trek emonda p1

Trek Emonda SLR 9 Project One - First look gallery

We take a closer look at trek's all-new lightweight emonda slr.

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Fresh out of the big red barn in Waterloo, Wisconsin, we’ve just unboxed Trek’s brand new Emonda . Slotting in as the brand's lightweight race bike, the Emonda was first launched in 2015, and since then has only received minor updates — the new bike has been redesigned from the ground up.

When it comes to race bikes, whether the consumer likes it or not they are still largely handcuffed to the UCI’s 6.8kg weight limit, so brands don’t have a whole lot of incentive to keep making frames lighter. But, as Trek’s Industrial Design Manager Hans Ekholm told me some time ago, the UCI rules influence the direction of the race bikes, but his team don’t see them as a limitation, it simply means they need to get a bit more creative to keep improving the bikes they produce.  

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With this in mind, it should come as no surprise that Trek focused on improving the aerodynamics of the new Emonda. Trek is not alone in this with Giant, Scott, Specialized and Focus (among others) also going this route, addressing the fact that aerodynamics come into play, even when you’re not travelling 40kph on flat ground. The new frame sees truncated aerofoils on the fork legs, downtube, seat tube and seat stays which the brand says saves 183g of drag over the previous model. Interestingly the no-cut integrated seat mast is round, and so is the cap, which Trek says helps to retain compliance. 

While 183g of drag is probably an abstract figure to anyone doesn’t have an aerodynamicist within arms reach, Trek has modelled how much time a rider would save up various famous climbs around the world riding at 350-watts on the 2018 Emonda vs the 2021 Emonda. The new bike saves 15-seconds on Alpe D'Huez, 11-seconds on the Angliru, 21-seconds up the Stelvio, 80-seconds up the Taiwan KOM Challenge and 4-seconds up Willunga Hill. 

While the aero shaped tubing will have played a significant role in the aero gains, the new Aeolus RSL bar-stem combo also shoulders some of the burden. The new integrated bar and stem hide the cables from the wind while routing them entirely on the outside of the bar, thanks to a deep groove on the bottom, and a removable plate. For anyone who had to try and route a cable through the previous version of this bar, it marks a colossal improvement, and far fewer hours trying to finagle cables and housing through what felt to be a black hole.

All that said, they still suffer from the shortcomings of all similar one-piece systems in that if you want a longer stem, or don’t like the shape of the bar, you have to replace the whole thing. Example ‘A#1,’ Bontrager has gone with an extremely compact bend for the drops which are a smidge too tight for my hands. 

Trek has also employed split headset spacers, so there is no need to disconnect and re-bleed anything should you want to raise or lower your bar a few mm. That said, they are a little bit fiddly to work with, but are still a better option than the alternative. 

However, when it comes time to replace a headset bearing you’re in for a big job. Both brake hoses run inside the top bearing, and the front brake line is routed through the lower bearing too. With all the bends the hoses take, it's a bit more challenging to coax air bubbles in the lines out of the system. 

The top-end SLR models are made from a new OCLV 800 carbon. According to Trek, this new carbon fibre was in development for two years. The result is claimed to be 30 per cent stronger than the OCLV 700 it usurped for the top spot, and saves about 60g of weight in an equivalent frame.

However, the 2021 Emonda actually gained about 30g in weight over the 2018 version, with an unpainted 56cm frame said to weigh 698g and the unpainted fork with a 220mm steerer comes in at 365g. You won’t hear us complaining about these additional grams, because they are the result of a threaded T47 bottom bracket — well actually a slightly narrower version (1mm) to allow for a better connection with your BB tool. Even still, this 54cm Emonda SLR 9 Project One tips our scales at a feathery 6.86kg. 

One of the things that immediately caught my eye when I unboxed the Emonda was the traditional seat stays that come all the way up to the seat cluster to form the conventional double diamond. According to Jordan Roessingh, Trek’s Director of Road Product, Trek did evaluate a design concept of the Emonda with dropped stays, but decided the potential aero benefit didn’t outweigh the costs to torsional stiffness, at their targets for frame weight. 

For the latest edition of the Emonda, Trek as added a few new colour schemes to its Project One program ICON, KOM and Ultimate. Our test sample is the latter, which allows you full creative license over Trek’s colour palates as well as tailoring every component. The yellow to pink fade is definitely Trek flexing its proverbial painting muscles, and the bike is anything but subtle.

Being that this bike, in particular, is the top flagship Emonda, it should come as no surprise that it is shod with SRAM’s Red eTap AXS drivetrain , complete with a Quarq power meter, 48/35t chainrings and a 10-30T 12-speed cassette. 

Bolted between the stays and fork are the new Aeolus RSL 37 carbon clinchers . These feature a new rim profile and layup that’s said to be lighter than the Aeolus XXX 2, and nearly as fast as the XXX 4, which are 10mm deeper. At 37mm deep, they tip our scales at 1360g sans rotors and cassette. The wheels are compatible with tubeless tyres , though the rim strips needed to make the swap were not included with our test sample. 

Sitting atop the no-cut seatmast is Bontrager's Aeolus Pro saddle . The perch is Bontrager's take on the wide snub nose seat, and initially, my derriere seems to get along with it quite well — for reference I have a Fizik Vento Argo R3 on my personal bike. 

With every bell and whistle currently available, it should come as no surprise that the Emonda SLR 9 is less affordable than a used car, coming in at an eye-watering US$11,999 / €10,999 / £9,700 / AU$15,799.

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Based on the Gold Coast of Australia, Colin has written tech content for cycling publication for a decade. With hundreds of buyer's guides, reviews and how-tos published in Bike Radar, Cyclingnews, Bike Perfect and Cycling Weekly, as well as in numerous publications dedicated to his other passion, skiing. 

Colin was a key contributor to Cyclingnews between 2019 and 2021, during which time he helped build the site's tech coverage from the ground up. Nowadays he works full-time as the news and content editor of Flow MTB magazine. 

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• Emonda P1 SLR (Pre-Owned)

Trek Emonda P1 SLR (Pre-Owned)

Pre-Owned bikes are certified by Bike Mart's vetted mechanics. These bikes will go through our multi-point inspection to ensure all parts are working at their highest level. If you have any specific question about the bike please feel free to drop a line at 972-231-3993 ext. 3 or use the "Contact a specialist" button by the "Add to Cart" button. There could be blemishes or dents. This item is sold as-Is and no exchanges/returns will be accepted under any circumstances. Notes: • Scratches along headtube, seat stay and seat tube. (Cosmetic) • Brand new Shimano Ultegra crankset. • Serial Number: #WTU205T0039P 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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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.

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.

.css-1hhr1pq{text-align:center;font-size:1.1875rem;line-height:1.6;font-family:Charter,Charter-roboto,Charter-local,Georgia,Times,Serif;}.css-1hhr1pq em{font-style:italic;font-family:Charter,Charter-styleitalic-roboto,Charter-styleitalic-local,Georgia,Times,Serif;}.css-1hhr1pq strong{font-family:Charter,Charter-weightbold-roboto,Charter-weightbold-local,Georgia,Times,Serif;font-weight:bold;} —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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First Look: Trek Emonda

Inside Trek, the idea of trying to build the lightest frame possible has been floated ever since the Scott Addict ads touting their accomplishment of producing the (then) world’s lightest frame first started appearing almost a decade ago touting. Somewhere along the way, Trek must’ve gotten sidetracked with other projects they deemed more worthy (like the Domane – yes!). But, according Trek Road Product Manager Ben Coates, the idea re-emerged in a serious way in 2012 – the ability to build the world’s lightest bike.

Is that what the new Emonda is? No. From one-off builds and “production” versions from a handful of fringe builders, there have been sub-11 lb. bikes around for years. However, although Cannondale has gotten close, there has yet to be a 690 gram frame from a major player. There is still a bit of word play going on however, as Trek repeatedly says the “lightest road bike line ever” and really, they’re only talking about a single bike, the Emonda SLR10. When they add that each bike is “the lightest in its class”, well, that might be true, but considering that the third tier S model frame weighs 1220 grams (19.8 lb bike weight), there very well could be a competitor at the scale. What is worth remembering is that all the bikes – even the featherlight SLR10 – comes with a lifetime warranty. Very nice.

While everyone knows that with carbon you can build a frame that weighs  500 grams. The difference is in the ride. As often as “feather light” bikes can be on the whispy side, it’s nice to know that the Emonda is still stiff and stable enough for the bike to be raced in the Euro schedule by guys who are traditionally renowned as light and stiff fetishists. Yes, Trek has relied heavily on the input of riders on the Trek Factory Racing team…that’s definitely another feather in their cap and one that holds even better prospects that this light bike will still be a capable bike.

For more info: Trek Bicycles .

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• Emonda SLR 7 Di2 P1

Trek Emonda SLR 7 Di2 P1

Emonda SLR 7 Disc is an ultralight, aerodynamic carbon road bike that's designed and built to be the fastest climbing bike we've ever made. You get the legendary ride quality of our lightest platform, plus more speed, thanks to aero tubes wrought from our lightest OCLV layup ever. You also get the blazing fast precision shifting of an all-new wireless electronic Shimano Ultegra Di2 drivetrain. It's right for you if… You love to fly up climbs, ride off the front, and win every sprint. You want the lightest, fastest road bike we make, plus the performance advantage of a wireless electronic Di2 drivetrain's quick, precise shifting. The tech you get An ultralight and aerodynamic 800 Series OCLV Carbon frame that weighs under 700 grams, an all-new wireless 2x12 Shimano Ultegra Di2 electronic drivetrain, lightweight Bontrager Aeolus Pro 37 OCLV Carbon tubeless ready wheels, an Aeolus RSL OCLV Carbon integrated aero bar/stem, and powerful hydraulic disc brakes. The final word This bike flies up any climb. It's aerodynamic for more free speed, but doesn't sacrifice the amazing lightweight ride quality Emonda is known for. It also has a Di2 wireless electronic drivetrain so you'll never miss a shift again. Why you'll love it: - Trek's fastest climbing bike is aero, weighs in at less than 700g, and rides like a dream - All-new wireless Ultegra Di2 delivers ever faster, smoother, and more responsive shifts than ever - 800 Series OCLV Carbon is the lightest laminate we've ever made - Aerodynamic tube shaping makes this our fastest Emonda SLR platform ever-on flats and climbs alike - The Aeolus Pro 37 wheels are designed for climbing, and were developed alongside Emonda *There are a couple of scratches on the non-drive side downtube pictured*

* Subject to change without notice.

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First Ride: Trek’s astonishingly light Émonda SLR Disc

Trek pares down its émonda slr race bike even more, resulting in a super-light frame that still handles wonderfully..

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Alberto Contador piloted Trek’s new Émonda at the 2017 Critérium du Dauphiné, but no one would blame you if you missed it. Trek’s new WorldTour-level race bike looks almost identical to the previous Émonda. Aside from a few cosmetic details, there’s nothing to indicate the wholesale changes in this ground-up redesign (apart from the new disc-brake version, of course). Those changes are all hidden in an unassuming package.

Pick it up (with one finger) and you’ll notice a difference immediately. Trek claims it has made the lightest production frame available, at a paltry 640 grams (not including the fork, which is less than 300 grams for the rim brake version). And it wasn’t simply a matter of shaving away material to get there. Trek engineers used proprietary computer software to help determine what tube shapes could be redesigned to reduce weight without sacrificing strength. The real challenge then became making an exceptionally light bike that still handles confidently.

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It’s lighter, but what’s new? Disc brakes, for starters. And what’s the same? The exceptional handling. With all the new touches resulting in the same lithe ride quality, the Émonda remains tops in the all-around category.

Embracing disc brakes

The disc brake-equipped frame is also absurdly light at 665 grams (313 grams for the disc fork). My test bike had Shimano’s Dura-Ace Di2 drivetrain and hydraulic flat-mount brakes, as well as new RT-900 rotors with their distinctive cooling fins. If you’re a SRAM devotee, you can spec a custom Émonda with that group in Trek’s Project One program.

One of the perks of going disc is the extra tire clearance. The disc brake-equipped Émonda comes with 28mm tires, and while Trek didn’t say so, I’d be willing to bet you could get some 30mm tires in there. That extra tire clearance is possible without a rim brake caliper — the usual culprit of tire size limits.

Geometry and handling

If you’ve ridden the Émonda before, the newest iteration won’t surprise you. It’s ultra-responsive, likely due to the 58-millimeter trail, 73.5-degree head tube angle, and super-short 983-millimeter wheelbase (size 56cm, H1 fit). Combine that with 410-millimeter chain stays and you’ve got a formula for an aggressive ride.

All that is borne from extensive testing both on the road and in the lab. Trek developed a proprietary cornering model that helped render a picture (literally and figuratively) of what happens to your bike when it’s under load in a corner. The results indicated that more deflection occurs the further away you get from the head tube. Based on that information, Trek then used software called Heeds Modeling to determine what each frame tube should look like to reduce weight and increase stiffness where it was needed. That initially yielded some pretty outlandish tubing designs, like dramatically arced chain stays in early prototypes. Those prototypes were 3D-printed in-house for concepting and even some road testing.

Heeds Modeling helped indicate where stiffness was needed most, and on-the-road testing confirmed it. As a result, Trek says it has increased both head tube and bottom bracket stiffness significantly over the previous Émonda SLR, all while reducing overall weight. That’s some feat.

We don’t have firm prices on all the models yet, but Trek representatives say the new SLR will be about $1,000 cheaper than the previous Émonda SLR. Notably, the Émonda SL offers many of the advantages of the SLR at an exceptionally low price point. You’ll take a bump down to a heavier 500 Series OCLV carbon frame, but much of the geometry and ride quality from the SLR trickles down to the SL version at an affordable $1,799 (for the full bike!). Plus it’s available in both rim and disc brake versions.

I spent two days and 100 miles on the Émonda SLR disc (H1 fit) in the hills near Trek’s Waterloo, Wisconsin headquarters. The terrain is rolling, with short, punchy climbs and plenty of opportunity for sprints and sustained efforts. There aren’t any grind-it-out, 40-minute climbs, so I’ll need more time to make a full assessment. Still, I was able to get a good sense of the Émonda’s personality.

Ultimately, the ride quality is strikingly similar to the previous generation Émonda, which is a very good thing. In fact, I could barely tell the difference. The ultra-responsive race handling was no surprise given the tight geometry, though the off-the-line pedaling response seemed slightly better than other Émondas I’ve ridden. The exceptionally wide BB90 bottom bracket probably makes a difference, based on Trek’s data. It’s also possible that the quick feeling was simply a byproduct of the Émonda’s handling.

The addition of disc brakes and wide, 28c tires only improves the ride quality. The predictability that comes with disc brakes allowed confidence in corners and more stability out of them. I did all the braking I needed to before the turn’s apex. Despite the frame’s gossamer weight, braking forces didn’t seem to have any adverse effect on handling — no shudder. We’ve talked at length about the advantages of wide tires, and this is a smart spec here, not only from a handling perspective but also for that last little bit of compliance.

Trek’s seat mast/seat cap system adds even more cushion. The seat mast allows Trek to eliminate overlapping materials that add weight. Namely, the seatpost that slides into a seat tube on most bikes. This way, Trek can control exactly how much stiffness and compliance ends up in the frame, all the way up the seat mast itself, while saving anywhere between 35 and 40 grams. The seat cap, according to Trek, is lighter than most seatposts. Regardless of the weight aspect, the seat mast/cap system is remarkably compliant without trending toward bouncy or sloppy. I call it a win.

The only complaint I have is the toe overlap. This is likely the result of that super-short wheelbase and other tight geometry numbers. It’s not a problem at high or even moderate speeds, but it almost sent me to the pavement in the parking lot when I tried to turn around sharply. I can see this being a problem at stop lights on my daily rides, but that’s really it.

The Émonda is once again the lightest frame you can buy, but it’s by no means a nervous featherweight. Trek was wise to preserve the quick and aggressive handling while rethinking what the Émonda was additionally capable of. Some change is good — particularly those disc brakes. When it comes to ride characteristics, if it ain’t broke, Trek didn’t fix it.

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king of the hill, but fortune and favor can prove fleeting\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"new shimano patent details 13-speed wireless drivetrain","url":"https:\/\/velo.outsideonline.com\/road\/road-gear\/new-shimano-patent-details-13-speed-wireless-drivetrain\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-gear\/new-shimano-patent-details-13-speed-wireless-drivetrain\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"new shimano patent details 13-speed wireless drivetrain\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-gear\/new-shimano-patent-details-13-speed-wireless-drivetrain\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"new shimano patent details 13-speed wireless drivetrain\"}}\u0027>\n new shimano patent details 13-speed wireless drivetrain\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"notebook: cavendish rediscovers mojo, stelvio snowed in, poga\u010dar being too greedy","url":"https:\/\/velo.outsideonline.com\/road\/road-racing\/cavendish-rediscovers-mojo-stelvio-snowed-in-pogacar-being-too-greedy\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/cavendish-rediscovers-mojo-stelvio-snowed-in-pogacar-being-too-greedy\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"notebook: cavendish rediscovers mojo, stelvio snowed in, poga\u010dar being too greedy\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/cavendish-rediscovers-mojo-stelvio-snowed-in-pogacar-being-too-greedy\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"notebook: cavendish rediscovers mojo, stelvio snowed in, poga\u010dar being too greedy\"}}\u0027>\n notebook: cavendish rediscovers mojo, stelvio snowed in, poga\u010dar being too greedy\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"inside the placebos, half-percenters, and performance science of giro d\u0027italia recovery","url":"https:\/\/velo.outsideonline.com\/road\/road-racing\/giro-ditalia\/the-placebos-and-sport-science-of-giro-ditalia-recovery\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/giro-ditalia\/the-placebos-and-sport-science-of-giro-ditalia-recovery\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"inside the placebos, half-percenters, and performance science of giro d\u0027italia recovery\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/giro-ditalia\/the-placebos-and-sport-science-of-giro-ditalia-recovery\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"inside the placebos, half-percenters, and performance science of giro d\u0027italia recovery\"}}\u0027>\n inside the placebos, half-percenters, and performance science of giro d\u0027italia recovery\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"pogacar\u0027s pink colnago v4rs for the giro d\u0027italia","url":"https:\/\/velo.outsideonline.com\/road\/road-racing\/giro-ditalia\/pogacars-pink-colnago-v4rs-for-the-giro-ditalia\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/giro-ditalia\/pogacars-pink-colnago-v4rs-for-the-giro-ditalia\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"pogacar\u0027s pink colnago v4rs for the giro d\u0027italia\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/giro-ditalia\/pogacars-pink-colnago-v4rs-for-the-giro-ditalia\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"pogacar\u0027s pink colnago v4rs for the giro d\u0027italia\"}}\u0027>\n pogacar\u0027s pink colnago v4rs for the giro d\u0027italia\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"defending champions chlo\u00e9 dygert, quinn simmons both skipping us nationals","url":"https:\/\/velo.outsideonline.com\/road\/road-racing\/defending-champions-chloe-dygert-quinn-simmons-both-skipping-us-nationals\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/defending-champions-chloe-dygert-quinn-simmons-both-skipping-us-nationals\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"defending champions chlo\u00e9 dygert, quinn simmons both skipping us nationals\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/defending-champions-chloe-dygert-quinn-simmons-both-skipping-us-nationals\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"defending champions chlo\u00e9 dygert, quinn simmons both skipping us nationals\"}}\u0027>\n defending champions chlo\u00e9 dygert, quinn simmons both skipping us nationals\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"elisa balsamo suffers fractures in high-speed crash into barriers in burgos opener","url":"https:\/\/velo.outsideonline.com\/road\/road-racing\/elisa-balsamo-suffers-fractures-in-high-speed-crash-into-barriers-in-burgos-opener\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/elisa-balsamo-suffers-fractures-in-high-speed-crash-into-barriers-in-burgos-opener\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"elisa balsamo suffers fractures in high-speed crash into barriers in burgos opener\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/elisa-balsamo-suffers-fractures-in-high-speed-crash-into-barriers-in-burgos-opener\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"elisa balsamo suffers fractures in high-speed crash into barriers in burgos opener\"}}\u0027>\n elisa balsamo suffers fractures in high-speed crash into barriers in burgos opener\n \n \n \n \n \n\n \n \n \n \n \n\n \n "}]' > >", "name": "footer-menu", "type": "link"}}'>advertise >", "name": "footer-menu", "type": "link"}}'>privacy policy >", "name": "footer-menu", "type": "link"}}'>contact >", "name": "footer-menu", "type": "link"}}'>careers >", "name": "footer-menu", "type": "link"}}'>terms of use >", "name": "footer-menu", "type": "link"}}'>site map >", "name": "footer-menu", "type": "link"}}'>my newsletters manage cookie preferences privacy request healthy living.

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New Project One ICON Paint Schemes

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Trek's Project One programme opens up a world of paint options, both for framesets and complete custom builds, and their premium ICON series paint schemes are the ultimate expression of their art (like this recent Madone build in ICON Cosmos finish).

Trek have unveiled some new ICON options for the latest Émonda, and they're suitably spectacular; from the bling to the bold.

All are available to order now, at a £1100 upcharge from the standard SLR P1 frameset. We're Project One specialists, so after you've created your ideal build on the Project One website get in touch with us and we'll take it from there, and ensure that your new Émonda fits perfectly.

(update: they're also now available for the new Madone SLR and the Domane - along with the new Artist Series paint schemes shown here ).

Let's take a look at the four new ICON options:

Amplified Alchemy

Sweet Gold Leaf

Holographic Diamond Flake

Ultralight and Aero - the new Trek Émonda

Trek have unveiled their new generation Émonda, bringing all the climb-focused light weight you'd expect (sub-700g for the SLR frame) together with new aero benefits. We've...

Bontrager launch updated Aeolus carbon wheelsets

What an amazing year for new wheels. Bontrager are the latest to introduce some brilliant new carbon wheelsets, including the 1325g Aeolus RSL 37.

More stunning Project One options from Trek

Trek have refreshed their Project One options list with some smart new Artist Series paint schemes and updated equipment choices.

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2019 Trek P1 Emonda SLR Rim Brake Road Bike Frameset // H2 54cm Black/Black

Frame Ultralight 700 Series OCLV Carbon, ride-tuned performance tube optimization, tapered head tube, BB90, direct mount RIM brakes, internal cable routing, DuoTrap S compatible, Ride Tuned seatmast

Fork Émonda full carbon, carbon tapered steerer, direct mount RIM brakes

Wheels Max tire size 25c Bontrager tires (with at least 4mm of clearance to frame)

Components Headset Integrated, cartridge bearing, sealed, 1-1/8? top, 1.5? bottom

Weight Weight 56cm - 1.37 kg / 3.03 lbs

Weight limit This bike has a maximum total weight limit (combined weight of bicycle, rider, and cargo) of 275 pounds (125 kg).

This frameset is exactly as pictured and does not include any additional parts needed to complete a bike build. It does NOT include any hardware or grommets/cable stops. Please contact your local Trek dealer to source these parts.

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• Sport/Performance
• Emonda SLR 7 P1

Trek Emonda SLR 7 P1

This Emonda SLR 7 was built through Trek's Project One program, allowing us to stock a slightly different parts specification than the version seen on the Trek website. Read on for more!

The Emonda SLR frame boasts Trek's lightest-ever "recipe" for their proprietary carbon fiber: 800 Series OCLV. As a result, the Emonda SLR's frame is one of the the lightest mass-manufactured road frames in the world. At only 650 grams for a 56cm in an H1.5 fit, the Emonda SLR is the starting point for a world-beating dream machine. The Emonda SLR's frame shaping adds an extra dash of aero, allowing the rider to slice through the air much better than the previous generation. How much better? About 60 seconds faster over 25 miles on the flats when compared to the previous generation Emonda SLR. The Emonda SLR can be built up with your choice of components, wheels and paint scheme for a one-of-a-kind high-performance road bike through their Project One program. For example, this in-stock Project One example features a 50/34T compact Ultegra crankset for tackling really steep inclines. The "regular" version of the Emonda SLR 7 runs a 52/36T Ultegra crankset.

This Emonda SLR 7 has been built with "stage race" geometry, providing nimble handling without being nervous or twitchy. The head tube is tapered, adding to the Emonda's torsional strength for a precise feel in high-speed corners and descents. The threaded T47 bottom bracket also improves torsional strength further, adding to the bike's snappy feel when accelerating uphill or during a sprint. Ride quality was also addressed when the Emonda SLR was being designed, and the no-cut Ride Tuned seat mast allows for a more vertically compliant frame. An aperture for a Bontrager DuoTrap S speed/cadence sensor ( sold separately ) in the left chainstay and internal cable routing keeps the Emonda looking clean and sleek without clumsy zip-ties. Flat mount disc brake caliper installation reduces overall frame weight and improves lever feel and feedback. The Emonda SLR's frame design allow for slightly wider tires up to 30mm, improving ride quality while tackling rough and choppy tarmac.

Shimano's 11-speed Ultegra R8050 Di2 components are found throughout the Emonda SLR 6, including the dual-control levers, derailleurs, 50/34T compact crankset,11-34T cassette and even the chain. Long life, precise operation and literally lightning-quick shifting are the hallmarks of Shimano's performance-oriented Ultegra Di2 component group. A fully charged battery Di2 will last upwards of 900-1,000 miles between recharges. The battery itself is installed in the seat tube, keeping it and the internal wiring out of the weather and wind.

Bontrager's tubeless-ready OCLV carbon fiber Aeolus Elite 35 wheelset and 700x25c R3 Hard-Case Lite tires add easy acceleration and a smooth feel to the Emonda SLR. The wheels boast Bontrager's race-proven Dual Directional Design (or D3 ) rim profile, allowing the wheelset to resist crosswinds while still slicing through the wind. The bare wheelset weighs less than 1800 grams, keeping with the Emonda SLR 7's lightweight concept. Shimano Ultegra hydraulic disc brakes are not only fantastic in the rain, they give the rider a much better sense of stopping distance in every condition. A Bontrager Aeolus Elite saddle and Ride Tuned seatmast cap bring a comfortable perch for the rider, especially while in an aggressive in-the-drops position. Bontrager also supplies the ultralight Aeolus RSL carbon fiber road handlebar-and-stem unit. By cleverly tucking the Di2 shift wiring and hydraulic hosing into a recessed channel under the handlebar, the Emonda SLR is a much more integrated bike without being a nightmare to mechanics. There's even an aperture at the bar's leading edge for a Garmin computer (sold separately) to complete the cockpit of this high-performance bicycle.

A Shimano Di2 charging cable is included with the purchase of this bicycle.

* Subject to change without notice.

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 . He has 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 to killer riding locations throughout North America.

Based in North Carolina, Tyler loves family adventure travel and is always on the lookout for the next shiny new part to make his bikes faster and lighter.

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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 2019 P1 Emonda SLR Rim Brake Road Bike Frameset // H2 54cm Black/Black

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Émonda SLR frameset is the lightest road frame weve ever made. Our most advanced 700 Series OCLV Carbon layup makes for featherlight bike thats fast on the climbs, rails descents, and handles with confidence wherever you ride it. Frame Ultralight 700 Series OCLV Carbon, ride-tuned performance tube optimization, tapered head tube, BB90, direct mount RIM brakes, internal cable routing, DuoTrap S compatible, Ride Tuned seatmast Fork Émonda full carbon, carbon tapered steerer, direct mount RIM brakes Wheels Max tire size 25c Bontrager tires (with at least 4mm of clearance to frame) Components Headset Integrated, cartridge bearing, sealed, 1-1/8˝ top, 1.5˝ bottom Weight Weight 56cm - 1.37 kg / 3.03 lbs Weight limit This bike has a maximum total weight limit (combined weight of bicycle, rider, and cargo) of 275 pounds (125 kg). This frameset is exactly as pictured and does not include any additional parts needed to complete a bike build. It does NOT include any hardware or grommets/cable stops. Please contact your local Trek dealer to source these parts.

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Weight Weenies

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Incoming! Trek Emonda SLR P1

Moderators: MrCurrieinahurry , maxim809 , Moderator Team

Post by MattBeOne » Thu Dec 11, 2014 9:15 pm --> by MattBeOne on Thu Dec 11, 2014 9:15 pm

Post by deek » Thu Dec 11, 2014 10:23 pm --> by deek on Thu Dec 11, 2014 10:23 pm

by » Thu Dec 11, 2014 10:23 pm --> by Weenie on Thu Dec 11, 2014 10:23 pm

Post by MattBeOne » Fri Dec 12, 2014 9:47 am --> by MattBeOne on Fri Dec 12, 2014 9:47 am

deek wrote: Please weigh the frame when you get it!

Post by FIJIGabe » Mon Dec 15, 2014 8:06 pm --> by FIJIGabe on Mon Dec 15, 2014 8:06 pm

Post by MattBeOne » Mon Dec 15, 2014 9:49 pm --> by MattBeOne on Mon Dec 15, 2014 9:49 pm

FIJIGabe wrote: You're going to have to ask your LBS to weight the frame for you, because they're supposed to sell you the assembled bike, not just the bike in the box (unless you work something out with them).

Post by FIJIGabe » Mon Dec 15, 2014 9:51 pm --> by FIJIGabe on Mon Dec 15, 2014 9:51 pm

Post by lrdunc » Wed Dec 17, 2014 9:46 pm --> by lrdunc on Wed Dec 17, 2014 9:46 pm

Post by MattBeOne » Fri Dec 19, 2014 10:16 am --> by MattBeOne on Fri Dec 19, 2014 10:16 am

lrdunc wrote: Very nice! Will you be ordering the Zero Nite set? Curious because this is one I'm looking at...

Post by djay001 » Fri Dec 19, 2014 2:44 pm --> by djay001 on Fri Dec 19, 2014 2:44 pm

MattBeOne wrote: Actually I might not be going for the fulcrums after all. A LBS here has a really good deal on a set of Ursus Miura C25 carbon clinchers. Quite light at 1350gr. Anyone with experience with these wheels

Post by MattBeOne » Fri Dec 19, 2014 3:11 pm --> by MattBeOne on Fri Dec 19, 2014 3:11 pm

Post by lrdunc » Fri Dec 19, 2014 3:56 pm --> by lrdunc on Fri Dec 19, 2014 3:56 pm

MattBeOne wrote: Good point, and i thought about it too. Although these will cost me €599 only... Looking at Fulcrum Zero's thats quite a lit cheaper for the same weight. And also looks ofcourse always help... Are you thinking of any specific wheels for the same kind of money and weight?

Post by MattBeOne » Fri Dec 19, 2014 4:06 pm --> by MattBeOne on Fri Dec 19, 2014 4:06 pm

Post by lrdunc » Fri Dec 19, 2014 4:38 pm --> by lrdunc on Fri Dec 19, 2014 4:38 pm

MattBeOne wrote: Ah sorry, messed up there. i meant that the Ursus wheels are quite a lot cheaper for the same weight than the fulcrums. The zero's (standard) will cost me €740.

Post by MattBeOne » Fri Dec 19, 2014 4:54 pm --> by MattBeOne on Fri Dec 19, 2014 4:54 pm

Post by lrdunc » Fri Dec 19, 2014 8:32 pm --> by lrdunc on Fri Dec 19, 2014 8:32 pm

MattBeOne wrote: According to fulcrums own catalogue the rimwidth of the standard Zero and Zero Nite will be the same. Check their website and click the catalogue pdf file page 17/18. Only difference I know is the ceramic bearings and braking surface

by » Fri Dec 19, 2014 8:32 pm --> by Weenie on Fri Dec 19, 2014 8:32 pm

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