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2021 Trek Emonda SL Pro 6 road bike review: for the climb lovers

The first review from our 2021 road bike field test. we review and compare the mid-priced version of trek's newly overhauled emonda race bike..

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When it was first released, the Emonda was a climber’s dream that Trek claimed as the world’s lightest production offering. Dealer events would have the ultra-premium 4.6 kg (10.25 lb) SLR 10 hanging from large helium balloons, and the American company made a big deal of it providing a benchmark stiffness-to-weight ratio. 

In many ways the Emonda back-filled the void left by the once round-tubed and low-weight Madone that was then becoming more aero. And as the Madone further trended to becoming Trek’s full aero racer (with an obvious element of comfort, too), the Emonda kept to its round tubes and stiff hill-attacking personality.  

That changed for 2021 with Trek overhauling the Emonda in a similar way to how almost every other brand has overhauled its lightweight race machine. The Emonda, now disc-only, gained a little weight by moving to slippery truncated airfoil tubes and a wholly new approach to cable routing in an effort to make it sleeker all-around. Additionally it should run quieter with a new threaded bottom bracket format, too. 

All of those techy details (and more) were covered in James Huang’s review of the top-tier Emonda SLR . And while James went pretty deep with that review, he left a few unanswered questions in relation to the more affordable 2021 Emonda SL. And so it’s exactly this more-affordable, second-tier version – specifically the Shimano Ultegra-equipped Emonda SL 6 Pro – that we took to our Field Test in Victoria’s High Country .

Emonda SLR vs Emonda SL

Story highlights.

What: A second-tier version of Trek’s all-round lightweight race bike. ||Key updates: Aero frame design, a more performance-oriented geometry, sleek semi-concealed cable routing, T47 threaded bottom bracket||Weight: 8.01 kg for the Emonda SL 6 Pro as tested (54 cm, without pedals), claimed frame weight is 1,142 g (56 cm).  ||Price: US$3,800 / AU$5,500 / £3,350 / €3,880-4,000||Highs: Obviously a race bike with geometry to match, agile handling, high-end looks, more tyre clearance than claimed, threaded bottom bracket, Shimano Ultegra is hard to fault, great saddle. ||Lows: Stiff ride quality, weight penalty in frame versus premium option, heavy carbon wheels, bend of handlebar is too tight.

There’s no denying that the Emonda SL (starting from US$2,700 / AU$4,000 / £2,275 / €2,580-2,600) is substantially cheaper than the pro-level SLR (starting from US$6,700 / AU$9,300 / £5,450 / €6,200), but what are you giving up in the process? Simply, it’s a matter of weight. 

An unpainted 56 cm Emonda SLR frame has a claimed weight of 698 g, while the matching fork adds 365 g. By comparison, the Emonda SL frame sits at 1,142 g, with the fork at 380 g. This 450-gram difference is simply attributed to the carbon composite layup used (in Trek marketing speak, that’s OCLV 800 vs OCLV 500), and simply less material is needed when the more expensive fibres and resins are stiffer and stronger.

That 1,142 g figure for the Emonda SL isn’t terribly heavy, but it is noticeably plumper than many other second-tier racing frames on the market. For example, the new Giant TCR Advanced frame offers a claimed weight of just 850 g, while Canyon’s comparable Ultimate CF SL frame has a figure of 980 g. And the Emonda SL’s higher frame weight is of course reflected in the complete bike weight, too, with our 54 cm SL 6 Pro tester tipping the scales at 8.01 kg (without pedals). 

Beyond the weight, the Emonda SL and SLR framesets are remarkably similar. They share the same moulds, and therefore the geometry and aero tube profiles are identical. Trek claims the stiffness profiles, and therefore ride quality is effectively equal. The way the cables are funnelled through the front of the head tube is the same, the new threaded T47 bottom bracket is mirrored, and likewise for the use of Trek’s reverser topper seatpost design. And heck, even the paint of our SL 6 Pro was an almost exact match to the SLR 9 that James tested. 

Beyond the frame there are some more apparent differences. The SLR models feature a wonderfully light Bontrager one-piece carbon handlebar and stem, while the SL models use a more traditional bar and stem setup. And it’s a similar story for the other components which are lighter (and more expensive) on the SLR models. 

A race-ready geo and ride

The Emonda of old had two geometry options. There was the low and aggressive “H1” pro fit (offered in the SLR level only), and then the more mainstream “H2” with its more accessible and upright stack figure. For 2021 Trek combined those two fits into one with “H1.5” being used across all Emonda models. 

That means the new Emonda SL is more aggressive than the last, and relatively speaking the reach figures are on the long side and the stack figures are fairly low. For example, our 54 cm tester offers reach and stack figures of 386 mm and 541 mm respectively, right in the realm of where many race-focused machines sit.

The handling is equally as sporty, with a traditional 73º head angle and 45 mm fork offset combining for a 58 mm trail figure with the control 28 mm Continental GP500 tyres fitted (25 mm Bontrager tyres are fitted as stock). And the wheelbase is kept fairly tight, too. 

Trek balances that longer reach by fitting a shorter-than-usual stem (90 mm on the 54 cm), and as a result the bike fits a little more upright than the figures may suggest. At the same time, that shorter stem produces a bike that handles even quicker and with less input than other race bikes with comparable trail figures. 

And it’s this quick-feeling attitude that will reward a rider with good handling skills. The Emonda can dive into turns and jump back out of them with little input. And it does that without an inkling of instability at speed. 

Further rewarding a good handler is the stiff frame that pounces when called on and lets you feel what the tyres are doing through your hands and bum. No doubt, this was the firmest-riding bike we had at our small Field Test, and despite the wider 28 mm tyres, I could still feel the cracks and inconsistencies in the road surface. Thankfully that stiffness manages to find the right side of the line between a bike that speaks to you and one that skips about. 

Both Andy van Bergen and I agreed the Emonda was the most impressive under power when directly compared to the Giant TCR Advanced Pro and Canyon Ultimate CF SL , and similarly it beats the Specialized Tarmac SL6s that we both have sitting at our respective homes. I’d most liken the ride to BMC’s recently updated and stiffened Teammachine SLR01 . 

That stiffness is great for riders who like out-of-the-saddle attacks and to feel their energy reach the rear wheel, but it’s less ideal for those seeking a smooth and compliant machine. And while many other brands utilise flexible seatposts to achieve more comfort through the saddle, Trek’s own reverse topper seatpost design just rides stiffer than the company claims and there are no options to change it for something more flexible – a somewhat surprising element given the company has gone to great lengths with its IsoSpeed technology to produce seated flex in its aero race and endurance platforms. 

Instead your best bet to add comfort to the Emonda is through the tyres. Trek officially states the Emonda can fit up to a 28 mm tyre, however that figure is extremely conservative. I trialled some 32 mm GP5000s (measured 32 mm width) in the frame without any sign of issue. 

Compared to the previous version, living with the new Emonda frameset has some wins and losses. The new internal cable routing sees the brake hoses and shift cables enter through a funnel at the proprietary headset top cap, and then squeeze between the squared-off fork steerer and top headset bearing. It looks wonderfully clean, but as James previously covered, it does introduce some servicing difficulty, and that’s especially true for this model that uses mechanical shift cables.

Perhaps offsetting that servicing pain is the new T47 threaded bottom bracket , something that’s more universally compatible with oversized crankset spindles and surely simpler to service than Trek’s previous BB90 design that saw bearings pressed directly into the carbon frame. And while that new bottom bracket (made by Praxis) does require a unique tool, servicing it is vastly more accessible than with the former press-fit design.        

I won’t get into the nitty-gritty of the aerodynamic design – we’ve done that – but I will say that the lines of this bike are quite stunning. The aero head tube is just so distinct, the wide and concave top tube offers a wonderfully interesting curvature, and similar can be said for where the long and flowing seat stays connect.  

The paint is also well done and makes this look far more expensive than it is. And as an added bonus there’s a second choice of colours, too (dark grey with chrome lettering). Although, perhaps Trek could have been a little more subtle with its logo, rather than turning the down tube into a rolling billboard. 

Carbon wheels aren’t always light

The tested Emonda SL 6 Pro sits smack bang in the middle of the Emonda’s range and features a full Shimano Ultegra R8020 mechanical groupset matched with a smorgasbord of Bontrager components (Trek’s own component and accessory brand).  

Below the SL 6 Pro (US$3,800 / AU$5,500 / £3,350) is the SL 6 (US$3,300 / AU$n/a / £2,900). The two bikes are effectively the same with the exception of the rolling stock. The cheaper SL 6 features Bontrager’s aluminium Paradigm Disc wheelset shod with the company’s R2 Hard-Case Lite tyres in a 28 mm size, whereas the tested Pro version moves to the carbon-rimmed Aeolus Elite 35 Disc wheels wrapped in a 25 mm version of the same tyre model. 

Adding US$500 to the bike’s price, those carbon rims offer a relatively shallow 35 mm aero-profiled rim that handles remarkably well without any sign of the flutter often present with deeper wheels in crosswinds. They offer a fairly modern profile, with an inner width of 19.2 mm and an outer width at 27.7 mm. However, the material is somewhat misleading and these wheels aren’t as light as you may expect. I weighed my sample set at 1,740 g for the pair (770 g front, 970 g rear).

That weight doesn’t sound like much, but it impacted how the bike felt when attacking steep slopes, with Andy remarking that it made the bike feel sluggish to respond. Carbon isn’t always an upgrade. 

Another area that left Andy and I underwhelmed was the Bontrager Elite VR-C handlebar. We just didn’t get along with the ultra compact shape of the drops which left me complaining of wrist clearance issues, while Andy found that he was unable to make comfortable use of the drops due to his hand sitting proud within the tight radius. We both agreed that the handlebar would be the first thing we’d change.

Thankfully that’s the extent of our issues, and the rest of the build kit is hard to fault. Bontrager’s basic alloy stem works with its Blendr series of computer and light attachments (some of which are supplied), while the new Bontrager Aeolus Comp saddle features a modern short-nose design with a generous centre channel. And all the smaller details, including the proprietary headset top cap and seat post topper, add to a premium look and feel. 

And finally there’s the Shimano Ultegra groupset. One thing James wasn’t able to test in his review of the SLR 9 was how the internal cable routing impacted mechanical shifting quality. I can confirm that it doesn’t. The shifts were just as snappy and consistent on this bike as they were on other bikes, and they should remain that way for a fair while with full-length housing used from shifter to derailleur. And that full-length housing should ease future repairs, although it does add to the bike’s total weight. 

Champagne tastes on a (craft) beer budget

Despite the lower price, Trek has done a solid job of bringing the Emonda SLR’s attributes to the SL. It offers the same handling, stiffness and aesthetic of its pro-level sibling, and that makes for an impressively enjoyable bike to ride.

However where the more expensive Emonda jumps with joy at every thought of an attack, the extra mass of the SL sees it hesistate somewhat. That difference may not be reflected on the clock, but it sure can be felt and it’s a constant reminder of the price tag attached to this ride. 

The new Emonda SL will be a good fit for the rider wanting a well-rounded race bike that handles and behaves like a WorldTour machine. However it’s best to avoid this one if you’re seeking an opulent ride quality or the lightest bike for the given sticker price. 

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Results have arrived, trek émonda bikes for sale.

Shop new and used Trek Emonda road bikes for sale at TPC - The Pro's Closet. Find specs, reviews, weight, prices, and more.  Read our Trek Emonda Quick-Take Review below.

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Trek Émonda Size Chart

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Trek Émonda SLR 6 - Weight, Price, Specs

2023 trek émonda slr review - a tpc quick-take.

• Aerodynamics: Enhanced by truncated airfoil profiles, integrated bar, and stem to minimize drag.
• Lightweight: The complete bicycle in a size 56cm weighs just 14.9 lbs.
• Ride experience: Exceptionally light and agile, ideal for climbing and acceleration.
• Advanced geometry: The H1.5 geometry offers aggressive, upright positions.
• High-quality materials: Uses 800 Series OCLV Carbon for aero profiles without added weight.
• T47 bottom bracket: Offers ease of maintenance and compatibility with oversized crank spindles.
• Price: With a high price tag, it's a significant investment.
• Limited comfort on rough surfaces: More efficient than comfortable, though this can be mitigated with wider tires.
• Complex front cockpit: Adjustments in the front cockpit area can be challenging due to the brake hose setup and integrated stem/bar combo.
• Handling: Requires attention on descents and may not feel as relaxed as more casual bikes.

Bottom Line

Emonda goes aero

The Trek Emonda lineup of bikes has been one of Trek’s lightest road bikes and is defined by their race-ready geometry and performance. With the Emonda SLR bikes, Trek has taken that winning formula and added additional aerodynamic tweaks to make the bikes even faster. In this review, we’ll be looking at the latest Emonda SLR 7 which retail for $8,999.99 and sits in the middle of the SLR range. The SLR 7 combines the 800 Series OCLV carbon fiber frame with fast shifting Shimano Ultegra R8100 Di2 12 speed drivetrain. Aerodynamic tube shaping optimizes the bikes performance while the Bontrager Aeolus RSL integrated bars eliminate any exposed cabling. What makes the Emonda SLR bikes feel special is the H1.5 race fit geometry that provides stability and responsiveness.

In terms of the Emonda SLR lineup, there are quite a few bikes to choose from. The top-of-the-line version is currently the $13.2k SLR 9 AXS which includes all the Bontrager RSL goodies and SRAM Red AXS drivetrain. A step down from that is the $12.7k SLR 9 which features Dura-Ace Di2. Then there are the SLR 7 pairs which includes the $9k SLR 7 we have here and a $9.7k AXS version featuring SRAM Force AXS. The SLR 7 uses a few Bontrager Pro components instead of the RSL versions.  Additionally, there are the $8.4k SLR 6 AXS using SRAM Rival AXS and the $7.7k SLR 6 with Shimano 105 Di2. Trek also offers the SLR Disc frameset for $4.2k which gives you the opportunity to build up your own bike. It’s also important to note Trek offers various Emonda SL and even an aluminum Emonda ALR that are much more budget friendly.

The Trek Emonda SLR 7 combines an aerodynamically tuned carbon frame with stable and responsive handling.

We were lucky enough to receive the Trek Emonda SL7 as a part of the Trek Red Barn Refresh program which is Trek’s certified preowned bike program. That meant we received the bike in used condition but with a full warranty and professional inspection. Unlike other bike boxes, the Red Barn Refresh offers a more user-friendly design that allows the entire front portion of the box to flip open. That makes it easy to access all the bike components and even provides a working surface to stand on. The bike itself came nearly fully assembled with only the handlebars, front wheel and saddle removed. Setting up the bike was a simple process of sliding the integrated bars onto the fork and putting the thru-axle through the front wheel. The proprietary seat mast design allows you to simply slide the seat onto the frame and then torque everything down to factory specs. Trek does include a 5 Nm torque bit, but you’ll want a torque wrench like the Topeak Torq Pro Stick to achieve the proper torque amounts.

FIT AND FINISH

Visually, the Trek Emonda SLR bikes have a classic double triangle frame design with curved top tube that’s constructed from Trek’s 800 OCLV carbon fiber. While the SLR bikes may lack the distinctive wedge cutout of the Trek Madone bike, it’s clear that Trek has optimized the aerodynamics. Starting from the front you’ll find the integrated Bontrager Aeolus RSL aero bars with internally routed cabling. In fact, the only cabling that is exposed is where it tucks into the front of the headset and where it enters the brake calipers. Even the stem spacers are cut to match the headtube profile with a fun “go go go” text printed on the backside that’s only visible at higher steering angles. The headtube and top tube have a sharp curved profile that flow into each other with aerodynamically shaping tubing to optimize the bike’s performance.

Trek currently offers the Emonda SLR 7 in seven different color variations from traditional black finishes to bright metallic and gorgeous color shifting options. Many of the colors are shared across the SLR lineup which means there are plenty of options to choose from. There is also the Project One program which lets you customize the bike colors and logo designs for an additional charge. The bike in this review is the Deep Smoke version which has a matte black finish and a color shifting Trek logo on the downtube for a pop of color. While it’s not our favorite color scheme it’s a sharp looking bike that’s nearly blacked out for a sinister appearance. A small Trek Shield head badge sits on the headtube along with simple Emonda branding on the top tube.

With a retail price of nearly $9k it’s not no surprise that the Emonda SLR 7 comes very well equipped. Unlike budget bikes such as the State Bicycle Core-Line that uses unbranded parts, the SLR 7 features the latest and greatest Shimano and Bontrager parts. Specifically the SLR 7 is equipped with the wireless Shimano Ultegra R8100 Di2 drivetrain which is an ultra fast 12 speed setup. The bike is set up with a compact 52/36 Ultegra crank and 11-30 cassette which provides enough gearing to tackle the steepest climbs. The hydraulic 160mm disc brakes provide smooth and powerful braking to bring the Bontrager Aeolus Pro 37 wheelset to a stop. These are a tubeless ready carbon fiber wheelset with a relatively light 1505g claimed weight and versatile 37mm depth.

Trek has mounted the Bontrager R3 700×25 tires onto the bike which provide nice grip and durability. The SLR bikes all have a claimed max tire size of 28mm but it seems like many have had success sizing up slightly wider than that without clearance issues. Not surprisingly, the SLR bikes also have quite a bit of other Bontrager branded parts such as the Bontrager Aeolus Elite saddle and Bontrager bar tape. Perhaps one of the most notable parts of the bike is the integrated bars which are the sleek one-piece Bontrager Aeolus RSL. Although the integrated bar eliminates any adjustment, it’s a beautiful design with a tapered aerodynamic center section and a nice 124 mm drop with internal cable routing. As with other SLR bikes, the SLR 7 has Trek’s seat mast design which means the seat post slides over the frame. It’s a clever design that is easy to adjust but it limits you to using Trek’s seat masts.

RIDING IMPRESSIONS

We were impressed with the Emonda SLR 7 from our very first ride. The Emonda SLR’s magic sauce is the H1.5 race geometry which gives the SLR bikes responsive handling while still being stable. That means the bike handles instantly to any steering input without feeling twitchy or nervous. It’s an impressive feat as it makes the Emonda SLR equally comfortable to ride on training rides or for high-effort sprints. The stock wheelset feels like and offers plenty of grip to make you feel comfortable even on rough pavement. We suspect that’s partially due to the relatively skinny 700×25 tire setup which feels light and allows the SLR 7 to quickly accelerate. 

Comparing the 56cm SLR 7 to our 56cm ALR Disc, it’s easy to see just how aggressive the bike geometry is. The handlebars of the SLR 7 with the stock multi-spacer setup are at the same height as our slammed ALR Disc with flipped stem. That was surprising for us considering the fact that the SLR 7 bars could be dropped another few inches by just cutting the stem and losing a few spacers. Even with similar seat to handlebar drops, the SLR 7 feels far more responsive then our ALR  Disc and older SL5 Specialized Tarmac.  Despite that, the SLR 7 is still quite compliant and smooth even over rough roads and is comfortable on multi-hour rides. Although it’s not as plush as the more endurance Domane lineup, the SLR achieves an impressive balance of speed and stability.

While we’re still skeptical of integrated bar setups, the Aeolus RSL one piece carbon bars on the SLR bikes fit the bike perfectly. Their smooth aerodynamic shaping and internal cable routing give the bike a clean look while still being ergonomic. The center section of the bars taper which makes them comfortable to hold when you’re cruising while still having a nice drop to them. The Shimano Ultegra Di2 drivetrain is also a highlight of the SLR 7 bike as it offers lightning fast and smooth shifting. In fact, the gears shift happen nearly instantaneously and are completed before you can even lift your fingers off the levers. With the focus of the Emonda SLR bikes on climbing, Trek has done a great job gearing the bike with a compact crank that lets you spin up even the steepest climbs.

THE VERDICT

Overall, we found the Trek Emonda SLR to be a fast and responsive road bike. The combination of the 800 OCLV carbon frame, aerodynamic optimization and fast electronic shifting make the SLR perfect for chasing PR’s on climbs or riding centuries. We were particularly impressed with the H1.5 Race geometry which gives the bike a responsive feel without being twitchy. It’s clear that Trek has sweated the details as the SLR bikes all of a sleek frame design, integrated bar setup and hidden cabling. All the performance doesn’t come cheap though as the base SLR 6 still costs $7.7k and you are limited by Trek’s Seat Mast design. That said, if you’re looking for an aggressive and fast bike that doesn’t sacrifice comfort for speed then the Trek Emonda SLR bikes are tough to beat.

Disclaimer:   The product for this review was provided by Trek . The views expressed on this website are solely those of the authors and are here to help people make an informed choice before a purchase. The authors or the blog itself does not get any monetary compensation from the product manufacturer or third-party websites/vendor links that are posted here.

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Trek Émonda SL 6 road bike review

Giving the ride feel of a thoroughbred GC frame, Trek manages to deliver the perfect balance of stiffness and comfort in the elegant looking and reasonably priced Trek Émonda SL6.

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The Trek Émonda SL 6 exists a few places below Trek's signature SLR model but that doesn't stop it embodying the GC spirit and as a frame it certainly feels worthy of Alberto Contador.

It's made the coveted  Cycling Weekly's Editor's Choice list for its lightweight, fast and comfortable ride quality that'll have dancing up climbs like Contador himself. 

Think of top Tour de France bikes, and there are only a handful of names that pop into your head faster than the Trek Émonda.

While its old sibling, the Émonda SLR occupies the top echelons of WorldTour racing, we've got our hands on the more reasonably priced Trek Émonda Sl 6, coming in at £2,250.

Made famous in recent years beneath the likes of Alberto Contador and his Trek-Segafredo team mates, the Trek Émonda SL 6 feels like a thoroughbred GC frame regardless of its lower price point, and it's a frame that looks built to race yet still manages to maintain an air of elegance.

Trek Émonda SL 6 : c lassy looks

Sweeping lines blur one area of the frame into the other, and the slender seat stays make the bike look responsive and nimble. Pair the sweeping design with the matte silver paint job, and the bike has a seriously classy look.

But it isn't just surface, and the 500 series OCLV carbon makes the frame a skimpy 1091g. On our scales, the whole bike weighed in at 7.66kg, with any additional weight no doubt coming down to the components rather than the frame.

Down below, an overbuilt, beefy bottom bracket makes sure that every pedal stroke powers the bike forward – which is especially helpful when things start heading uphill.

Without a doubt, the most exciting equipment on the bike is the Shimano Ultegra R8000 groupset. Newly updated, it marks an enormous overhaul of Shimano's everyman groupset.

In terms of shifting feel and action, it's every bit as good as it's older, more expensive Dura-Ace sibling. The re-designed front mech and more ergonomic levers offer a light action to front shifts, and rear shifts are crisp, accurate and powerful.

Of the new Ultegra groupset itself, the most exciting feature are the excellent rim brakes – again, they're every bit the match to the Dura-Ace models.

With them being so good, it was a bit of a disappointment to find them missing on the Émonda. Instead, Trek has specced its Bontrager Speed Stop Pro brakes rather than Shimano's far superior rim brakes.

Bontrager's in house stoppers can't match Shimano's for neither feel nor power but it's an oversight we can forgive considering the Émonda's excellent frame and ride qualities. Besides, the Ultegra brakes are always going to be there for that next upgrade.

Again, the Bontrager Paradigm aluminium wheelset could be lighter to match the svelte carbon frame but at this price point they're par for the course and they didn't feel like lead weights when heading uphill.

GC quality frameset

Out on the open road, the ride quality of the GC frame really shines through, and there's a sense of urgency laid up in the carbon that wants to let rip.

But there's a gentler side to it, too, and the high modulus frame gives comfort to the ride. Unlike so many stiff carbon frames, the Trek Émonda Sl 6 feels dampened and absorbent without that dreaded sluggishness that heavier bikes suffer from.

The skip in its step no doubt comes from its lack of weight, and even with the aluminium wheels and overbuilt brakes, the Émonda SL 6 weighs a tiny 7.66kg. Spoil yourself to some killer wheels and you'll bring that down even further.

Dancing out the saddle on the Émonda SL 6

On the hills it climbs like you'd expect from a frame built for Alberto Contador, encouraging you to imitate his signature out the saddle dance on the steepest inclines. But its a frame that really shines on the downs, too. The 992mm wheelbase is manoeuvrable but well balanced and the handling was sharp in the corners, everything you'd expect from a GC super bike.

The Émonda Sl 6's frame is faultless – lightweight, comfort and stiffness all in perfect equilibrium. Its more than a match for the aluminium wheels it comes with, but it has to meet a price point after all.

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2017 Edition — Trek Émonda S 5 Road Bike: Review

The Trek Émonda S 5 Road Bike

With 300 Series OCLV Carbon, the Emonda S 5 offers riders the best-in-class weight, stiffness, and strength.

With an H2 fit, this optimal fit is a near-perfect fit for most riders, including Pro Team athletes. The H2 fit gets riders in the correct position for performance and power.

Blendr Stem

The Trek Émonda S 5 features the Bontrager Blendr Stem by Trek. This is a highly integrated system for easy and clean stem installation of computers, lights,and other biking accessories. You simply begin with a Blendr Stem and add the appropriate base and finish with a mount that matches your accessories.

The Trek Émonda S 5 is built with an Ultralight 300 Series OCLV Carbon frame. The frame design down to the component parts were designed to serve a goal — to be one of the lightest performance bikes offered. The ride-tuned balance and handling elevates this Trek Émonda to another level.

OCLV is short for Optimum Compaction, Low Void, which refers to the carbon manufacturing process that Trek engineers developed decades ago. This allows them to produce carbon framed bikes with consistent, high quality that was not possible before.

The 300 Series OCLV Carbon offers best-in-class weight, best-in-class carbon, and gives the rider stiffness and strength. The 300 Series is at the lower end of the carbon scale, but it keeps the price down, areal weight low, and quality of the frame excellent for a nice price.

The 300 Series OCLV is a great choice for this bike’s frame, as it is compliments the stiffness and weight ratio well. With the right relationship of stiffness-to-weight, the performance of the road bike increases. Trek tested every part of the frame extensively to maximize handling and pedaling performance, as well as ride feel of this S 5.

Technical Specifications and Features:

• Frame: Ultralight, 300 Series OCLV Carbon — Ride-Tuned Performance Tube Optimization, E2 Tapered Head Tube, BB86.5, DuoTrap Compatible
• Fork: Emonda Carbon, E2 Tapered Steerer
• Wheels: Alloy Hubs
• Front Hub: Alloy
• Rear Hub: Alloy
• Rims: Bontrager Tubeless Ready
• Tires: Bontrager R1 Hard-Case Lite, 700 x 25c
• Shifters: Shimano 105, 11 Speed
• Front Derailleur: Shimano 105
• Rear Derailleur: Shimano 105
• Crank: Shimano 105, 50/34 (Compact)
• BB: Press Fit
• Cassette: Shimano 105, 11-28, 11 Speed
• Chain: Shimano HG60
• Saddle: Bontrager Montrose Comp
• Seatpost: Bontrager Alloy, 2-Bolt Head, 27.2mm, 8mm Offset
• Handlebar: Bontrager Race VR-C, 31.8mm
• Grips: Bontrager Microfiber Tape
• Stem: Bontrager Elite, 31.8mm, 7 degree, w/ computer & light mounts
• Headset: Integrated, Cartridge Bearing, Sealed, 1-1/8 inch Top, 1.5 inch Bottom
• Brakeset: Shimano 105
• Using the 56cm size as an example, the size 56 weighs: 19.55 lbs / 8.87 kg
• Weight Limit: Combined weight (rider, cargo, and bike) of 275 pounds / 125 kg

Key Features

• 300 Series OCLV Carbon — Ultimate Light Material
• Excellently Balanced — Ultra Responsive
• The World’s Lightest Road Line with Best Warranty
• Lightweight, but Offers the Robust Performance of Heavier Bikes

Color Options

• Trek Black / Viper Red

As a very solid 2017 edition Trek, the Émonda S 5 with 300 Series OCLV Carbon and Shimano 105 groupset, will only cost you 1,500 GBP or $2,099.99 USD. For such an excellent bike from a brand like Trek, we highly recommend this model to anyone looking for more out of their road bike.

Trek Emonda S 5 Purchase Link:

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Trek Émonda ALR 5 review

The new alloy Émonda remains a great alternative to carbon

Simon von Bromley / Our Media

Simon von Bromley

Smooth ride quality; confident handling; easily customisable; Shimano 105 groupset continues to impress; wide range of sizes

Low-end tyres slow the bike down; uninspiring wheels

The Trek Émonda ALR is the American brand’s take on the premium aluminium race bike.

Now in its third generation, the Émonda ALR takes the recipe of the 2021 Trek Émonda but substitutes carbon fibre for aluminium.

This helps cut cost significantly, but (as we’ll come to later) doesn’t noticeably impact performance much.

The Trek Émonda ALR 5 (£2,325/$2,300) is the base model in the 2023 Trek Émonda ALR range, offering a suite of relatively affordable components alongside a frameset and groupset worthy of future upgrades.

As with most bikes at this price point, not every stock part sparkles, but the Émonda ALR 5 nevertheless impresses as an alternative to identikit carbon race bikes .

Trek Émonda ALR 5 frameset

As with the latest Specialized Allez Sprint , the updated aluminium frameset is the headline act on the Émonda ALR.

Like its carbon sibling, it features a mix of round tubing and truncated aerofoil – or ' Kammtail' – shapes.

The frame is constructed from Trek’s 'ultra-light' 300 Series Alpha aluminium, while the fork is made from carbon fibre.

Trek says a painted, size-56cm Émonda ALR frame weighs 1,257g, while the fork is said to weigh 406g.

That’s just 34g heavier than Trek’s Émonda SL carbon frameset (£2,950), which uses Trek’s second-tier carbon layup (Ultralight 500 Series OCLV Carbon) and has a claimed weight of 1,245g and 384g for the fork.

If you wanted to drop any serious weight from the frame, you’d need to step up to the Émonda SLR frameset (£4,900), which features a 760g frame and 381g fork.

The Émonda ALR frame is built using Trek’s ‘Invisible Weld Technology’, which (as the name suggests) helps hide the tube joints for a more seamless look.

Those at the rear dropouts aside, the resulting welds are certainly less prominent than those on the Allez Sprint or Cannondale CAAD13 .

The new Émonda ALR frameset also uses a T47 threaded bottom bracket .

Improved aerodynamics

At the front end of the frameset, Trek has adopted an integrated cable-routing solution similar to that on the Allez Sprint and Cervélo Soloist .

This sees the gear cables and brake hoses route externally of the handlebar and stem, and enter the frame through a slotted headset top cap.

This and the aero tubing are claimed to improve the aerodynamic efficiency of the Émonda ALR compared to its predecessor, although Trek doesn’t offer any specific figures to quantify this.

Though I’d prefer Trek to be up-front about the magnitude (or otherwise) of any potential performance boost, I suspect most prospective buyers won’t be overly fussed.

The Émonda ALR isn’t attempting to compete with the best aero road bikes , and the cables and hoses have likely been hidden for aesthetic reasons as much as performance ones.

As I’ve explored before, the performance gains from fully internal cable routing are fairly small and the downsides (such as more complex headset servicing ) can be irritating.

This style of solution does at least allow for a wide range of easy adjustments for bike fit purposes, though, and there’s no denying it lends the bike a premium, modern look.

In fact, it was notable how many admiring comments the Émonda ALR 5 attracted during testing, from cyclists and non-cyclists alike.

While the ‘Azure to Living Coral Fade’ paintjob wouldn’t be my first choice, if you like getting attention for having a 'cool bike', it would seem this is a solid option.

What about mudguards?

One notable omission from the Émonda ALR is mounting points for mudguards or fenders .

While dry-bottom obsessed riders, such as my friend and colleague Jack Luke , have cried foul and made their misgivings on this subject clear, I’m not sure it’s a huge loss.

It’s true that tastefully hidden mounts, such as those on the Trek Domane SLR , don’t add much weight or detract from a bike’s looks when not in use.

However, it’s also fair to say the Émonda ALR (like the Allez Sprint) is intended to be a race bike and – for better or worse – most road racing bikes don’t have mudguard mounts these days.

In any case, if you want an aluminium road bike for year-round riding, Trek also offers the Domane AL , which has a plethora of mounts available for mudguards, extra bottles and more.

Trek Émonda ALR 5 geometry and handling

The Trek Émonda ALR 5 adopts the same H1.5 geometry featured on the latest carbon Émonda and Trek Madone SLR .

This sits in the middle of Trek’s previous pro-style H1 and more relaxed H2 fit geometries. It means most riders should be able to customise the front end to get their preferred fit – whether that’s long and slammed or shorter and more upright.

In terms of its overall aggressiveness, the Émonda ALR sits between the Allez Sprint and CAAD13.

With 391mm of reach and 563mm of stack on my size-56cm test bike, it’s a little higher and shorter than an equivalently sized Allez Sprint.

While the head tube angle is shared with the Allez Sprint at 73.5 degrees, the Émonda ALR has 3mm more fork trail, which slows down the handling slightly.

Overall, the Émonda ALR’s handling still feels light and nimble, though just a touch more mellow than the Allez Sprint’s.

It’s also notable that the Émonda ALR frameset is available in eight sizes, from 47 to 62cm, compared to six sizes (from 49 to 61cm) for the Allez Sprint.

Trek Émonda ALR 5 build

As with most bikes at this price, the Émonda ALR 5’s build is somewhat of a mixed bag.

Trek has wisely specced Shimano 105 R7000 , the Japanese brand’s highly rated 11-speed workhorse groupset.

You get climbing-friendly 50/34-tooth chainrings up front, paired with a short-cage rear derailleur and an 11-30 tooth cassette.

Finishing kit is by Bontrager (Trek’s in-house wheel and component brand), in the form of a basic aluminium seatpost, stem and set of round handlebars.

While it lacks a posh carbon seatpost, the use of a round, 27.2mm post means aftermarket upgrade options are plentiful.

It’s the same story up front – no surprises or odd standards, just a 1-1/8in steerer and a 31.8mm handlebar clamp.

In an era when the use of proprietary parts on road bikes seems to be ever increasing, such simplicity and wide-ranging compatibility feels like a breath of fresh air.

In terms of wheels and tyres, Trek has specced a set of basic Bontrager alloy wheels paired with 700x25c Bontrager R1 Hard-Case Lite clincher tyres.

While the alloy Bontrager hubs and round spokes are fairly run of the mill, the Bontrager Paradigm SL rims are at least tubeless-ready and have a healthily wide, 21mm internal rim width . This helps plump the tyres up to around 28.5mm at 70psi/4.8 bar.

Trek Émonda ALR 5 ride impressions

Out on the road, the Émonda ALR 5 is an easy bike to get along with.

It has a marginally more relaxed personality than the Allez Sprint, but for many this will be a plus (the Allez Sprint is very racy).

Like that bike, though, the Émonda ALR belies its 9.04kg weight, feeling quick to respond to inputs and generally easy to manoeuvre.

Shimano’s 105 R7000 groupset remains as impressive as ever. Shifts are slick and fast at both ends, with excellent braking.

Unsurprisingly, the low-end Bontrager tyres disappoint compared to the best road bike tyres currently available, and make the bike feel sluggish when trying to ride fast. Upgrading these alone would likely do wonders for the whole package.

The Bontrager finishing kit is nothing flashy, but it all does the job and can be replaced easily if you have particular tastes or bike fit requirements.

The only part I didn’t get on with was the Bontrager Verse Comp saddle. It has a lot more padding than I’m used to and I quickly swapped it out for something firmer and shorter (a Giant Fleet SL).

It’s a shame Trek didn’t spec the excellent Bontrager Aeolus saddle, versions of which come with higher-end Émonda and Madone builds, but that’s a minor gripe.

The ride quality is also impressive, especially at the rear end.

While dropped seatstays and carbon seatposts are often lauded for their comfort-enhancing properties, the Émonda ALR manages to achieve a smooth ride without either.

The front end, with its stiff carbon fork and basic alloy bars, is firmer. Careful adjustment of the tyre pressures went a long way to mitigating this, though.

The Émonda ALRs tyre clearance is officially capped at 28mm, as on the previous version , but in practice there’s ample room for more.

Trek Émonda ALR 5 bottom line

The Trek Émonda ALR 5 joins an increasing number of high-quality aluminium road bikes.

Despite its alloy construction, it’s only marginally heavier than the mid-tier carbon Émonda and offers an appealing mix of classic looks and modern tech.

Likewise, if you want a road racing bike with Trek on the down tube, then the Émonda ALR is one of the cheapest entry points and it doesn’t disappoint in terms of performance.

Hitting this price inevitably means compromises in the build, but (tyres aside) everything does a respectable job, and – best of all – can be easily customised to suit your personal tastes.

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Trek's Émonda ALR Disc Is a Sleek, Affordable Race Rocket

A smooth and stylee aluminum road bike that hauls ass at a great price

Price: $960 (frameset), $1,890 (complete with 105 build) Weight: 16.4 lbs (as tested) Style: Road race Drivetrain: Shimano Ultegra R8020 (as tested) Frame Material: Aluminum Tire clearance: 28mm The right bike for: Rider looking for a fast, and fast looking, road bike but doesn't want to pay carbon prices.

You’d be forgiven for mistaking the new Émonda ALR for a full-carbon race bike at first glance. But it's not carbon: This is Trek’s newest aluminum road racing bike. With other brands producing popular race-ready aluminum frames–such as Cannondale's CAAD12 and Specialized's Allez Sprint DSW–it’s no surprise Trek updated its ALR frames for 2019 .

The Émonda ALR's aggressive geometry and reasonable price (five models priced $1,360 to $1,890) are certainly targeted at the budget minded who still want a performance race ready bicycle and the option to purchase the frameset ($960) opens the door for budget-friendly dream builds.

Years of experience shaping and tuning aluminum, along with new alloys and manufacturing techniques, are allowing bike brands to offer aluminum frames that ride smoother than some carbon frames and cost less as well. With the new Émonda ALR, Trek hydroforms the size-specific tubes into complex shapes, which fit together so precisely that fabricators need less weld material to join them, which produces a sleek looking frames. The welds are so minimal, the Émonda ALR frame almost looks made of carbon.

On the pavement the ALR is no slouch. Overall, it's a smooth ride for an aluminum bike. The road buzz is damped, but on rough roads and longer rides it’s still apparent that this is an aluminum frame (the fork is carbon). Luckily Trek's engineers endowed the Émonda ALR Disc with room for wider tires (officially 25mm, but some 30mm tires should fit), allowing riders the option to smooth the ride with the addition of fatter rubber.

The minimalist welds make the Émonda ALR's headtube look almost like carbon.

Sensor Ready

The non-drive seatstay is provisioned for a Bontrager DuoTrap S sensor.

Magic Paint

The Purple Flip paint takes on different colors depending on the light.

Hidden From View

Housings and brake hose run inside the front triangle and out of sight.

Modern Standards

The Émonda ALR disc uses the flat mount caliper standard and 12mm thru axles.

The Émonda Family

The Émonda ALR is offered in two models (ALR 4 and ALR 5), and two brake options (disc or rim).

The ALR 4 ($1,680 disc, $1,360 rim) features a Shimano Tiagra 10-speed drivetrain, while the ALR 5 ($1,890 disc, $1,590 rim) comes with a Shimano 105 11-speed drivetrain. All other components are identical, which makes the decision-making process simple: Save 210 or 230 bucks, or spend the extra money to upgrade to an 11-speed drivetrain.

Trek also offers the Émonda ALR 5 Disc in a women's version . This bike features the same geometry as the unisex ALR 5 Disc (though the women's is offered in a 47cm and the unisex is not), but is equipped with a women's saddle, shorter stem, and narrower handlebar.

Trek also sells the Emonda ALR frameset in both disc ($960) and rim ($960) versions. The bike Bicycling received for testing was not a stock complete bike, but a flashy bike built up by Trek to celebrate the Émonda ALR's debut. The frame is shown in the Purple Flip colorway ( there's also a black option) and built with Shimano Ultegra mechanical shift/hydraulic brake groups, with high-end carbon Bontrager parts consisting of Aeolus XXX carbon wheels, XXX carbon seatpost, XXX carbon handlebar, and carbon-railed saddle.

A Lot of Bike for the Money

The real selling point of this bike is its performance-to-price ratio. The ALR frame looks an awful lot like carbon, rides great, and costs less. For $419 dollars less than the most comparable carbon Émonda SL model, the ALR 5 comes out swinging with a race-ready package for someone looking for a quality ride without the intimidating price.

The Émonda ALR frames are quite light also. The disc frame weighs 1,131 grams, while the rim frame weighs 1,112 grams. This appears to compare very well with the carbon Émonda SL frame (disc 1,149 grams, rim 1,091), however the Émonda SL frame weight includes part of the seat mast system.

The Emonda ALR frame features internal cable routing through the front triangle, provisioning for the Bontrager DuoTrap S speed and cadence sensor in the non-drive chainstay, press-fit BB86.5 bottom bracket, 27.2mm seat post, and tapered headtube. Disc models use 12mm thru axles front and rear, and flat-mount brake calipers.

Émonda Geometry

The geometry of the ALR is the same as most of the Émonda carbon line. Trek uses its H2 fit, which is geared toward the everyday rider. This geometry falls between the race geometry you'd find on a bike like the Specialized Tarmac, and the shorter, more upright geometry of an endurance bike.

I found the fit to strike the balance between comfort and race quite nicely. Trek's materials say the H2 geometry is a balance of stable-yet-responsive handling and as much as I get annoyed with marketing jargon, I would certainly have to agree with that.

I do wish Trek would also offer its most aggressive race geometry (it's called H1) in the ALR range (the H1 option is offered in Trek's Émonda carbon frames) for riders, like me, who prefer the lower, longer position it offers.

Émonda ALR Disc Ride Impressions

I can learn a lot about a bike by doing what I call the “up, over, and back” test. I take a bike on a ride that's very familiar to me: up the side of the mountain that's just out my door, down the other, and back again. Put to this test I discovered that, yes, climbing on the Émonda ALR still hurts the same as any other bike, so don’t expect any miracles in that regard. But the bike climbs quite well, while I wasn’t able to break any personal records, the bike still feels plenty at home when the grade pitches skyward. Our bike weighed in at 16.4 pounds, quite impressive for a aluminum bike with disc brakes.

After making my way over the top, the less painful/fun part of the test started. Next up, a high speed slightly twisty descent with fresh pavement. Here, the bike reacts predictably at high speeds without feeling terribly unstable even at speeds over 50mph; test passed. The bike is at home on twisty technical descents as well as wide open high speed rippers. While some riders still aren't sold on disc brakes, I’m a convert. Having the Ultegra stoppers affixed to the Émonda ALR was a welcome addition when it came time to not only stop but control speed into and out of corners, and the Émonda ALR feels solid under braking forces.

On the road it is immediately apparent that this bike wants to accelerate. Once out of the saddle, the Émonda ALR reacts quickly and feels well connected to the pavement. This feeling of snappy acceleration can be at least partially credited to the 1,380-gram Aeolus XXX 2 Disc wheels that came on our test rig. With that said, the ALR feels solid under load. During all out sprints the frame feels just as a race bike should and responds with every pedal stroke. On the flip side, this Émonda ALR test bike rode a bit stiffly, even with the high-end carbon wheels.

Still, the Émonda ALR has all the ingredients of a good bike—sleek looks, solid performance, and a easier to swallow price.

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Trevor Raab is the staff photographer for Runner’s World and Bicycling , a CAT 1 cyclocross racer, and, occasionally, a product reviewer for the Test Team. He fits the typical “how I got in to bikes” story: his dad introduced him to mountain bikes when he was a kid, then he had a  stint as a skateboarder in high school, and since 2011 he’s been riding every sort of bike he can find.

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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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Trek Émonda SL 6

• AUS $ NZD $ USD $ CAD $ GBP £ EUR €

Size / 47cm, 50cm, 52cm, 54cm, 56cm, 58cm, 60cm, 62cm

At a glance

Where to buy.

Specifications

• Frame Ultralight 500 Series OCLV Carbon, Ride Tuned performance tube optimization, tapered head tube, internal routing, DuoTrap S compatible, flat mount disc, 142x12mm thru axle
• Fork Émonda SL full carbon, tapered carbon steerer, internal brake routing, flat mount disc, 12x100mm thru axle
• Battery Shimano BT-DN300
• Wheels Front: Bontrager Aeolus Elite 35, OCLV Carbon, Tubeless Ready, 35mm rim depth, 100x12mm thru axle Rear: Bontrager Aeolus Elite 35, OCLV Carbon, Tubeless Ready, 35mm rim depth, Shimano 11/12-speed freehub, 142x12mm thru axle
• Tires Bontrager R2 Hard-Case Lite, aramid bead, 60 tpi, 700x28mm
• Chain Shimano SLX M7100, 12 speed
• Crank Size: 47, Shimano 105 R7100, 50/34, 165mm length; Size: 50, 52, Shimano 105 R7100, 50/34, 170mm length; Size: 54, 56, 58, Shimano 105 R7100, 50/34, 172.5mm length; Size: 60, 62, Shimano 105 R7100, 50/34, 175mm length
• Bottom Bracket Praxis, T47 threaded, internal bearing
• Front Derailleur Shimano 105 R7150 Di2, braze-on, down swing
• Rear Derailleur Shimano R7150 Di2, 36T max cog
• Shifters Shimano 105 R7170 Di2, 12 speed
• Brakeset Shimano 105 hydraulic disc, flat mount
• Handlebar Size: 47, 50, Bontrager Elite Bontrager Elite VR-C, alloy, 31.8mm, 100mm reach, 124mm drop, 38cm width; Size: 52, Bontrager Elite Bontrager Elite VR-C, alloy, 31.8mm, 100mm reach, 124mm drop, 40cm width; Size: 54, 56, 58, Bontrager Elite Bontrager Elite VR-C, alloy, 31.8mm, 100mm reach, 124mm drop, 42cm width; Size: 60, 62, Bontrager Elite Bontrager Elite VR-C, alloy, 31.8mm, 100mm reach, 124mm drop, 44cm width
• Saddle Size: 47, 50, 52, Bontrager Aeolus Comp, steel rails, 155mm width; Size: 54, 56, 58, 60, 62, Bontrager Aeolus Comp, steel rails, 145mm width
• Seatpost Size: 47, 50, 52, 54, Bontrager carbon seatmast cap, 20mm offset, short length; Size: 56, 58, 60, 62, Bontrager carbon seatmast cap, 20mm offset, tall length
• Stem Size: 47, Trek RCS Pro, -7 degree, 70mm length; Size: 50, Trek RCS Pro, -7 degree, 80mm length; Size: 52, 54, Trek RCS Pro, -7 degree, 90mm length; Size: 56, Trek RCS Pro, -7 degree, 100mm length; Size: 58, 60, 62, Trek RCS Pro, -7 degree, 110mm length

Q: How much is a 2024 Trek Émonda SL 6?

A 2024 Trek Émonda SL 6 is typically priced around $4,999 USD when new. Be sure to shop around for the best price, and also look to the used market for a great deal.

Q: Where to buy a 2024 Trek Émonda SL 6?

The 2024 Trek Émonda SL 6 may be purchased directly from Trek .

Q: What size 2024 Trek Émonda SL 6 should I get?

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