trek emonda slr 2023 review

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The New Trek Émonda Is Faster Than Ever

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

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

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

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

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

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

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Now With Aero

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

Simple Seat Mast

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

Light and Slippery

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

Wide and Threaded

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

A built-in chain watcher prevents unwanted derailments.

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

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

Ride Impressions: Émonda SLR 9 eTap

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

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

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

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

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

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

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

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

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

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

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

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

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

Team Request

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

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

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

Still Light, Now With Aero

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

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

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

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

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

Eight Point One Percent

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

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

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

Computer-Aided Optimization

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

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

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

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

OCLV 800 Carbon

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

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

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

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

Aeolus Bar Stem

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

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

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

Aeolus 37 Wheels

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

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

Surprisingly Rider Friendly

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

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

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

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

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

H1.5 Geometry

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

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

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

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

The new Émonda is a disc brake-only platform.

Project One

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

Trek Émonda SLR 9 eTap

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

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Trek Emonda SLR 9 eTap Long-Term Review: Light for Climbing, Slippery for Speed

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Trek has touted the Emonda as its climbing bike since introducing it in 2014. But the 2021 revision threw aerodynamics into the light-is-right alchemy, producing a road race bike that blurs category lines.

Editor’s note:  Trek issued a recall on this bike and is replacing the integrated stem and handlebar free of charge to the customer. Learn more in our full article .

The claimed aerodynamic gains over the prior model are huge. Trek states that the current Emonda is 60 seconds faster per hour at 350 watts of output on the flats. The claimed gain on an 8% grade is 18 seconds.

And the bike is still substantially lighter than Trek’s aero road race bike, the Madone. The current equivalent Madone has a claimed weight of over 1.3 pounds heavier than the Emonda SLR 9 eTap.

I used the Trek Emonda SLR 9 eTap as a long-term review bike, putting it on the roads for 18 months. The bike rolled across super smooth, new tarmac and neglected country blacktop. I tested other parts on the bike and took it on several trips to ride terrain different from my home in the Hill Country of Central Texas. It has been in my testing rotation longer than any bike.

In short: The Trek Emonda SLR 9 eTap is a pure race bike at the highest end. Although it may be called a climbing bike, the new aerodynamics vault it into a well-rounded road racing machine of the highest caliber. And it still satisfies the weight weenies.

How Aero Is the Emonda?

Aerodynamics on a bicycle frame is mainly dependent on tubing shapes. And often, going “full aero” means losing vertical compliance, which hinders comfort. Super aero tubing also often adds weight.

Trek had to walk fine lines to keep the weight and compliance advantages and maintain lateral and torsional stiffness. But engineers wanted substantial free speed offered by improved aerodynamics.

Modern bike designers use CFD (computational fluid dynamics) and CAD (computer-aided design) to help them in their quest for the ultimate alchemy of shapes to produce the intended results. And Trek claims they scrutinized every inch over hundreds of CFD and CAD models.

The result is truncated-airfoil profiles other than the seat tube, which is still round. Trek also went integrated, with a one-piece bar and stem that hides the cables from the wind.

The claimed reduction in drag is 182 g, with the claimed frame weight for an unpainted 56 cm size being 698 g.

Somewhat surprisingly, Trek kept the non-dropped seat stays. This greatly pleased my antiquated tastes in bicycle aesthetics.

Other Significant Frame Changes

Trek didn’t stop at the truncated airfoil. The brand incorporated several other significant changes.

Trek used to offer aggressive (H1) and more upright (H2) geometries but split the difference on the new Emonda SLR with the middle-of-the-road H1.5. This singular geometry follows the lead of the full aero Madone.

Surprisingly, Trek omitted women’s-specific Emonda frames. But it does offer a full spread of sizes, from 47 cm to 62 cm.

T47 Bottom Bracket

Gone is the BB90 press-fit bottom bracket. A T47 threaded bottom bracket takes its place, pleasing home mechanics everywhere. The BB90 was reportedly problematic, although I never experienced issues with any Trek BB90 bottom brackets.

Not only does this follow the current trend to a homologated bottom bracket standard, but T47 also allows oversized crank spindles where BB90 did not.

800 Series OCLV Carbon

Trek’s longstanding OCLV (Optimum Compaction Low Void) carbon on the Emonda SLR frame moved from 700 series to 800 series, purportedly to allow aero profiles without a concomitant increase in weight.

The Waterloo, Wisconsin-based brand claims the new carbon contains fibers that are 30% stronger, with the same amount of stiffness as before, and with no gain in mass. This means less material is required to maintain the same positive characteristics, which translates to aero shapes without adding weight.

Trek also developed over 50 new carbon layups (how the carbon fibers are aligned) to create the new 800 Series OCLV. Real-world testing of the final layup choices was done by the professional Trek-Segagredo team. And the brand builds these frames in Waterloo.

Trek Emonda SLR 9 Ride Experience

Testing high-end road bicycles these days is an act of trying to split hairs that have already been split. All these bikes are sublime. Any differences in performance are minuscule, and much of it is subjective. But here’s my best attempt after 18 months of solid use.

Damn, It’s Light

There is no getting around how light the bike is (our 56 cm tester weighs a verified 14 pounds, 5 ounces with tubed tires). That attribute alone brought me joy when accelerating or climbing. The Emonda SLR 9 eTap floated like a butterfly. No need for more explanation. Remember when race bikes were 21 pounds?

The H1.5 geometry fits me exceptionally well. I have had custom-built titanium road race frames, and if I ever ordered one again, I would replicate the Emonda SLR geometry.

I am 6 feet tall, but my inseam is only 32 inches, making my torso long. My lower back is accustomed to road racing positioning, but my hips and hamstrings are not exceptionally flexible. I found the reach and stack spot on, and the stock-integrated 100mm stem, without spacers, was also perfect.

The 42cm-wide bars of the Bontrager RSL felt correct, but I had to move the SRAM Red brake hoods a touch higher up the bar’s primary curve to feel comfortable. Moving the hoods up the bar created slack in the brake hoses that was hard to manage. The stiff hoses run straight from the underside of the bars through the head tube.

A tiny range of brake hose lengths will provide a clean run. So this is a concern to anyone that wants to change the dimensions of the front cockpit. But lines are not threaded through the bar, simplifying at least that part of the process.

Stiffness vs. Compliance

Climbing out of the saddle and sprinting revealed that the Trek Emonda SLR chassis is plenty stiff laterally and torsionally about the head tube. The bottom bracket felt equally rigid, and I never felt like the frame was squandering energy.

Riding a stiff, efficient bike typically means trading off some vertical compliance and comfort. And I felt the Emonda SLR chassis sat on the efficient side more than the comfortable side. But it wasn’t overly so, as it tends to be with super light bikes. Much of how the bike felt regarding compliance came down to wheels and tires.

The Emonda SLR 9 eTap came with tubeless-ready Bontrager Aeolus RSL 37 wheels, which felt like a great all-around road wheel. But the Bontrager R4 320 tires (with tubes) were 25c. I felt wider tires on hookless rims with lower air pressures would drastically improve the comfort. Trek states that the frame can accept 28c tires.

It was ridden with various wheels and tires over 18 months as a long-term review bike. Using hookless wheels, 28c tires, and lower pressures improved comfort drastically.

I felt like just swapping the tires to 28c on the RSL 37 stock wheels would be such a welcome change. But going to a wheel like a Zipp 404 Firecrest or Zipp 353 NSW with the ability to use lower pressures (for me, on those wheels, I ran under 72 psi) was an absolute game changer.

It gave me the best of both worlds. A light, super efficient bike that kept me comfortable over long hauls on rough chip seal blacktop.

As expected, the Trek Emonda SLR 9 eTap was a snappy, quick-turning bike. On twisty tarmac, it felt like it wanted to turn about the head tube axis, with the rest of the bike to follow — more of a “turn and flick” instead of the other way around. It was one of the quicker-steering road bikes I’ve tested over the last few years.

Yes, the bike required attention on the straights and in groups, but I never thought it was twitchy or nervous. It reacted to small inputs without delay, but that’s what I expect in a WorldTour race bike. The bike wasn’t a lazy café cruiser, and it shouldn’t be.

On wider radius turns on smooth pavement at high speeds, the Emonda was pure joy. I felt the chassis was reading my mind, putting the tire contact patches precisely where I desired, and fed me the tactile information I needed to predict how it would respond to any slight irregularities in the road.

How Fast Is the Trek Emonda SLR 9 eTap?

The bike came with a SRAM Red eTap AXS groupset with a power meter. And I’m familiar with the power output versus speed on my regular routes. I’m not a human strain gauge, but subjective feelings mated with the power output did convince me that for a “non-aero” bike on moderately aero wheels, the Emonda SLR 9 eTap was a rocket.

On calm days on smooth, flat pavement, the feeling of speed while churning a tall gear was palpable and brought a big grin to my face. Trek’s data points to an aero gain while climbing, but I felt the bike’s super light weight and stiffness contributed more to my feeling of speed on ascents.

With either the Bontrager RSL 37 wheels or the mentioned Zipp wheels, I didn’t feel any buffeting or other negatives of aero profiles except in extremely windy conditions. Only once did the buffeting cause an unstable feeling to the point where I tensed up.

I had exited the cover of trees on a speedy descent, and the sudden, super-gusty, 90-degree crosswind got me pretty good. I cannot say that about other “full aero” setups, which I’ve found somewhat puckering when large trucks pass me.

So, in the end, I felt like the aero gains of the new tube shapes delivered free speed without much downside.

Final Thoughts

One trend in cycling that I don’t necessarily like is the continued segmentation of products. The number of mountain bikes one could “need” is astounding. And coming from road racing in the ’80s, the “need” for a climbing bike and an “aero” bike seems superfluous. Now throw in gravel rigs, and you could have a garage full of bikes.

I can somewhat understand having multiple mountain bikes, as different terrains’ travel and handling requirements dictate wholly differing chassis. But road bikes? Most of us will never see the level of competition that demands different chassis and a slew of wheels. But plenty of serious recreational cyclists buy high-end road bikes, and it’s the category that splits choices into “aero” and “climbing.”

Although Trek labels the Emonda SLR 9 eTap as a “climbing” bike, with the aero gains, it makes a perfect all-around high-end road bike. It’s under the minimum legal weight for the WorldTour, satisfying the weight-obsessed.

It has enough aero shaping for legitimate free speed gains, yet it doesn’t ride like a brick (especially with wider tires and lower pressures). And it’s super efficient.

The MSRP of the Trek Emonda SLR 9 eTap is an astonishing $13,000 . It sits at the top of the Emonda SLR lineup. But the pricing is in line with other bikes of the same caliber. And for that money, to me, the bike should perform well in all areas. Which it absolutely did.

Trek does offer Emonda SL bikes with the same aero gains at a much lower price, using 500 Series OCLV carbon.

Trek Domane Gets Racier, Looks to Keep Reputation for Comfort

Trek cut up to 1.5 pounds of frame weight off the Domane, its all-around road bike that cyclists have long known for a comfy ride. Read more…

Seiji Ishii is Editor at Large at the AllGear network and the Climbing and Cycling editor at GearJunkie.

He has been writing about cycling, climbing, outdoor endeavors, motorsports, and the gear and training for those pursuits for 20+ years.

Before AllGear, Ishii was a freelance contributor to print and web publications related to his interests and professional experiences. He continues to pursue climbing and cycling objectives seriously.

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Check out Trek-Segafredo’s Trek Emonda for 2023

First Published Jan 31, 2023

The Trek-Segafredo men’s and women’s teams will be dividing the vast majority of their time between the Trek Madone SLR aero road bike and this lightweight Trek Émonda SLR in 2023. Let’s take a closer look at the Émonda…

The current Émonda has been around for over two years now – doesn’t time fly? – with Trek calling this incarnation its fastest-climbing bike ever.

> Check out our story from when the current Trek Emonda was launched

The Émonda has always been the lightweight road bike in Trek’s range, but the US brand also focused on aerodynamics in the development of the latest model. 

> Trek releases radical Madone SLR, its “fastest road race bike ever”

The designers say they spent most time working on the front end of the bike – the bar/stem, head tube and down tube – because that’s where you can make most aero gains, testing both with and without a water bottle in place.

Trek says that the flagship Émonda SLR platform is 60 seconds per hour faster than its predecessor on flat roads – in other words, on the older bike it would take you 61 minutes to ride as far as you could in 60 minutes on the newer one – and 18 seconds per hour faster on an 8% gradient (Trek’s notional rider upon which these figures are based is 70kg and puts out 350 watts for the hour). 

Trek says that the Émonda SLR isn’t as aerodynamically efficient as its Madone platform but that it's marginally ahead of the Domane endurance bike.

Using deep-section tubes adds weight over round tubes so the current Émonda SLR that Trek-Segafredo riders use is slightly heavier than the previous model, but the frame still comes in under 700g. The designers say that the slight weight penalty is still worth it for the net gain in speed in most circumstances thanks to improved aero efficiency.

In order to hit its weight, strength and stiffness targets for this bike, Trek says it had to use a new kind of carbon fibre within the layup – which it calls 800 Series OCLV carbon.

Trek isn’t keen on giving away too many secrets but says that from a fibre-type perspective, OCLV 800 is 30% stronger than the material it uses for its OCLV 700.

Trek-Segafredo riders use handlebars, stems, seat posts and saddles from Trek’s in-house Bontrager brand.

The bar and stem are separate units here and the hoses for the hydraulic disc brakes run externally before entering the frame at the top of the head tube.

There are no gear cables or wires to worry about because Trek-Segafredo riders use SRAM Red eTap AXS groupsets with wireless shifting. They also use Quarq SRAM Red AXS Power Meters.

Team riders can choose between 48/35, 50/37, 52/39 and 54/41-tooth chainsets and 10-28 or 10-33 12-speed cassettes.

> Check out our SRAM Red eTap AXS First Ride Review

The wheels are from Bontrager: RSL37, RSL51 or RSL62, depending on the terrain, conditions, and rider preference. The number in the name refers to the rim depth in millimetres. All of these wheels use DT Swiss 240s internals with Ratchet EXP 36-point engagement.

The wheels are fitted with Pirelli P-Zero tyres. The team uses tubeless, clinchers, and tubulars.

The team use Time XPro-10 pedals, Time being a brand that’s now owned by SRAM, and Wahoo Elemnt Bolt and Roam bike computers.

Mat has been in cycling media since 1996, on titles including BikeRadar, Total Bike, Total Mountain Bike, What Mountain Bike and Mountain Biking UK, and he has been editor of 220 Triathlon and Cycling Plus. Mat has been road.cc technical editor for over a decade, testing bikes, fettling the latest kit, and trying out the most up-to-the-minute clothing. We send him off around the world to get all the news from launches and shows too. He has won his category in Ironman UK 70.3 and finished on the podium in both marathons he has run. Mat is a Cambridge graduate who did a post-grad in magazine journalism, and he is a winner of the Cycling Media Award for Specialist Online Writer. Now over 50, he's riding road and gravel bikes most days for fun and fitness rather than training for competitions.

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Interesting to see the pro team bikes are sans integrated bars. I know people who have started to get replacement bars from trek after the recall. I decided to keep mine instead of getting the temp replacement but to see the team with a different set up raises eyebrows. 

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It's possible that the reason is that many pros will use 150-170mm stems with narrow bars, it's not worth tooling up to manufacture the whole assembly for that size, which hardly anyone will buy, whereas it's possibly cheaper/easier to do smaller runs of longer stem & narrow bars separately.

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Trek Emonda SLR 9 eTap review

The emonda's updates include h1.5 geometry, an integrated cockpit, new wheels, and subtle aero shaping. it's an incredible update from trek., review rating.

Integrated handlebar and stem; integrated cable routing through head tube; aero tube shaping; Bontrager Aeolus RSL 37 carbon wheels; SRAM Red eTap AXS drivetrain

Geometry updates are spot-on; Impressively light, and lithe without feeling nervous

Tires aren’t durable; no cockpit adjustability

Our Thoughts

The updated Emonda packs one helluva punch, and Trek has a winner on its hands. The integrated cockpit is nice and all, but the real win is the H1.5 fit, which makes the Emonda feel more stable while maintaining the aggression and responsiveness of previous Emondas. That, coupled with a lightweight construction, comfortable ride, and aerodynamic shaping, brings Trek’s top of the line climber from a very good bike to an excellent one.

14.97 pounds

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Almost exactly two years ago, Trek redesigned its Emonda SLR, but the changes were so subtle you couldn’t really tell without a very close look, and were a roadmap of changes from Trek engineers. In that sense, Trek relied on its proven track record and simply sought to make its climbing bike even, well, climbier . This time around, however, the redesign goals for the Emonda took more factors into consideration, and it got revamped geometry, aerodynamic incorporations, and a brand new carbon dubbed OCLV 800.

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OCLV 800: Emonda’s special sauce

Up until now, OCLV 700 was Trek’s top of the line carbon. OCLV 800 is better! By 100! But what exactly does that mean?

For starters, OCLV 800 is a completely new material exclusive to Trek. Of course, Trek wasn’t ready to spill the beans on what’s in said special sauce, but representatives did say it’s a new fiber type that’s 30 percent stronger than OCLV 700. With the OCLV 700 materials, the new Emonda would have weighed about 60 grams more than it does with OCLV800.

And Trek says the new material may be stronger, but that doesn’t mean it’s stiffer. OCLV 800 can absorb more energy at the same weight, or less, than OCLV 700. This allows Trek to use less material but still pass all the structural testing it does on all its frames. All told, the Emonda touts a sub-700-gram frame that is largely stronger than the previous Emonda.

XXX no more

Do naming conventions matter? In this case, absolutely. Do you want to punch XXX into your work computer’s browser? Didn’t think so. Trek’s finally wise to this and has changed its top of the line Bontrager components from XXX to RSL, or Race Shop Limited. The XXX name had previously been appended to Bontrager’s components and clothing to indicate the top of the line, while RSL has been Trek’s nomenclature for other products in its lineup for years. So not only does the elimination of XXX help keep your search history G-rated, but it also simplifies some of the letter soup in the Trek ecosystem. Win-win.

Trek switched its Madone SLR to the H1.5 fit in 2018. As you might have guessed, the H1.5 fit splits the difference between the H1 fit — Trek’s most aggressively aero position — and the H2 fit, which positions the rider slightly more upright. The result is the optimal position for aggressive riding without sacrificing too much comfort.

The Emonda now gets the same H1.5 treatment. Trek developed the H1.5 fit with professional riders to tailor an ideal geometry, and it certainly shows with the Emonda’s H1.5 fit. On the road, the updated Emonda feels a bit more stable and less nervous than its predecessor. But it still feels like an aggressive all-rounder with racing on its mind.

Click to view larger. Photo: Trek

Emonda aero shaping

Check out that integrated cockpit. Clearly Trek has invested some time thinking about aerodynamics on the new Emonda, which makes sense given the data that has come out over the last few years to indicate that aerodynamics probably matters more to most riders than low weight. Fortunately, Trek has its cake and eats it too, keeping the Emonda light while adding some aerodynamic touches.

But you’ll also notice it’s missing one of the most common features on aero-esque all-rounders these days: the dropped seat stays. “We investigated deeply if dropped stays were the right solution,” says Jordan Roessingh, director of road bikes at Trek. “From CFD perspective, testing came back that dropped stays are faster, but they’re also structurally less efficient. When the stays are high, it provides more torsional stiffness so you can make it lighter. This was the lighter weight solution, and we still get to our aerodynamic goals.”

The aerodynamic shapes on the frame tubing are all quite subtle, yet Trek says that all yields some pretty remarkable aerodynamic data. All told, Trek says the Emonda is 143 grams of drag faster than its predecessor. That equates to 60 seconds per hour faster than the last Emonda at a 0-percent grade; 18 seconds per hour faster at a grade of 8.1 percent; and 13 seconds per hour faster than the Specialized Tarmac at 8.1 percent.

Since the Emonda now features an integrated cockpit, that means you get some internal cable routing to contend with. It’s not that difficult really, but I did run into a problem with the stem spacers and the routing through the head tube.

I won’t get into details, but at one point I had to take the fork out of the frame. When it came time to put it back in, I found myself cursing the internal routing, which was difficult to line up precisely in the stem spacers and head tube. Eventually, I got it all in there, but now when I turn the handlebars, I can sometimes hear the brake hoses moving within the frame. It’s just annoying, and it’s probably my fault, but it does speak to the pitfalls of internal routing through stems and head tubes in particular. If you’re not a home mechanic and will be leaving maintenance to the bike this probably matters to you not at all. For the home mechanic, this is far from a dealbreaker, but it is an annoyance.

The cables run externally on the bar itself to avoid drilling holes where they shouldn’t really be. And the Aeolus RSL Bar/Stem offers aerodynamic advantages, weight savings, and structural efficiency (you can yank real darn hard on ’em!), so the goofy routing seems like a fair trade-off.

The Emonda also gets new wheels: The Aeolus RSL 37 wheels weigh in at 1,325 grams for the set. They are tubeless-ready and are not hookless. The 37mm deep rims are also 21mm wide (inner rim width) to capitalize on wider tires for lower drag. Trek says the Aeolus RSL wheels have been tested aerodynamically, every 5 degrees from -20 degrees yaw to +20 degrees yaw. The result is an average of 136 grams of drag.

There’s clearance for 28mm tires, though the bike is optimized for 25mm tires. Unofficially, you can fit 30mm tires in there (and if you’re daring, you could probably squeeze 32mm tires in the Emonda, though Trek won’t say so).

Finally, Trek has wisely outfitted the Emonda with a T47 bottom bracket. This system features oversize bearings in the frame, which are threaded rather than pressed in. It’s an excellent system that’s likely to do away with creaks.

Riding the Emonda

This is clearly a better bike than the previous Emonda. That’s apparent just by sitting on it and rolling out of the driveway. I struggled with the previous Emonda’s geometry and found it far too tight; the front triangle seemed very small, while the rear end of the bike was longer. That led to a ton of toe overlap that became problematic more than I’d care to admit. It was lithe and easily maneuverable, yes. But that maneuverability came with a compromise I wasn’t crazy about.

The new Emonda SLR seems to solve that problem, largely thanks to the H1.5 fit. This fit really seems to suit me especially well; I like an aggressive position that allows me to get long and low, especially during sprints, but when I’m over the front wheel, I don’t want the handlebars reacting to every little input. The Emonda’s geometry accommodates that without becoming cumbersome on climbs. It’s maneuverable, but it doesn’t punish you for slight sloppiness.

I also get a lot less toe overlap than the previous Emonda. That’s not to say I don’t get any; I still darken the toes of my shoes at stoplights, but I don’t get nervous turning at slow speeds on this version of the Emonda. I certainly did on the last one.

The component spec is mostly good and occasionally brilliant. The Bontrager tires that came stock on the Emonda only lasted me two rides, which wasn’t surprising. I have ridden the cotton-casing R4 tires before, and the ride quality is actually quite wonderful. But the durability is woeful.

Photo: Dan Cavallari | VeloNews.com

On the flip side, I was duly impressed with the Aeolus wheels. They track the ground well, a testament to their stiffness, but they don’t feel punishing, either. I did get some buffeting in really tough crosswinds on a high-speed descent coming down the backside of Lookout Mountain in Golden, CO, but otherwise, in moderate winds and most riding conditions, the wheels felt stable.

Trek’s seat cap system takes a lot of the complication out of seatmasts. It’s a decent system that maintains some adjustability. The Emonda’s seat tube flexes fore and aft for compliance, while still isolating much of the frame’s structure from flex to maintain stiffness. It works well — almost too well, in fact. The fore-aft pivoting actually felt a bit too generous at times, but it was a minor nitpick overall.

My test bike got the Project One treatment, with a sparkly purple base color and pink Trek branding. The combination looks incredible in person and the colors change depending on how the sunlight hits it. It’s a nice upgrade if you’ve got the cash.

Speaking of cash, this is one expensive bike at $13,000 (with the fancy paint Project One paint job). Fortunately, there are other build options, ranging all the way down to the Emonda SL5 for $2,700 (and plenty of options in between).

Emonda verdict

Photo: Brad Kaminski | VeloNews.com

The Emonda SLR is a vastly better bike than its predecessor and I have largely enjoyed riding it. Trek’s climbing bike feels lithe and maneuverable without the tight, toe-overlapping feel of the last Emonda, which makes it a joy on climbs. The integrated cockpit sure adds a cool look and feel to the Emonda, though I would have felt just fine with a non-integrated system that lends a bit more adjustability and less of a hassle with the hose routing. To be fair, though, the integrated handlebar felt comfortable to me, so I didn’t actually need anymore adjustment.

Trek’s improvements here are notable, even if they aren’t immediately noticeable visually. I like this Emonda vastly better than the last one and it’s well-equipped for just about all race conditions.

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i will be able to walk and play with my kids one day\u2019\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"power analysis: how mathieu van der poel eviscerated paris-roubaix","url":"https:\/\/velo.outsideonline.com\/road\/road-training\/power-analysis-mathieu-van-der-poel-paris-roubaix\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-training\/power-analysis-mathieu-van-der-poel-paris-roubaix\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"power analysis: how mathieu van der poel eviscerated paris-roubaix\"}}\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-training\/power-analysis-mathieu-van-der-poel-paris-roubaix\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"power analysis: how mathieu van der poel eviscerated paris-roubaix\"}}\u0027>\n power analysis: how mathieu van der poel eviscerated paris-roubaix\n \n \n \n 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vingegaard undergoes surgery in spain, with recovery time \u2018not yet clear\u2019\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":"further antagonism towards mathieu van der poel as spectator throws object at wheels","url":"https:\/\/velo.outsideonline.com\/road\/road-racing\/further-antagonism-towards-mathieu-van-der-poel-as-spectator-throws-object-at-wheels\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/further-antagonism-towards-mathieu-van-der-poel-as-spectator-throws-object-at-wheels\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"further antagonism towards mathieu van der poel as spectator throws object at wheels\"}}\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\/further-antagonism-towards-mathieu-van-der-poel-as-spectator-throws-object-at-wheels\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"further antagonism towards mathieu van der poel as spectator throws object at wheels\"}}\u0027>\n further antagonism towards mathieu van der poel as spectator throws object at wheels\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"the enve fray is an all-road bike with near-gravel tire clearances","url":"https:\/\/velo.outsideonline.com\/road\/road-gear\/new-enve-fray\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-gear\/new-enve-fray\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"the enve fray is an all-road bike with near-gravel tire clearances\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-gear\/new-enve-fray\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"the enve fray is an all-road bike with near-gravel tire clearances\"}}\u0027>\n the enve fray is an all-road bike with near-gravel tire clearances\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":"watch: all the tech we spotted at paris-roubaix","url":"https:\/\/velo.outsideonline.com\/road\/road-gear\/watch-all-the-tech-we-spotted-at-paris-roubaix\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-gear\/watch-all-the-tech-we-spotted-at-paris-roubaix\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"watch: all the tech we spotted at paris-roubaix\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-gear\/watch-all-the-tech-we-spotted-at-paris-roubaix\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"watch: all the tech we spotted at paris-roubaix\"}}\u0027>\n watch: all the tech we spotted at paris-roubaix\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"woman who threw object at mathieu van der poel\u2019s wheel \u2018to turn herself in\u2019","url":"https:\/\/velo.outsideonline.com\/road\/road-racing\/woman-who-threw-object-at-mathieu-van-der-poels-wheel-to-turn-herself-in\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/woman-who-threw-object-at-mathieu-van-der-poels-wheel-to-turn-herself-in\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"woman who threw object at mathieu van der poel\u2019s wheel \u2018to turn herself in\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\/woman-who-threw-object-at-mathieu-van-der-poels-wheel-to-turn-herself-in\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"woman who threw object at mathieu van der poel\u2019s wheel \u2018to turn herself in\u2019\"}}\u0027>\n woman who threw object at mathieu van der poel\u2019s wheel \u2018to turn herself in\u2019\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"ketones: cycling superfuel or marketing hype visma-lease a bike study seeks to dispel the doubts","url":"https:\/\/velo.outsideonline.com\/road\/road-training\/ketones-cycling-superfuel-or-marketing-hype-visma-lease-a-bike-study-seeks-to-dispel-the-doubts\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-training\/ketones-cycling-superfuel-or-marketing-hype-visma-lease-a-bike-study-seeks-to-dispel-the-doubts\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"ketones: cycling superfuel or marketing hype visma-lease a bike study seeks to dispel the doubts\"}}\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-training\/ketones-cycling-superfuel-or-marketing-hype-visma-lease-a-bike-study-seeks-to-dispel-the-doubts\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"ketones: cycling superfuel or marketing hype visma-lease a bike study seeks to dispel the doubts\"}}\u0027>\n ketones: cycling superfuel or marketing hype visma-lease a bike study seeks to dispel the doubts\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"\u2018not my specialty but i\u2019m going to try\u2019: can mathieu van der poel pip pogacar at li\u00e8ge-bastogne-li\u00e8ge","url":"https:\/\/velo.outsideonline.com\/road\/road-racing\/not-my-specialty-but-im-going-to-try-can-mathieu-van-der-poel-deny-pogacar-at-liege-bastogne-liege\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/not-my-specialty-but-im-going-to-try-can-mathieu-van-der-poel-deny-pogacar-at-liege-bastogne-liege\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"\u2018not my specialty but i\u2019m going to try\u2019: can mathieu van der poel pip pogacar at li\u00e8ge-bastogne-li\u00e8ge\"}}\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\/not-my-specialty-but-im-going-to-try-can-mathieu-van-der-poel-deny-pogacar-at-liege-bastogne-liege\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"\u2018not my specialty but i\u2019m going to try\u2019: can mathieu van der poel pip pogacar at li\u00e8ge-bastogne-li\u00e8ge\"}}\u0027>\n \u2018not my specialty but i\u2019m going to try\u2019: can mathieu van der poel pip pogacar at li\u00e8ge-bastogne-li\u00e8ge\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"wout van aert forced to skip the giro d\u2019italia: \u2018it\u2019s a big shame\u2019","url":"https:\/\/velo.outsideonline.com\/road\/road-racing\/wout-van-aert-forced-to-skip-the-giro-ditalia-its-a-big-shame\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/wout-van-aert-forced-to-skip-the-giro-ditalia-its-a-big-shame\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"wout van aert forced to skip the giro d\u2019italia: \u2018it\u2019s a big shame\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\/wout-van-aert-forced-to-skip-the-giro-ditalia-its-a-big-shame\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"wout van aert forced to skip the giro d\u2019italia: \u2018it\u2019s a big shame\u2019\"}}\u0027>\n wout van aert forced to skip the giro d\u2019italia: \u2018it\u2019s a big shame\u2019\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"meet andrew august: the american rider is the youngest-ever worldtour pro","url":"https:\/\/velo.outsideonline.com\/road\/road-racing\/diamond-in-the-rough-youngest-ever-worldtour-pro-andrew-august-soaking-it-in-during-rookie-rollout\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/diamond-in-the-rough-youngest-ever-worldtour-pro-andrew-august-soaking-it-in-during-rookie-rollout\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"meet andrew august: the american rider is the youngest-ever worldtour pro\"}}\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\/diamond-in-the-rough-youngest-ever-worldtour-pro-andrew-august-soaking-it-in-during-rookie-rollout\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"meet andrew august: the american rider is the youngest-ever worldtour pro\"}}\u0027>\n meet andrew august: the american rider is the youngest-ever worldtour pro\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"sean kelly: tadej poga\u010dar\u2019s giro-tour double prospects have leaped forward","url":"https:\/\/velo.outsideonline.com\/road\/road-racing\/sean-kelly-tadej-pogacars-giro-tour-double-prospects-have-leaped-forward\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/sean-kelly-tadej-pogacars-giro-tour-double-prospects-have-leaped-forward\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"sean kelly: tadej poga\u010dar\u2019s giro-tour double prospects have leaped forward\"}}\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\/sean-kelly-tadej-pogacars-giro-tour-double-prospects-have-leaped-forward\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"sean kelly: tadej poga\u010dar\u2019s giro-tour double prospects have leaped forward\"}}\u0027>\n sean kelly: tadej poga\u010dar\u2019s giro-tour double prospects have leaped forward\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\": \"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 patrick lefevere issues public apology over controversial comments: \u2018it was never my intention to harm anyone\u2019\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"chris froome \u2018comes to reality\u2019 that winning a fifth tour de france is \u2018very, very difficult\u2019","url":"https:\/\/velo.outsideonline.com\/road\/road-racing\/pogacar-vs-froome-in-his-prime-who-would-have-won-it-would-have-been-interesting\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/pogacar-vs-froome-in-his-prime-who-would-have-won-it-would-have-been-interesting\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"chris froome \u2018comes to reality\u2019 that winning a fifth tour de france is \u2018very, very difficult\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\/pogacar-vs-froome-in-his-prime-who-would-have-won-it-would-have-been-interesting\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"chris froome \u2018comes to reality\u2019 that winning a fifth tour de france is \u2018very, very difficult\u2019\"}}\u0027>\n chris froome \u2018comes to reality\u2019 that winning a fifth tour de france is \u2018very, very difficult\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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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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2023 Trek Émonda SLR 6 eTap

A carbon frame race bike with upper mid-range components and hydraulic disc brakes.

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Émonda SLR 6 eTap

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• 6'2", size 58cm, Just right
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Nov 2023 · Charlotte Head

Hill climbers push their bikes to the extreme and this Trek Émonda is the perfect example, slimmed down to an

Read Review

Dialed geometry, smooth welds, and an excellent ride feel add up to make the latest aluminum Émonda ALR a great alternative to pricier carbon bikes.

A great riding aluminum frame with dialed fit and geometry

Mostly easy to service, adjust, and upgrade

Official max tire clearance is 28mm

Through the headset cable routing

Jun 2023 · Mat Brett

Recently updated road bike has Kammtail aero tubing and internal cabling and comes with Shimano’s 105 groupset

Oct 2022 · Warren Rossiter

A climb-friendly bike with aero styling

Snappy handling

Fast to respond through the pedals

Power meter included in a fine package

Faster tyres would enhance its ride further

Aug 2020 · James Bracey

Trek's latest GC/climbing bike has undergone an aero transformation, but has it helped?

Efficient power transfer

Excellent handling prowess

Compliant ride

New SL frame has lost some of the excitement of the existing Émonda

Heavy for a 'climbing' bike

Jul 2020 · Dan Cavallari

OCLV 800 launched with Trek's feathery Émonda, but now the brand's flagship aero bike gets this lighter, stiffer carbon — along with a T47 BB.

Have you seen Bontrager’s new Aeolus carbon wheel lineup? Spanning the gap between budget and race ready, the aerodynamic hoops are the perfect complement to another new Trek product launching today – the all new Émonda. Fans of super light, efficient climbing bikes needn’t worry. The Émonda is still as light as ever, but now […]

Jun 2020 · Benjamin Topf

With Trek's completely revised 2021 Émonda SLR 9 eTap, the American brand's lightest frame goes into the 3rd generation. Have Trek managed to design an aerodynamic climbing specialist that performs just as well on flat terrain? How does it compare to the Madone? Our first ride review includes everything you need to know about the brand new bike!

Light-footedness and speed in every situation

High precision

Race-level stiffness when attacking

Coherent overall concept

Tidy look with excellent attention to detail

Race-level stiffness all the time

Last updated June 27 Not listed for 290 days

Trek Émonda SLR 9 AXS Review

Are you in the market for a new high-performance road bike? Look no further than the Trek Émonda SLR 9 AXS.

This top-of-the-line bike offers unparalleled speed, agility, and comfort for the serious cyclist.

When it comes to road bikes, Trek is a name that is synonymous with quality and innovation.

The Émonda SLR 9 AXS is the latest addition to their lineup and is already creating quite a buzz in the cycling community.

Whether you’re a professional racer or a dedicated recreational rider, the Trek Émonda SLR 9 AXS has something to offer.

In this review, we will take an in-depth look at the features, performance, and overall value of this impressive road bike.

So, if you’re considering investing in a new bike, keep reading to find out if the Émonda SLR 9 AXS is the right choice for you.

– Lightweight carbon frame: The Émonda SLR 9 AXS features a Ultralight 800 Series OCLV Carbon frame that is not only incredibly light but also stiff and responsive, ensuring efficient power transfer and a smooth ride.

– Advanced drivetrain: Equipped with the SRAM RED eTap AXS electronic shifting system, this bike provides precise and effortless gear changes, allowing you to maintain your momentum and tackle any terrain with ease.

– Aerodynamic design: The sleek and streamlined design of the Émonda SLR 9 AXS reduces drag, improving your speed and efficiency on the road.

– High-performance components: From the Bontrager Aeolus RSL 37 carbon wheels to the SRAM Red eTap AXS hydraulic disc brakes, every component on this bike is carefully selected for its performance and reliability.

– Comfortable ride: Despite its aggressive geometry, the Émonda SLR 9 AXS offers a surprisingly comfortable ride, thanks to features like the Ride Tuned performance tube optimization that absorbs road vibrations and enhances compliance.

– Precise handling: With its responsive handling and stable feel, this bike allows you to confidently navigate corners and descents, giving you the control you need to push your limits.

– Versatile performance: Whether you’re racing, climbing, or sprinting, the Émonda SLR 9 AXS excels in all areas, making it a versatile choice for cyclists of all skill levels.

– Eye-catching design: With its sleek and stylish appearance, this bike is sure to turn heads wherever you go, making a statement on the road.

One of the standout features of the Émonda SLR 9 AXS is its lightweight construction.

The frame is made from Trek’s OCLV Carbon, which is known for its strength and durability while still being incredibly lightweight.

This allows for quick acceleration and effortless climbing, making it a dream for any cyclist looking to improve their speed and performance.

The bike is also equipped with the latest technology in shifting and braking systems.

The SRAM RED eTap AXS electronic shifting system provides precise and smooth gear changes with just a touch of a button.

This allows for seamless transitions between gears, ensuring that you never miss a beat during your ride.

The SRAM Red eTap AXS hydraulic disc brakes provide excellent stopping power, giving you confidence and control even on steep descents or in wet conditions.

Performance

In terms of comfort, the Émonda SLR 9 AXS does not disappoint.

The bike features a H1.5 geometry, which offers a more aggressive riding position for maximum efficiency and power transfer.

However, it also incorporates Trek’s Ride Tuned performance tube optimization technology, which provides vertical compliance to absorb road vibrations and enhance comfort.

This combination of performance and comfort makes it suitable for both competitive racing and long endurance rides.

Wheels and Tires

The Émonda SLR 9 AXS is also equipped with top-of-the-line components that further enhance its performance.

It features Bontrager Aeolus RSL 37 carbon wheels, which are not only lightweight but also provide excellent aerodynamics.

The bike also comes with a full SRAM RED eTap AXS drivetrain, ensuring smooth and reliable shifting throughout your ride.

Overall, the Trek Émonda SLR 9 AXS is a fantastic road bike that offers a winning combination of speed, performance, and comfort.

Whether you’re a professional cyclist looking to improve your race times or a recreational rider seeking an exhilarating ride, this bike is sure to exceed your expectations.

So, if you’re in the market for a high-quality road bike, look no further than the Trek Émonda SLR 9 AXS.

Order yours online today and pick it up at your local Trek store, or have it shipped to your home!

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2021 Trek Emonda SLR 9 eTap review

Flyweight and aero combined

Russell Burton / Immediate Media

Warren Rossiter

Lightweight, lively handling, superbly equipped

Firm ride suffers when combined with poor road surfaces and 25mm tyres

Trek has launched the third iteration of its Emonda climbing bike – and now the lightweight machine adds aerodynamics to the mix. Early impressions out on the ride suggest the flagship Emonda SLR combines the flighty ride befitting of the featherweight frame, with lively but confident handling and a superb spec. Comfort could be improved with a change of tyres, however.

You can read our launch story on the new Emonda for the full tech details ; here I’ll focus on the performance of Trek’s flagship machine, the Emonda SLR 9 eTap.

More on the new 2021 Trek Emonda

• Trek's new Emonda is a lightweight and aero climbing bike
• 2021 Trek Emonda SL 6 Pro review

Emonda gets an aero update

The Trek Emonda has always been one of the best climbing bikes out there but the new frame is designed from the ground up to be both incredibly lightweight and also more aerodynamic than previous versions of the Emonda.

That means a whole new frame shape for aerodynamics, as well as a new suite of carbon fibres and ‘secret’ processes in the manufacture of the OCLV 800-series carbon used on the SLR frame.

The 2021 Emonda is available in SLR and SL versions at launch (we've reviewed the £3,350 Emonda SL 6 with Shimano Ultegra here ). The more affordable SL frame is made from OCLV 500 carbon fibre and weighs a claimed 1,142g, while the top-end frame comes in at just 698g, according to Trek. That’s for an unpainted, 56cm frame.

The fork is similarly svelte at 365g (unpainted with 220mm of steerer) and, on this SLR 9 eTap model, is combined with a SRAM Red AXS 12-speed groupset , Bontrager’s new Aeolus RSL 37 wheels (claimed weight 1,325g) and a swathe of lightweight Bontrager components. With all that kit, you’d expect a seriously lightweight bike.

That’s exactly what we’ve got here on our 58cm test bike. Finished in luxury Project One livery, our SLR 9 eTap tips the scales at an impressive 6.92kg. That’s within the weight of your sunglasses of the UCI’s 6.8kg lower limit for race bikes.

Earlier iterations of the Emonda SLR have been lighter, though. The previous generation disc frame had a stated frame weight of 665g, but that version had no such considerations towards aerodynamics, as the 2021 model does.

Trek Emonda SLR geometry

The Emonda SLR’s geometry is based around Trek’s H1.5 fit; an evolution of the brand’s old H1 and H2 numbers.

H1 gave you the full pro experience – a slammed and ready-to-race position – while H2 is more representative of a position the rest of us non-pros are likely to adopt.

H1.5, however, offers a great balance between race and recreation, but make no mistake this is still an aggressive machine, with a 73-degree seat angle and a steep 73.8-degree head angle.

The wheelbase is short at 992mm and the reach of 396mm isn’t overly long, however the 581mm stack is low and racy (all figures quoted are for a 58cm bike).

Compared to the other flyweight race machine launched recently, Giant’s TCR , it shares the same stack height for a comparable size and a reach just 6mm shy of the TCR’s 402mm.

Out on the road

On the road, the Emonda is the epitome of flighty and the sharp steering is absolutely in keeping with the bike’s all-round nimble feel, thanks to its short wheelbase and lack of mass.

As you’d expect, it’s a bike that accelerates very rapidly and covers ground with impressive ease.

Trek’s aerodynamic testing, which included research on the influence of aerodynamics when climbing, show significant gains as a result of the frame’s new profile.

That modelling showed the SLR to be 15 seconds faster up Alpe d’Huez than the previous bike (with a 70kg rider at a constant 350w).

Of course, those numbers are hard to quantify when it’s just you riding the bike. However, while the SLR won’t turn you into Alberto Contador overnight, you will feel an advantage on the ups.

Putting aside Trek’s numbers, the feeling through the pedals is a bike that’s rapid; seriously rapid.

Crucially, however, it also feels controlled. Quite often in the past I’ve been impressed by a bike’s lightweight stats and promise uphill, only to be underwhelmed by either an unforgivingly stiff chassis, or worse a bike so light that it has all of the solidity of cold noodles.

The Emonda SLR isn’t the most comfortable bike I’ve ridden in the setup tested here, for reasons I’ll come on to, but it avoids both of these pitfalls. The chassis is responsive without being overly rigid and the lightness translates into a balance between responsive handling and a confidence-inspiring ride.

Top-end spec and a top-end price

SRAM’s superb Red AXS groupset does its part with quick, smooth electronic shifts across the 48/35t double chainset and 10-33t cassette.

That pairing is comparable to a more conventional 52/36t with an 11-28t cassette, though you have an extra gear to choose from at each end with SRAM’s 12-speed setup.

The SLR 9 is Trek’s absolute premium offering and the £9,700 price tag ($11,999 / €10,999) will cause a sharp intake of breath, but there are no compromises here. (You could still bulk up the price with more customisation through Project One.)

The Red AXS groupset is mated to a Red AXS Quarq D-Zero power meter chainset (with a list price of £1,070 on its own). The SLR 9 is also running Bontrager’s latest, lightest (and priciest) wheels, and the clever new RSL bar adds aero integration with proper practicality.

The cable routing runs in a channel on the underside of the bar for the aerodynamic advantages without the pain of internal routing when it comes to packing your bike for travel (not that many of us are doing much of that at the minute).

Old-school 25s

The Emonda has always been Trek’s firmest road bike in terms of comfort, compared to the luxuriant ride of the Domane , with its dual IsoSpeed decouplers, and the Madone, with the genre-blurring combination of fully-fledged aero and impressive comfort that resulted in it being crowned our Superbike of the Year for 2020 .

That continues to be the case here. With no IsoSpeed in place, and Trek relying on the frame’s carbon fibre make-up to cover aerodynamics, low weight and ride quality, the Emonda certainly communicates a lot more of the road surface than its anagram-derived cousins.

In fact, compared to the previous-generation Emonda, which Trek specced with 28mm tyres on SLR models, this new one, with its cotton-rich 25mm tyres, does feel firmer.

Those 25s zip along on smooth surfaces with impressive speed but get onto anything less premium, like the chip-stone/tarmac mix common on my home roads, and the SLR can start to feel somewhat choppy and chattery.

That said, the wonderfully-ergonomic Aeolus RSL handlebar does a good job of easing high-frequency vibrations whether you’re in the drops, on the hoods or using the tactile tops. Quality Bontrager bar tape also deserves praise for keeping your hands free from numbness.

At the back of the bike, Bontrager’s take on the short-saddle design with the Aeolus Pro has also proved pleasingly comfortable for me, and is smartly padded in all the right places.

Still, even with these superb contact points in place, my first instinct would be to sacrifice a few extra grams for plenty of extra comfort by trading in the 25s for 28s, sooner rather than later.

Bontrager’s excellent R4 Classic tyres , for example, would make a perfect substitute and would only add 55g grams at each end of the SLR.

Trek Emonda SLR 9 eTap early verdict

I’ve logged just over 11 hours on the SLR 9 so need a little extra time in the saddle to make a full test judgement, but first impressions are very good.

This SLR is everything a modern, fully-fledged race bike should be: stiff, responsive and extremely light, while still factoring in aerodynamics and offering confident handling. You do give up some of the comfort of the Domane and Madone in pursuit of that low weight but switching to 28mm tyres would help.

When you roll up all of the advantages of modern tech – aerodynamic performance, low weight, finely-tuned handling and the superior control afforded by disc brakes – then the future of race bikes looks very bright (and very light).

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Trek Émonda SLR 6

• AUS $ NZD $ USD $ CAD $ GBP £ EUR €

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

At a glance

Where to buy.

Specifications

• Frame Ultralight 800 Series OCLV Carbon, Ride Tuned performance tube optimization, tapered head tube, internal routing, DuoTrap S compatible, flat mount disc, 142x12mm thru axle
• Fork Emonda SLR full carbon, tapered carbon steerer, internal brake routing, flat mount disc, 12x100mm thru axle
• Battery Shimano BT-DN300
• Wheels Bontrager Aeolus Pro 37, OCLV Carbon, Tubeless Ready
• Tires Bontrager R3 Hard-Case Lite, aramid bead, 120 tpi, 700x25c
• Chain Shimano SLX M7100, 12 speed
• Crank Size: 47, Shimano 105 R7100, 50/34, 165mm length; Size: 50, 52, Shimano 105 R7100, 50/34, 170mm length; Size: 54, 56, 58, Shimano 105 R7100, 50/34, 172.5mm length; Size: 60, 62, Shimano 105 R7100, 50/34, 175mm length
• Bottom Bracket Praxis, T47 threaded, internal bearing
• Front Derailleur Shimano 105 R7150 Di2, braze-on, down swing
• Rear Derailleur Shimano R7150 Di2, 36T max cog
• Shifters Shimano 105 R7170 Di2, 12 speed
• Brakeset Shimano 105 hydraulic disc, BR-R7170 flat mount caliper, resin pad w/fin
• Saddle Size: 47, 50, 52, Bontrager Aeolus P2 Elite, 155mm width; Size: 54, 56, 58, 60, 62, Bontrager Aeolus Elite, austenite rails, 145mm width
• Seatpost Size: 47, 50, 52, 54, Bontrager carbon seatmast cap, 20mm offset, short length; Size: 56, 58, 60, 62, Bontrager carbon seatmast cap, 20mm offset, tall length

Q: How much is a 2023 Trek Émonda SLR 6?

A 2023 Trek Émonda SLR 6 is typically priced around $7,699 USD when new. Be sure to shop around for the best price, and also look to the used market for a great deal.

Q: Where to buy a 2023 Trek Émonda SLR 6?

The 2023 Trek Émonda SLR 6 may be purchased directly from Trek .

Q: What size 2023 Trek Émonda SLR 6 should I get?

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"One of the fiercest climbing bikes available, the new Émonda is even faster thanks to a dose of aero"

"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."

"It's an incredible update from Trek"

"The updated Emonda packs one helluva punch, and Trek has a winner on its hands. The integrated cockpit is nice and all, but the real win is the H1.5 fit, which makes the Emonda feel more stable while maintaining the aggression and responsiveness of previous Emondas. That, coupled with a lightweight construction, comfortable ride, and aerodynamic shaping, brings Trek's top of the line climber from a very good bike to an excellent one."

"The Emonda is still light, and it’s still stiff, but now there’s an extra dose of free speed"

"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."

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