 202, yet more aerodynamic and more stable than Zipp’s 45mm-deep 303. Both wheels are disc brake only (only Center Lock interface), tubeless compatible, use DT-Swiss internals, have no rider weight limit, and come with a lifetime warranty.

Surprisingly Rider Friendly

Though the new Émonda is clean and integrated looking and uses high-performance standards, it is also remarkably rider-friendly. Cables, hoses, and housing run externally on the one-piece Aeolus bar/stem for easier repair and service (with one exception: wiring for a Shimano Di2 or Campagnolo EPS bar-end junction box runs partially inside the bar). If you prefer a more traditional cockpit, it can be run with a standard bar and stem with 1⅛-inch steerer clamp.

The bottom bracket uses the threaded T47 standard , which is compatible with almost all common crank-axle standards.

Front and rear thru-axles are standard 12x100 and 12x142mm, and the wheels employ a standard dish. The standard flat mounts for the brake calipers are compatible with 140, 160, or 180mm rotors.

Tire clearance is officially 28mm, but that’s with a ton of extra space. I fit 32mm tires in the Émonda with ease.

And though all models do use a seat mast, it’s a no-cut variety with lots of adjustment range.

H1.5 Geometry

Trek did offer its top-of-the-line race bikes in the aggressive H1 geometry for riders seeking an ultra-long and low geometry, or H2 which was an endurance fit. The new Émonda is offered only in H1.5, which splits the difference between H1 and H2. The result is pretty typical dimensions for a modern race bike—a 54cm Émonda H1’s geometry is remarkably similar to a 54cm Specialized Tarmac.

There are eight sizes starting at 47cm and topping out at 62cm.

There are 10 models of the new Émonda. SL models start at $2,699 and are priced up to $5,999. SLR models start at $6,699 and go up to $11,999.

Only SLR models come with the Aeolus integrated bar/stem stock; and only the Émonda SL 7 ($5,499) and up come with the Aeolus 37 wheelset.

The new Émonda is a disc brake-only platform.

Project One

The new Émonda is in Trek’s Project One paint and parts personalization program. If that’s not luxe enough for you, Trek’s Project One Ultimate program allows you to work with a designer to come up with a one-of-a-kind finish, and Trek will source any parts you want for your new bike.

Trek Émonda SLR 9 eTap

A gear editor for his entire career, Matt’s journey to becoming a leading cycling tech journalist started in 1995, and he’s been at it ever since; likely riding more cycling equipment than anyone on the planet along the way. Previous to his time with Bicycling , Matt worked in bike shops as a service manager, mechanic, and sales person. Based in Durango, Colorado, he enjoys riding and testing any and all kinds of bikes, so you’re just as likely to see him on a road bike dressed in Lycra at a Tuesday night worlds ride as you are to find him dressed in a full face helmet and pads riding a bike park on an enduro bike. He doesn’t race often, but he’s game for anything; having entered road races, criteriums, trials competitions, dual slalom, downhill races, enduros, stage races, short track, time trials, and gran fondos. Next up on his to-do list: a multi day bikepacking trip, and an e-bike race. 

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Putting you in a more aggressive position to attack off the front and put some time into the guys on your wheel, the Trek Emonda SLR RS1 H1 Road Frameset 2018 is the ideal basis for your dream road bike build.

With a 700 Series OCLV Carbon construction and a full carbon fork, the frame is supremely lightweight and perfect for climbers yearning for greater efficiency on those long, lung-busting gradients.

Trek Emonda SLR RS1 H1 Road Frameset 2018

Ride with the same speed, comfort and efficiency enhancing features as the pros with the Trek Emonda SLR RS1 H1 Road Frameset 2018. The frame is constructed with Trek’s supremely lightweight 700 Series OCLV Carbon, known for its impressively rigid and responsive lay-up that allows riders to put down the power without any loss of efficiency.

The frame has been subject to Trek’s ride-tuned performance tube optimisation that ensures each and every tube shape and angle is designed to be as stiff, aerodynamic and lightweight as possible. This ensures that when you’re climbing, every ounce of energy you exert turns into forward motion, getting you up those testing climbs.

The Race Shop Limited H1 fit favours the more aggressive rider who doesn’t fade when the average speed starts to ramp, putting them on the front of the group to put some time into their PB’s.

Upgrades from the Emonda SLR Frameset:

• Race Shop Limited H1 Fit for riders who prefer a more aggressive posture

Ride what the pros ride: exclusive Race Shop Limited edition 700 Series OCLV Carbon makes the ultimate light bike possible Perfectly balanced, ultra-responsive ride feel The world's lightest road line has the world's best warranty

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Results have arrived, trek émonda slr rsl project one road bike - 2018, 60cm, item #brd32505, condition: certified pre-owned what's this, fit range: 6'1" - 6'3" sizing guide, every certified pre-owned bike passes our multi-point inspection.

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The Émonda is the lightest bike in Trek's lineup and the SLR carbon frame takes the crown. This feather-light and responsive road bike is ideal for grabbing the local KOM or controlling the breakaway. Its geometry puts you in a more aggressive position than the Domane, but not as aggressive as the Madone.

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• Curious about one of the biggest perks of buying with TPC? Read about our Guaranteed Buyback Program . It comes standard with every bike we sell.
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2018 Trek émonda slr

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All-new Trek Emonda ALR takes lightweight frame tech to alloy models

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When Trek announced their Emonda carbon road bike line , they backed up their “world’s lightest” claims with an impressive frame and fork and an even more impressive 10.25lb (4.6kg) complete bike. Now, they’re adding an alloy Emonda ALR option that’s also lightweight yet far more affordable.

To earn the Emonda badge, the frame uses their top-level 300-series Alpha Aluminum that’s been hydroformed into size specific tubes, then welded together using a no-see technique that produces smooth joints that use less material to save weight.

The process is called Invisible Weld Technology, which they say produces stronger, stiffer welds despite using less material. Video, pics and more details below…

Trek told us the unpainted frame is 1050g (56), and a painted fork is 358g w/240mm steerer.

Like the ultralight Emonda carbon models, the ALR uses their H2 race geometry, E2 tapered headtube (standard 1-1/8″ to 1-1/2″) and wide Pressfit BB 86.5, meaning this bike is made to go fast. Other frame details include a braze-on front derailleur mount (no need to add a clamp if you’re getting the frameset) and external cable routing.

We’ve requested a more technical description of the welding process (update as we get it), but the frame is only part of the story. The complete bikes come equipped with built-in extras like the a Blendr stem with integrated light/computer mount, and it has Duotrap S compatibility (their ANT+/Bluetooth 4.0 speed/cadence sensor, sold separately for about $60).

You also get a complete group, so the Emonda ALR 6 with Ultregra gets a full Ultegra group from chain to brakes to cassette and everything else. There are no mis-matched parts or down spec’d bits to cut costs. A full carbon fiber tapered fork completes the package.

The Emonda ALR will initially come in two builds, the “6” with full Ultegra, Bontrager Race tubeless ready wheels with R2 tires, and a Bontrager cockpit with alloy short reach/drop bar and carbon seatpost for $2,249.99. Our local Trek Bike Store says complete bike weight is claimed at 17.25lb (7.82kg).

The Emonda ALR 5 drops down to a full Shimano 105 group with non-series Bontrager tubeless ready alloy wheels, R1 tires and a full alloy Bontrager cockpit for $1,759.99. Claimed weight is 18.77lb (8.51kg), colors will be the gloss black/hi-viz yellow and blue shown here, plus a racing red coming soon.

The frameset shares the same paint scheme as the “6” and comes with an FSA sealed cartridge bearing headset for $989.99. The frames have a lifetime warranty carrying a 275lb rider weight limit.

Just for fun, here’s the companion lifestyle video.

All three models shown here are available now and should hit stores soon. Our sources tell us there’ll also be an Emonda ALR 5 with Tiagra, an ALR 8 with Dura-Ace mechanical and ALR 9 with Dura-Ace Di2 coming soon. That last model suggests they’ll have an electronic-only frame, too, since these first models only have external cable routing. At the very top, in terms of light weight anyway, will be the ALR 10 with a full SRAM Red group.

TrekBikes.com

Tyler Benedict is the Founder of Bikerumor.com , where he’s been writing about the latest bikes, components, and cycling technology for almost two decades. Prior to that, Tyler launched and built multiple sports nutrition brands and consumer goods companies, mostly as an excuse to travel and ride in new places.

Based in North Carolina, Tyler also loves the Vanlife & family adventure travel and is always on the lookout for the next shiny new part and off-grid adventure.

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looks like a rebadged Allez

The invisible welding looks a lot like what pretty much every other company calls smooth welding. And has been using for years. You weld the tube normally then go back over it without filler material and “reweld” it. The process smooths out the weld and helps it wet out. REVOLUTIONARY TREK!!!

Interesting that they are using hydroformed tubes but didn’t choose the aero tube shapes of the Madone design.

@Robert W – my sources say the Madone is on the way out. & if the story is about weight vs. areo it would make sense to mimick the emonda shapes. Also, the 2 series aluminum frames are already Madone-esqe.

I always find it funny that companies state how they’ve extensively optimized tube shapes for their flagship carbon fiber bikes, but then seemingly can successfully apply those shapes to materials with very different properties. There is a little marketing lie in their somewhere.

Anyway. Glad to see these Al bikes. CF has been getting too pricey fort me.

I like how they quote an unpainted frame weight, then only offer it in a painted variety. But lets also make sure we pair that unpainted weight with a painted fork weight.

Looks legit. Seeing they are coming out of the Giant factory why not put on the overdrive 2 fork and stem and really take it next level?

Aluminum, how quaint.

Why not sell them unpainted if they weight them unpainted? JBikes if I read you right what your saying is the shapes have far mo9re to do with design than engineering.all thes tube shapes are probaly coming from kitchen appliance design firm and they bs riders who rarely go over 20mph that aero is worth buying a new bike for

That Bontrager cycling kit is pretty damn nice. “Understated” as the hipsters like to say.

How about US made aluminum, with giant tubes, some internal routing, and some really funky paint jobs. Oh wait…

Hasn”t specialized already been doing this for like 3 years now? And better welded joints? Revolutionary-nothing is more like it, just another slightly modified copy frame.

Roy – no I was just commenting on the fact it’s stated how non aero tube shapes are optimized for carbon fiber for whatever properties (stiffness, weight, ride) but then a vastly different material can achieve the same with the same tube shapes? I’m sure they vary material thickness and such, but given the vast difference in CF and Al, I’d think tube shapes would vary more between the two materials, unless the CF and Al frames ride completely different.

Jesus, tough crowd. Lightweight aluminum, full component groups and small price tags… Sounds good to me.

Full Ultegra! Well… except the wheels. Of which, the Bontrager Race spec is a few notches below Ultegra…

y’all are haters. you can pick on the marketing and on random bits and pieces but in the end this is the bike you’re going to start seeing at all the local crits and races. So they have weird marketing, worry about the bike and what it can do for you.

Aluminum is the new carbon.

Yeah a bunch of haters here, Go buy a Specialized because they are not owned by the big man, Oh wait, Specialized is own by a conglomerate, and Trek is family owned. Seems like most people don’t understand the definition of “the man” Don’t hate on them just because you don’t like it that more people ride Trek than any other brand in the US.

@Durianrider, you’re killing me! Lol

When you think about it, it’s a bike people actually look for: Workhorse, and the no-nonsense but clean aesthetic.

Considering the Propel SLR might not come stateside, as well as the update TCR SLR before it, it’s nice to have another potential alloy option on the market that isn’t an Allez or CAAD.

I really like where Trek is going with their new paint schemes. Very minimal branding and no stupid racing stripes and decals. Keep it premium!

Jbikes: I understand why you’re asking about why two frames with different materials have the same tube shapes, but in fact they probably should have the same shapes.

In the bike industry (and many others), it’s common practice to design using isotropic material properties (e.g., with aluminum) for a first pass. The resulting stiffness (quantified through FEA) ensures you’re getting the most sectional modulus you can out of a given tube shape. Only then do you go back and design a laminate schedule with anisotropic materials (e.g., carbon fiber).

This allows the designer to clearly separate the modulus (stiffness) due to tube shape and the modulus due to the laminate schedule. That way, each can be optimized as a discrete step.

Except for a few corner cases, optimal frame tube shape is material-independent. Surprising but true!

Looks like a great bike at a good price. I love nice aluminum race bikes. But why no H1 geometry option? It irks me that companies (not just Trek) spec the really race oriented stuff at the high-end of the price scale. I know a short head tube doesn’t work for everyone but why not give us the option? What does the size of your wallet have to do with your flexibility?

I’m wondering if some of the frames are anodized, so unpainted weight would be pretty relevant.

JasonK – thanks! Great info. Never really thought of it that way but it makes sense.

I like the emonda and the CrossRip frame for my commuter. I would seriously consider if I was in the market and carbon was not an option.

Man that’s a light frame. Nice to see they are using full groupset specs.

I wonder if the welding is a form of aluminium brazing using a lower melting temperature brazing rod. I think this is what Shimano do with the external reinforcing tabs on the aluminium rims. This is supposed to be lower strength than welding but coming up with some newer technology is not beyond Trek’s resources. Or maybe they have come up with a way to modify the pulse action of a TIG welder with a certain filler wire application. Either way, the old double pass method for aluminium is old hat now.

Most companies claim unpainted frame weights. Use this general guide: If a company says “…painted frame weight is…” then it’s including paint. If they don’t specifically say painted then you can guarantee it’s an unpainted frame weight.

The only reason I wouldn’t buy one of these is the head tube is too tall…

I applaud Trek for coming out with a ‘light’ and ‘inexpensive’ aluminum frameset but I’m still not sold on the H2 geometry.

Sincerely, Worlds longest head tube.

I like the option of a high end aluminum frame as well….but this one misses the mark for me because trek refuses to make any bike with its “racer” H1 geometry that doesn’t cost at least 4,500 for a frameset. If they only would make H1 options of their emonda sl frame or this new all I’d buy one in a second. Trek already makes a million bike models….why not better fit options? Ever since they did away with the 6 series madone the options for the budget conscious racer have gone to zero. Bleh. And more seatmast length options trek!

Nearly the same weight as a Cannondale frame that was first manufactured out of the same material about 6 years ago

I think this will make a GREAT race frame.

Certainly beats trying to replace a carbon frame someone broke for you in that ‘last corner of the criterium’ crash.

If I see one more I’m-so-flexible-I-can-stick-my-head-up-my-ass comment about the lack of H1 geometry, I might give up trolling comments on bike rumor all together. Seriously, 5 years at a Trek dealer and we sold maybe 3 H1 bikes (all as special order). We ordered dozens more project 1 bikes in the ‘normal’ H2. Working now at a Cervelo dealer I have very few people balk at the head tube height, and MOST are running a positive angle on the stem anyways. At 6’3″ I run 14cm of bar drop. I have had zero issue getting a proper fit on stock bikes, including Trek. Currently on the newly updated (i.e. market norm) stack of the 2015 Cervelo S5 I still have 15mm of spacers under my stem. If H2 geo just doesn’t do it for you, grab a Cannonade with a low profile headset cap and go ride. They are making a bike for the largest market, obviously the budget racers this bike is designed for are too busy riding their bikes to complain on Bike Rumor…..

Looks like a great bike for the money and your avg rider. Nothing wrong with that. Kudos too for specing a complete group build, awesome!

Waiting for my ALR 5 to arrive!! Last bike I bought was in 1986, a Myata One Ten. Hopefully this one will last another 29 years.

uhhh… the allez actually looks good

http://www.specialized.com/us/en/bikes/road/allez/allez-comp-race

the only thing actually missing from these frames are some colorway options like the tarmacs

i had a domane and the headtube was too tall.

i might get one of these. its pretty affordable all things considered.

There doesn’t seem too much, if anything at all, to complain about here. The Emonda ALR frame MSRP is right in line with a CAAD10 frame MSRP ($10 cheaper actually). It looks good, and it’s certainly not a heavyweight bike. If it rides as good as it looks, it will be a great deal.

@MikeC – Are you kidding? I haven’t seen anyone refer to a full groupset as including the wheel since like 1999. Some people are just desperate to find something to bitch about. The Bontrager Race wheels are great. They only weigh 200g more than the Ultegras, and unlike every Shimano wheel, they are specced completely with off-the-shelf parts that are easily purchasable in any bike shop.

@Adam – Yes, because Cannondale were the first company with an aluminum racing bike. You forget the Trek, via Klein, were making awesome lightweight aluminum race bikes when Cannondale was still welding together soda cans.

@H1 Lovers – You’re all on crack. A quarter of the Trek pros don’t even ride the H1, and I promise you that you are not that fast. I can also tick off a list of local heroes, Cat 1 and PRO dudes, who get by just fine on the H2, usually preferring it to the H1.

@Psi – And the Trek is clearly much better specced than the Cannondale, with an Ultegra crank and Bontrager Race wheels, not to mention a cockpit that won’t require immediate replacement.

Wait to you see the next gen cannondale frame before you jump on this..

I am happy this exists. Buyers beware if you crash this thing it’s probably going to dent up like tinfoil.

@badbikemechanic – What makes you say that? There is a generation of high end aluminum out there that holds up just fine to the rigors of daily life. I personally have an aluminum Allez that I regularly leave locked up outside of bars, the grocery store, as well as race, and it hasn’t even scratched the anodized finish yet.

As always, opinions abound….and everyone is “right.” The H1 vs. H2 debate is clearly a hotter topic than I thought. What it boils down to though is “choice.”

Trek offers the option, meaning there are people that prefer it. I rode a 60 cm H1 Madone 6 series last year, and absolutely loved it. Sadly it was a team bike and I had to give it back at the end of the year. In looking for a replacement I want a bike with similar geometry, but don’t want to spend 4,500 to have the OPTION to get the geometry I like. The head tube on the H1 is 18 cm…compared with 21 cm on the H2. That is a LARGE difference. I don’t think anyone is right or wrong to ride whatever geometry they like. All I’m saying is that for me…the H1 geometry is perfect, and I don’t need to run a -17 stem to get my preferred position of the bike. Being a pro, being fast or slow, is irrelevant. I would just like to see the option available at a reasonable price point.

These bikes are epic. And yes, they blow the competition out of the water.

About time Trek offers something for the Joe-Racers out there. Yes, carbon is super nice but you guess what: so is aluminum. I have a locally-made Aluminum bike and it rides *amazing*. So did my old Caad7 and I bet Specialized’s aluminum bike is also fantastic. We need more people in the sport, and to do that we need a much lower entry-level bar. if for $2,200 you get a nice Al Trek with good geometry, good wheels (i own the bontis tlr and they’re indestructible and readily serviceable), good parts and cockpit that are either race-ready or hammer-ready, then god bless Trek. For the record i own a cannondale six and it’s a phenomenal bike. but my aluminum rig is my favorite. way to go, Trek – kudos indeed.

Arguing that “some pros ride H2, therefore nobody needs H1” is well, just a poor excuse for an argument. An H1 aluminum Emonda would be a hit, and I would purchase one as soon as it were available. I’ve owned and ridden both H1/H2 models, and greatly prefer the H1. As an aside, direct mount breaks on this beast would be the icing on the cake. Think about it Trek.

This bike compared with the new caad 12 is nothing …

I’ve got a current model year Allez smartweld frame built up with full 105 and tubeless Shimano wheels. I certainly didn’t do it for $1760 retail, but then some parts on my bike (bars, saddle, tires) are from a very much higher trim level. I’ve also got all the accessories (cages, tools, &c) in my price, and I was unable to use the economy of scale a manufacturer can.

ANYWAY. The ride quality of my Allez is nothing short of amazing considering. It is *as smooth* as my steel 3-speed with 38mm tires over brick roads. I have no problems riding the Allez a hundred miles, though I run out of water. The Allez smartweld is making me completely re-think aluminum as a frame material, especially for amateur racer types.

These Treks seem to DIRECTLY compete with the Allez smartweld introduced last year, which is great, since it engenders competitive designs. When you get an Allez Comp (with 105), you pay less, but you miss out on the excellent 5800 brakes and crankset, and get bog standard training wheels. Moving up to an Allez Expert (with Ultegra), gets you a full groupset with carbon SL-K crank and ‘Fulcrum’ wheels at a competitive price.

I’d love to ride these Treks back to back with my Allez.

I am happy to see Trek jump into the “high end” aluminum market. I have owned & loved several iterations of CAAD’s. I have also read good things about Specialized redesigned Allez frames. I am now hearing of a redesigned CAAD12(?) to be released later this Summer…(anyone else hearing any details?) I would have liked to have seen a disc version from Trek… (Spec as well.) I believe that road disc offerings from every manufacturer will increase exponentially once the pro’s are riding them. I wanted my next road bike purchase to have discs so that I can look for second set of wheels that will be future proof…(thru-axles coming next?) I had my eye this year’s CAAD10 Rival disc, hoping the boys at Cannondale offer an Ultegra disc spec on the CAAD12 later this year. 🙂

Just ordered my alr 6 today! I work at a trek dealer, and I have to say H2 is usually great for 99% of our customers, and they usually have the stem flipped up. For the 1% of people that actually want that huge bar drop, you can always size down and make it look super pro with a longer stem! Nothing wrong with that!

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Wirecard and Al Ansari Exchange, the leading UAE-based foreign exchange, are today announcing their collaboration. The companies have launched a newly upgraded multi-currency Visa Platinum card solution and accompanying mobile app.

The Al Ansari Exchange multi-currency Visa travel card is designed as the perfect companion for travelers as well as online shoppers. Payments can be made in 16 different currencies and exchange rates can be locked in before any trip.

The Al Ansari Exchange travel card allows its customers to withdraw local currency at over two million Visa ATMs worldwide, to make online purchases and to exchange foreign currencies within the currency card wallets. Customers can fully manage the card wallets via the mobile app, which includes security features allowing its customers to instantly lock the card if it is lost, stolen or simply unused, in addition to the convenience of checking the card balance and transaction history. The prepaid card can also be reloaded at any of Al Ansari Exchange’s extensive branch network across the UAE.

Wirecard’s unique advanced authorization algorithm allows customers to hold multiple wallets at any time, checking available funds against the requested currency, then automatically sweeping across all other card wallets to avoid unnecessary declines and double conversion to enhance its customer experience even further. Cardholders also benefit from multiple Visa Platinum features including a wide range of travel discounts and upgrades both locally and worldwide.

The mobile app is available for download on Android and iOS.

SEE ALSO: Flying high with low-cost airlines: budget air trip tips 

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Pros and cons of UAE-issued travel cards

Travel advice.

GN Focus examines the advantages and disadvantages of using UAE-issued prepaid travel cards

With their stipulated limits, prepaid travel cards are a great way of staying within your budget and restricting your purchases, a feature that credit cards do not have. They also have many other benefits, both at home and abroad.

THE PROS 

Multiple currencies make travelling easy.

In this age of stopover flights and multi-country holidays, travellers may need to change their dirhams to local money for something as simple as a meal or a cup of coffee. Many prepaid travel cards now allow users to carry balances in multiple currencies. RAKBank’s dual currency card comes with dirham and dollar currency wallets. While your dirham transactions will be billed in dirham , all your non-dirham  transactions will be in dollars. 

Exchange rates can be predetermined

Most multi-currency cards allow users to lock in exchange rates before a trip, thus avoiding large-scale fluctuations, and serving as a hassle-free hedge while travelling or shopping abroad. Al Ansari Exchange’s AAE travel card and Emirates NBD’s Globalcash card both offer the feature.  

Teenagers can use them easily

Most banks and financial institutions require applicants for credit cards to be at least 21 years of age, if not on their own work visa. Prepaid cards sidestep that requirement and are ideal for students travelling on their own, to international summer camps, for example. 

Sending money home becomes easier

Most prepaid travel cards have multiple uses. On cards issued by exchange houses, it is also possible to remit money to friends and family overseas. 

Expenses are easier to manage

Prepaid cards can help travellers stay under budget. Once the amount loaded on to the card is finished, it cannot be used for payments, unless it is topped up again. This feature prevents high-value impulse purchases for those who are inclined to max out their cards. 

Card reactivation

Some cards can be suspended after one trip and reactivated before a future trip, for up to a period of five years. This temporary lock, usually activated via the internet, ensures the card cannot be used in between trips, and consumers do not stand liable for inactivity fees. 

Safety first 

Prepaid cards are safer than debit and credit cards, issuers say, since they have a limited value and are not linked to bank accounts. If a card is lost or stolen, hackers would only be able to use the amount loaded on the card.

Visit visas are free 

Some prepaid cards also come with free travel insurance that is compliant with Schengen visa requirements. In the case of the Gocash card, this service is provided by Oman Insurance.

With a wide variety of advantages as compared to credit cards, there nevertheless remain some disadvantages. These include:

In most cases, users spending or withdrawing money abroad are likely to be charged a fee. It is advisable to check with your issuer before purchase, as the terms and conditions vary from card to card. The Gocash card, for example, charges users a cash withdrawal fee of $3 (Dh11) per transaction, but does not charge for transactions.

Spending limits

Spending limits may prevent high-value purchases. Spending is restricted to the limit on the card. In an emergency, it helps to have a second card at hand. You can top up the card online or via an app, but it may not always be possible.

Current market rates apply in some cases

Customers can lock in foreign currencies at preset exchange rates, but those who forget to top up international currencies before making a purchase may be liable to spot rates as the transaction will be effected according to the pre-decided currency priority. 

Use it or lose it

Unlike credit cards, you must use up the entire amount loaded on to the card before the expiry date. Unused amount may be forfeited if not claimed within a specified time.

Contact details aren’t always protected

A careful reading of the fine print on most cards indicates that those who sign on for these cards may agree to be contacted by the issuer’s business partners to assist in customer enquiries, as well as in marketing products.

Limited rewards 

Finally, associated rewards and discounts obtained by using these cards may not be as hefty as those achieved when swiping credit cards.

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Wirecard, Al Ansari Exchange collaborate to launch new card solution

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German payments company Wirecard has collaborated with UAE-based Al Ansari Exchange to launch a new multi-currency card solution.

It will also offer an accompanying mobile app.

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The newly launched Al Ansari multi-currency Visa Platinum Card will enable users to make payments in 16 different currencies.

The travel card can be used to make online payments. Furthermore, users can withdraw money at more two million Visa ATMs and exchange foreign currencies.

The card can be recharged at any Al Ansari Exchange’s branch network within UAE.

The accompanying mobile app will also allow users to fully manage the card wallets.

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In case the card is lost, stolen or simply unused, customers can instantly lock it using the app. It will also allow users to check their card balance and transaction history.

Creating innovative card solutions

Wirecard said that its advanced authorisation algorithm will enable able customers to hold multiple wallets. They can also check available payment balance in preferred currency.

Al Ansari Exchange general manager Rashed Ali Al Ansari said: “At Al Ansari Exchange, it is our desire to provide world-class products and services to our customers with maximum comfort and convenience, using the latest technology.

“Wirecard shares this goal and this is why they are the ideal partner for us, helping us to deliver an innovative and enhanced multi-currency solution that meets the needs of our customers.”

Wirecard regional managing director Nabila Nouinou said: “Just like Wirecard, Al Ansari Exchange uses innovation to redefine the customer experience. We are proud to work with Al Ansari Exchange to introduce the new multi-currency Visa Platinum travel card to the market.

“Travel cards are an excellent value-added service to help travel and tourism companies as well as financial institutions increase customer loyalty and distinguish themselves from the competition.”

In January this year, Wirecard expanded its partnership with Google Pay , making boon available in Ireland, Spain and the UK.

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Al Ansari Exchange(AAE) Travel Card – Benefits, fees & Charges

Al Ansari Exchange Travel Card (AAE Travel Card) is the smartest and comfortable way to travel. It is a rechargeable prepaid card which is every traveler’s dream where payments can be made in different currencies wherever Visa cards are accepted.

Since Al Ansari Exchange travel card has restricted limits, it is one of the best ways to stay within the budget and restrict purchases. With this travel card, you can select interest rates and the currency you want to purchase before you get to travel. This is one feature that a usual credit card does not have.

Check:   5 Best Credit Cards for Travel in UAE

Currencies available on the AAE Travel Card:

Al Ansari Travel Card can be used to pay for goods and services with any foreign currency. It can hold up to 14 different currencies. The currencies available in AAE Travel Card are US Dollar USD, Singapore Dollar SGD, Canadian Dollar CAD, Hong Kong Dollar HKD, Thai Baht THB, Indian Rupee INR, Arab Emirates Dirham AED, Japanese Yen YEN, Omani Rial OMR, EUROS EUR, Pound Sterling GBP, Bahraini Dinar BHD, Qatari Riyal QAR and Australian Dollar AUD.

Fees and Charges of Al Ansari Exchange Travel Card:

The costs corresponding with AAE Travel Card are very few. You just have to pay card insurance fee which is AED 30, minimum initial load which is AED 100 and supplementary card fee is AED 30. There is no need to pay for services like mobile app and online account, all these services are free of cost along with this card.

Few benefits of AAE Travel Card over Debit and Credit Cards:

• By using this card, expenses can be managed easily. As soon as the amount loaded in the card gets over, you cannot use AAE travel card for further payments unless you refill the amount in your travel card. This feature is only for spendthrift people, who tend to drain out their cards by doing high-value impulse purchases.
• In case your card gets stolen you will be allotted with a supplementary card 
• There is a special feature in this card- You can suspend this card after one trip and can reactivate it before your next trip. This can be done for upto a period of 5 years. In this way you can ensure that the given card cannot be used in between trips and you don’t stand liable for inactivity fees.
• You are allowed to load multiple currencies in a single card with a great exchange rates as you spend in any of the foreign currency.
• You can use the unspent fund in your next trip or you can also withdraw your card.
• These cards are way more safer than debit and credit cards, if the card is lost or stolen, hackers will only be able to use the amount present on the card.
• You can refill your AAE travel card from any of the Al Ansari Exchange branches all over the UAE.
• You can use it in store, online or to withdraw local currency from the ATMs that accepts VISA cards.
• Travel cards can be used by students who are travelling or going for international summer camps. These cards don’t have minimum age requirement unlike credit cards.
• Travel cards can have multiple users. It is possible to remit money to friends and family members living overseas.

Also, check: Zero Installment Plan in UAE

With these benefits Al Ansari Exchange Travel Card becomes a better option than credit cards and debit cards, while going abroad to travel or for work purpose.

About the author

Surbhi Singh

Surbhi Singh is a MBA graduate. What brought her here is her love for learning something new everyday and her obsessively interest in social media. She is a believer of the quote "No act of kindness, however small, is ever wasted" and does her part of the contribution to the society by serving in a social service club called Pahel. In her free time she likes to travel to new places and experience the beauty, food and people of different region.

• Surbhi Singh https://www.mymoneysouq.com/financial-blog/author/surbhisingh/ Top 8 BMW Service Centers in Dubai
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The Al Ansari Exchange Visa Platinum TravelCard is the smartest and most convenient way to travel. This reloadable multi-currency international prepaid card is every traveler's dream, with the ability to lock in favorable exchange rates before traveling and to make payments in multiple currencies wherever Visa cards are accepted around the world.

Have questions about Al Ansari Exchange TravelCard? Find answers in our FAQ section. Travel with peace of mind using our travel card.

1. What is AL ANSARI EXCHANGE TravelCard? It's a reloadable pre-paid Visa Platinum Card that can hold multiple foreign currencies on one card. It can be used to pay for goods and services or to withdraw money from ATMs worldwide - wherever Visa is accepted.

Don't forget to download your free Al Ansari Exchange Travel Card Mobile App to manage your account when you are on the go. The mobile app allows you to keep track of your balance and manage your currency wallets using your phone or tablet wherever you may be.

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Introducing Al Ansari Exchange Travel Card, the smart and most convenient way to travel. The reloadable multi-currency prepaid Card is every traveler's dream with the ability to lock-in favorable exchange rates before travel, and make payments in multiple currencies everywhere Visa Cards are accepted around the world.

Travel the world with Al Ansari Exchange Platinum TravelCard Introducing Al Ansari Exchange Visa Platinum TravelCard, the smart and most convenient way to tr...

Great News! Now you can use Al Ansari Exchange Mobile app to reload, check the balance and exchange between 23 currencies on your TravelCard. Download...

Take it wherever you go! The Al Ansari Exchange Visa Platinum TravelCard is the smartest and most convenient way to travel. This reloadable multi-currency international prepaid card is every ...

The AAE Travel Card is issued by Abu Dhabi Islamic Bank and is a member of VISA International. For more information, please read your AAE Travel card terms and conditions.

How to get new travel card. Any minimum balance required. 3y; Author. Al Ansari Exchange. Hello, to get a TravelCard please visit the nearest branch for more information on the Al Ansari Exchange Visa Platinum TravelCard, please visit https: ...

We are proud to work with Al Ansari Exchange to introduce the new multi-currency Visa Platinum travel card to the market," said Nabila Nouinou, Regional Managing Director at Wirecard.

Thank you for using the BBVA Bancomer USA Card website. You are now logged out. This portal is best viewed in FireFox, Chrome, Opera, Internet Explorer 10 and above (with Compatibility view mode off/disabled). The screen resolution desired is 1024x768 or above.

Al Ansari Exchange's AAE travel card and Emirates NBD's Globalcash card both offer the feature.

What is AL ANSARI EXCHANGE TravelCard? What is AL ANSARI EXCHANGE TravelCard? It's a reloadable pre-paid Visa Platinum Card that can hol. multiple foreign currencies on one card. It can be used to pay for goods and services or to withdraw money from A. Ms worldwide - wherever Visa is accepted. It provides a safe and convenient way to manage ...

Planning to travel for a month but don't want to carry too much cash, will it be good idea to get prepaid Al Ansari prepaid multi currency Visa Platinum TravelCard.

Wirecard regional managing director Nabila Nouinou said: "Just like Wirecard, Al Ansari Exchange uses innovation to redefine the customer experience. We are proud to work with Al Ansari Exchange to introduce the new multi-currency Visa Platinum travel card to the market.

Al Ansari Exchange FlexiblePay is a prepaid multi-currency card tailored to give you the flexibility and convenience of using a Visa Platinum card.

Al Ansari Exchange TravelCard Terms and Conditions By requesting for issuance of, or using the AL ANSARI EXCHANGE PLATINUM TRAVELCARD multi-currency prepaid card (the " Card ") issued by us, you confirm and agree that you understand, accept and shall comply with these Terms and Conditions and the Fees and Limits section " Agreement "), and you understand and agree that the issuance of ...

The Card Reference Number is a 13 digit number that is located on the back of your ANZ Travel Card

Al Ansari Exchange Travel Card (AAE Travel Card) is the smartest and comfortable way to travel. It is a rechargeable prepaid card which is every traveler's dream where payments can be made in different currencies wherever Visa cards are accepted.

What is AAE Travel Card? What is AAE Travel Card? It's a reloadable pre-paid Visa Platinum Card that can hold multiple for. ign currencies on one card. It can be used to pay for goods and services or to withdraw money from ATMs worldwide. wherever Visa is accepted. It provides a safe and convenient way to manage money - with easy access to ...

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