trek emonda alr 5 opinioni

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Review: Trek Emonda ALR 5, the bike that disc brakes almost broke 

Are the days of the aluminum race bike over? Not quite yet.

I dream of aluminum race bikes. Sturdy, fast, cheap. They’re what most amateur bike racers should be on, if you ask me, but the options are vanishingly few. 

There’s the Specialized Allez Sprint, the current king of the castle, but it’s a $1,700 frameset and is often out of stock. The Cannondale CAAD13 is lovely too, but has been taken about two steps too far away from its racing roots for my liking. Now there’s a third big-brand aluminum option: the Trek Emonda ALR 5. 

I hoped for a bike I could feel confident in recommending to any young or aspiring racer. Something nimble and light, with the right gearing, a ride comparable to carbon, a few nods to modern-day aerodynamic understanding, and clever spec. Not a first road bike, perhaps, but something worth graduating to. Trek came so very close.

This is a bike that will roll off showroom floors for just over $2,000 and looks every bit like a bike three or five times that. The integrated front end, the shapely tubes – from across the street it looks like carbon. 

The Emonda ALR is a cool aluminum race bike. Looks good and rides well. It needs a few tweaks if you really want to get the most out of it, but it’s 90% of the way there straight out of the box. It only misses in a few spots, and that might not even be its own fault. 

The short of it: A good argument for not buying a cheap carbon road bike instead Good stuff: Superb ride quality, excellent handling, great looks Bad stuff: Weight  Total weight: 9.12 kg/20.1 lbs Price: USD $2,300 / AUD $3,000 / £2,150

As aluminum frames go, this one is both good-looking and well-thought-out. It uses Trek’s 300-series Alpha Aluminum and what Trek calls “Invisible Weld Technology,” which smooths out the welds themselves and provides a decidedly carbon-like look. More than one person thought I was on a carbon bike. 

The tubes are hydroformed, a technology that has now been in the bike industry for well over a decade but is crucial to creating the types of tube shapes Trek uses on the Emonda. There are nods to aerodynamics, including a truncated seat tube, big and shapely down tube, deeper head tube, and dropped seatstays. The intention isn’t to compete with the best aero bikes on the market, but a bit of aero efficiency never hurts. 

The frame is light, around 1,260 grams, plus a 400-gram carbon fork. That makes it roughly the same weight (within 50 grams) as the carbon fiber Emonda SL, which sits on the lower end of Trek’s carbon spectrum. And a complete Emonda ALR 5 bike costs as much as the Emonda SL frameset. Behold, the power of aluminum.

Down at the bottom bracket, Trek has gone with the threaded T47 standard, which we have no real problems with. James Huang is a big fan. Dave Rome is sort of ambivalent. I just know it didn’t creak over the last 6 months.

I wish the Emonda ALR had more official tire clearance. This may partly be a limitation of aluminum, but in the end, it’s a decision. The aluminum Domane fits a 40 mm tire. The Emonda ALR will officially only take a 28 mm tire. Now, if you know Trek, you know they have an exceptionally conservative legal department, and you can generally go 4+ mm wider than claimed. But the rear end, in particular, is tighter than I’d prefer on the Emonda ALR. I wouldn’t be comfortable with anything over a 30 (measured). The fork has plenty of room for a 30 or slightly larger. Just know that you’re running afoul of Trek’s official recommendation if you do this, potentially harming things like warranty, which is a shame.

Any modern disc road bike should clear a 30 with no concerns whatsoever. Only 28 is just not enough. Not when pros are winning Milan-San Remo on tires that measure closer to 32. A race bike can and should have clearance for 32s these days. 

Aaargh, integration

I appreciate the thought and care Trek put into bar/stem/brake line integration on this bike. If integrated front ends are truly what consumers are looking for – and the fact that every single road brand is integrating more and more suggests that purchase data shows people want it – then why should we limit such things to the realm of the carbon fiber bourgeoise?

The plebs down here plowing fields in Aluminum Land deserve a clean cockpit too. The Emonda ALR looks great, it looks expensive, and part of that is the fact that Trek bothered to put the front end together with as much thought as they do for bikes five times the price. 

The Emonda ALR runs its brake and shift lines through an entryway at the front of the headset and then down through the frame. All the lines and housing exit right before the bottom bracket and then re-enter behind it. The headset routing is very similar in concept and execution to the design found on the Allez Sprint, though everything stays internal near the bottom bracket on the Specialized.

There are six full pages in the manual dedicated to the headset, brake line routing, proprietary spacer stacking, and all the rest. The fact that James trusted me, the Hammer, to sort this out and put things together properly is a testament to both his trust and his foolishness. Or perhaps this was his plan all along, to put the design to the ultimate test. 

Mercifully the Emonda came mostly built. Unmercifully, it also came with a kinked brake hose right out of the box, which required replacing. And, of course, I would have to do some basic fit adjustments. The kinked line ended up being quite annoying but the fit changes were no big deal. 

The brake lines run down in front of the steerer tube, in between the slightly bulbous head tube and the steerer itself. There are proprietary split spacers to be used instead of round ones. Pulling it all apart and getting it back together is finicky but not impossible, and dropping the bars two cm took less than five minutes. The spacers are annoying relative to some good old-fashioned round ones, but they also allowed me to play with stack without having to run new brake lines.

As internal brake and shift lines go, this is about as good and easy as it gets.

In the end, I ditched all of the spacers and ran the stem “slammed” because the H1.5 geometry (more on this later), in addition to the height necessitated by the cable-entry cap, meant that slammed wasn’t actually that aggressive.

You can use standard round spacers above the stem as you move the stem clamp down the steerer, should you so choose. The sleeker look obviously requires cutting the steer at the new stem height, but for the purposes of setting fit – and because this isn’t my bike – it was nice to be able to throw the ol’ roundies I had floating around my toolbox on the section of steerer above the stem. 

Now, the kinked line. This isn’t really Trek’s fault, except that I’m pretty sure a line that had more than a few short centimeters exposed between the frame and stem probably wouldn’t have had this problem during shipping. Keep that in mind if you travel with this bike: anything with this level of integration needs added care in packing because with such short exposed sections of brake line, the margin for error is smaller. 

Replacing the line was quite straightforward. Lines run down the front of the head tube, inside the upper headset bearing, and then, in this case, down to the front brake via a port in the steerer itself. It all guided through pretty easily. Re-attach, bleed, and I was off to the races. The rear brake would take slightly more effort, as it needs to be fished through a hole near the bottom of the down tube and then on through another set of holes to the caliper, but it’s no worse than any other integrated bike out there right now.

Geometry chart

The Emonda ALR uses the same H1.5 geometry as the latest Madone SLR and carbon Emonda options. It sits, as the name implies, about halfway in between the race-focused H1 geometry and endurance H2 geometry. 

It also sits right in between two of its competitors in this space, the Specialized Allez Sprint and the Cannondale CAAD13. The Allez is more aggressive, the CAAD a bit less so. 

Here’s the full chart: 

I’ll talk about the ride and handling in a moment, but a couple of things to note. The trail is a very standard 56-62 mm for most sizes. The smallest riders, as usual, get absolutely hammered with a 68 mm trail that I’m sure makes the bike feel absolutely nothing like the one I rode (a 56 cm). Sorry, anybody riding a 47 cm.

Wheelbase is about one cm longer than the Allez Sprint, trail is a bit higher, reach is shorter, stack is higher. All these things point to a less race-oriented machine. And that is the case, though not to the point that the Emonda isn’t totally race-worthy. It absolutely is.

Models and pricing

Normally, we drop all the other build options for a given frameset in this section, but because this is an aluminum bike and so few people apparently want aluminum bikes anymore, there are no other build options.

At least, that’s true in the US. The UK market has the ALR 6, which upgrades the 105 mechanical to 105 Di2 for a marginal increase in cost to £2,400. And in the US you can buy framesets on their own for USD $1,200. These have some great paint jobs and would be a fun project.

In fact, if you’re comfortable building bikes from scratch, that’s probably how I would do it. These are really cool frames, extremely well thought out, light, and quite beautiful. But the stock build kits are uninspiring, because Trek had to hit a price point. I would love to take one of these and slowly build it with higher-end second-hand parts over the course of a winter. Total cost would be similar, but you’d end up with a much cooler end product.

As a brief experiment, I put myself into character. The character: me, 20 years old, racing crits every weekend, living on like $700 a month plus race winnings, with $3,000 left over from my student loans. Decison-making: Generally terrible. Acknowledgment that the future exists: Never. FTP: High as it’ll ever be. I popped around the usual buy/sell sites and checked out some deals on groups to see what I could build. This is what I came up with in less than 30 minutes (all prices USD):

Frame : Emonda ALR in one of the cool colors – $1,200 Drivetrain and brakes : Shimano 105 7000 – $700 Wheels : Something carbon that makes a good whoosh noise – $650 on eBay or similar if you’re willing to buy something that isn’t tubeless compatible (go latex tubes for racing instead) Handlebar : Ritchey WCS Neoclassic drop – $99 (eBay) Stem : Ritchey WCS 4-axis – $25 (eBay) Seatpost : Ritchey WCS – $74 (eBay) Saddle : Bontrager Aeolus Comp: $90 Tires : Vittoria Corsa Control 30mm – $35 (not the tubeless version)

Total: $2873 plus $100 or so for cables/housing/other odds and ends. This bike is easily 2.5 pounds lighter than the stock ALR5, makes a better noise, looks cooler, and leaves me about $100 of student loan funds to spend on a week’s worth of post-ride burritos.

Build kit breakdown

My collegiate-racer fever dreams aside, the ALR 5 has a solid, reliable build. It’s a good platform to upgrade off of, if that’s your jam, and it’s perfectly serviceable right out of the box.

I have zero complaints about the Shimano 105 7000 mechanical drivetrain. It shifts, it’s quiet, it’s relatively cheap. There’s absolutely nothing wrong with it. 

I do dislike the rotors, which are the RT70 from Shimano. They are ugly and look cheap. Give me some of that finned goodness. This is 90% aesthetic but aesthetics matter.

The stock gear ratios should be enough for most, but could perhaps go a bit lower if you live somewhere hilly. A 50/34 front chainring setup is matched with an 11-30 cassette. Ten years ago, that would have been ludicrously low, but the bike industry has since realized we’re not all riding around at pro watts all the time, and these days I’d prefer a 32 or even 34 low gear on the back unless I’m racing.

If I am racing, I probably want a 52/36 with that same 11-30 cassette. But that’s a low priority and can be upgraded later.

The rest of the build is uninspiring but adequate. Trek’s component brand Bontrager provides the seatpost, saddle, stem, and handlebars. All are alloy, all are a bit heavy. The Comp VR-C bars have quite a nice bend to them, on the shallow end of the spectrum but not silly-shallow. The transition from hoods to tops is nice and smooth and the drop curvature is superb. I found them very comfortable.

There are no surprises, integration headaches, or odd standards, just a 27.2 seatpost, 1 1/8″ steerer, and round bars. All of it can be easily upgraded or swapped out.

The Bontrager Verse Comp saddle is too heavily padded for my liking. I did a couple of rides on it and it wasn’t terrible; it just wasn’t great. It’s also quite long, and I’m used to short saddles these days. Bontrager’s excellent Aeolus would have been a better match for the bike and its ambitions.

The Bontrager Paradigm wheels are heavy (roughly 1,750 g claimed) but do feature a nicely modern 21 mm internal rim width, which spreads the 700×25 hotpatched tire out to just under 28mm. The tires are Bontrager R1 Hardcase-Lite with a wire bead. They are hot garbage that should be removed immediately.  Wire bead ? Are you kidding me? Bontrager makes some nice tires these days; the R1 Hardcase is decidedly not one of them.

I took them off, riding only once on those turds of tires before swapping them out to a set of Vittoria Corsa Controls. I went from disliking the bike to liking it with that one switch. Tires are important. Granted, Corsa Controls aren’t cheap.

Ride report

That brings us to the ride. All of the figures and facts above combine in sometimes unexpected ways, mixing and melding into a ride quality that is genuinely quite impressive (once you take the terrible tires off).

I tested this bike with three sets of tires/wheels. First, the stock Bontragers. Awful. Second, the Corsa Controls and butyl tubes on the stock Paradigm wheelset. Great! A better bet would have been a good tubeless tire, since the Paradigm rims are tubeless-ready, but I didn’t have any handy that were narrow enough.

Finally, I put on a set of Continental GP5000s with latex tubes in on a set of Roval Alpinist carbon wheels. The Corsas alone dropped over 200 grams off the stock tire weight, and the Roval setup dropped more than a pound (626 grams, to be precise) off the stock setup. The overall change in ride quality from both changes was dramatic.

As a result, I’m going to ignore the stock tires for this ride quality analysis. The R1s are so bad, and tires are so important, that it feels unfair to besmirch an otherwise-good bike with their wire bead stink. If you’re reading this review, you care enough to swap them out. My opinions here are based on the stock wheelset + Vittoria Corsa Control + butyl tube setup. 

This is a comfortable aluminum bike. Trek has lots of marketing copy on its website about how its hydroforming processes and the Invisible Weld Technology combine to allow its engineers to create a frame with significantly more compliance than the aluminum of old. I would say they aren’t lying. 

The rear end, in particular, cuts road buzz nicely. The 27.2 seatpost helps, and if you upgraded to a carbon post it would further improve flex and thus comfort. The big aluminum handlebars are stiff and the front end feels harsher than the rear. I’m sort of OK with this; a stiff front end feels like it wants to race, to me, and I like that.

The size 56 I tested has a 73.5º head angle and 58 mm of trail. Both figures are about spot on for a bike that wants to be race-worthy but not race-only. The handling is therefore as I expected: predictable, on the twitchy end of the spectrum these days but nothing extreme. Ten years ago, this would have been called endurance bike geometry. But now we know better. 

This is supposed to be a race bike, and nothing in the handling would prevent it from finding success there. It is not a pure crit machine in the way that the Allez Sprint is (that bike has a more aggressive trail figure of 55 mm, plus a lower BB and longer reach). The Emonda ALR is a road racer. It’s well-balanced and goes where you point it. 

The rich get richer, the poor get heavier

Behind this generally positive review is an unshakeable feeling that something is missing. I’m not sure the bike I dream of, and that I was hoping the Emonda ALR would be, really exists anymore. In riding the Emonda ALR and perusing the other options currently available in the same price range, the only conclusion I can draw is that it’s very, very difficult for a big bike brand to build a cheap race bike these days. 

The bike I want is a Cannondale CAAD10 from around 2015. The model with Shimano 105 went for about US$1,700 – roughly US$2,200 in today’s inflated money. In other words, nearly identical to the Emonda ALR 5. That bike weighed in the low-17 pound (7.7 kg) range. It had decent wheels and snappy handling and pretty much everybody who reviewed one or raced one called it some version of a superbike killer. It was so good. 

The Emonda ALR is better in some ways. It’s more comfortable, for one. It’s probably more aerodynamic, simply because of the integrated front end, though we don’t have any figures to prove this. It fits a much bigger tire (albeit not big enough). But it also weighs closer to 20 pounds, has pigs for wheels, and comes stock with the worst road tires I’ve ridden in years. The geometry is a bit softer, a bit more forgiving; the handling is good but I would personally prefer it to be snappier for racing. 

There is one obvious culprit for many (though not all) of these ills, of course. Disc brakes.

I’m about as far from a disc hater as you can find, and would prefer them on almost any bike I build and ride. But there is a reality to them: to build a light, nimble-feeling road race bike with disc brakes costs a lot of money. You can get to 6.8 kg, or well under, but it will cost significantly more than it did back when a rim-brake CAAD10 could get there for $1,700 plus a few smart upgrades. 

Again, the Allez Sprint – the spiritual heir to the old CAADs – is $1,700 for the frameset alone. 

Trek’s little tagline for this bike is “Never heavy. Always metal.” Which is true – if you look at the frameset. Sub-1,300 grams is superb. But the various parts needed to build a bike at this price point, with discs and thru axles and all the other complications of the modern road bike, mean that heavy is exactly what the stock version of the ALR 5 is.

None of this is directly Trek’s fault, unless you prescribe to the Big Disc conspiracy that holds that all big bike brands hoisted discs on us only to sell more bikes (which I do not). But there is no question that discs have made it harder to build a bike I would want to race for a price I could have afforded when I was racing. We have $8,000 bikes with 105 now; where does one turn if you’re racing collegiate crits, living on microwave pizzas, and want to go fast as hell? The Emonda ALR may be among the best of a dwindling bunch, but even it doesn’t quite get there. 

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Trek Emonda ALR 5 Review

Looking for a new bike to enhance your cycling experience? The Trek Emonda ALR 5 might just be the perfect choice for you.

With its lightweight frame and impressive performance, this bike has gained quite a reputation among cycling enthusiasts.

When it comes to road bikes, Trek is a brand that is known for its quality and innovation.

The Emonda ALR 5 is one of their most popular models, loved by both amateur riders and professionals alike.

With its sleek design and advanced features, it promises to deliver a smooth and thrilling ride.

In this review, we will delve into the details of the Trek Emonda ALR 5, exploring its key features, performance on the road, and overall value for money.

Whether you are a seasoned cyclist or a beginner looking to upgrade, this article will provide you with valuable insights to help you make an informed decision about your next bike purchase.

– Lightweight frame: The Emonda ALR 5 features an Ultralight 300 Series Alpha Aluminum frame that provides a strong and durable foundation for a smooth and efficient ride. This frame is designed to maximize power transfer and responsiveness, ensuring a fast and agile ride.

– Carbon fork: The bike is equipped with a carbon fork that absorbs road vibrations and enhances overall comfort. This feature contributes to a more enjoyable and stable riding experience, particularly on rough or uneven surfaces.

– Shimano 105 components: The Emonda ALR 5 is equipped with a reliable and high-performance Shimano 105 groupset. This includes a 2×11 drivetrain, providing a wide range of gears for tackling various terrains. The Shimano 105 components ensure smooth and precise shifting, allowing riders to effortlessly switch gears and maintain optimal cadence.

– Disc brakes: This bike is equipped with Shimano 105 hydraulic disc brakes, offering superior stopping power and control in all weather conditions. The disc brakes provide reliable and consistent braking performance, giving riders confidence and peace of mind during descents and sudden stops.

– Bontrager wheels: The Emonda ALR 5 comes with lightweight and durable Bontrager Paradigm wheels, which enhance overall speed and agility. These wheels are designed to roll smoothly and efficiently, allowing riders to maintain momentum and tackle climbs with ease.

– Comfortable geometry: The bike features a balanced and comfortable geometry that promotes a more upright riding position. This design ensures enhanced comfort and reduces strain on the rider’s back and neck during long rides.

– Versatile performance: Whether you’re racing, training, or simply enjoying leisurely rides, the Emonda ALR 5 delivers versatile performance. It excels in various terrains and riding conditions, allowing you to push your limits and achieve your cycling goals.

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One of the standout features of the Trek Emonda ALR 5 is its frame.

Made from Trek’s Ultralight 300 Series Alpha Aluminum, the frame is both lightweight and durable.

This allows for easy maneuverability and efficient power transfer, making it a joy to ride on any terrain.

The frame also features internal cable routing, giving the bike a sleek and clean appearance.

Equipped with a Shimano 105 groupset, the Emonda ALR 5 offers precise shifting and reliable performance.

With plenty of gears to choose from, you’ll have no trouble finding the perfect gear ratio for any incline or speed.

The Shimano 105 hydraulic brakes provide excellent stopping power, ensuring your safety on descents or in emergency situations.

The Emonda ALR 5 also features Bontrager components, including the handlebars, stem, and seatpost.

These components are designed to enhance comfort and control, allowing for a more enjoyable ride.

The bike is also equipped with Bontrager R1 Hard-Case Lite 700x28mm tires, which provide excellent traction and durability.

Performance

One of the standout aspects of the Emonda ALR 5 is its ride quality.

Thanks to its lightweight frame and carbon fork, the bike feels incredibly smooth and responsive on the road.

Whether you’re sprinting on a flat stretch or climbing a steep hill, the bike delivers a comfortable and efficient ride.

Overall, the Trek Emonda ALR 5 is a fantastic road bike that offers excellent performance and value for money.

Whether you’re a seasoned cyclist or just starting out, this bike is sure to impress with its lightweight construction, smooth ride, and reliable components.

So if you’re in the market for a new road bike, the Trek Emonda ALR 5 is definitely worth considering.

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Trek Emonda ALR Disc 5 review

Trek has launched an updated aluminium bike in 2018. The new Trek Emonda ALR is a super lightweight machine that rides really well

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Trek has raised the game in my eyes when it comes to aluminium and offers something truly amazing for £1,750. Aluminium has never looked so good and a disc-brake bike weighing in under 8kg is just what you need.

Quality feel

Handling not as sharp as rivals

You can trust Cycling Weekly. Our team of experts put in hard miles testing cycling tech and will always share honest, unbiased advice to help you choose. Find out more about how we test.

An entrant for the second year in a row is the Trek Emonda ALR. It still performs incredibly well for the price and looks totally badass, especially for an aluminium bike. Trek has done an amazing job with its welds, the ride and the price and that is why it is in Editor’s Choice again.

Has Trek helped make aluminium sexy again? Well, I'm my eyes it has – just look at how good this bike looks! It has turned many heads, even in this black colour way. I'm just upset I didn't get the shiny purple colour in the Trek Emonda ALR range.

Trek call its new bike "lightweight aluminium perfection" and it is hard to disagree with that statement, especially as the disc brake-ready frameset weighs a claimed 1,131g for a 56cm, and the 52cm build you see here only weights 7.8kg – possibly even claiming the title for the lightest aluminium bike on the market currently.

>>> Aluminium road bikes: five of the best

This is very good for a sub £1,800 bike, great for an aluminium bikes, let alone one with disc brakes.

Part of this weight saving is down to what Trek claims is its most optimised structure ever which, via hydroforming, has allowed the  Trek  engineers to manipulate, stretch and design complex shapes from the 300 series Alpha aluminium.

This itself is said to offer great ride quality as well as a strong structure and a carbon-like aesthetic. It also means that each tube can fit to its neighbour perfectly, resulting in less material being required around the welds – thus saving weight without losing strength at the joins. This is where its slender 7.8kg comes in.

What makes the bikes look like carbon is what Trek call its “Invisible Weld Technology” and it ultimately increases the surface area of the frame which adds to strength and cuts down weight.

I rode the purple piece of perfection (called purple flip) in Waterloo, Trek's base at home. Get up close and you can really see that Trek has done a stellar job at making the Trek Emonda ALR as close as an aluminium can be to looking like carbon. It really does look that good.

I have the black version here, which comes in Trek's Emonda ALR 4 guise, but it's been built up with Shimano 105 hydraulic disc which means it is really the Emonda ALR 5 – the frameset stays the same. It still looks great though and on our industry ride from the Cycling Weekly office the other day, it turned a lot of riders' heads, followed by a "no way!" when I told them the price.

Trek Emonda ALR: the ride

My lasting memory of the Trek Emonda ALR was a good one. I got to ride the Emonda ALR 5 disc for 60 or so kilometres around Trek’s home in Waterloo, Wisconsin. On relatively well paved roads on a very warm summer’s evening the bike performed amazingly well and did one thing that I like for an aluminium bike: that is to not to ride like an aluminium bike. But did the Emonda ALR live up to it at home on UK roads?

I think so!

What I like the most here is that you are getting the best from the brakes and the best from the tyres thanks to the clearance, without the weight penalty that a sub-£1,800 bike would normally give.

Right now the lanes are in pretty poor condition and it was no issues on the ALR: those chunky 28c tyres cushioned the road well enough and the frame did a fantastic job at reducing the buzz. Look at those slender and long rear stays with no brake arch to help compliance!

The geometry is based on Trek’s H2 formula, which gives a more relaxed fit. It basically means the front of the bike is slightly higher in a more endurance style. H1 is more aggressive and racier and can be found on the Emonda SLR, the top-end carbon version of the bike raced by the pros.

This slowed the bikes handling down a little and is where I'd say the Cannondale  CAAD12 performs better. If the endurance market is where Trek wants the bike to be aimed, then it has got it right, but compared to the Cannondale it doesn't feel as fun.

It does, however, ride better than its rival and for the price, weight and spec (yes, you can get Shimano Ultegra mechanical around this price point) it's pretty unrivalled thanks to the performance of the new Shimano 105 disc brake groupset.

Braking is effortless, shifting is quick and precise, more so than the previous version of 105, and you don't get much of a weight penalty for it.

Ultimately the Trek Emonda ALR is a great bike for those looking to get a ride on the well equipped machine that rides more like carbon than aluminium. For an aluminium bike it feels assured and comfortable which is one thing that this material in particular can struggle with and it looks great!

Buy now: Trek Emonda ALR Disc 5 from Rutland Cycles for £1649.99

Trek seems to have got this right with the Emonda ALR: is this aluminium making a strong comeback once again? It seems so.

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Symon Lewis joined Cycling Weekly as an Editorial Assistant in 2010, he went on to become a Tech Writer in 2014 before being promoted to Tech Editor in 2015 before taking on a role managing Video and Tech in 2019. Lewis discovered cycling via Herne Hill Velodrome, where he was renowned for his prolific performances, and spent two years as a coach at the South London velodrome. 

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If anything, Bontrager's Montrose Comp saddle is a little too soft and flexible for my taste, especially through the cutaway central section – when it comes to squidginess, I'd prefer a scoop less – but as ever with saddles, that comes down to a matter of taste.

If you want more comfort you can always swap the Bontrager R1 Hard-Case Lite 25mm tyres for 28s – there's easily enough clearance from the frame and fork.

The disc brake-specific Bontrager Affinity rims are tubeless-ready if you wanted to run lower pressures for a more cosseted feel, although the tyres aren't tubeless so they'd need changing.

Full 105 groupset

The Emonda ALR 5 Disc comes equipped with a full Shimano 105 groupset and it performs exactly as you'd want it to. As you probably know, 105 is Shimano's third tier road groupset, and it's hard to beat in terms of value. It just works really, really well. I've been riding this bike every day for several weeks and the only tweak I've had to make is the usual turn of the rear derailleur barrel adjuster to sort out the indexing after a few rides.

I won't go into every aspect of 105's performance here, but the shifting is reliable, the hydraulic disc brakes are superb whatever the conditions, and the shape of the dual control levers is almost as good as that of the mechanical/rim brake version, with just a small bulge where the hose exits. That's positioned in such a way that it's unlikely you'll ever feel it.

Some people might quibble with the choice of compact 50/34-tooth chainsets throughout the Emonda range (unless you go for a Project One version of a carbon fibre Emonda, in which case you can spec what you like), but you could always ask the dealer if they'd be kind enough to swap over to standard chainrings if you'd prefer (it would be down to the discretion of the individual dealer).

All round, 105 is lovely stuff, only really suffering in comparison to more expensive Ultegra and Dura-Ace when it comes to weight.

Frame and weight

I don't like to go on about weight too much because it really isn't as big a deal as some people would have you believe, but Trek markets the Emonda as its lightweight road bike – as opposed to the Madone that's designed for aerodynamics and the Domane that's designed for comfort and endurance – so we need to cover it.

Trek hydroforms the aluminium tubing – the process of injecting fluid into a cylindrical frame tube and stretching it to its capacity. This allows complex shapes to be formed in order to tune the ride and keep the weight low. Trek also says that hydroforming allows it to produce tubes that fit together perfectly, reducing the amount of weld material. This, it says, allows for larger continuous surface areas on the frame, which increases strength and cuts weight.

Trek claims that the rim brake version of the Emonda ALR frame weighs 1,112g (56cm model) while the disc brake version is just 19g heavier at 1,131g. Of course, when you factor in the brakes themselves (the callipers, rotors, shifters, hoses and brake fluid), the weight difference is greater, our complete 58cm Emonda ALR Disc bike coming in at 9.16kg (20lb 3oz).

That's a fair chunk heavier than the rim brake Trek Emonda ALR 6 we reviewed last year . That bike, equipped with a Shimano Ultegra groupset – a level higher than the 105 on the Emonda ALR 5 Disc – was 7.89kg. We're not comparing apples with apples there; disc brake bikes are always heavier than rim brake bikes of a similar (ish) standard.

Does 1.27kg (under 3lb) make any difference out on the road? Not much. The bike feels a little less chuckable and physics says that accelerating and climbing is slightly dulled, but we're talking about marginal differences. All other things being equal, you'd rather have the lighter weight, but all other things aren't equal – the flip side is that you're getting the added performance of disc brakes. It's up to you if you think it's worth it, of course.

All of the Emonda ALR bikes are built to Trek's H2 geometry, which is a little less low and stretched than its H1 or H1.5 setups but still focused on speed. If you want an Emonda in anything other than an H2 fit, you need to go through its Project One customisation system (the carbon fibre Emonda SLR 6 is the cheapest option, currently priced from £3,450). Trek is really dedicated to H2 these days and I guess it knows what its customers want.

"It's the perfect fit for most road riders because it's not overly aggressive but still puts you in the right position for power," says Trek.

To put some figures on it, we have the 58cm frame here with a 53.3cm seat tube, 57.3cm effective top tube, 19cm head tube and 73.8-degree head and 73-degree seat angles. The stack is 596mm and the reach is 391mm (giving a stack/reach ratio of 1.52).

For comparison, Trek's Madone SLR Disc in an H1.5 fit has a stack of 581mm and a reach of 396mm (giving a stack/reach of 1.47). Don't get the wrong idea, the riding position isn't nearly as upright as that of an endurance bike. Trek's Domane ALR Disc frame, for example, has a higher stack (611mm on the 58cm model) and a shorter reach (380mm on the 58cm model). The stack/reach ratio on the 58cm model is 1.61.

In other words, the H2 geometry splits the difference between an aggressive road bike and an endurance bike, and that's how it feels when you're in the saddle.

If you're used to a traditional race setup there's the possibility that you'll find the H2 geometry a bit too upright. I was happy with the position once I'd shifted the stem as low as it could go on the steerer, but we're all different. I did find myself down on the drops in search of efficiency a little more than normal, but that's not a bad thing. A lot of people buy a super-aggressive road bike, slam the stem and then never move their hands off the hoods, which kind of defeats the purpose.

Of the bikes that we've reviewed on road.cc recently, the £1,400 Pearson Allmodcons is vaguely similar to the Trek Emonda ALR 5 Disc in that it is built around an aluminium frame and has a Shimano 105-based spec, although one big difference is the use of TRP Spyre C cable-operated disc brakes.

As the name suggests, the Merlin Cordite 105 R7000 Disc Carbon is equipped with a Shimano 105 groupset too, although here you get a carbon fibre frame. That bike is discounted from £1,850 to £1,279 and Merlin tells us that it's a permanent reduction.

> Buyer's Guide: 16 of 2019’s hottest disc brake-equipped race bikes

The Trek does compare well with other big brand offerings. It's £50 more at rrp than Cannondale's aluminium CAAD12 Disc 105 at £1,700, while Specialized's Allez Sprint Comp Disc, which also comes with an aluminium frame and a Shimano 105 groupset, is more expensive at £1,900. BMC's Teammachine ALR Disc One is also £1,900, with an aluminium frame, carbon fork and Shimano 105 groupset including hydro disc brakes. And while Bianchi doesn't do an equivalent road bike, its Impulso Allroad also has an aluminium frame, carbon fork and 105 groupset, including hydro disc brakes, for £1,900.

Giant's Contend SL 1 Disc looks good value at £1,249. We reviewed the rim brake version last year . Bear in mind, though, that the fork is carbon/aluminium rather than full carbon and although most of the groupset is Shimano 105, the chainset is a downgrade. The disc brakes are Giant's Conducts which use a cable-actuated master cylinder rather than being a full hydraulic setup.

There isn't a carbon fibre Trek Emonda SL 5 Disc in the range, the closest carbon equivalent being the Emonda SL 6 Disc with an upgrade to a Shimano Ultegra groupset and Bontrager's Paradigm Disc wheels. This model is £2,700.

The Emonda ALR 5 Disc is one of those bikes that manages to be greater than the sum of its parts. Check out the spec sheet and everything says that it should be solid, but the ride quality is comfortably above that. If you're expecting a harsh ride you're in for a lovely surprise here.

Disc brake equipped aluminium road bike that offers a great ride at a competitive price

road.cc test report

Make and model: Trek Emonda ALR 5 Disc

Size tested: 58cm

About the bike

List the components used to build up the bike.

Trek lists:

Frame Ultralight 300 Series Alpha Aluminium, Invisible Weld Technology, tapered head tube, BB86.5, flat mount disc brakes, 12mm thru-axle, internal cable routing, DuoTrap S compatible

Fork Emonda carbon disc, carbon tapered steerer, flat-mount disc brakes, 12 mm thru-axle

Front hub Bontrager alloy sealed bearing, 12 mm thru-axle

Rear hub Bontrager alloy sealed bearing, 12 mm thru-axle

Rims Bontrager Affinity Tubeless Ready Disc

Tyres Bontrager R1 Hard-Case Lite, 700x 25c

Max tyre size 28 c Bontrager tyres (with at least 4 mm of clearance to frame)

Shifters Shimano 105, 11-speed

Front derailleur Shimano 105, braze-on

Rear derailleur Shimano 105

Crank Shimano 105, 50/34 (compact)

Bottom bracket Press Fit BB86.5

Cassette Shimano 105, 11-28, 11-speed

Chain Shimano 105

Pedals Not included

Saddle Bontrager Montrose Comp, chromoly rails

Seatpost Bontrager carbon, 2-bolt head, 27.2 mm, 8 mm offset

Handlebar Bontrager Comp VR-C, 31.8 mm

Grips Bontrager tape

Stem Bontrager Elite, 31.8 mm, 7-degree, w/computer and light mounts

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

Brakeset Shimano 105 flat-mount hydraulic disc

Tell us what the bike is for and who it's aimed at. What do the manufacturers say about it? How does that compare to your own feelings about the bike?

Trek says, "Emonda ALR 5 Disc is a light and responsive road bike with an advanced alloy frame that gives it the sleek looks and handling of a far more expensive carbon bike. Paired with big upgrades on parts, like a dependable Shimano 105 drivetrain and powerful hydraulic disc brakes that stop in any weather, this bike is built to perform on club rides and races alike."

Where does this model sit in the range? Tell us briefly about the cheaper options and the more expensive options

The Emonda ALR is available with either direct-mount rim brakes or disc brakes. Here's the range:

* Emonda ALR 4 (rim brake), Shimano Tiagra, £1,200

* Emonda ALR 4 Disc, Shimano Tiagra, £1,400

* Emonda ALR 5 (rim brake), Shimano 105, £1,350

* Emonda ALR 5 Disc, Shimano 105, £1,750

* Emonda ALR (rim brake) frameset, £800

* Emonda ALR Disc frameset, £800

In other words, this is the top level Trek Emonda ALR. There's then a whole range of carbon-fibre Emondas with prices starting at £1,800.

Frame and fork

Tell us about the build quality and finish of the frame and fork?

The build quality is high. The frame incorporates what Trek calls Invisible Weld Technology which it claims is "revolutionary weld technology [that] creates a better connection with each tube junction, increasing strength while using less material".

You can't see most of the welds unless you go looking for them.

Tell us about the materials used in the frame and fork?

The frame is made from what Trek calls 'Ultralight 300 Series Alpha Aluminium'.

The fork is carbon, including the tapered steerer.

Tell us about the geometry of the frame and fork?

All of the off-the-peg Emondas (as opposed to the Project One models that you can customise) are built to Trek's H2 geometry. This sits somewhere between a traditional race geometry and an endurance geometry.

How was the bike in terms of height and reach? How did it compare to other bikes of the same stated size?

As billed, the H2 geometry is a little more relaxed than a traditional-style race geometry.

Trek says, "It's the perfect fit for most road riders because it's not overly aggressive but still puts you in the right position for power."

It'll work for most people, although if you're used to a very aggressive setup there's a chance you'll find the front end a little high.

Riding the bike

Was the bike comfortable to ride? Tell us how you felt about the ride quality.

Trek doesn't shout about it but this bike is surprisingly comfortable.

Did the bike feel stiff in the right places? Did any part of the bike feel too stiff or too flexible?

The frame has a claimed weight of 1,131g, which is light for a disc brake aluminium frame, but there are no issues with flex.

How did the bike transfer power? Did it feel efficient?

It feels stiff and efficient.

Was there any toe-clip overlap with the front wheel? If so was it a problem?

A little, but not a worry.

How would you describe the steering? Was it lively neutral or unresponsive? The lively side of neutral.

Tell us some more about the handling. How did the bike feel overall? Did it do particular things well or badly?

The bike feels assured in use. It handles imperfect road surfaces well without transferring too much buzz up to you.

Which components had the most effect (good or bad) on the bike's comfort? would you recommend any changes?

The shifters feel as good as Shimano's 105 mechanical shifters, with just a slight bulge where the hose exits. Because of the positioning of that exit point, you probably won't feel it in use.

Bontrager's own Montrose Comp saddle is a touch too soft for my taste thanks to a generous amount of padding and quite a flexible shell. Of course, some people will love it for those same features – that's the way with saddles!

The drivetrain

Tell us some more about the drivetrain. Anything you particularly did or didn't like? Any components which didn't work well together?

I'd imagine most people will like the compact (50/34-tooth) chainset although it would be nice if Trek offered standard options in the Emonda range without the need to use the Project One custom programme.

Wheels and tyres

Tell us some more about the wheels.Did they work well in the conditions you encountered? Would you change the wheels? If so what for?

The Bontrager Affinity rims are disc brake-specific while the hubs use sealed bearings with 12mm thru-axles front and rear, which has become the norm for disc brake road bikes.

The wheels have stayed perfectly true throughout testing - no need for any little tweaks with the spoke key.

In the longterm, I'd swap them for something lighter or, rather, I'd keep these for everyday use and have some lighter wheels ready and waiting for special occasions.

Tell us some more about the tyres. Did they work well in the conditions you encountered? Would you change the tyres? If so what for?

The Bontrager R1 Hard-Case Lite tyres aren't particularly light but I've found them to offer a decent balance between grip and durability and you get reasonable puncture resistance.

Tell us some more about the controls. Any particularly good or bad components? How would the controls work for larger or smaller riders?

Shimano 105 dual controls are among the best out there at a reasonable price.

Anything else you want to say about the componentry? Comment on any other components (good or bad)

Apart from the Shimano 105 groupset, everything is from Trek's Bontrager brand. That's not a bad thing; it's all good stuff.

Your summary

Did you enjoy riding the bike? Yes

Would you consider buying the bike? Yes

Would you recommend the bike to a friend? Yes

How does the price compare to that of similar bikes in the market, including ones recently tested on road.cc?

The Merlin Cordite 105 R7000 Disc Carbon is equipped with a Shimano 105 groupset. You get a carbon fibre frame here. That bike is discounted from £1,850 to £1,279.

Cannondale's aluminium CAAD12 Disc 105 is £1,700 while Specialized's Allez Sprint Comp Disc (which also comes with an aluminium frame and a Shimano 105 groupset), is £1,900.

Giant's Contend SL 1 Disc is £1,249. It has an aluminium frame and 105 groupset but the chainset is a downgrade and the disc brakes are Giant's Conducts which use a cable-actuated master cylinder rather than being a full hydraulic setup. The fork is carbon/aluminium rather than full carbon too.

Use this box to explain your overall score

A very good performance and solid value make this an easy 8.

Overall rating: 8 /10

About the tester

Age: 48   Height: 190cm   Weight: 80kg

I usually ride:    My best bike is:

I've been riding for: Over 20 years   I ride: Most days   I would class myself as: Expert

I regularly do the following types of riding: commuting, club rides, sportives, general fitness riding

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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.

Add new comment

As per previous comments, why would you put mudguard mounts on a lightweight climbing/race bike? Trek have the Domane for mudguards.

I have the 2017 rim brake model and its light, comfortable and fairly responsive. Probably not as sharp as alu Giant TCR SLR and Kinesis Aithein that I have previously owned though.

I wonder how much rubbing discs as much as the weight dull the feel of disc bikes? It's just inevitable isn't it when clearances are so tight.

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mtbtomo wrote: I wonder how much rubbing discs as much as the weight dull the feel of disc bikes? It's just inevitable isn't it when clearances are so tight.

If we're talking half-decent hydraulic disc brakes, then you really shouldn't notice any difference at all. What occassional small contact you get is pretty much nudged out straight away - unless there's something really out of wack. If it's mechanical then you can get a pad stuck against a disc, like a brake block against a rim, and it's a drag in all meanings and will likewise feel like crap - but more faff to sort.

My summer bike is 1.2kg lighter than my winter bike, combination of mudguards and cheaper components (105 vs Ultegra).

Summer bike rides noticeably lighter, encourages silly efforts in climbs and sprints and is just more fun in general.

I wouldn't be discounting that sort of weight difference casually, would REALLY have to want discs (irrelevant side note, was amazed at the extra power of the Ultegra brakes vs. the cheap Tektros on the winter bike...)

IanEdward wrote: My summer bike is 1.2kg lighter than my winter bike, combination of mudguards and cheaper components (105 vs Ultegra). Summer bike rides noticeably lighter, encourages silly efforts in climbs and sprints and is just more fun in general. I wouldn't be discounting that sort of weight difference casually, would REALLY have to want discs (irrelevant side note, was amazed at the extra power of the Ultegra brakes vs. the cheap Tektros on the winter bike...)

There isn't that sort of weight difference though, as far as published weights go - it's a couple of hundred grammes.

I’m sure it’s a great feeling bike, but 1800 is a lot these days for an aluminium bike. At this price range most people will be demanding carbon. 

And at 9.2 kgs it is very heavy for nearly 2 grand. Disks at blame there, improvements we’re sold by marketing don’t always add up. I’d challenge at 1.3kg against a rim model is massive that even ordinary people would notice. I don’t know why anyone would buy this. 

Prosper0 wrote: I’m sure it’s a great feeling bike, but 1800 is a lot these days for an aluminium bike. At this price range most people will be demanding carbon.  And at 9.2 kgs it is very heavy for nearly 2 grand. Disks at blame there, improvements we’re sold by marketing don’t always add up. I’d challenge at 1.3kg against a rim model is massive that even ordinary people would notice. I don’t know why anyone would buy this. 

Quick look around at the weights seem to indicate there's something a bit odd, e.g. comparing a 2019 Emonda ALR 5 and a 2019 Emonda ALR 5 Disc shows a 110g difference in the links below (8.75 vs 8.86kg in a 56).

https://www.leisurelakesbikes.com/310176/products/trek-emonda-alr-5-road...

https://www.leisurelakesbikes.com/310178/products/trek-emonda-alr-5-disc...

That's more towards what i'd expect the differences to be (i'd have guessed 2/300g tops) but safe to say it's probably the 'disks at blame there' -  to be frank though, i'd be fucked if I could seriously say i'd be able to tell the difference side-by-side and nowhere near 1.3kg if we're comparing apples with apples.

Edit : CyclingWeekly had a black ALR 4 with 105 (so ALR 5 basically) reviewed at the end of last year which weighed in at 7.8kg for a 52.

Ideal winter bike. Just get myself some compatible mudguards and we're away.

Zermattjohn wrote: Ideal winter bike. Just get myself some compatible mudguards and we're away. Oh....

I was thinking exactly the same thing.

bike_food wrote: Zermattjohn wrote: Ideal winter bike. Just get myself some compatible mudguards and we're away. Oh....

That's a bit like thinking I'll buy a mini convertible and stick a roof rack on it.

The ALR is an alloy version of a climbing bike. That's what it's for. There are plenty of alloy disc equipped bikes you can stick guards and panniers to.

I have the non-disc version and unless they've updated the bike since two years ago I'd disagree with the comment on this being a 'planted' bike. The lightweight alloy frame has flex in it and you can feel it when descending and even during normal riding. It's not like a Canyon Endurace or CAAD 12 in this regard. The latter is the better bike, the Endurace is more solid but that leads to a harder ride. It's light though, and comfortable.

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Trek Emonda ALR first-ride review: Light and fast, but best on smooth roads

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It wasn’t all that long ago that aluminum was considered largely obsolete as a frame material: too soft and heavy relative to carbon fiber, not as much zing or “life” as steel or titanium. But the material is nevertheless enjoying a strong resurgence, and Trek is the latest major brand to add fuel to that fire. The new Emonda ALR aluminum road family is reasonably competitive with carbon fiber in terms of weight and stiffness, and new manufacturing methods make it drop-dead gorgeous, too. It’s also comparatively cheap. But alas, there’s still a price to be paid.

The Emonda ALR by the numbers

On paper, it’s hard to argue with Trek’s new Emonda ALR.

At least as far as the scale is concerned, the Emonda ALR is nearly on-par with the carbon fiber Emonda SL. Claimed frame weight for the disc-brake is 1,131g, and 1,112g for the rim-brake edition — just 40g heavier than its fancier (and more expensive) cousin. And according to Trek, the Emonda ALR’s chassis stiffness figures aren’t far behind, either, thanks in no small part to the fact that its 300-Series Alpha Aluminum hydroformed tubes use nearly the same shapes as the upper-end Emondas.

Both rim-brake and disc-brake versions are on tap — naturally — and tire clearances are in-keeping with trends in the road space. Maximum official tire size on the rim-brake version is 25mm; 28mm for the disc-brake models. That sounds decidedly behind the times at first, yes, but keep in mind that Trek’s internal rating for maximum tire size is unusually conservative. Whereas most companies abide by international standards for clearance (at least 4mm of space on all sides of the tire at the closest point), Trek adds another 2mm on top of that, so comparing apples to apples, the rim-brake Emonda ALR will comfortably handle 29mm-wide tires, and the disc-brake bikes will fit 32mm-wide ones. Much better.

Handling-wise, Trek has carried over the same frame geometry as on the carbon Emonda models, which, in turn, were derived from the highly evolved figures of the long-standing Madone range. In other words, it promises truly neutral characteristics, with stable manners at high speeds, a seemingly contradictory willingness to carve through sinuous descents, and reasonable agility at low speeds without having the front end feel too floppy. Trek hasn’t changed its bread-and-butter road geometry much in ages, and that’s a good thing.

In terms of rider positioning, though, Trek will only offer the Emonda ALR in the tamer H2 fit with its slightly taller head tube. Riders who are specifically after a more aggressive posture will still need to look at the top-end Emonda SLR range.

Other features include partially internal cable routing (just through the down tube), 12mm front and rear thru-axles and flat-mount caliper interfaces on disc-brake models, quick-release dropouts and direct-mount caliper mounts on rim-brake models, PF86 press-fit bottom bracket shells across the board, tapered steerer tubes on the full-carbon forks, standard 27.2mm-diameter round seatposts with conventional external seatpost clamps, and a small pocket built into the non-driveside chainstay for Bontrager’s DuoTrap wireless speed and cadence sensor.

None of this sounds remotely groundbreaking. And the focus on stiffness-to-weight means there isn’t a smidgeon of aerodynamic shaping to be found here. There’s not a single mention of wind tunnels or grams of drag or yaw angles in any of Trek’s marketing collateral. In an ever-expanding world of sleek two-wheeled machines that are starting to look more like airplanes than bicycles, the Emonda ALR might seem like a throwback.

But oh, man, you just have to see the thing.

Invisible Weld Technology

The way aluminum bicycle frames are welded hasn’t changed much in decades. With few exceptions, tubes are mitered at the joints and held together in a jig for a close fit, and then the intersections are basically just melted together at high heat, with an additional bead of similar material — the weld bead — added on top for additional structural reinforcement. Sometimes welders take two passes over the joint, and sometimes it’s just one, and sometimes the bead is filed down for a smoother look. But by and large, the process is the same today as it was when people thought Jeff Bezos was nuts for thinking he could sell books over the internet.

Specialized legitimately moved things forward a few years ago with the introduction of Smartweld . Normally, those mitered aluminum tubes fit together kind of like how you would join empty rolls of paper towels together in a grade school art project, with the end of one tube carved out to fit tightly against the unaltered wall of the other tube.

But Smartweld is more like holding the bottom of two soda cans against each other. There’s a natural trough that the welding rod can fill, there’s more surface area to join together for better structural integrity, the weld itself is moved away from the areas of highest stress, the adjoining tube walls can be made thinner and lighter, and the resulting joint ends up more flush with the surrounding tube wall for a smoother finish. There’s more hydroforming work required to initially create that sort of interface geometry on the individual parts, but it’s a brilliant idea that Specialized has used to great effect.

Trek is now doing something similar, calling it “Invisible Weld Technology.” The concept is much the same, at least in terms of the weld joint geometry itself, but whereas Specialized moves the weld further up on the tubes, IWT uses the same weld location as a standard mitered joint.

Details aside, the result is visually stunning. For example, Trek has formed the head tube and top tube of the new Emonda ALR with the same shapes as the carbon fiber Emonda SL and SLR, and unless you look very closely, you can’t even tell where one part ends and the other begins; it’s truly seamless as far as your eyes are concerned.

Other areas of the frame are joined using more conventional welding techniques, and the Emonda’s press-fit bottom bracket shell is a far cry from the bulbous and hollow two-piece clamshell that Specialized uses on the Allez Sprint . But it’s important to note that Trek is just getting started with the IWT concept, and it’ll be very interesting to see where it goes from here.

Off-the-shelf, or build to suit

As good as the Emonda ALR platform sounds, Trek clearly isn’t interested in having it cannibalize sales from the carbon fiber Emonda families based on the build kits on tap. Just five complete models are available, all of which focus more on value than outright performance. Complete Shimano groupsets are featured throughout, along with hydraulic brakes for all disc-equipped models. The one exception are the Tektro brake calipers on lower-end rim-brake models, since Shimano doesn’t make a direct-mount caliper at that price point.

At the lower end are the Emonda ALR 4 and ALR 4 Disc, built with Shimano Tiagra and Bontrager Affinity TLR tubeless-ready aluminum clinchers. The rim-brake version costs US$1,360 / AU$1,500, and the disc-brake version (which won’t be brought into Australia) costs US$1,680.

At the upper end are the Emonda ALR 5 and ALR 5 Disc, built with the same Bontrager Affinity TLR tubeless-ready aluminum wheels, but with Shimano’s 105 groupset. Retail price for the rim-brake version is US$1,580 / AU$2,000, or US$1,890 / AU$2,400 for the disc-brake version.

There will also be a sole women-specific model, the Emonda ALR 5 Disc Women’s. Basic spec is unchanged, and it’s built with the same frameset, but touch points are altered to promote a better fit and feel. Pricing is the same as the standard Emonda ALR 5 Disc, but like the Emonda ALR 4 Disc, Trek doesn’t plan to sell it in Australia.

Trek still isn’t ignoring the performance potential of the Emonda ALR, either; there’s also a bare frameset available for riders that might want to do a higher-end build. Retail price is US$960 for either the rim-brake or disc-brake version, but neither will be imported into Australia.

Pricing and availability for other regions is still to be confirmed.

Bones, shaken

I rode a custom-built Emonda ALR for several hours on the roads surrounding Trek’s global headquarters in Waterloo, Wisconsin, where the rolling hills and seemingly endless expanse of sparsely populated roads provide plenty of opportunity to test a bike’s mettle. Rather than set us up on stock models, Trek went the DIY route, outfitting the frames with Shimano’s latest Ultegra mechanical groupset, low-profile Bontrager Aeolus XXX 2 carbon clinchers, 25mm-wide Bontrager R3 tubeless tires, and an assortment of Bontrager carbon fiber finishing kit. Total weight for my 52cm sample was just 7.4kg (16.31lb), without pedals, but with bottle cages and Blendr accessory mounts.

True to claims, the Emonda ALR felt satisfyingly stout under power, and plenty eager to squirt up short and punchy climbs. Front-end torsional rigidity is good, too, although not quite on-par with top-end carbon models, with some flex detected when you’re really wrenching on the bars.

As expected, handling is picture-perfect, like a well-trained horse that almost doesn’t require any physical input from its rider before doing exactly what you want it to. Set those numbers in stone, Trek.

But as pleasant as Trek’s home roads are, the asphalt is distinctly coarse and lumpy, and the pavement seams impossible to ignore. Trek has successfully showcased other bikes on this stage before, but for the Emonda ALR, it might have been better to choose somewhere with better-quality roads.

The Emonda ALR seems to put up a good fight against more expensive carbon bikes in terms of weight and stiffness, however it’s simply no match in terms of ride comfort. Even with the tires inflated to a modest 70psi or so under my 70kg body, the Emonda ALR offers a rough ride, with little vibration damping to speak of and plenty of impact harshness traveling up through the handlebar and saddle. If anything, it only highlights further the uncanny comfort of the new Madone .

That firm ride will certainly be viewed differently by different riders, and it’s important to note that frame compliance varies proportionally with frame size (and remember that I’m 1.73m tall, weigh 70kg, and ride a relatively small 52cm). Would a heavier and/or taller rider have a different experience? Maybe. But again, stiffness and weight still seem to me to have been the primary design objectives here, and frame compliance strikes me as falling further down on the list. Granted, switching to a more flexible seatpost and tires with more suppleness than the rather stiff-bodied Bontrager R3s of my test bike help, but there are limits to how much you can mask the inherent characteristics of a frameset. As is, the Emonda ALR wouldn’t be my first choice for a long day in the saddle on less-than-ideal road surfaces.

This isn’t to say that I wasn’t impressed with the Emonda ALR overall. I’m a big fan of aluminum bikes in general, and I’m definitely excited to see Trek (and others) devoting more attention to the genre. The Emonda ALR is light and stiff, and an unquestionably good value from a mainstream brand. Privateer racers will unquestionably find much to like here, as will anyone prioritizing stiffness and low weight, and living in areas with good-quality roads.

But just as perpetual motion machines, fountains of youth, and fusion reactors are still the stuff of folklore, the Emonda ALR isn’t quite a tale of getting true carbon fiber performance at aluminum pricing. If you enter into the arrangement with realistic expectations of what you might be getting, you’ll probably be happy with it. And as always, a test ride is probably a good idea before signing on the dotted line.

As much as some of us might like to believe otherwise, material properties are what they are, and as good as the Emonda ALR is, you still don’t get something for nothing.

www.trekbikes.com Disclaimer: Trek provided flights, accommodations, and loaner equipment for this event, and has previously advertised on CyclingTips.

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\"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":"amstel gold notebook: pidcock\u2019s redemption, vos\u2019 old-school lesson, and van der poel\u2019s mia mystery","url":"https:\/\/velo.outsideonline.com\/road\/road-racing\/amstel-gold-notebook-pidcocks-redemption-vos-old-school-lesson-and-van-der-poels-mystery\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/amstel-gold-notebook-pidcocks-redemption-vos-old-school-lesson-and-van-der-poels-mystery\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"amstel gold notebook: pidcock\u2019s redemption, vos\u2019 old-school lesson, and van der poel\u2019s mia mystery\"}}\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\/amstel-gold-notebook-pidcocks-redemption-vos-old-school-lesson-and-van-der-poels-mystery\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"amstel gold notebook: pidcock\u2019s redemption, vos\u2019 old-school lesson, and van der poel\u2019s mia mystery\"}}\u0027>\n amstel gold notebook: pidcock\u2019s redemption, vos\u2019 old-school lesson, and van der poel\u2019s mia mystery\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"tom pidcock grabs dramatic amstel gold race in four-man sprint","url":"https:\/\/velo.outsideonline.com\/road\/road-racing\/tom-pidcock-grabs-dramatic-amstel-gold-race-in-four-man-sprint\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/tom-pidcock-grabs-dramatic-amstel-gold-race-in-four-man-sprint\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"tom pidcock grabs dramatic amstel gold race in four-man sprint\"}}\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\/tom-pidcock-grabs-dramatic-amstel-gold-race-in-four-man-sprint\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"tom pidcock grabs dramatic amstel gold race in four-man sprint\"}}\u0027>\n tom pidcock grabs dramatic amstel gold race in four-man sprint\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 "}]' > >", "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", 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• Rider Notes

2019 Trek Émonda ALR 5

An aluminum frame race bike with upper mid-range components and rim brakes.

For This Bike

View more similar bikes →

Based on frame geometry and build specs.

A bike with lower gearing will be easier to ride up steep hills, while a higher top end means it will pedal faster down hills.

Émonda ALR 5

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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

Read Review

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 […]

Mar 2019 · Philippe Tremblay

Sleek looking and smart riding sparkling purple frame makes a strong case to build a dream machine with an aluminium frameset

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

Aug 2018 · Benjamin Topf

The Trek Émonda ALR 6 is the highest-quality aluminium racer in Trek’s portfolio, but can the performance keep up with the superb looks?

May 2018 · Matt Wikstrom

Trek recently updated its lightweight racing chassis, the Émonda, with a variety of refinements for 2018, including the addition of a disc-brake version. We had a look at the Émonda SLR Disc when it was launched last year, so for this review, we follow that up with a closer look at the more affordable mid-range […]

Feb 2018 · Mat Brett

Quick and lively aluminium road bike with a good ride quality and excellent Shimano Ultegra components

Last updated August 20 Not listed for 1,698 days

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Trek Émonda ALR 5

• AUS $ NZD $ USD $ CAD $ GBP £ EUR €

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

At a glance

Where to buy.

Specifications

• Frame Ultralight 300 Series Alpha Aluminium, Invisible Weld technology, tapered head tube, internal cable routing, flat mount disc, 142x12 mm thru axle
• Fork Émonda ALR full carbon, tapered carbon steerer, internal brake routing, flat-mount disc, 12x100 mm thru axle
• Hubs Bontrager alloy, sealed bearing, CenterLock disc, Shimano 11-speed freehub, 142x12 mm thru axle
• Wheels Bontrager Paradigm SL, Tubeless Ready, 24-hole, 21 mm width, Presta valve
• Tires Bontrager R1 Hard-Case Lite, wire bead, 60 tpi, 700x28 mm
• Chain Shimano SLX M7100, 12-speed
• Crank Size: 50, 52, Shimano 105 R7100, 50/34, 170 mm length; Size: 54, 56, 58, Shimano 105 R7100, 50/34, 172.5 mm length; Size: 60, 62, Shimano 105 R7100, 50/34, 175 mm length
• Bottom Bracket Praxis, T47 threaded, internal bearing
• Front Derailleur Shimano 105 R7100, braze-on, down swing
• Rear Derailleur Shimano 105 R7100, 36T max cog
• Shifters Shimano 105 R7120, 12-speed
• Brakeset Shimano 105 hydraulic disc
• Handlebar Size: 50, Bontrager Comp, alloy, 31.8 mm, 80 mm reach, 121 mm drop, 38 cm control width, 42 cm drops width; Size: 52, Bontrager Comp, alloy, 31.8 mm, 80 mm reach, 121 mm drop, 40 cm control width, 44 cm drops width; Size: 54, 56, 58, Bontrager Comp, alloy, 31.8 mm, 80 mm reach, 121 mm drop, 42 cm control width, 46 cm drops width; Size: 60, 62, Bontrager Comp, alloy, 31.8 mm, 80 mm reach, 121 mm drop, 44 cm control width, 48 cm drops width
• Saddle Size: 50, 52, Verse Short Comp, steel rails, 155 mm width; Size: 54, 56, 58, 60, 62, Verse Short Comp, steel rails, 145 mm width
• Seatpost Bontrager Comp, 6061 alloy, 27.2 mm, 8 mm offset, 330 mm length
• Stem Size: 50, Bontrager Elite, 31.8 mm, Blendr-compatible, 7-degree, 80 mm length; Size: 52, 54, Bontrager Elite, 31.8 mm, Blendr-compatible, 7-degree, 90 mm length; Size: 56, 58, Bontrager Elite, 31.8 mm, Blendr-compatible, 7-degree, 100 mm length; Size: 60, 62, Bontrager Elite, 31.8 mm, Blendr-compatible, 7-degree, 110 mm length

Q: How much is a 2024 Trek Émonda ALR 5?

A 2024 Trek Émonda ALR 5 is typically priced around $3,499 AUD when new. Be sure to shop around for the best price, and also look to the used market for a great deal.

Q: Where to buy a 2024 Trek Émonda ALR 5?

The 2024 Trek Émonda ALR 5 may be purchased directly from Trek .

Q: What size 2024 Trek Émonda ALR 5 should I get?

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Is Trek Emonda ALR 5 Worth Buying? [Trek Emonda ALR 5 Review]

Table of Contents

Trek Emonda ALR 5

• Price : $2299
• Category : Road Bikes
• Frame : Ultra-light 300 Series Alpha Aluminum
• Gear : 2×11
• Tires : 700x25c

What we like about it: The   advanced alloy frame has the sleek look and maneuverability of a carbon bike.

What we don’t like about it : The overpricing.

Rating: ( 4.6/5)

Introduction

“The Trek Emonda ALR 5 is like a black sheep with an extremely fierce sense of aggression.” This is the most intuitive compliment from the famous photographer Mike about it. Yes, this bike has a tough performance and no small amount of provocative flair. Therefore, if you’re currently looking for a bike that’s light enough and looks cool, maybe you should try the Trek Emonda ALR 5.

The lightweight 300 Series Alpha Aluminum frame with shaped tubes and invisible welding technology gives the Trek Emonda ALR 5 the same look and maneuverability as a carbon vehicle. Meanwhile, the colorful shape gives it the confidence to conquer teenagers, and the Emonda SL carbon fork has extremely strong damping capabilities. Whether it’s a flat road or a thorny gravel singletrack, it will deliver a performance that will satisfy you.

We have been reviewing the Trek Emonda ALR 5 for two months. To make the results informative for you, here we elaborate on the Emonda ALR 5’s performance on the bike, its key features, components, and specifications, as well as the other versions of the series. If you want to know more about the other versions of the Emonda ALR 5, please refer to our review.

T rek Emonda ALR 5 General Riding

The most attractive aspect of the Trek Emonda ALR 5 is its cool appearance. 300 Series Alpha quality aluminum is hydraulically pressed into a specific size frame, achieving the perfect balance between stiffness and weight. At the same time, the Bontrager Verse Comp saddle provides the cyclist with the right seating position for riding. The complete saddle cutout minimizes soft tissue stress for extreme comfort and efficient riding.

The first location we chose was a flat section of the road inside Whistler Mountain Bike Park, where invisible welding technology greatly improved comfort during the ride. At the same time, I was able to easily maintain a comfortable riding position on the winding ascents. Because the reliable Shimano 105 drivetrain gave me the confidence to move forward, and even after a three-kilometer sprint, I didn’t feel overworked. This was due to the reliable traction given by the drivetrain. But for my personal preference, the 2x is still perhaps a bit out of date, and it took me a long time to find the right speed gear.

Of course, I have to admit that the Trek Emonda ALR 5 is the best bike in its class when it comes to speed. Because the 700x25c Bontrager R1 Hard-Case Lite tires keep the bike extremely stable even at speed. Of course, if you’re looking for more speed Emonda ALR 5’s optional 28c size might be a better choice for you, as the taller tires will be more stable.

Worth mentioning is the seat tube angle of the Emonda ALR 5 (74.6°), the steep angle allows me to better go uphill and distribute my full body weight evenly without getting into a rollover accident. During the long ride, I left my fellow photographer Alex far behind.

Trek Emonda ALR 5 Gravel Riding

As an off-road bike, its home turf is the gravel section. How does the Emonda ALR 5 perform? Two months of riding tell me that “the Emonda ALR 5 is a fierce conqueror”.

We conducted several tests on the flowing singletrack trails in the topsoil unevenness. Therefore, the biggest feeling was that the Bontrager R1 Hard-Case Lite is perhaps the most adaptable presence for off-road riding. Also, the prominent aramid beads on the surface provide a strong grip for the Emonda ALR 5, and the large, wide tires maintain a steady driving forward speed.

The Emonda SL fork is made of carbon. So it is lighter and has a damping capacity unmatched by aluminum. In addition, the 100mm travel fork moved up and down in the ascent and descent sections, setting up for the next sprint.

Of course, you can’t underestimate the Shimano 105 hydraulic discs either. Compared with the previous generation version it has made a new upgrade, the new flat-mounted disc brake is more elegant, lighter, and smaller than the traditional disc brake. Even on slippery snow, it is capable of fast and responsive braking operations.

Main Features

My first impression of Emonda ALR 5 is the cool technology. The revolutionary welding technology creates a better connection with each pipe joint, saving a lot of material while increasing strength.

But the body material may attract some people’s complaints. Because the aluminum material is indeed no way to compare with Trek’s main oclv carbon. But considering its excellent enough price, it is acceptable at this point.

However, it is satisfying that the Émonda ALR 5 is available in a wide range of body colors: Purple Abyss, Slate to Trek Black Fade, and Matte Grave. Accordingly, these may be to meet your individual needs.

The geometry of the Émonda ALR 5, as a stealth configuration, shows that the geometry figures are the result of many considerations and it does prove to be comfortable enough. Its seat tube angle was chosen to be relatively steep (74.6°), so the rider can better distribute the weight on the bike when going uphill.

Moreover, considering that the wide 29er tires of the Emonda ALR 5 can cause unstable steering, Trek Émonda has chosen a shorter distance (72mm) and a shorter wheelbase length (974mm) for the BB center of gravity. Therefore, this compensates for the lack of responsiveness in cornering and gives you ultimate control of the body in sharp corners.

Component s and  Specifications

Drivetrain: shimano slx m7100, 12-speed.

I’ve always had great confidence in the Shimano brand, and I have strong expectations and trust in it. First of all, the 1x system is standard on mountain bikes, which does away with overly complicated speed shifting and allows for silky smooth speed adjustment with just a single-hand turn of the slider. Secondly, the simple pipe connection system makes your installation and adjustment easier and more convenient. Finally, the 11-Speed adjustment system is sufficient for me. Of course, if the next version of the upgrade can choose the 12-Speed configuration may be more attractive.

Fork: Émonda SL Full Carbon

The carbon fork is the biggest highlight of the Trek Émonda ALR 5. It has a better damping ability than aluminum alloy, while still maintaining a lighter size and weight. Identically, the excellent damping makes it provide a smooth enough riding experience even on gravel-spreading paths. Even on the gravel-filled road, I did not feel any violent vibration because of this bumpy section of the road.

Brake: Shimano SM-RT70

Shimano brand disc brakes are also quite good in my mind, providing better, more responsive, and swifter braking ability than mechanical brakes. Also, it is made of a sturdy brake lever design that provides extra support for the ride and ensures that it stays smooth enough on descending sections. Absolute stability is maintained even when you’re facing a rough mountain ride. This was also evident in the middle of my group endurance race last week.

Tires: Bontrager R1 Hard-Case Lite

As Trek’s ace series, the Bontrager R1 Hard-Case Lite tire is tailor-made for the Emonda ALR 5. Because it allows the Trek Emonda to deal with all obstacles on gravel-laden trails. Certainly, thanks to its 700x25c tire size it is guaranteed to maintain the ultimate stability in fast driving. At the same time, it crushes all dead branches and debris like a pair of hard horseshoes. So you don’t have to worry that it will cause problems in steering because of the overly firm tires. Accordingly, the short wheelbase and the rear fork length of the Emonda ALR 5 make up for this, giving it a reliable wheelset and responsive steering.

Other versions of Trek Emonda ALR 5

To give you more options, we have tested the other models of the Emonda ALR 5 objectively and impartially and for a certain period. This includes the Trek Emonda ALR 4.

Compared to the Emonda ALR 5, its predecessor had a heavier body build. Because 19.9lbs for the Trek Emonda ALR 5 and 20.6lbs for the Trek Emonda ALR 4.

At the same time, the Trek Emonda ALR 4 has a lower grade Tiagra in the choice of the groupset, so the bumps on the yellow sand road were noticeable in our ride. And it’s not as fast as we thought it would be (36mph), which might not be able to stand alongside the Trek Emonda ALR 4 in a small race.

If price is not your main consideration, then I would recommend the Trek Emonda ALR 4 for better performance and a better ride.

What we like about it?

1. A wider choice of colors is sufficient to meet the needs of individual consumers.

2. The lightweight 300 series of Alfa aluminum body brings a cool appearance.

3. Trek Emonda SL carbon forks absorb road bumps for you.

4. Reliable shifting with a full 2×11-Speed Shimano 105 drivetrain for worry-free travel.

What we don’t like about it?

1. More expensive price.

2. The 2.2x system brings complexity to speed regulation.

• What is the price of the Trek Emonda ALR 5?

The price of Trek Emonda ALR 5 is $2299.99.

• What is the body material of Trek Emonda ALR 5?

The Trek Emonda ALR 5 body is made of aluminum.

• What are the tires on the Trek Emonda ALR 5?

The Trek Emonda has 700x25c tires.

Size chart for Emonda ALR 5

Trek Emonda ALR 5 Specs

Comparison T able

Trek emonda alr 5 vs cannondale caad13 105.

We found that the Cannondale CAAD13 105 has a definite advantage in terms of speed in the actual measurement. This also means that perhaps the latter would have a better performance if it were in an official race. However, in my actual riding, I prefer to hold the compact Bontrager Comp VR-C handlebar of the Emonda ALR 5, which gives me more flexibility in control.

However, the 2x drivetrain is a common configuration for both. One might think that a too-complex speed control system would create a greater hindrance to travel. But, in the actual ride, we found such details can be neglected. Because the adjustment operation on the shifting does not bring a lot of trouble to the car travel.

If you want more flexibility, I think Emonda ALR 5 would be the option to try.

Learn more : Is Cannondale CAADX 1 A Good Bike? [Cannondale CAADX 1 Review]

Trek Emonda ALR 5 vs Scott Speedster 20

At the beginning of the review, I noticed that the Scott Speedster 20 has a relatively heavy body size. So if you encounter an impassable roadblock it will take a lot of effort to carry. For this reason, I would prefer the Emonda ALR 5.

In addition, the 2× drivetrain is not abrupt for the price point set by the Scott Speedster 20. But it is also important to note that it has opted for a more backward mechanical disc in the selection of brakes. As a result, it is perhaps not as good in terms of braking as the hydraulic discs fitted to the Emonda ALR 5.

So, the Scott Speedster 20 is a good practice bike for new enduro racers. But if you are looking for a more extreme driving experience maybe the Emonda ALR 5 is more suitable for you.

Trek Emonda ALR 5 vs Canyon Endurace WMN CF SL Disc 7.0

Canyon Endurace WMN CF SL Disc 7.0 has chosen a more advanced carbon structure for the selection of the body frame. So, it will be lighter and more responsive, and the damping effect will be better.

However, it should also be noted that the Canyon Endurace’s body cockpit is too dull and not adjustable enough, and does not have a high degree of freedom of adjustment like the Trek Emonda ALR 5 will have. Therefore, the Canyon Endurace will look particularly awkward.

So, if you are an obsessive carbon fan, then the Canyon Endurace WMN CF SL Disc 7.0 will meet all your expectations. But if you don’t have a lot of ambitions in this area, then the Trek Emonda ALR 5 will be the best choice for you.

Learn more : Is Canyon Endurance 8 Disc Worth Buying? [Canyon Endurance 8 Disc Review]

Trek Emonda ALR 5 vs Specialized Tarmac SL6

The Specialized Tarmac SL6 follows the trend of the times and is made of high-quality carbon. This does ensure better sturdiness and a lighter riding experience. But at the same time, it also means that Specialized Tarmac will have a higher price tag. This is also a factor that must be considered.

In terms of tires, Specialized Tarmac has chosen slimmer tires, the slimmer 700x26mm tires will help greatly in riding speed. This is why it has an unparalleled advantage in speed.

However, compared to the Trek Emonda ALR 5, which has 700 x 25c, the Trek Émonda ALR 5 will be more outstanding in terms of rolling speed.

Not only that, but the Emonda ALR 5 will be more friendly in terms of price. And the premium Shimano SM-RT70 braking system also allows you to ride with confidence on more terrain. Accordingly, you don’t have to worry about the brakes not being sensitive enough and causing some irreparable damage.

If you want more responsive braking and more flexible handling, you can try the Trek Emonda ALR 5.

In case, the above comments are helpful to you, please remember to share the subscription. Have a great day!

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• Emonda ALR 5

Trek Emonda ALR 5

Emonda ALR 5 is a race-ready road bike with a top-tier alloy frame that's intensely light, fast, and far more pocket-friendly than carbon bikes of its caliber. Its lightweight frame is built with top-tier road racing H1.5 geometry, with an integrated cockpit and Kammtail tube shapes for aerodynamic advantage. It's equipped with a dependable 105 drivetrain and hydraulic disc brakes that stop on a dime no matter the weather, making it the perfect lightweight alloy bike for club rides and race days alike. It's right for you if... You want all the advantages of a bike built to be the lightest in its class, with a wallet-friendly alloy frame that has the sleek looks and handling you'd expect only from a carbon frame. You also want the confident stopping power disc brakes provide. The tech you get An ultralight 300 Series Alpha Aluminum frame with aerodynamic Kammtail shaped tubes and Invisible Weld Technology, an Emonda SL carbon fork that absorbs vibration from the road, internal cable routing in both the frame and fork, a full 2x11 Shimano 105 drivetrain for dependable shifting, powerful flat-mount hydraulic disc brakes, and tubeless ready wheels. The final word Emonda ALR 5 gives you the sleek looks of carbon without the sticker shock. Its advanced alloy frame is built to perform, and pairs with disc brakes and a reliable Shimano 105 drivetrain to give it the race-ready edge. Why you'll love it: - The all-new frame is lighter and sleeker than previous ALR models and features aerodynamic Kammtail tubes with even cleaner cable routing - It climbs fast, corners on rails, and descends with confidence - Disc brakes offer better braking performance and extra clearance for wider, more comfortable tires - It shares the race geometry of our highest-end carbon Émonda race bikes, and it gives you a ride quality that stands up in every way to far more expensive carbon bikes - Internal cable routing extends the life of your cables and adds to the bike's sleek look Features: Lightest in its class Emonda ALR was built with our best and lightest 300 Series Alpha Aluminum and a gram-trimming design to keep things light, fast, and fun. Race-ready geometry An optimized H1.5 race geometry, developed in collaboration with Trek-Segafredo, puts you in the right position for power. Refined integration Integrated cable routing cleans up the cockpit and makes Emonda ALR even faster in the wind. Faster than ever Emonda ALR's new Kammtail aero tube shaping keeps things light and fast wherever you ride – whether you're powering up climbs or racing across flats. Shimano 105 With shift technology inherited from mechanical Ultegra and Dura-Ace, Shimano 105 gives you top-shelf shifting at a budget-friendly price. Whether you're commuting year-round or training for the big race, Shimano 105 is a workhorse drivetrain that won't hold you back as you grow in the sport.

* Subject to change without notice.

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Rosatom Starts Production of Rare-Earth Magnets for Wind Power Generation

TVEL Fuel Company of Rosatom has started gradual localization of rare-earth magnets manufacturing for wind power plants generators. The first sets of magnets have been manufactured and shipped to the customer.

In total, the contract between Elemash Magnit LLC (an enterprise of TVEL Fuel Company of Rosatom in Elektrostal, Moscow region) and Red Wind B.V. (a joint venture of NovaWind JSC and the Dutch company Lagerwey) foresees manufacturing and supply over 200 sets of magnets. One set is designed to produce one power generator.

“The project includes gradual localization of magnets manufacturing in Russia, decreasing dependence on imports. We consider production of magnets as a promising sector for TVEL’s metallurgical business development. In this regard, our company does have the relevant research and technological expertise for creation of Russia’s first large-scale full cycle production of permanent rare-earth magnets,” commented Natalia Nikipelova, President of TVEL JSC.

“NovaWind, as the nuclear industry integrator for wind power projects, not only made-up an efficient supply chain, but also contributed to the development of inter-divisional cooperation and new expertise of Rosatom enterprises. TVEL has mastered a unique technology for the production of magnets for wind turbine generators. These technologies will be undoubtedly in demand in other areas as well,” noted Alexander Korchagin, Director General of NovaWind JSC.

For reference:

TVEL Fuel Company of Rosatom incorporates enterprises for the fabrication of nuclear fuel, conversion and enrichment of uranium, production of gas centrifuges, as well as research and design organizations. It is the only supplier of nuclear fuel for Russian nuclear power plants. TVEL Fuel Company of Rosatom provides nuclear fuel for 73 power reactors in 13 countries worldwide, research reactors in eight countries, as well as transport reactors of the Russian nuclear fleet. Every sixth power reactor in the world operates on fuel manufactured by TVEL. www.tvel.ru

NovaWind JSC is a division of Rosatom; its primary objective is to consolidate the State Corporation's efforts in advanced segments and technological platforms of the electric power sector. The company was founded in 2017. NovaWind consolidates all of the Rosatom’s wind energy assets – from design and construction to power engineering and operation of wind farms.

Overall, by 2023, enterprises operating under the management of NovaWind JSC, will install 1 GW of wind farms. http://novawind.ru

Elemash Magnit LLC is a subsidiary of Kovrov Mechanical Plant (an enterprise of the TVEL Fuel Company of Rosatom) and its main supplier of magnets for production of gas centrifuges. The company also produces magnets for other industries, in particular, for the automotive

industry. The production facilities of Elemash Magnit LLC are located in the city of Elektrostal, Moscow Region, at the site of Elemash Machine-Building Plant (a nuclear fuel fabrication facility of TVEL Fuel Company).

Rosatom is a global actor on the world’s nuclear technology market. Its leading edge stems from a number of competitive strengths, one of which is assets and competences at hand in all nuclear segments. Rosatom incorporates companies from all stages of the technological chain, such as uranium mining and enrichment, nuclear fuel fabrication, equipment manufacture and engineering, operation of nuclear power plants, and management of spent nuclear fuel and nuclear waste. Nowadays, Rosatom brings together about 350 enterprises and organizations with the workforce above 250 K. https://rosatom.ru/en/

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• Émonda ALR 5