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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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2021 Trek Emonda review: the semi-aero, ‘faster everywhere’ climbing bike

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First introduced in 2014 , the Emonda has always been Trek’s premier climbing bike, with a keen focus on low weight and high stiffness. However, we now have a much better understanding of the role aerodynamics play when it comes to going fast — even when climbing — and, as expected, the brand-new Emonda SLR and Emonda SL bikes have undergone an aero makeover. The Emonda is still light, and it’s still stiff, but now there’s an extra dose of free speed included, too.

Story Highlights

What it is: The latest iteration of Trek’s premier climbing-specific road bike. || Frame features: Mild aero tube shaping, OCLV 800 carbon fiber construction, internal cable routing, T47 threaded bottom bracket. || Weight: 698 g (claimed, unpainted 56 cm frame only); 365 g (claimed, unpainted fork only); 6.81 kg (15.01lb), complete 52 cm Emonda SLR 9 eTap model as tested, without pedals.|| Price (as tested): US$12,000 / AU$15,800 / £9,700 / €11,000 || Highs: Low frame weight, excellent chassis stiffness, superb handling, intelligently designed internal routing system, traditional shape, no more BB90. || Lows: Somewhat chattery ride quality, no rim-brake option, long-term headset hassles.

The three-legged stool of performance

It has long been the prevailing mainstream sentiment that aerodynamic efficiency is only important when you’re moving fast — and given the non-linear way aerodynamic drag holds a rider back with increasing speed, there’s some truth to that. However, even moderately fit riders are still often going fast enough on most climbs that aerodynamic efficiency can play a measurable role, and given the “free speed” that the existing Emonda left on the table, Trek saw fit to make use of that potential with the latest redesign.

As Giant recently did with its TCR range of light-and-stiff road racing bikes, and Scott before them with the latest Addict RC , the new 2021 Emonda now sports truncated-airfoil tube profiles on the down tube, head tube, seat tube, seatstays, and fork blades. The no-cut integrated seatmast remains round, as does the telescoping seatmast head.

Upper-end Emonda SLR models also get a new Bontrager Aeolus RSL integrated carbon fiber stem and handlebar, the latter with notably flattened tops. Unlike the integrated setup on the full-aero Madone SLR , this is a true one-piece design with no angle adjustment so as to save weight.

Just like that Madone cockpit, though, the previous Emonda’s once-exposed cabling up front has been replaced with a fully hidden setup in the interest of more cleanly slicing through the air, with derailleur and brake lines now entering the frame at the head tube, immediately in front of the stem. Several new Emonda models will come with revamped Bontrager Aeolus aero carbon clincher wheels, too (and you can read about those in more detail here ).

So, just how aero is this thing?

According to Trek, if you were to take two identical riders, each putting out 350 watts, and put one on an old Emonda and the other on the new one, the one on the new Emonda would have a minute lead after an hour — on flat ground, that is. But the Emonda is supposed to be a climbing bike, no? Well, if you took those same two riders and sent them up L’Alpe d’Huez (a 13.85 km-long climb with an average gradient of 8.1% and maximum gradient of 13%), the rider on the new Emonda would finish 15 seconds ahead. On the Stelvio? Twenty-one seconds. And on something as long as the Taiwan KOM Challenge, Trek says the rider on the new Emonda would have 80 seconds to kick their heels up before the other rider showed up.

“We expect the vast majority of riders are going to choose Emonda,” said Trek’s director of road and Project One, Jordan Roessingh. “Madone is still significantly faster, but you’ll see a lot of Emondas under riders.”

Trek says the engineers behind the shape of the new Emonda obviously had to tread a very fine line between making the new bike more aerodynamic and sacrificing the traits that make the bike what it is, supposedly going through hundreds of CFD (computational fluid dynamics) and CAD (computer-aided design) models of various individual tube and frame shapes before arriving on the final form.

In the end, the new Emonda SLR is still primarily a light-and-stiff machine in the classic sense, and claimed weight for an unpainted 56 cm frame is just 698 grams, with the matching fork adding 365 g (the Emonda SL is 1,142 g and 380 g). In either case, paint adds another 25-100 g, depending on design. Overall, the figures are hardly heavy, but still slightly heavier than the previous model nonetheless. Likewise, stiffness figures have fallen off a bit as well, although supposedly not enough to make any difference.

“The key stiffness numbers – Trek Full Frame, Tour BB, and Vertical Compliance — are all within 5% of the old frame,” Roessingh said.

Potential buyers shouldn’t expect any improvement in ride quality, either, which is perhaps a touch surprising given how much Trek has emphasized rider comfort on other performance-minded platforms — including the Madone.

“The [ride quality] goal was to match the vertical compliance of the old bike,” said Trek road product manager Anders Ahlberg. “We were really close, within 7%, so most people shouldn’t notice a difference.”

One nice surprise is an apparent boost in frame durability. For the Emonda redesign, Trek developed a new carbon blend for the higher-end SLR models, dubbed OCLV 800. As expected, it’s lighter than the OCLV 700 mix that was used last year, with Roessingh saying the new frame shape would have been about 60 g heavier otherwise given the increase in surface area. However, OCLV 800 is also said to be 30% stronger than OCLV 700 and absorbs more energy, thus offsetting the brittleness that usually accompanies increases in fiber modulus.

Fewer geometry options, no more rim brakes

Trek has resisted temptations to follow other industry trends like dropping the seatstays (doing so apparently would have added 50 g of weight), and the Emonda retains its semi-classic double-diamond configuration with just a modest slope to the top tube. Although it’s a very different machine than the one it replaced, it still sports a traditional aesthetic, which plenty of potential buyers will appreciate.

More controversial will be Trek’s decision to only offer the new Emonda with disc brakes ; there is no rim-brake option, even for Trek-Segafredo team riders. According to Trek, its mainstream customers haven’t expressed any interest in “investing in old technologies”, and with an increasing number of pro teams and riders already making the switch, there was seemingly less motivation than ever to develop parallel models.

That said, it’s worth mentioning that the vast majority of Emonda buyers will never see a race (and, thus, will never be subject to UCI minimum weight rules), so the loss of a true ultralight climbing bike from a major brand is kind of a bummer. It wasn’t long ago, after all, that Trek offered the ultra-premium rim-brake Emonda SLR 10, with a claimed weight of just 4.6 kg (10.25 lb). Weight-weenies looking to save every possible gram will, of course, be able to build for themselves a custom bike that’s lighter than the stock Emonda SLR 9 flagship model, but being locked into disc brakes will obviously limit potential on the scale.

Somewhat expectedly, Trek has also decided to merge the existing H2 and H1 frame geometries into a middle-of-the-road H1.5 variant across the entire Emonda family, just as it did with the Madone a couple of years ago. As the name suggests, H1.5 is not as long or low as the H1 variant (which was only offered with Project One custom builds and bare framesets), but it’s more aggressive than the H2 geometry that graced every complete stock Emonda previously.

“None of our pro riders needed anything lower than [H1.5],” said Roessingh. “If they can get aggressive enough, the vast majority of consumers should also be able to achieve their fit.”

Trek has also done away with women-specific models for the Emonda range entirely, which is an especially intriguing move given how much time, energy, and money Trek has invested in its Women Specific Design project in years past.

Just as Specialized (and others) have changed tack in recent years on the same subject, Trek’s position now is that the Emonda’s H1.5 geometry is sufficiently accommodating so as to work for nearly everyone, regardless of sex or gender. To Trek’s credit, each Emonda is offered in a generous eight-size range — from 47 cm up to 62 cm — and there are a decent number of stock color options, too. Perhaps more to Trek’s point, the revised geometry supposedly hasn’t been an issue for the Trek-Segafredo women’s road team, either.

Smaller sizes nevertheless get some slightly adjusted spec, and Trek says it has programs in place with its dealer network that allow customers to swap various fit-related components (such as saddles) at little-to-no cost.

Here’s to the mechanics

There are several other updates on the new Emonda, a few of which will warm the hearts of home and professional mechanics alike.

First and foremost, Trek is continuing to transition away from its problematic BB90 press-fit bottom bracket design, opting to equip the Emonda with the same slightly modified T47 threaded shell that already graces the Domane endurance road bike and Crockett cyclocross bike. This should not only reduce the incidence of creaking, but will also make regular maintenance much less of a headache. The move to T47 will also finally allow the use of oversized spindles in a high-end Trek road bike, whereas BB90 would only work with 24 mm-diameter setups like Shimano Hollowtech and SRAM GXP.

According to Trek, the move to T47 did increase the frame weight by about 30 g relative to what it would have been with BB90 given the metal sleeve required. However, the convenience factor more than outweighed that nominal gain — pun intended — and when you consider that most cranksets with oversized spindles are actually lighter than their non-oversized counterparts, the total system often actually ends up lighter, anyway.

Trek’s interpretation of T47 is admittedly a millimetre narrower than the wide-format T47 system that was already on the books so as to provide better tool purchase, but it nevertheless doesn’t present any real compatibility headaches since existing T47 bottom brackets will still work just fine here.

It’s also worth mentioning that while the Emonda has moved to a fully concealed cable system, the way Trek has accomplished this is far easier to live with than most. Instead of routing the lines internally through the handlebar and stem, the Bontrager Aeolus RSL cockpit on the Emonda SLR tucks the brake hoses and derailleur housings (or wires) into channels molded on the underside of the bar and stem. Bar tape holds everything in place further out on the tops, while a single profiled clamp secures the whole lot underneath the stem. Combined with the conveniently split headset spacers, there’s no need at all to disconnect the brake or derailleur lines if you need to swap a stem length or bar width, therefore keeping a 15-minute job from turning into one that potentially takes a few hours.

Those lines do still run down through the middle of the upper headset bearing, however, and the front brake hose also takes a detour into the inside of the steerer tube just above the lower headset bearing. As a result, swapping either headset bearing will be anything but a quick job. The front brake hose also needs to be cut quite precisely for a proper fit as there isn’t a whole lot of wiggle room inside the front end for excess length.

“[There’s] not as much as we would like — maybe about 2 cm?” admitted Ahlberg. “That’s the one downside to the serviceability of an externally grooved system.”

Models and availability

Trek will offer five models each of the Emonda SLR and Emonda SL (specifics vary based on region). The former will feature the top-end OCLV 800 carbon fiber blend and Bontrager Aeolus RSL integrated cockpit, while the latter will use the same frame shape — but a lesser OCLV 500 carbon fiber mix — and a more conventional handlebar and stem combo. According to Trek, the weight difference between Emonda SLR and Emonda SL models with comparable build kits is about half a kilogram or so (1 lb).

Not pictured are the following models:

– Emonda SL 6 Pro, built with a Shimano Ultegra mechanical groupset and Bontrager Aeolus Elite 35 wheels; 8.06 kg / 17.78 lb; US$3,800 / AU$5,500 / £3,350 / €3,880-4,000

– Emonda SLR 6, built with a Shimano Ultegra mechanical groupset and Bontrager Aeolus Pro 37 wheels; 7.26 kg / 16.0 lb; US$6,700 / AU$9,300 / £5,450 / €6,200

– Emonda SLR 7 eTap, built with SRAM Force eTap AXS and Bontrager Aeolus Pro 37 wheels; 7.35 kg / 16.2 lb; US$8,800 / AU$11,850 / £6,850 / €7,800

– Emonda SLR 9, built with Shimano Dura-Ace Di2 and Bontrager Aeolus RSL 37 wheels; 6.78 kg / 14.95 lb; US$12,000 / AU$15,800 / £9,700 / €11,000

Trek will also make the Emonda SLR (but not the Emonda SL) available for purchase through its Project One program, which will allow buyers to customize the build kit and paint to better suit their taste (and budget). Going along with the addition of the Emonda SLR model to the Project One ecosystem are several new Icon-level paint jobs, as well as new KOM variants with more minimal finishes to save precious grams. Both of these come at a more premium price than the more standard finish options, but they’re also quite stunning to behold.

The Emonda SL and Emonda SLR will also be offered as bare framesets, with pricing and availability to be confirmed.

Forget about all the tech talk — what’s it like to ride?

Trek may only just be officially launching the new Emonda range today, but the company was actually able to provide me with an early sample of the top-end Emonda SLR 9 eTap model several weeks ago — which I’ve been riding since then. Actual weight for my 52 cm sample without pedals or accessories was a feathery 6.81 kg (15.01 lb), complete with a SRAM Red eTap AXS wireless electronic groupset, Bontrager’s new Aeolus RSL 37 lightweight carbon clincher wheels, the new Bontrager Aeolus RSL one-piece carbon fiber handlebar-and-stem, a carbon-railed Bontrager Aeolus Pro saddle, and 25 mm-wide Bontrager R4 320 tires.

Just as you’d expect, the bike is a superb climbing companion. The low weight is certainly noticeable, as is the impressive chassis rigidity. It’s more of a hot-air balloon on the climbs rather than an anchor — especially on steeper pitches — and there’s a tangible sense of efficiency when you push on the pedals. Gaining altitude just feels easier relative to something heavier and/or less rigid than what Trek has produced here.

I know, I know. A light and stiff bike is good for climbing? Big surprise. And while the Emonda SLR 9 eTap is light, it’s not exceptionally so, so a more exotic setup would obviously feel even better in this respect.

What goes up must come down, of course, and what was far more impressive to me is how the Emonda SLR 9 eTap behaves at high speeds. Some lightweight bikes I’ve ridden — especially ones with lightweight wheels — can feel nervous or jittery when charging down descents, but that’s certainly not the case here. In fact, I found the bike to feel just as calm and composed at 80 km/h (50 mph) as it does at 18 km/h (11 mph). With a 58 mm trail figure, the front end is still appropriately quick and darty, and just as I’ve enjoyed on the Madone, the Emonda is a joy to snake down twisty canyon downhills. However, there’s also a reassuring sense of stability and solidity when all you want to do is hold your line.

The ride quality is a little on the chattery side, but that’s to be expected, not only given the genre, but also the bike’s emphasis on structural efficiency. It’s not unusually rough, however I still found myself wishing for a bit more tire clearance here. The stock 25 mm tires work well on well-maintained asphalt, but riders regularly finding themselves on rough tarmac (or even dirt) would be advised to max out the Emonda’s tire clearance.

Speaking of which, Trek’s track record of being conservative in terms of what will fit and what won’t seems to be holding up here. Although Trek officially only approves the Emonda for 28 mm-wide treads, there’s still more than 42 mm of space in between the pinch point at the chainstays. As for what will actually squeeze in between there … well, that’ll depend on how much leeway you want to leave for yourself.

But is the bike really more aerodynamic than the old Emonda? Unfortunately, I can’t really say since I didn’t have an identical previous-generation model to compare against. However, if you take Trek’s claims at face value, what I like is that they’ve managed to infuse a fair bit of aerodynamic efficiency into the equation without taking away what people really like about the Emonda family — including the traditional appearance, which is much easier said than done.

As a result, the aero bit will be more of a nice bonus to most buyers with no significant downsides that I can see, and I mean that in quite the literal sense as this is a really good-looking machine with refreshingly traditional lines and proportions. I personally could do without the giant Trek logo on this particular paint job, but so be it. Thankfully, Trek’s Project One program gives you more than a few options for choosing something more subtle, and according to Trek’s figures, a shocking percentage of high-end customers go the custom route.

Kudos to Trek, too, for investing some time and energy into making the new bike easier to live with over the long haul.

I didn’t experience any bottom bracket creaking issues on my test sample, but then again, it’s only been a few weeks, and the bike hasn’t seen any water, either. However, if it does occur — let me remind you that even threaded bottom brackets are prone to creaking — it’s a far more straightforward process to take the assembly apart for a quick cleaning, greasing, and reinstallation. There are also heaps more aftermarket options available here as compared to what you could do with the old BB90 setup. Good riddance, I say. Trek can’t introduce T47 on to the rest of the road range soon enough.

As someone who regularly takes things apart for a living, the channeled external routing setup on the integrated handlebar-and-stem combo is not only a huge sigh of relief, but a solution that’s so obvious in hindsight that it’s a wonder why more brands don’t do something similar (for the record, Canyon has long used this approach for its integrated cockpits). Yes, it’s visually perhaps not quite as clean as fully internal setups, and yes, you can feel the housing a bit when you wrap your fingers around the bar tops (which, on my sample, were only partially wrapped, although I’d personally opt to wrap the bars the usual way for a surer grip and improved comfort). However, both of those compromises are exceedingly minor relative to the massive headache that internally routed handlebars can often bring on.

Conversely, though, the fact that the control lines are routed through the headset bearings will eventually be a pretty big pain in the rear end for riders that regularly head out in the wet. At minimum, replacing the lower bearing will require you to disconnect the front brake hose (in addition to removing the fork as usual). If you need to replace the upper bearing, you’ll also need to undo all of the cables completely. In either case, there’s a decent chance you’ll need to rebleed the brake(s) after you’ve got everything back together, too.

It doesn’t exactly help, either, that there’s no supplemental rubber seal between the fork crown and lower head tube, meaning the lower bearing is perilously exposed — a scenario that’s become very common since bike brands started molding crown races directly into the fork crown.

Such is the cost of progress, I suppose.

That said, I’m a big fan of the somewhat unusual dimensions of this integrated setup even with the non-adjustable tilt. Most companies these days have committed to a compact bend, which is nice in the sense that it makes the drops more accessible for more riders, but somewhat silly in the sense that your posture actually changes very little when you move your hands back and forth between the various hand positions.

The drop dimension on the Bontrager Aeolus RSL is pretty average at 123 mm, but the reach is quite long at 93 mm (80 mm or so is far more typical), and Bontrager’s trademark Variable Radius bend lets you utilize every bit of that length instead of forcing your hands further rearward. As a result, there’s ample room to really stretch out your back when you need or want to, and there’s far more real-world position variation than what you usually find on most modern setups. How much do I like it? I’m actually considering using one of these on my personal Seven road bike.

Overall, Trek has done a solid job here of updating the Emonda, infusing meaningful improvements in several key areas, but without breaking the basic formula that has made the bike so popular. I could obviously do without the long-term headaches associated with the headset bearing situation, but aside from that, there’s not much to complain about here, and an awful lot to like.

Just don’t be shy with the grease down there, eh?

www.trekbikes.com

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celebrating lorena wiebes to nab amstel gold race women\"}}\u0027>\n marianne vos lunges by celebrating lorena wiebes to nab amstel gold race women\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"why are so many gravel pros doing levi leipheimer\u2019s new road race","url":"https:\/\/velo.outsideonline.com\/gravel\/gravel-racing\/gravel-pros-levis-gran-fondo-road-race\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/gravel\/gravel-racing\/gravel-pros-levis-gran-fondo-road-race\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"why are so many gravel pros doing levi leipheimer\u2019s new road race\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/gravel\/gravel-racing\/gravel-pros-levis-gran-fondo-road-race\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"why are so many gravel pros doing levi leipheimer\u2019s new road race\"}}\u0027>\n why are so many gravel pros doing levi leipheimer\u2019s new road race\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"patrick lefevere issues public apology over controversial comments: \u2018it was never my intention to harm anyone\u2019","url":"https:\/\/velo.outsideonline.com\/road\/road-racing\/patrick-lefevere-issues-public-apology-over-statements-it-was-never-my-intention-to-harm-anyone\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/patrick-lefevere-issues-public-apology-over-statements-it-was-never-my-intention-to-harm-anyone\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"patrick lefevere issues public apology over controversial comments: \u2018it was never my intention to harm anyone\u2019\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": 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\"list\", \"title\": \"results: lauren de crescenzo and keegan swenson win the growler at levi\u2019s gran fondo\"}}\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\/results-lauren-de-crescenzo-and-keegan-swenson-win-the-growler-at-levis-gran-fondo\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"results: lauren de crescenzo and keegan swenson win the growler at levi\u2019s gran fondo\"}}\u0027>\n results: lauren de crescenzo and keegan swenson win the growler at levi\u2019s gran fondo\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"aero bikes, ambushes, and stacks of snacks: how the classics peloton shattered speed records all spring","url":"https:\/\/velo.outsideonline.com\/road\/road-racing\/aero-bikes-ambushes-and-stacks-of-snacks-how-the-classics-peloton-shattered-speed-records-all-spring\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/aero-bikes-ambushes-and-stacks-of-snacks-how-the-classics-peloton-shattered-speed-records-all-spring\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"aero bikes, ambushes, and stacks of snacks: how the classics peloton shattered speed records all spring\"}}\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\/aero-bikes-ambushes-and-stacks-of-snacks-how-the-classics-peloton-shattered-speed-records-all-spring\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"aero bikes, ambushes, and stacks of snacks: how the classics peloton shattered speed records all spring\"}}\u0027>\n aero bikes, ambushes, and stacks of snacks: how the classics peloton shattered speed records all spring\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"cycling and civil rights icon major taylor finally gets the documentary he deserves","url":"https:\/\/velo.outsideonline.com\/road\/road-culture\/cycling-civil-rights-icon-major-taylor-finally-gets-documentary-he-deserves\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-culture\/cycling-civil-rights-icon-major-taylor-finally-gets-documentary-he-deserves\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"cycling and civil rights icon major taylor finally gets the documentary he deserves\"}}\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-culture\/cycling-civil-rights-icon-major-taylor-finally-gets-documentary-he-deserves\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"cycling and civil rights icon major taylor finally gets the documentary he deserves\"}}\u0027>\n cycling and civil rights icon major taylor finally gets the documentary he deserves\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"lorena wiebes rues celebration slip-up: \u2018i will lose some sleep on that one\u2019","url":"https:\/\/velo.outsideonline.com\/road\/road-racing\/lorena-wiebes-rues-celebration-slip-up-i-will-lose-some-sleep-on-that-one\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/lorena-wiebes-rues-celebration-slip-up-i-will-lose-some-sleep-on-that-one\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"lorena wiebes rues celebration slip-up: \u2018i will lose some sleep on that one\u2019\"}}\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\/lorena-wiebes-rues-celebration-slip-up-i-will-lose-some-sleep-on-that-one\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"lorena wiebes rues celebration slip-up: \u2018i will lose some sleep on that one\u2019\"}}\u0027>\n lorena wiebes rues celebration slip-up: \u2018i will lose some sleep on that one\u2019\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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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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Trek P1 Emonda Team

Trek's Emonda has been a firm favourite here at Bespoke, with four staff members riding an Emonda of one sort or another.

This Project One Emonda frameset is painted on the Trek Segafredo team colours and looks stunning. The frameset is incredibly light and responsive, though the handling is solid, comfortable, and without any twitchiness. Trek deinitely hit the sweet spot with the Emonda line.

Come and see us about Trek Project One and for more on the Emonda.

Key Features

• Trek Project One Emonda in team colours.
• Mechanical Ultegra groupset

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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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The all-new Emonda

Crazy light, crazy fast

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Trek Emonda SLR Disc first ride review

New emonda is fast, brilliantly agile and a joy to ride.

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 originally appeared on BikeRadar

Contador to debut custom Trek Emonda at Ruta del Sol

Gallery: Alberto Contador's Trek Emonda SLR Team Issue

New Trek Emonda breaks the 650g barrier

The new Emonda 's continuation of weight obsession doesn't end with the featherweight 644g-rim brake model. The disc version also leaves very little impression on the scales at 665g (that's a full 25g lighter than the old rim brake model). Add in a thru' axle equipped flat mount disc fork at 350g and that's a complete chassis at 1015g. Most of its disc-equipped competition is closer to that for the frame alone.

Trek Emonda SLR Disc specifications (NOT standard build):

• Weight: TBC
• Frame: 700 OCLV series carbon 12mm thru' axle, flat mount disc (665g 56cm H1 fit)
• Fork: 700 OCLV carbon 12mm thru' axle, flat mount disc (350g)
• Gears: Shimano Dura-Ace Di2 9170 disc
• Brakes: Shimano Dura-Ace R9170 disc
• Wheels: Bontrager Aeolus Pro 3 TLR disc wheels
• Tyres: Bontrager R4 28c
• Stem: Bontrager Blendr
• Bars: Bontrager XXX carbon
• Saddle: Bontrager Montrose
• Seatmast: Trek carbon

The SLR disc I got to ride over a few days in Wisconsin isn't part of the SLR range; it's a product of Trek's custom Project One department.

Unlike Trek's other top-level carbon bikes (the Madone and Domane) this one isn't constructed in Waterloo Wisconsin. It's the first top-OCLV grade carbon frame it has produced overseas, but the frames arrive in Wisconsin and are prepped and painted in the Trek custom paint shop, and prepared in the adjoining Race shop.

My 58cm test bike came equipped with a carbon railed Montrose saddle, XXX carbon bars, Blendr stem, and the new Aeolus Pro 3 TLR carbon clincher wheels. The drivetrain duties are handled by Shimano's latest Di2 incarnation 9170 with its debuting Dura-Ace disc calipers and radical new cooling rotors.

The frameset will look familiar to fans of the old Emonda. Aside of course from the addition of discs, it's certainly a case of evolution rather than revolution here.

For weight saving measures the front brake hose is routed through slots and zip ties rather than internally as most disc road bikes do. We can see how the weight can be trimmed this way, but I can also see some of the roadie community seeing it as just a bit unfinished or - dare we say it - a bit mountain bike.

The front disc brake hose is fixed to the fork leg via slots and zip ties, rather than a heavier internally routed system

As part of the Project One experience you get to be fitted for the bike, with Trek's unique saddle pressure mapping playing an important part of the process.

Through the fitting we did make some tweaks to my standard setup, with the saddle coming forward a little on the rails (5mm), and dropping down by 8mm. Up front a few spacers were removed to bring the stack height down and my stem length upped from a 110 to a 120mm.

The effect this had on my saddle pressure readings was marked, completely removing any hot spots. It's a fascinating process, and I'll certainly be implementing the same changes on my own bikes. That the fitting service comes as part of the Project One buying experience is impressive and something I'd certainly recommend (if you can afford the cost of entry).

The new Emonda SLR is available in both H1 and H2 fit

Riding the Trek Emonda SLR Disc

Out on the road the Emonda feels light, with an acceleration pick-up that's oh-so-impressive, and a smooth, firm ride that's helped by big volume 28mm tyres. The fact that Trek has managed to keep the exact same geometry as the rim brake model (itself the same as the previous generation Emonda) means the bike feels familiar and familiarly confident.

With a frame at 665g and a fork at 350g the Emonda SLR9 Disc is a seriously light bike

I always liked the previous Emonda, though I did find that the front end could feel a little firm and unforgiving especially over poorer road surfaces pushing plenty of buzz into your hands which led to a bit of finger tingling numbness.

This new disc model, however, is a big improvement. Yes, the front end still feels firm, and resolutely flex-free when honking on the hoods on the climbs or sprinting and descending whilst down in the drops.

The big difference is the lack of buzz, - a big part of that is going to be down to the increased volume in the tyres, but Trek's claim that the new fork's construction allows for more fore-and-aft flex certainlyseems to be bearing fruit.

Out back the Montrose saddle is a nice place to spend your time, well shaped, with minimal yet ample padding. it looks very understated, but that hides a well-thought-out perch.

With temperatures hitting the mid 30s we were glad to have 11-28 cassettes when it came to the climbs

Like the front, the back also feels firm. It's certainly stiff as no amount of mishandling could get the rear disc rotor to do anything but go about its job without any rubs, ticks or errant noise.

The Emonda does, however, get choppy through the seat when rolling quickly over rutted road surfaces, but if you were looking for a bike that cosseted your hindquarters from the Trek stable then you're more of a Domane customer than an Emonda one.

The latest Dura-AceDi2 impresses. Its shifting can now be automated to shift the front mech, or set to semi-auto (shifting two at the back when you shift the front to keep the jumps small), and the new brakes feel like a big step forward, too.

We only had one issue with the front brake ticking after a heavy braking stop on a damp road, but that disappeared after a couple of miles, and didn't return through the rest of the days ride (or the whole of the following days riding).

The Dura-Ace disc rotors had some initial ticking noises after an unseasonal downpour, but soon settled down to quiet noise free operation

Trek Emonda SLR Disc early verdict

As always it's hard to judge a bike like the Emonda on unfamiliar territory (though the roads we rode weren't what you'd call glass smooth). It feels very much like Cervelo's new R5 I tried recently in the way it handles and the ride dynamics. Its fast, brilliantly agile, has a balanced lightness that makes it a joy to descend on, and it'll be your new best friend on the climbs. too. 

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

Product description.

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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Trek Emonda SLR 9 Etap Disc P1 Road Bike 2021 Matte Onyx

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Season:2022

Code:21-SLR9DisceTapP1-CN

• Trek’s fastest climbing frame is aero, weighs in at less than 700 g, and rides like a dream
• SRAM RED eTap AXS is the smartest, smoothest wireless electronic shifting on the market
• 800 Series OCLV Carbon is the lightest laminate we’ve ever made
• The Aeolus RSL 37 wheels are designed for climbing, and were developed alongside Émonda
• Make it yours: it's fully customisable through Project One

Trek Emonda SLR 9 Etap Disc Road Bike Features

• Frame Ultralight 800 Series OCLV Carbon, Ride Tuned performance tube optimisation, tapered head tube, internal routing, DuoTrap S-compatible, flat-mount disc, 142x12 mm thru axle
• Fork Emonda SLR full carbon, tapered carbon steerer, internal brake routing, flat-mount disc, 12x100 mm thru axle
• Rear derailleur SRAM RED eTap AXS, Orbit chain management, 33T max cog

Write a review for Trek Emonda SLR 9 Etap Disc P1 Road Bike 2021 Matte Onyx

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• £2499 £3400 Trek Emonda SL 6 Disc Road Bike 2022 Lithium Grey/Chrome

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Road Sizing Chart

Giant road bike sizing (men's), giant road bike sizing (women's), trek road bike sizing, cube road bike sizing.

The charts below show our recommended sizes based on height, but there are some other factors, like arm and leg length, that determine a great fit. That’s why you’ll see some overlap in our recommendations. Not every rider who’s 5´8˝, for example, will fit on the same size bike. The best way to find your perfect fit is to consult the experts at your local retailer.

Trek Project One Emonda SLR Frameset

RM 20,999.00

Product highlights:

• Frame : Ultralight 800 Series OCLV Carbon, Ride Tuned performance tube optimization, tapered head tube, internal routing, DuoTrap S compatible, flat mount disc
• Fork : Emonda SLR full carbon, tapered carbon steerer, internal brake routing, flat mount disc
• Axles Front: 100 x 12mm thru-axle
• Rear: 142 x 12mm thru-axle
• Include: Bontrager carbon seatmask & T47 Ceramic Speed Bottom Bracket (Shimano/Sram)
• Color: Color/Navy Carbon Smoke/Viper Red
• Description
• Additional information

Emonda SLR frameset is the lightest, fastest road frame we’ve ever made. Our most advanced 800 Series OCLV Carbon layup delivers amazing ride quality and ultralight aero performance for more free speed on any grade.

It’s right for you if… You want more than the lightest road frame—you want incredible handling and balance, faster aero performance, and you want to be able to spec your dream build with your dream parts.

The tech you get Our ultralight and aerodynamic 800 Series OCLV Carbon frame and fork that weigh under 700 grams. Built for a T47 bottom bracket and flat-mount disc brakes.

The final word Emonda SLR is insanely light, fast, and perfectly balanced—all of which makes it an ideal starting point for your dream lightweight build.

Why you’ll love it

• Trek’s fastest climbing bike is aero, weighs in at less than 700g, and rides like a dream
• 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
• Make it yours: it’s fully customizable through Project One

Sizing chart (for reference only)

When Trek began in 1976, their mission was simple: Build the best Trek bikes in the world. Today, they have added to their mission: Help the world use the bicycle as a simple solution to complex problems. Trek. We believe in bikes.

Trek Bicycle Corp is a bicycle and cycling product manufacturer and distributor under brand names Trek, Electra Bicycle Company, Gary Fisher, Bontrager, Diamant Bikes, Villiger Bikes and, until 2008, LeMond Racing Cycles and Klein. With its headquarters in Waterloo, Wisconsin, Trek bicycles are marketed through 1,700 dealers across North America, subsidiaries in Europe and Asia as well as distributors in 90 countries worldwide.

If you wish to design your own Trek Bikes differ from the others, click here to find out more about TREK PROJECT ONE.

NOTE : Trek ownership can only enjoy Life-time warranty, 1 year cosmetic defect, recall of defect will be 100% covered by TREK global if purchase from Trek Bikes authorized re-sellers in Malaysia.

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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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Shooter Files by f.d. walker

Street Photography Tips, Interaction, Travel, Guides

Apr 24 2017

City Street Guides by f.d. walker: A Street Photography Guide to Moscow, Russia

*A series of guides on shooting Street Photography in cities around the world. Find the best spots to shoot, things to capture, street walks, street tips, safety concerns, and more for cities around the world. I have personally researched, explored and shot Street Photography in every city that I create a guide for. So you can be ready to capture the streets as soon as you step outside with your camera!

At over 12 million people, Moscow is the largest city in Russia and second largest in Europe by population ( Istanbul is #1). An urban, cosmopolitan metropolis with more than enough glitz and glam to cater to the elite, but without losing its fair share of Soviet era roughness around the edges. It can be fast paced, brash, busy, and trendy like other big cities, but it has its blend of West meets Russia atmosphere and beauty that provides plenty of unique interest. The Red Square is as famous as it gets, but there’s so much more to this city, including the most beautiful subway system you’ve ever seen. It would take years to capture all of Moscow, but that means you have an endless amount of areas to discover.

So here’s a Street Photography guide so you can be ready to capture all that Moscow has to offer before you even arrive!

• Patriarch’s Pond
• Old Arbat Street
• Maroseyka Street
• Tverskoy Boulevard

Top 5 Street Spots:

1. red square.

The Red Square is the most famous square in not just Russia, but all of Eastern Europe. The name actually doesn’t come from the color of the bricks or communism, but from the name in Russian, Krásnaya, once meaning “beautiful” before its meaning changed to “red.” This large plaza is what you see on the cover of guide books and magazines for Moscow, with St. Basil’s Cathedral being the center piece next to Lenin’s Mausoleum surrounded by the Kremlin Wall. Of course, the Red Square attracts hordes of tourist due to the main attractions, but all that activity around an interesting atmosphere does provide street photo opportunities. It’s also the central square connecting to the city’s major streets, providing a good starting point to explore outward.

You’ll also find the popular pedestrian only Nikolskaya Street connecting the Red Square to Lubyanka Square. This line of expensive shops includes plenty of activity, while also leading you to another popular square. Filled with history rivaling any city, the Red Square and surrounding areas are the heart and soul of Russia.

2. Patriarch’s Ponds

Patriarch’s Ponds is one of the most exclusive neighborhoods in Moscow. Despite the name being plural, there’s only one large pond, but it’s worth a visit with your camera. It’s a popular spot for locals and expats to come relax or take a stroll around the pond. You get an interesting mix of young and old too, from young love to “babushkas” feeding pigeons. It’s a very peaceful park atmosphere in one of the nicer areas within the city center, while bringing enough activity for street photography. 

The pond is shallow and in the winter becomes a popular spot for ice-skating too. The area is also well-known for the location in the famous Russian novel, The Master and Margarita. 

3. Old Arbat (Stary Arbat)

Old Arbat is the most famous pedestrian street in Moscow, and dating back to the 15th century, also one of its oldest. Originally, it was an area of trade, but soon became the most prestigious residential area in Moscow. During the 18th century, Arbat started attracting the city’s scholars and artists, including Alexander Pushkin. Cafes lined the streets and impressive homes filled the neighborhood. Since then, New Arbat street was created as a highway in the area, while Old Arbat was paved for a 1km pedestrian only walkway.

Due to the historic buildings, famous artists that lived here, and the bohemian atmosphere, Old Arbat has become a big attraction for tourists today. Now, there’s a mix of cafes, restaurants, souvenir shops, street performers, street merchants and other attractions for visitors, and some locals, to come enjoy. It can get really busy here and there’s usually something interesting going on so it’s a good street to come walk with your camera for guaranteed life.

4. Gorky Park

One of the most famous places in Moscow is Gorky Park. The official name is Maxim Gorky’s Central Park of Culture & Leisure, which gives you an idea of what goes on here. When built, it was the first of its kind in the Soviet Union. Divided into two parts, it stretches along Moscow River. One end contains fair rides, foods stands, tennis courts, a sports club, a lake for boat rides, and more. This end brings more active life due to its number of attractions, while the other end is more relaxed, where you’ll find gardens, trees, older buildings, and an outdoor amphitheater.

Gorky Park attracts mostly locals so it’s a good spot to capture the non-tourist side of Moscow life. Muscovites come here to escape the city and unwind in a picturesque setting. The park remains alive outside of the warmer months too, especially when the lake turns into the city’s largest outdoor skating rink. I’d recommend taking the metro out here to spend at least half a day exploring the massive park’s life with your camera.

5. Maroseyka Street

Maroseyka Street is a popular area not too far from the Red Square. The long, winding street turns into Pokrovka and is lined with restaurants, cafes, bars and places to stay. It’s actually where I like to stay when I’m in Moscow due to its location and solid street photography opportunities itself. You have Kitay-gorod station near and if you keep walking southwest, you’ll get to the Red Square. But if you walk northwest, as it changes to Pokrovka, you can find a long street of activity for photography with its own interesting atmosphere.

6. Tverskoy Boulevard

Tverskoy Boulevard is the oldest and longest boulevard in Moscow, beginning at the end of Nikitsky Boulevard, and finishing at Pushkin Square, a spot to come for activity itself. The boulevard is made up of two avenues, with pedestrian walkways in-between. You’ll find grass, shrubbery, trees, benches and more walking it’s almost kilometer length. Many people come here to enjoy some relaxation, walk their dog, or just to use it to walk wherever they’re going. Its center location also provides a nice place to walk with your camera near plenty of other spots you’ll want to check out anyway.

Sample Street Walk:

For a full day of Street Photography, covering some of the best spots, you can follow this sample street walk for Moscow:

• Start your morning walking around the Red Square (1), while exploring the surrounding area, including Nikolskaya Street
• Then walk northwest to Patriarch’s Ponds (2) and slowly walk the pond and surrounding area with your camera
• Next, walk east to the Pushkin Monument and stroll down Tverskoy Boulevard (6)
• Once Tverskoy Boulevard (6) ends, it will turn into Nikitsky Boulevard. Follow this down until you get to the start of Old Arbat Street (3), across from Arbatskaya station
• After you’re done walking down Old Arbat Street (3) for more street photography, spend some time checking out Moscow’s beautiful metro stations
• To finish off the day with more street photography, get off the metro near Red Square (1) again, Maroseyka Street (5) or wherever you’re staying for the night.

3 Things I’ll Remember about Shooting in Moscow:

1. museum metro.

The Moscow metro system was the first underground railway system in the Soviet Union and today includes 203 stations across 340km of routes. The elaborate system has some of the deepest stations in the world too, with escalators that seem to go on forever. None of this is what makes it so special, though. Many of its stations feel like stepping inside a museum, making it without a doubt the most interesting and beautiful metro system I’ve been in.

When built, Stalin wanted to make the metro stations “palaces for the people” with marble, chandeliers, and grand architecture. The best part is the variety of architecture and styles used, making many of the stations a completely different experience visually. You could easily spend a whole day traveling the stations and there are even tours available for people who wish to do just that. My advice, though, would be just to buy a ticket and hop on and off at different stations, while exploring different lines. The museum-like surrounding mixed with the crowds of characters can make for a great photography experience.

Since there are so many stations, here are some of my favorites to check out:

• Novoslobodskaya
• Mayakovskaya
• Elektrozavodskaya
• Komsomolskaya
• Ploschad Revolyutsii
• Dostoyevskaya
• Prospekt Mira

2. Moscow is Big

It’s no secret that Moscow is a big city, but it can feel even bigger with how spread out much of it is. This is especially true if you compare it to cities outside of Asia. If I compared it to cities in Europe, I’d probably say only Istanbul would warrant more time to really discover the depths of this city. Most only explore around the Red Square and surrounding area, but that is such a small part of the city. Although, that central area does give you plenty to see on its own.

Fortunately, I had a good friend living in the city to show me around, but it opened up my eyes even more to how much there is to discover in Moscow. It’s a big city with a variety of atmosphere that can take you from “east” to “west” and trendy to rugged depending on where you go. I’d imagine you’d have to live here a while to really know the city.

3. Cosmopolitan Mix of East meets West

Modern skyscrapers mixed with amazing architecture, a world-class metro system with museum-like beauty, trendy fashion and chic clubs, Moscow is a rich mix of Russian culture and history in a more western cosmopolitan package. There is a push to keep the Russian culture, while also pushing forward with a modern metropolis the whole world will envy. This comes with an impressive skyline, that continues to grow, and endless modernities, but with soviet nostalgia and atmosphere mixed in for good measure.

Mixed in with this grand western cosmopolitan atmosphere, is a strong national pride in Russia. This includes their famous leader, Vladimir Putin. Maybe no other place will you see a country’s leader more often. All over, from the pricey tourist shops to the underground walkway stalls, you’ll find goods with Putin’s likeness covering them. From t-shirts to magnets to Matryoshka dolls. There’s a strong national pride that can be seen around the city, which also extends to their leader. Moscow is many things. It’s East meets West, modernizations meets Soviet era, and a whole lot more.

What To Do For a Street Photography Break?:

Eat at a stolovaya.

Stolovayas are Russian cafeterias that became popular in the Soviet days. You grab a tray and walk down the line of freshly prepared local dishes, and select whatever you want from the chefs. They’re usually inexpensive and a much better value than restaurants, while giving you the opportunity to try from a wide selection of everyday Russian food. They’re also very tasty. I always include some borsch on my tray and go from there. The places themselves are all over Moscow and usually come with Soviet-era aesthetics to complete the experience.

Street Safety Score: 7

*As always, no place is completely safe! So when I talk about safety, I’m speaking in general comparison to other places. Always take precaution, be smart, observe your surroundings and trust your instincts anywhere you go!

Being the 2nd largest city in Europe with over 12 million people, you’re going to have your dangerous areas, but for the most part, it feels safe walking around. Russia is statistically higher in crime compared to most of Europe, but this generally doesn’t apply to tourists and visitors. Around the Red Square and surrounding city center, you should feel completely safe walking around. Pick pocketing can happen, but no more than other touristic places. I always explore Moscow freely without coming across too much to worry about. It’s a spread out city, though, so of course it matters where you are. Just use basic street smarts, know where you are and Moscow shouldn’t give you a problem. 

People’s Reaction Score: 7

Moscow is fast paced, big city life, which usually means people aren’t too concerned with you, or your camera. I don’t find people notice or pay much attention to me when I’m out taking photos in Moscow. For the most part, people just go about their day. You shouldn’t get too many looks or concern. But it can depend on the area you are in. The more you stick out, the more you might get noticed with suspicions. I’ve never had any problems in Moscow, or Russia, but just be careful who you’re taking a photo of if you get out of the city center. Other than that, it’s about average for reactions. 

Street Tips:

Learn the alphabet .

Much of Moscow, including the metro system, doesn’t use english. The Russian alphabet uses letters from the Cyrillic script, which if you aren’t familiar with it and don’t know the sounds, can be hard to decipher the words. This is most important for street names and metro stops when trying to get around. It can save confusion and make it easier getting around if you learn the basic alphabet. At the very least then, you can sound out the words to see which are similar in the english conversion, which can help matching them to maps. When out shooting street photography, getting around is as important as anything. So save yourself some time and frustration by learning the Russian Alphabet.

Use the metro

While Saint-Petersburg feels very walkable for a city its size, Moscow can feel very spread out, even for its bigger size. Outside of the Red Square area, you can have plenty of walking before getting anywhere very interesting, so you’ll need to take the metro a lot if you really want to explore the city. Maps are deceiving here too, it will always be further than it looks.

Another reason it’s less walkable than Saint-Petersburg is its completely different set-up. Moscow’s streets are mostly contstructed in rings with narrow, winding streets in-between. This is common with medieval city cities that used to be confined by walls, but you usually don’t have it in a city this massive. Saint-Petersburg has a more grid-like pattern that also uses the canals to help you know your way around. When it comes to navigating on foot in Moscow, it can be more difficult, so bring a map and take the metro when needed. It’s why Moscow’s metro carries more passengers per day than the London and Paris subways combined.

Explore other areas if you have time

Moscow is really big. While most people stay around the Red Square within the Boulevard Ring, there’s so much more to the city. I covered some other spots outside of this circle, but if you really want to see the city, you’ll need time. If you do have time, some other areas I’d check out first are Zamoskvarechye, along some of the south and western Moscow.

Inspiration:

For some more inspiration, you can look through the Street Photography of Moscow photographer Artem Zhitenev  and check out 33 of my photos taken in Moscow .

Conclusion:

Moscow’s name brings a certain mystique, but once you’re there it might bring a different atmosphere than you expect. It’s big and sprawling, but beautiful in many ways. It can feel like a European capital on a grand scale, but you can definitely find its Russian side in there.

The urban sprawl of Moscow can be intimidating, but give it enough time and you’ll be rewarded with plenty to discover. All with the world’s best metro system to take you around.

I hope this guide can help you start to experience some of what Moscow contains. So grab your camera and capture all that Moscow has to offer for Street Photography!

If you still have any questions about shooting in Moscow, feel free to comment below or email me!

(I want to make these guides as valuable as possible for all of you so add any ideas on improvements, including addition requests, in the comment section!)

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Travel Itinerary For One Week in Moscow: The Best of Moscow!

I just got back from one week in Moscow. And, as you might have already guessed, it was a mind-boggling experience. It was not my first trip to the Russian capital. But I hardly ever got enough time to explore this sprawling city. Visiting places for business rarely leaves enough time for sightseeing. I think that if you’ve got one week in Russia, you can also consider splitting your time between its largest cities (i.e. Saint Petersburg ) to get the most out of your trip. Seven days will let you see the majority of the main sights and go beyond just scratching the surface. In this post, I’m going to share with you my idea of the perfect travel itinerary for one week in Moscow.

Moscow is perhaps both the business and cultural hub of Russia. There is a lot more to see here than just the Kremlin and Saint Basil’s Cathedral. Centuries-old churches with onion-shaped domes dotted around the city are in stark contrast with newly completed impressive skyscrapers of Moscow City dominating the skyline. I spent a lot of time thinking about my Moscow itinerary before I left. And this city lived up to all of my expectations.

Travel Itinerary For One Week in Moscow

Day 1 – red square and the kremlin.

Metro Station: Okhotny Ryad on Red Line.

No trip to Moscow would be complete without seeing its main attraction. The Red Square is just a stone’s throw away from several metro stations. It is home to some of the most impressive architectural masterpieces in the city. The first thing you’ll probably notice after entering it and passing vendors selling weird fur hats is the fairytale-like looking Saint Basil’s Cathedral. It was built to commemorate one of the major victories of Ivan the Terrible. I once spent 20 minutes gazing at it, trying to find the perfect angle to snap it. It was easier said than done because of the hordes of locals and tourists.

As you continue strolling around Red Square, there’s no way you can miss Gum. It was widely known as the main department store during the Soviet Era. Now this large (yet historic) shopping mall is filled with expensive boutiques, pricey eateries, etc. During my trip to Moscow, I was on a tight budget. So I only took a retro-style stroll in Gum to get a rare glimpse of a place where Soviet leaders used to grocery shop and buy their stuff. In case you want some modern shopping experience, head to the Okhotny Ryad Shopping Center with stores like New Yorker, Zara, and Adidas.

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To continue this Moscow itinerary, next you may want to go inside the Kremlin walls. This is the center of Russian political power and the president’s official residence. If you’re planning to pay Kremlin a visit do your best to visit Ivan the Great Bell Tower as well. Go there as early as possible to avoid crowds and get an incredible bird’s-eye view. There are a couple of museums that are available during designated visiting hours. Make sure to book your ticket online and avoid lines.

Day 2 – Cathedral of Christ the Saviour, the Tretyakov Gallery, and the Arbat Street

Metro Station: Kropotkinskaya on Red Line

As soon as you start creating a Moscow itinerary for your second day, you’ll discover that there are plenty of metro stations that are much closer to certain sites. Depending on your route, take a closer look at the metro map to pick the closest.

The white marble walls of Christ the Saviour Cathedral are awe-inspiring. As you approach this tallest Orthodox Christian church, you may notice the bronze sculptures, magnificent arches, and cupolas that were created to commemorate Russia’s victory against Napoleon.

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Unfortunately, the current Cathedral is a replica, since original was blown to bits in 1931 by the Soviet government. The new cathedral basically follows the original design, but they have added some new elements such as marble high reliefs.

Home to some precious collection of artworks, in Tretyakov Gallery you can find more than 150,000 of works spanning centuries of artistic endeavor. Originally a privately owned gallery, it now has become one of the largest museums in Russia. The Gallery is often considered essential to visit. But I have encountered a lot of locals who have never been there.

Famous for its souvenirs, musicians, and theaters, Arbat street is among the few in Moscow that were turned into pedestrian zones. Arbat street is usually very busy with tourists and locals alike. My local friend once called it the oldest street in Moscow dating back to 1493. It is a kilometer long walking street filled with fancy gift shops, small cozy restaurants, lots of cute cafes, and street artists. It is closed to any vehicular traffic, so you can easily stroll it with kids.

Day 3 – Moscow River Boat Ride, Poklonnaya Hill Victory Park, the Moscow City

Metro Station: Kievskaya and Park Pobedy on Dark Blue Line / Vystavochnaya on Light Blue Line

Voyaging along the Moscow River is definitely one of the best ways to catch a glimpse of the city and see the attractions from a bit different perspective. Depending on your Moscow itinerary, travel budget and the time of the year, there are various types of boats available. In the summer there is no shortage of boats, and you’ll be spoiled for choice.

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If you find yourself in Moscow during the winter months, I’d recommend going with Radisson boat cruise. These are often more expensive (yet comfy). They offer refreshments like tea, coffee, hot chocolate, and, of course, alcoholic drinks. Prices may vary but mostly depend on your food and drink selection. Find their main pier near the opulent Ukraine hotel . The hotel is one of the “Seven Sisters”, so if you’re into the charm of Stalinist architecture don’t miss a chance to stay there.

The area near Poklonnaya Hill has the closest relation to the country’s recent past. The memorial complex was completed in the mid-1990s to commemorate the Victory and WW2 casualties. Also known as the Great Patriotic War Museum, activities here include indoor attractions while the grounds around host an open-air museum with old tanks and other vehicles used on the battlefield.

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The hallmark of the memorial complex and the first thing you see as you exit metro is the statue of Nike mounted to its column. This is a very impressive Obelisk with a statue of Saint George slaying the dragon at its base.

Maybe not as impressive as Shanghai’s Oriental Pearl Tower , the skyscrapers of the Moscow City (otherwise known as Moscow International Business Center) are so drastically different from dull Soviet architecture. With 239 meters and 60 floors, the Empire Tower is the seventh highest building in the business district.

The observation deck occupies 56 floor from where you have some panoramic views of the city. I loved the view in the direction of Moscow State University and Luzhniki stadium as well to the other side with residential quarters. The entrance fee is pricey, but if you’re want to get a bird’s eye view, the skyscraper is one of the best places for doing just that.

Day 4 – VDNKh, Worker and Collective Farm Woman Monument, The Ostankino TV Tower

Metro Station: VDNKh on Orange Line

VDNKh is one of my favorite attractions in Moscow. The weird abbreviation actually stands for Russian vystavka dostizheniy narodnogo khozyaystva (Exhibition of Achievements of the National Economy). With more than 200 buildings and 30 pavilions on the grounds, VDNKh serves as an open-air museum. You can easily spend a full day here since the park occupies a very large area.

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First, there are pavilions that used to showcase different cultures the USSR was made of. Additionally, there is a number of shopping pavilions, as well as Moskvarium (an Oceanarium) that features a variety of marine species. VDNKh is a popular venue for events and fairs. There is always something going on, so I’d recommend checking their website if you want to see some particular exhibition.

A stone’s throw away from VDNKh there is a very distinctive 25-meters high monument. Originally built in 1937 for the world fair in Paris, the hulking figures of men and women holding a hammer and a sickle represent the Soviet idea of united workers and farmers. It doesn’t take much time to see the monument, but visiting it gives some idea of the Soviet Union’s grandiose aspirations.

I have a thing for tall buildings. So to continue my travel itinerary for one week in Moscow I decided to climb the fourth highest TV tower in the world. This iconic 540m tower is a fixture of the skyline. You can see it virtually from everywhere in Moscow, and this is where you can get the best panoramic views (yep, even better than Empire skyscraper).

Parts of the floor are made of tempered glass, so it can be quite scary to exit the elevator. But trust me, as you start observing buildings and cars below, you won’t want to leave. There is only a limited number of tickets per day, so you may want to book online. Insider tip: the first tour is cheaper, you can save up to $10 if go there early.

Day 5 – A Tour To Moscow Manor Houses

Metro Station: Kolomenskoye, Tsaritsyno on Dark Green Line / Kuskovo on Purple Line

I love visiting the manor houses and palaces in Moscow. These opulent buildings were generally built to house Russian aristocratic families and monarchs. Houses tend to be rather grand affairs with impressive architecture. And, depending on the whims of the owners, some form of a landscaped garden.

During the early part of the 20th century though, many of Russia’s aristocratic families (including the family of the last emperor) ended up being killed or moving abroad . Their manor houses were nationalized. Some time later (after the fall of the USSR) these were open to the public. It means that today a great many of Moscow’s finest manor houses and palaces are open for touring.

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There are 20 manor houses scattered throughout the city and more than 25 in the area around. But not all of them easily accessible and exploring them often takes a lot of time. I’d recommend focusing on three most popular estates in Moscow that are some 30-minute metro ride away from Kremlin.

Sandwiched between the Moscow River and the Andropov Avenue, Kolomenskoye is a UNESCO site that became a public park in the 1920’s. Once a former royal estate, now it is one of the most tranquil parks in the city with gorgeous views. The Ascension Church, The White Column, and the grounds are a truly grand place to visit.

You could easily spend a full day here, exploring a traditional Russian village (that is, in fact, a market), picnicking by the river, enjoying the Eastern Orthodox church architecture, hiking the grounds as well as and wandering the park and gardens with wildflower meadows, apple orchards, and birch and maple groves. The estate museum showcases Russian nature at its finest year-round.

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If my travel itinerary for one week in Moscow was a family tree, Tsaritsyno Park would probably be the crazy uncle that no-one talks about. It’s a large park in the south of the city of mind-boggling proportions, unbelievable in so many ways, and yet most travelers have never heard of it.

The palace was supposed to be a summer home for Empress Catherine the Great. But since the construction didn’t meet with her approval the palace was abandoned. Since the early 1990’s the palace, the pond, and the grounds have been undergoing renovations. The entire complex is now looking brighter and more elaborately decorated than at possibly any other time during its history. Like most parks in Moscow, you can visit Tsaritsyno free of charge, but there is a small fee if you want to visit the palace.

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Last, but by no means least on my Moscow itinerary is Kuskovo Park . This is definitely an off-the-beaten-path place. While it is not easily accessible, you will be rewarded with a lack of crowds. This 18th-century summer country house of the Sheremetev family was one of the first summer country estates of the Russian nobility. And when you visit you’ll quickly realize why locals love this park.

Like many other estates, Kuskovo has just been renovated. So there are lovely French formal garden, a grotto, and the Dutch house to explore. Make sure to plan your itinerary well because the estate is some way from a metro station.

Day 6 – Explore the Golden Ring

Creating the Moscow itinerary may keep you busy for days with the seemingly endless amount of things to do. Visiting the so-called Golden Ring is like stepping back in time. Golden Ring is a “theme route” devised by promotion-minded journalist and writer Yuri Bychkov.

Having started in Moscow the route will take you through a number of historical cities. It now includes Suzdal, Vladimir, Kostroma, Yaroslavl and Sergiev Posad. All these awe-inspiring towns have their own smaller kremlins and feature dramatic churches with onion-shaped domes, tranquil residential areas, and other architectural landmarks.

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I only visited two out of eight cities included on the route. It is a no-brainer that Sergiev Posad is the nearest and the easiest city to see on a day trip from Moscow. That being said, you can explore its main attractions in just one day. Located some 70 km north-east of the Russian capital, this tiny and overlooked town is home to Trinity Lavra of St. Sergius, UNESCO Site.

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Sergiev Posad is often described as being at the heart of Russian spiritual life. So it is uncommon to see the crowds of Russian pilgrims showing a deep reverence for their religion. If you’re traveling independently and using public transport, you can reach Sergiev Posad by bus (departs from VDNKh) or by suburban commuter train from Yaroslavskaya Railway Station (Bahnhof). It takes about one and a half hours to reach the town.

Trinity Lavra of St. Sergius is a great place to get a glimpse of filling and warming Russian lunch, specifically at the “ Gostevaya Izba ” restaurant. Try the duck breast, hearty potato and vegetables, and the awesome Napoleon cake.

Day 7 – Gorky Park, Izmailovo Kremlin, Patriarch’s Ponds

Metro Station: Park Kultury or Oktyabrskaya on Circle Line / Partizanskaya on Dark Blue Line / Pushkinskaya on Dark Green Line

Gorky Park is in the heart of Moscow. It offers many different types of outdoor activities, such as dancing, cycling, skateboarding, walking, jogging, and anything else you can do in a park. Named after Maxim Gorky, this sprawling and lovely park is where locals go on a picnic, relax and enjoy free yoga classes. It’s a popular place to bike around, and there is a Muzeon Art Park not far from here. A dynamic location with a younger vibe. There is also a pier, so you can take a cruise along the river too.

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The Kremlin in Izmailovo is by no means like the one you can find near the Red Square. Originally built for decorative purposes, it now features the Vernissage flea market and a number of frequent fairs, exhibitions, and conferences. Every weekend, there’s a giant flea market in Izmailovo, where dozens of stalls sell Soviet propaganda crap, Russian nesting dolls, vinyl records, jewelry and just about any object you can imagine. Go early in the morning if you want to beat the crowds.

All the Bulgakov’s fans should pay a visit to Patriarch’s Ponds (yup, that is plural). With a lovely small city park and the only one (!) pond in the middle, the location is where the opening scene of Bulgakov’s novel Master and Margarita was set. The novel is centered around a visit by Devil to the atheistic Soviet Union is considered by many critics to be one of the best novels of the 20th century. I spent great two hours strolling the nearby streets and having lunch in the hipster cafe.

Conclusion and Recommendations

To conclude, Moscow is a safe city to visit. I have never had a problem with getting around and most locals are really friendly once they know you’re a foreigner. Moscow has undergone some serious reconstruction over the last few years. So you can expect some places to be completely different. I hope my one week Moscow itinerary was helpful! If you have less time, say 4 days or 5 days, I would cut out day 6 and day 7. You could save the Golden Ring for a separate trip entirely as there’s lots to see!

What are your thoughts on this one week Moscow itinerary? Are you excited about your first time in the city? Let me know in the comments below!

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24 comments.

Ann Snook-Moreau

Moscow looks so beautiful and historic! Thanks for including public transit information for those of us who don’t like to rent cars.

MindTheTravel

Yup, that is me 🙂 Rarely rent + stick to the metro = Full wallet!

Mariella Blago

Looks like you had loads of fun! Well done. Also great value post for travel lovers.

Thanks, Mariella!

I have always wanted to go to Russia, especially Moscow. These sights look absolutely beautiful to see and there is so much history there!

Agree! Moscow is a thousand-year-old city and there is definitely something for everyone.

Tara Pittman

Those are amazing buildings. Looks like a place that would be amazing to visit.

Adriana Lopez

Never been to Moscow or Russia but my family has. Many great spots and a lot of culture. Your itinerary sounds fantastic and covers a lot despite it is only a short period of time.

What was their favourite thing about Russia?

Gladys Parker

I know very little about Moscow or Russia for the\at matter. I do know I would have to see the Red Square and all of its exquisite architectural masterpieces. Also the CATHEDRAL OF CHRIST THE SAVIOUR. Thanks for shedding some light on visiting Moscow.

Thanks for swinging by! The Red Square is a great starting point, but there way too many places and things to discover aside from it!

Ruthy @ Percolate Kitchen

You are making me so jealous!! I’ve always wanted to see Russia.

Moscow is in my bucket list, I don’t know when I can visit there, your post is really useful. As a culture rich place we need to spend at least week.

DANA GUTKOWSKI

Looks like you had a great trip! Thanks for all the great info! I’ve never been in to Russia, but this post makes me wanna go now!

Wow this is amazing! Moscow is on my bucket list – such an amazing place to visit I can imagine! I can’t wait to go there one day!

The building on the second picture looks familiar. I keep seeing that on TV.

Reesa Lewandowski

What beautiful moments! I always wish I had the personality to travel more like this!

Perfect itinerary for spending a week in Moscow! So many places to visit and it looks like you had a wonderful time. I would love to climb that tower. The views I am sure must have been amazing!

I was lucky enough to see the skyline of Moscow from this TV Tower and it is definitely mind-blowing.

Chelsea Pearl

Moscow is definitely up there on my travel bucket list. So much history and iconic architecture!

Thumbs up! 🙂

Blair Villanueva

OMG I dream to visit Moscow someday! Hope the visa processing would be okay (and become more affordable) so I could pursue my dream trip!

Yup, visa processing is the major downside! Agree! Time and the money consuming process…

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