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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.

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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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Trek Émonda SLR 8 Disc Project One Review

With a weight of just 6.89 kg and the slightly more relaxed H2 geometry, the Trek Émonda SLR 8 Disc Project One is in line to take over the endurance throne. With its “Radioactive Yellow” finish it definitely stands out in our test field – the ultimate Safety-First look. But will it still shine at the end of our test?

For an overview of the test fleet head to the main article: What’s the best road bike of 2018? – 12 race bikes put to the test

Trek offers the Émonda with two geometry options. We already had a chance to test the aggressive H1 geometry at the Trek launch in the U.S.A., so for our test we decided to give the pro version a miss and opted for the more relaxed H2 version which is recommended for non-professional riders. The preconfigured one-click option with a custom paint finish is the introduction to Trek’s Project One universe. Our test bike features a mechanical Shimano Dura-Ace group, 160 mm disc rotors front and rear, a Bontrager Aeolus Pro 3 wheelset, Bontrager XXX VR-C carbon handlebars, and an integrated seatpost. In this configuration, the Trek Émonda SLR 8 Disc weighs just 6.89 kg in size 56 and costs € 7,099 in the custom “Radioactive Yellow” finish. However, Trek’s Project One configurator gives you plenty of options to individualise the spec and the paint finish of your bike.

For just € 100 extra, for example, you can configure your Trek with a Shimano Ultegra Di2 group which improves both the performance and the looks of the Émonda – an upgrade we highly recommend! The mechanical version of the Dura-Ace is definitely race-ready, but the chunky hoods clash with the overall aesthetics of the bike. The Émonda offers a number of great details such as the built-in cadence sensor (inside the frame) and a nicely integrated chain catcher.

Thanks to its low weight and efficient frame, the Émonda climbs well while offering lots of comfort. The sprint performance is good, but unfortunately lacks a touch of liveliness despite its stiff wheelset. On downhills the Émonda inspires confidence and feels predictable. The hydraulic Dura-Ace brakes with 160 mm discs offer great modulation and make you feel in control in every situation. Since the slightly more relaxed riding position of the H2 geometry shifts your weight towards the rear wheel, the choice of 160 mm brake discs (front and rear) allows for very reliable and balanced braking performance.

When it comes to comfort, the Émonda is well ahead of the competition. The H2 geometry makes for a more upright and relaxed riding position, while the integrated seat post absorbs all shocks and bumps efficiently. Thanks to the sloping top tube, the seatpost becomes effectively longer and this means that when it’s extended (79 cm seat height for size 56) it can sway lightly. Since the cables disappear into the ports far down the downtube, large cable loops can interfere with your knees as soon as you get out of the saddle.

When it comes to comfort, the Émonda is well ahead of the competition. The H2 geometry makes for a more upright and relaxed riding position, while the integrated seat post absorbs all shocks and bumps efficiently.

The Trek Emonda SLR 8 Disc in detail

Drivetrain Shimano Dura Ace Wheelset Bontrager Aeolus Pro 3 Brakes Shimano Dura Ace Tires Bontrager R3 Hard-Case Lite Weight 6.89 kg Price € 7,099

The geometry of the Trek Emonda SLR 8 Disc

The Trek SLR 8 Disc is the one endurance racer which really succeeds in combining comfort and performance. In the more relaxed H2 configuration the Émonda doesn’t claim to win races or sprints, but just wants you to arrive safely. The Trek Émonda SLR 8 Disc makes long rides easy, and its weight of just 6.89 kg gives it a nimble and lively character on demanding mountain stages. The numerous configuration options of the Project One Program allow you to customise the Émonda to your liking and give you the option of choosing a more race-oriented setup at any time. Bring on L’Etape du Tour!

– Project One individualisation options – Comfort

– Cable routing with zip-ties on the fork – Cable routing: Cable entry-ports on the downtube and big cable loops – Shimano Dura-Ace hoods on the hydraulic brakes and mechanical shifters

Uphill Downhill Sprint

For more info head to: trekbikes.com

For an overview of the test fleet head to the main article:: What’s the best road bike of 2018? – 12 race bikes put to the test

All bikes in the test: 3T Strada | BMC Teammachine SLR 01 Disc Team | Canyon Aeroad CF SLX Disc 9.0 Di2 | Corratec EVO eTap Konfi | Fuji SL 1.1 | Rose X-Lite 6 eTap | Scott Addict RC Ultimate Disc | Specialized S-Works Tarmac 2018 | Speedvagen Road | Standert Triebwerk Mach 3 | Wilier Superleggera SL

This article is from GRAN FONDO issue #008

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Did you enjoy this article? If so, we would be stoked if you decide to support us with a monthly contribution. By becoming a supporter of GRAN FONDO, you will help secure a sustainable future for high-quality cycling journalism. Click here to learn more .

Words: Manuel Buck, Robin Schmitt, Benjamin Topf Photos: Noah Haxel

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Trek Emonda SLR Disc Project One review

Trek’s lightweight race machine gets even lighter

Ben Healy / Immediate Media

Warren Rossiter

At its best on big climbs, and brilliant at coming back down again

Very understated for a superbike

Trek’s Émonda was conceived to be the brand’s lightweight race bike. It’s the model that was favoured by Alberto Contador, who rode the rim-braked version at this year’s Vuelta a España.

• The Trek Émonda is one of our key bikes for 2018. We've collated eleven bikes that we believe you should know about in the coming year. Some are super bikes, while others might display great value for money, but they all have one thing in common — they're all important bikes that show how incredibly varied road and mountain biking is today.
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The Project One on the roads of Peille

It’s no surprise that a bike with a frame that weighs 644g was Contador's preferred ride for his farewell grand tour, as the race followed a route littered with tough climbs. But the model on test here is the disc-brake version and we all know disc-brake bikes are heavy, right?

Wrong, the Émonda Disc SLR frame shatters that misconception, weighing in at 665g. Add in the thru-axle-equipped, flat-mount disc fork at 350g and you've got a chassis that's just 1,015g. And there aren’t many rim-braked bikes that can match that.

The curves and sculpted surfaces of the previous Émonda have been retained, but the fully built-up SLR Disc's weight of 6.65kg certainly shows that a lot has been going on under the skin, as the complete SLR Disc package is lighter than the previous rim-braked model. Its understated silver-grey paint and predominantly black components add up to a very subtle-looking superbike.

On big ascents and descents, the SLR Disc really shines. Up climbs the low weight of the chassis combined with the light wheelset — Bontrager Aeolus 3 hoops, weighing 668g (f) and 786g (r) — make for a bike that gains altitude fast.

The old Émonda always had handling chops in spades and this new one feels just as planted, which is no surprise as the same geometry has been carried over. Up front, the previous model could feel a little firm and buzzy over rougher surfaces, but the SLR Disc is much improved. A lot of that is down to the switch to 28mm tyres, which are perfectly shaped by the rims' 19.5mm internal width.

When it comes to losing altitude, those big tyres give the SLR Disc bags of grip in fast corners and I appreciate Trek's decision to go with 160mm rotors front and rear to complement the latest Dura-Ace hydraulic brakes. They provide plenty of feel at the lever, making it easy to get just the right amount of brake force.

As the test bike is a Project One machine it came with Trek’s lower and more aggressive H1 fit. Most of Trek’s bikes usually come in H2, which adds a little stack height and reduces the reach by a few millimetres. The position on the bike is lower than I’d usually ride but is one that encourages you to tuck in and push harder to go faster.

Like the front end, the SLR Disc's rear also feels firm. It’s certainly stiff, as no amount of mishandling could get the rear disc to do anything but go about its job. That stiffness does mean things can get choppy through the seat when you're speeding over rutted roads although the Bontrager Montrose saddle is well shaped, and its minimal padding manages to keep you comfortable.

The latest Dura-Ace Di2 impresses and the new hydraulic brakes feel like a big step forward too. I did manage to get the front rotor ticking after some particularly heavy braking at the bottom of a descent in the rain, but after a couple of miles the noise disappeared.

Overall, the Émonda SLR Disc is a wonderful example of a disc-braked race machine. Its understated appearance means this bike looks almost anonymous — its paint job hiding what is a truly special machine. If you’re the sort of rider who wants the very best but doesn’t want to shout about it, the Émonda SLR Disc is a fine choice.

BikeRadar would like to thank Brittany Ferries , the Commune of Peille , France, and Kieran Page at La Maison des Activities de Pleine Nature de Peille for their help and support during our Headline Bikes test.

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Trek Émonda Team SLR9 Disc Project 1 - Review

One of the lightest disc framesets ever made.

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

This article first appeared on BikeRadar .

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BikeRadar Score: 4 stars

BikeRadar Verdict:  "Wonderful in every respect and the price ensures exclusivity"

• Highs: Beautifully balanced handling, low, low weight; a technical marvel
• Lows: It’s hard to wrap your head around a 10-grand-plus price tag
• Buy if:  You want the lightest disc chassis around and you’ve got deep pockets or a lottery win

With the original Émonda, Trek set out to upset the applecart by making a full-production bike that could beat the most exclusive niche brands at their own lightweight game — the resulting frame weighing 690g. 

• Trek Madone SLR 9 Disc first ride review
• I want to build the world’s nicest Trek Emonda ALR

The original was a fine lightweight bike, but its ride was harder than the plush Domane and Trek’s IsoSpeed-equipped aero Madone.

This new generation bike sees improved compliance in the frame and it’s lighter still at just 665g for this disc brake version. When you add in a new disc fork at 350g, the SLR9 Disc is one svelte chassis.

Every size and every configuration of the SLR will be available in both H1 and H2 fit for both disc and rim brake frames. If you favour a longer, lower position go for the H1, while if you’re looking for a more endurance-focussed ride you can opt for the H2 model, which is what I went for in this Project 1 build.

It is constructed from Trek’s 700 series premium-grade OCLV carbon — but this isn’t the same 700 series as before. Trek has altered the grade of the carbon and fibres, changed the lamination and refined production methods.

I opted for Bontrager Aeolus XXX2 wheels

To get this Project 1 bike as close to that which Trek-Segafredo used at the Tour I chose the latest Bontrager Aeolus XXX2 wheels, but in a more practical tubeless-compatible clincher rather than tubular, and these flyweights really add something to the Trek’s excellent ride quality.

At just 1,380g a pair (630g front and 750g rear) these are seriously light, and it’s a lightness you can feel on the climbs. They are also a very welcome 21mm wide internally, which allows you to exploit the lower rolling resistance and extra comfort and cushioning afforded by the 28mm Bontrager tyres, although I would have liked the bike to come set up tubeless.

The instant pick-up from the Émonda is addictive, and I quickly found myself getting out of the saddle and attacking any slope or gradient, such is the wonderfully responsive ride the SLR provides.

Thankfully it’s no slouch when the road heads down either, with the unmoving quality of the front end allowing for proper point-and-shoot descending where you can rely on the brakes and the large diameter 160mm noise-free rotors.

Ride quality is brilliant, it’s light and agile

To be honest, there is very little to fault on the SLR — the ride quality is brilliant, it’s as light as you’d ever need and it’s as agile as a gymnast. It never failed to put a smile on my face or make me want to be a better rider — it’s very much a bike you want to live up to and not the sort I’d feel comfortable taking out for a lazy Sunday cruise.

The only issue I do have is the price. At £10,160 it’s breathtakingly expensive, even taking into account the fact that this follows three years of carbon fibre development from Trek’s technical team and the excellent Project 1 customer service, which offers you advice, fitting and custom options. It is still £910 more than the similarly sublime S-Works Tarmac, and that has a power meter thrown in.

The SLR9 is very much like the 2018 BMC Team Machine SLR01 Disc . It is without a doubt a five-star performing bike, but it’s tough to give full marks to a bike that’s just so very expensive.

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Used - Good

Frame Material

Super nice bike!

It is a SLR 800 series frame topped off with a limited edition project one Trek Team Segafredo paint job.

Bike has been serviced with us regularly and has always been well maintained.

Bike comes as is in the photos with cages, mounts and saddle.

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The Kremlin in Nizhny Novgorod

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The Nizhny Novgorod Kremlin is the fortress in the historical center of Nizhniy Novgorod; besides, it is the most ancient part of the city. Today the Kremlin is the official residence of the Russian President' plenipotent, the governor of the Nizhniy Novgorod Oblast, and the city's mayor.

According to historical evidence, the Kremlin was built after 1516; the fire's former wooden Kremlin was destroyed. Novgorod was a place for reservist training at that time, so the city required a solid and protected fortification system. History says no enemies have ever managed to occupy the city and break through the Kremlin's walls.

The Kremlin was reconstructed several times, and restoration works are still in process; today, all Kremlin towers are kept in an almost genuine state, but only one of the multiple churches was preserved. [BUTTON_REQUEST]

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Must visit places around Nizhny Novgorod

What is the Nizhniy Novgorod region famous for beyond its borders? There are still several places here that are ‘worshipped’ by tourists, which are definitely worth a visit.

An ‘atomic’ city

A decision was taken in 1946 to set up the country’s first nuclear scientific-production centre in Sarov. For many years this period in Russia’s history remained under lock and key. Today anyone who is interested can learn about the fundamental stages that went into creating Russia’s contemporary nuclear shield, touch the Soviet super-bomb and learn about the lives of those who stood at the threshold of the country’s nuclear might. One only need visit the historical museum of Nuclear weapons, which opened in Sarov on 13 November 1992.

Among its exhibits is the first Soviet atomic bomb the RDS-1 – the famous ‘Tatyana’, as well as the RDS-4, which was the first production atomic bomb, and the first artillery shell with a nuclear warhead, as well as the warheads belonging to the U.S.S.R.’s first strategic missiles. The precursor to the bomb of bombs, the famous RDS-1 nuclear device now stands in one of the museum’s halls. Next to this device is the console, from which the bomb was activated and the aerial bomb casing created specially for it.

The famous RDS6s ‘sloyka’, which was the world’s first hydrogen bomb, always attracts particular attention from visitors to the exhibition. Andrey Sakharov, who was still young at that time, played an active role in creating this device as a member of a group of theoreticians.

Probably the most controversial of the museum’s exhibits in Sarov is the bomb, which entered the history books under the peculiar name of the ‘Kuzkina mat’. It was this bomb, which Nikita Khrushchyov, banging his shoe fervently on the rostrum, promised to demonstrate to the Americans. The characteristics of this, the world’s most powerful experimental hydrogen bomb stir the imagination: the power of the device inside the casing was equal to 100 megatonnes of TNT. In order to better understand how much power this represents, imagine all the explosive charges used in World War Two put together, multiply this by 20 and you will arrive at an explosive device, with a power equal to that, which was readied for testing. Owing however to the initiative of Andrey Sakharov and due to the fact that the ‘mamasha’ was far too big to fit into the belly of the specially prepared Tu-95 bomber, it was reduced to half its size. On 30 October 1961 the Tsar-bomba was detonated at an altitude of 4.5 km above Novaya Zemlya.

Entry to the city of Sarov is only affected by means of a special pass, which can be drawn up when booking an excursion around the nuclear city.

Ancient monasteries

The first location, which one needs to remember, is Diveyevo. The Svyato-Troitskiy Serafimo-Diveyevskiy Monastyr (the Holy Trinity Saint Seraphym Diveyevo Monastery), the fourth and final apanage of the Mother of God, is in the heart of this village to the south of the region. The monastery is inexorably linked to the name of Saint Seraphym of Sarov and his relics are kept there. Solemnities of Saint Seraphym of Sarov are held here every August, however if you prefer not to be in a crowd of people, choose any of the other summer months for your visit.

For those who prefer ancient Russian architecture to nuclear reactors, the Makarevskiy Monastyr (Makarev Monastery) in the Lyskov district is worth a visit. This monastery was founded in 1453 by Saint Makary Uzhensky. After its inception however the cloister was smashed by the Tatars, therefore the remaining architectural structures date back to the beginning of the 17th Century. The wonderful ensemble that serves to this day as a monastery rests on the right bank of the Volga River and not only attracts pilgrims but also tourists, who want to admire this most beautiful example of ancient Russian architecture.

Gorodets, which is a contemporary of the city of Moscow, cannot be missed. This is one of Russia’s most ancient cities, and was also founded by Yuriy Dolgorukiy. It gained notoriety as one of the ‘muzey pod otkrytym nebom’ (open air museum) cities. Every house in the centre is a Cultural Heritage Site. One should definitely visit the neighbouring ‘Gorod masterov’ (Craftman’s Centre), which houses displays and traditional craft workshops for trades like: gold embroidery, gorodets painting, pottery making, wood carving, and gingerbread making.

As is often the case however, the most interesting areas are those off the beaten track.

Cherry orchards

In the village of Bolshiye Baklaldy is the world’s only cherry museum. Incidentally this trip is a must in May: the beauty of the cherry orchards in blossom defies description. The history of this location dates back to the 17th Century, when the first (varochnaya) cooking room was founded under the Boyar Boris Morozov. This was where juices, liqueurs, and marinades were prepared. They have retained their notoriety to this day. Visitors to the museum will certainly be invited to familiarise themselves with the famous taste of these products. Incidentally not only the museum, but also the whole village of Bolshiye Bakaldy is very nice, and in spring it is transformed into one enormous blossoming cherry orchard.

From these cherry orchards the road leads to the village of Buturlino, to the natural history museum, which is housed in a beautiful building constructed in the ‘provincial classicism’ style. The museum houses artefacts from ancient peasant life, displays from the Bornukov stone carving school, as well as the ‘Staraya kvartira’ – the interior of a village school teacher’s house on the eve of the outbreak of war.

The culmination of the visit has to be the Baronial village in the Gagin region, in which Antione Jomini’s estate is located. Some of the structures dating back to the beginning of the 19th Century are in semi-ruin, while others are comparatively well preserved not only externally, but also internally. A rich park is laid out around the estate. This is one of the most beautiful estates in the Nizhniy Novgorod region and it is worth making the long journey south to see it.

A tour around the old believer sketes

A trip to the north could serve as something of an alternative plan for an excursion – around the significant landmarks of the Nizhniy Novgorod community of old believers.

The first location is the village of Sharpanovo, which houses the tomb of the elderly nun Fevroniya, from which legend has it the Easter spa waters would flow, as well as other ancient old believer burial sites, and two old ponds. Locals to this day still find pre-revolutionary coins in one of these ponds - in the Chistiy prud (Clear pond). The local skete, known as Stariy Sharpan has existed for around 170 years, and was a real stronghold of the persecuted old believers.

Leaving Sharpanov we head for Sharino, the location of the tomb of the ancient monk Serapion, a devotee of the old believers, revered for more than 200 years.

The next location is Osinki, where one can visit an ancient well, from which the water never freezes over in winter, and see the memorial plaque for the monks who were burnt at the stake. Five of their tombs have been preserved, which are to this day tended lovingly by Semyonov old believers.

By the way many of these tombs are examples of a unique architecture, and are decorated with carved golbets (a monument over a grave shaped like a small wooden house or a cross with a simplified roof).

Following on from Osinok one passes in turn through the villages of Elfimovo and Komarovo, Trefilikha, and Fedoseyeva, as well as Larionovo, which houses the ‘Sem dev’ skeet.

The crowning glory of the trip is the old believers church of Nikola Chudotvortsa in Semyonov. This is an active ancient orthodox church. A visit to the Semyonov museum of art and history helps one to immerse oneself in the story of the core faith. Among the exhibits are not only everyday items from the lives of the old believers, but also ancient furniture, items of ironmongery, maps, books, photographs, and icons. Incidentally the advent of the famous Khokhloma school, in which gold shows through on painted wood, without using gold coloured paint has been linked to the community of old believers. For this to happen the item is coated with clay, and then with a sliver powder, and then linseed oil, and it is then painted, before finally another layer of linseed oil is applied. The colours grow darker after firing, and this gives rise to the famous golden Khokhloma luminescence.

For further information on excursions and to hire private tour guides visit the official Nizhniy Novgorod tourist portal http://en.tourismnn.ru/

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