trek emonda slr test

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The New Trek Émonda Is Faster Than Ever

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

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

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

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

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

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

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Now With Aero

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

Simple Seat Mast

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

Light and Slippery

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

Wide and Threaded

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

A built-in chain watcher prevents unwanted derailments.

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

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

Ride Impressions: Émonda SLR 9 eTap

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

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

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

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

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

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

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

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

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

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

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

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

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

Team Request

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

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

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

Still Light, Now With Aero

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

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

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

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

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

Eight Point One Percent

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

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

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

Computer-Aided Optimization

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

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

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

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

OCLV 800 Carbon

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

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

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

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

Aeolus Bar Stem

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

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

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

Aeolus 37 Wheels

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

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

Surprisingly Rider Friendly

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

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

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

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

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

H1.5 Geometry

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

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

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

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

The new Émonda is a disc brake-only platform.

Project One

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

Trek Émonda SLR 9 eTap

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

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

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

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

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

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

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

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

How Aero Is the Emonda?

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

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

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

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

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

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

Other Significant Frame Changes

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

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

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

T47 Bottom Bracket

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

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

800 Series OCLV Carbon

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

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

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

Trek Emonda SLR 9 Ride Experience

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

Damn, It’s Light

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

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

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

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

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

Stiffness vs. Compliance

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

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

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

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

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

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

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

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

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

How Fast Is the Trek Emonda SLR 9 eTap?

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

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

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

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

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

Final Thoughts

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

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

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

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

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

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

Trek Domane Gets Racier, Looks to Keep Reputation for Comfort

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

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

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

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

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Trek Emonda SLR 8 - long-term review

Fabulously light and quick but best for smooth roads.

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

This article originally appeared on BikeRadar

Trek made quite a splash when it unveiled the stunningly light Emonda SLR 10, with its jaw-dropping 4.65kg (10.25lb) claimed weight and a correspondingly high price.

We'd argue that the SLR 8 model makes an even bigger impact though. It has the same feathery frame but a more sensible build kit, and costs less than half of the flagship model. Trickle-down, you say? Yes, please.

• Highs: Incredibly light, fantastic handling, awesome brakes, huge range of sizes
• Lows: Chattery ride, potentially creaky cassette
• Buy if: You absolutely live for climbing

Ride and handling: Light and efficient but far from smooth

Fans of prototypical top-end German machines will feel right at home on the new Emonda SLR. The chassis is not only extremely light but also remarkably rigid and efficient. It's quick and responsive when you get on the gas and, as you'd expect with a total weight of just 6.19kg (13.65lb) without pedals, it's an absolute beast on steeper climbs, where that stiffness-to-weight ratio can really shine through.

Big, round(ish) tubes and high-end carbon fibre materials make for a light and stiff frame

The Emonda's geometry figures are nearly identical to those of Trek's long-running Madone, so it's no surprise that it handles extremely well. It has perfectly neutral manners that are well-suited to road racing and all-day rides. It's quick enough to easily adjust your line if you encounter an obstacle mid-corner, for example, but is stable enough to inspire confidence at speeds that are well in excess of common sense.

We find the rider positioning spot-on too. The suitably short head tube and reasonably spacious top tube on our H1 version inspires an aggressively long-and-low stance. As with the Madone, Trek also offers the Emonda in a taller H2 version for riders who want the low weight but with a more upright profile – both in a huge range of sizes.

Not into a super-low position? No worries – Trek makes the Emonda SLR frame in a taller H2 version too

Such low weight and high stiffness doesn't come without penalty though – and in this case, it's the ride quality.

Whereas the top-end Madone is firm but still reasonably comfortable for a long day in the saddle, the Emonda is more unyieldingly rigid in every direction. Although Trek claims its in-house bench testing shows the Emonda has a similar ride to the Madone, we find the Emonda to be noticeably buzzy. This is particularly evident on coarse pavement, but even relatively smooth dirt roads tend to rattle your hands until they're numb and lifeless, made worse by the relatively sparse stock bar tape.

The superb chassis stiffness that's so good on the way up can sometimes cost you on the way down too. Whereas smoother bikes can capably carve through bumpy corners, the Emonda is prone to getting knocked off-line if you encounter a hiccup when you're arcing a twisty downhill pass, particularly with the rather narrow 23mm tyres that come stock.

Asymmetrical chainstays make the most of the available space

Although there are plenty of ovalised sections, all of the tubes are nominally round in profile to maximise the frame's structural efficiency. Likewise, all of the joints feature smooth transitions free of abrupt kinks or unnecessary geometric filigree. Fork tips and rear dropouts are made from fibre – of course – and the bearing seats for both the headset and bottom bracket and moulded directly into the structure so no additional cups are needed.

The cable routing is fully internal and the setup is convertible between mechanical and electronic drivetrains. The former features a remarkably minimal guide on the underside of the bottom bracket shell. Housing paths are generally well situated and it's fairly easy to replace the lines when needed, although there's quite a bit more rub on the sides of the head tube than we'd prefer.

Even the bottom bracket cable guide is remarkably minimal

Otherwise, all of the usual Trek hallmarks are present and accounted for, including the 90mm wide bottom bracket shell, the e2 tapered head tube with an asymmetrical steerer tube profile, a no-cut integrated seatmast, and integrated chain catcher bolted to the base of the seat tube. As before, there's a pocket on the non-driveside chainstay for a Bontrager wireless speed and cadence sensor but this latest iteration is now smaller and tidier, plus it no longer pierces the entire tube.

The internal finish of the frame is utterly fantastic, too. This of course isn't visible when the bike is built but it does lend some confidence in terms of the overall build quality. After all, if this much attention is paid to the bits you can't see, that bodes well for the parts you can see, right?

Equipment: Awesome direct-mount brakes, versatile tubeless-ready wheels

Our Emonda SLR 8 model may only sit second rung from the bottom in the Emonda range but it comes with a complete Shimano Dura-Ace mechanical group and excellent finishing kit from Trek's Bontrager arm.

H1 Emonda bikes come with semi-compact 52/36T chainrings but the taller H2 bikes come with easier-spinning 50/34T ones

As in previous encounters, the transmission is fantastic with smooth and consistent shifts both front and rear, superb ergonomics, and generally quiet running. We say 'generally', since we're now paying much closer attention to the creaks and groans that occasionally emanate from the cassette's carbon reinforced spider under especially hard efforts – an issue we're currently investigating.

The brakes, however, are quite possibly the best road rim brakes we've ever used, with gobs of power, very good control, and an extremely positive and direct lever feel – all thanks to the new direct-mount standard's much stouter foundation, which more firmly anchors the pivot points and decreases caliper flex.

Granted, even this significant advance in rim brake technology isn't as good as a fully hydraulic disc setup but for traditionalists who just can't wrap their heads around road bikes with rotors, these are an awesome way to go.

The direct-mount Shimano Dura-Ace brake calipers are fantastic

We also have nothing but praise for the Emonda SLR 8's Bontrager Race X Lite TLR alloy clincher wheels. While some might lament their decidedly non-aero shape, their modestly wide (17.5mm internal width) profile lends good casing support for secure and predictable cornering characteristics. They're also impressively stiff and quite light – just 1,440g for the set (or 1,518g if you add the tubeless-compatible rim strips). Previous experience has shown these to be very durable long-term, too, plus the DT Swiss Star Ratchet rear driver is simply bombproof.

The rest of the Bontrager finishing kit is very good, too. The Paradigm RXL saddle is firm but comfy and supportive, the workhorse Race X Lite stem is reassuringly solid and reasonably light, and the carbon fibre XXX handlebar boasts a versatile semi-anatomic bend that's easy to like.

The Bontrager Race X Lite TLR wheels may not be aero but they're stiff, durable and reasonably wide

'Easy to like' would be a good way to describe the Emonda SLR 8 in general. Riders who regularly look to blast their Strava times on faster courses won't be blown away by the bike's middling aerodynamic performance but if you're after light and stiff – and can tolerate the firm ride – this would be a good place to start (and possibly end) your search.

The new Trek Emonda SLR chassis is awesomely light and snappy but its very firm ride means you'll likely want to limit longer rides to smooth pavement 

Complete bike specifications

Frame: Trek Emonda SLR Available sizes: 50, 52 (tested), 54, 56, 58, 60, 62cm (H1 geometry); 47, 50, 52, 54, 56, 58, 60, 62, 64cm (H2 geometry) Fork: Trek Emonda Headset: Cane Creek Forty, 1 1/8 to 1 1/2in tapered Stem: Bontrager Race X Lite Handlebar: Bontrager XXX VR-C Handlebar tape: Bontrager gel cork Front brake: Shimano Dura-Ace BR-9010 Direct Mount Rear brake: Shimano Dura-Ace BR-9010 Direct Mount Brake levers: Shimano Dura-Ace STI Dual Control ST-9000 Front derailleur: Shimano Dura-Ace FD-9000 Rear derailleur: Shimano Dura-Ace RD-9000-SS Shift levers: Shimano Dura-Ace STI Dual Control ST-9000 Cassette: Shimano Dura-Ace CS-9000, 11-28T Chain: Shimano Dura-Ace CN-9000 Crankset: Shimano Dura-Ace FC-9000, 52/36T Bottom bracket: Enduro Pedals: N/A Wheelset: Bontrager Race X Lite TLR Front tyre: Bontrager R4 Hard-Case Lite, 700x23mm Rear tyre: Bontrager R4 Hard-Case Lite, 700x23mm Saddle: Bontrager Paradigm RXL Seatpost: Bontrager Ride Tuned Carbon seatmast Total weight, as tested: 6.19kg (13.65lb) without pedals 

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Find the Trek Émonda SLR 8 online Find a Trek dealer

Go to the Émonda page on Trek's website and you're greeted with the headline: 'The lightest production road line ever'.

"Every detail of the Émonda line, from frame design to each component choice on every model, serves the same audacious goal: to create the lightest line of production road bikes ever offered," they say.

"Émonda is the ultimate lightweight road racing machine, pushing the boundaries of what's possible for bicycle weight and ride performance."

You might be getting the slightest impression that Trek see weight as a key factor here so let's deal with that straight away.

There are three levels of Émonda frame: the S, which is the cheapest version; the SL; and the top-level SLR, which is the one we have here. The SLR is the lightest. Trek claims a frame weight of just 690g for a 56cm. That's as light as production frames come, edging out the Cannondale SuperSix Evo by a fraction to become the current Lightweight Champion of the World.

How have Trek made the frame so light? They say that they've given the Émonda the most sophisticated tube optimisation of any bike ever, with both the tube shape and the laminate designed to produce the highest stiffness-to-weight ratio possible.

Trek haven't gone after impressive aerodynamics with the Émonda – they've left that to the Madone – so most of the frame elements are round or, at least, much rounder than you'll find on an aero road bike, with thin walls. Squeeze the central section of the top tube between your finger and thumb and you can actually press the upper wall in very slightly. Don't worry, it returns to normal when you remove the pressure, but that's an illustration of how ruthless Trek have been in pursuit of lightness.

The bottom bracket is BB90 standard (90mm wide) for extra stiffness and Trek use a 1 1/2in lower headset bearing – as many other brands do on their performance bikes – for more rigidity up front. The seatstays are wide-set, attaching to the outside of the seat tube, the idea there being to provide extra stiffness without the need to use more material and increase the weight.

Trek have integrated features into the frame mould to reduce the amount of material they need to use and, therefore, keep the weight down. The carbon front mech mount, for example, is a part of the frame rather than something that has been bolted on afterwards. The same goes for the bottle cage bosses.

Rather than use a standard seatpost, Trek have gone for an extended seat tube topped with a seat mast to cut more grams, and direct mount brakes reduce the overall weight still further. The fork is superlight too: just 280g.

The Émonda SLR is available as a frameset for £3,000, or built up in six different flavours including a women's specific model. Plus, you can customise your own version through Trek's Project One program.

The super-duper top-end build is the Émonda SLR 10 which comes tricked out with a SRAM Red 22 groupset, Tune wheels and saddle, Bontrager's Speed Stop brakes and XXX integrated bar and stem (XXX is the model name, not just a space filler until I get around to looking it up). That complete build weighs in at an astonishing 4.65kg (10.25lb). It'll cost you 11 grand, mind.

Our SLR 8, priced at £5,800, gets a full Shimano Dura-Ace groupset and other components from Trek's in-house Bontrager brand, including RXL Tubeless ready wheels, an XXX OCLV carbon handlebar and Paradigm saddle.

This complete bike (without pedals) hit the road.cc Scales of Truth at 6.27kg (13.79lb) putting it among the very lightest bikes we've ever reviewed around these parts.

What's the point of such a light bike when the UCI has a 6.8kg minimum weight limit? Well, for a start, most people won't be racing in UCI-sanctioned events. Even if you do, the low weight gives you the option of running deeper section wheels, for example, without being at a weight disadvantage to other riders, or a more cushioned saddle, or some other heavy component that's important to you, like a crank power meter. Oh, and there's always the bragging rights that come with the territory, of course.

If it concerns you that all the gram shaving will result in a lack of durability, Trek offer a lifetime warranty on manufacturing defects, plus a one year warranty on the paint and finish.

About once a year a bike comes along for review at road.cc that I really don't want to send back, so I spin the test period out for as long as possible. The Émonda SLR 8 is the one for 2014. This is a bike that's astonishingly quick on the hills, flattering your climbing abilities, and it's easy to live with for long hours in the saddle.

Weighing in at about a pound below the UCI's minimum weight limit for racing, the Émonda SLR 8 takes very little coaxing up to speed. It's one of those bikes that almost makes you feel like you're cheating when accelerating out of a tight corner; I guess you would be cheating if you rode it in a UCI-sanctioned event.

The Émonda is at its best on the hills. The steeper it gets, the better the bike feels. Get out of the saddle for the severe stuff and the frame holds its shape impressively, and the same goes for the fork. When you pick up the Émonda and feel just how feathery it is, you imagine it'll bend about all over the place as soon as it comes within a yard of a flexed quad, but that's far from the case. That front end feels solid and there's barely a hint of sideways movement at the bottom bracket.

Trek say that the Émonda SLR frame is a little stiffer than that of the equivalent Madone. The figures are close but they have to compromise the Madone's stiffness slightly in order to get the extra aerodynamic efficiency. Riding the two of them, you'd be hard pressed to tell the difference, but the bottom line is that the Émonda feels like a strong, firm platform from which to launch your best high-power moves.

Like the frame, Bontrager's Race X Lite tubeless-ready alloy clinchers are lightweight and unexpectedly stiff. The rims are shallow section rather than deep and aero, and it doesn't take a genius to work out why: Trek have one eye on the scales with every component choice here.

One of the rear straight-pull spokes snapped on me while I was out on one ride, causing the wheel to go so far out of true that it wouldn't even spin between the chainstays, but that was a one off. I put a lot of miles into this bike and this was the only mechanical issue I had, so I'm inclined to put it down as 'just one of those things'. Annoying, but forgivable.

As if you needed any help getting up the climbs on a bike this light, our Émonda SLR 8 was fitted with a compact chainset with 50- and 34-tooth chainrings. It's only the H2 version (see below) that gets this, the H1 model comes with a grown-up 53/39 chainset.

I'm definitely more of a spinner than a stomper when it comes to pedalling technique, but I found this bike undergeared. The lowest combination is a 34-28. Maybe you'll like that setup but, personally, I'd have preferred a standard chainset or a 52/36 semi compact. One of those would suit the character of the bike far better, in my opinion, but you'll know what works for you.

The brakes deserve a special mention. As I said, Trek use direct mount brakes on the Émonda SLR bikes, as they do on the high-end Madones. The Shimano Dura-Ace direct mount brakes used here are fantastic. Granted, braking on an alloy rather than carbon brake track helps, but there's no doubt that these are a bit special, giving you a feeling of control even when you're slinging the bike into fast, mysterious bends. You know that there's enough power at your fingertips to save you if things get hairy. I've got nothing but good things to say about these brakes. Approved!

In terms of ride feel, I found the Émonda pretty comfortable. I had a high saddle (I always do) and that meant I got quite a bit of movement from the extended seat tube and seat mast to provide a degree of damping over the rough stuff. As ever, the saddle is going to be a matter of personal taste, but I got on well with the shape of the Bontrager Paradigm and there's a significant amount of flex in the shell.

Things are more direct at the front end with bumps, holes and gravel making their presence felt through Bontrager's XXX VR-C handlebar, but even the worst road surfaces feel relatively smooth and don't threaten to knock you off your line. I actually really like that carbon fibre bar, although some people might want a drop of more than the 124mm you get here.

If you do find yourself lacking comfort and/or not sticking to the ground over the rough stuff, wider tyres would certainly help. The Émonda SLR 8's Bontrager R4 tyres are very lightweight (I wore through the rear one quite quickly) and sticky but they're only 23mm wide. Going for 25s or even larger would considerably alter the feel of the ride – as they would on any other bike, of course.

Trek reckon that the Émonda has a 'size-specific ride-tuned performance'. In other words, they've engineered things so that each size feels and performs exactly the same. I couldn't very well jump off a 58cm model and on to a 50cm one to verify this so we'll have to take their word for it.

Weaknesses? Well, in these times when everything in the performance section of the bike world is aero-this, aero-that, Trek have produced a bike that's not designed with aerodynamics in mind at all. The Émonda is lightweight all the way.

Trek's solution is simple: if you want aerodynamics, go for the Madone. If you want comfort, go for the Domane. If you want lightweight, go for the Émonda. Okay, that's nice and simple, buuuuuut, what if you want all of that and don't have enough cash to shell out for one of each? I guess you just have to decide which aspect of the performance you value most and make your purchase accordingly.

Our SLR 6.8 is built to Trek's H2 geometry because that's what Trek had available when we asked to borrow one, but it's also available in H1. If that makes no sense to you, H2 is a race fit, but it's not as aggressive as Trek's low and aero H1 fit.

Our 58cm model comes with a 59.6cm stack height (the vertical distance between the centre of the bottom bracket and the top of the head tube) and a 39.1cm reach (the horizontal distance between those points). The head tube is 19cm tall.

Those measurements are all very similar to – or in some cases exactly the same as – those of an equivalent Madone, although the Émonda's chainstays and wheelbase are slightly longer, the idea being to add a touch more stability.

Go for an H1 fit and you're talking about a 56.7cm stack (2.9cm lower than that of the H2 fit), a 40cm reach (0.9cm longer), and a 16cm head tube (3cm shorter). In other words, you'll be bent over and stretched further with the H1 geometry.

Geometry comes down to the individual, of course; what suits one rider won't necessarily suit another. When I first jumped on our review bike, the front end did feel too tall for me but I managed to get into a position that felt low and efficient by removing all the spacers from underneath the stem. On the whole, I'd rather have had the H1 fit but, like I say, each to his or her own. Speaking of 'her' (seamless, huh?), the Émonda SLR 9 WSD has exactly the same frame dimensions as a standard H2 Émonda.

Don't be tempted to go for the H1 geometry if you don't need it just because you think it's the more pro option. You're better off with an H2 with no headset spacers than with an H1 and a whole stack because of they extra front end stiffness you'll get as a result.

Super light and lively road bike that flies up the climbs, with many other talents too

If you're thinking of buying this product using a cashback deal why not use the road.cc Top Cashback page and get some top cashback while helping to support your favourite independent cycling website

road.cc test report

Make and model: Trek Emonda SLR 8

Size tested: 58, Black

About the bike

State the frame and fork material and method of construction. List the components used to build up the bike.

Frame Ultralight 700 Series OCLV Carbon, ride-tuned performance tube optimisation, E2, BB90, internal cable routing, DuoTrap S compatible, Ride Tuned seatmas, 3S chain keepert, 690g (56cm, weight varies by frame size)

Fork Émonda full carbon, E2 asymmetric steerer, carbon dropouts

Wheels Bontrager Race X Lite Tubeless Ready

Tyres Bontrager R4 Hard-Case Lite, 700x23c

Shifters Shimano Dura-Ace, 11 speed

Front derailleur Shimano Dura-Ace, braze-on

Rear derailleur Shimano Dura-Ace

Crank Shimano Dura-Ace, 50/34 (double)

Cassette Shimano Dura-Ace, 11-28, 11 speed

Chain Shimano Dura-Ace

Saddle Bontrager Paradigm RXL, carbon rails

Seatpost Bontrager Ride Tuned Carbon seatmast cap, 20mm offset

Handlebar Bontrager XXX, OCLV carbon, VR-C, 31.8mm

Stem Bontrager Race X Lite, 31.8mm, 7 degree

Headset Cane Creek IS-8, integrated, cartridge bearings, sealed, carbon, 1-1/8 top, 1.5" bottom

Brakeset Shimano Dura-Ace direct mount

Tape Bontrager gel cork tape

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 allow their pro riders to choose between the Madone, the Émonda and the Domane, according to preference and conditions.

The Émonda is the lightweight one.

Trek say, " Every detail of the Émonda line, from frame design to each component choice on every model, serves the same audacious goal: to create the lightest line of production road bikes ever offered.

"The entire Émonda line is unbelievably light, with sensational ride-tuned balance and handling that elevate Trek ride performance to a whole new level."

Frame and fork

Tell us about the geometry of the frame and fork?

See the Geometry section of the write up.

Riding the bike

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

A little but not a problem.

How would you describe the steering? Was it lively, neutral or unresponsive? Neutral.

The drivetrain

As we often point out, you pay much more for Dura-Ace than you do for, say, 105, with a comparatively small step up in performance – but that's how these things work!

Wheels and tyres

I did break a spoke and went through the lightweight rear tyre pretty fast.

Your summary

Did you enjoy riding the bike? Very much.

Would you consider buying the bike? If only I had that kind of money!

Would you recommend the bike to a friend? Yes.

Anything further to say about the bike in conclusion?

This is a top-performing bike that boasts a lot of excellent technology. For a bike of this kind, we reckon the performance mark outweighs the value mark, so the overall score of 9 isn't an average of the two. If you're after a superlight bike that doesn't sacrifice stiffness, the Émonda SLR lineup is shouting for your attention.

Overall rating: 9 /10

About the tester

Age: 43   Height: 190cm   Weight: 75kg

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.

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18 comments.

Plenty of fat people will buy this.

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The cost-value ratio isn't that great is it?

At retail pricing a £1000 DA group, £1000 wheels (similar to Hed Ardennes, which I'd rather have BTW), £350 bar/stem combo (similar to Canyon or Cinelli Ram) and a £200 saddle makes for one EXPENSIVE mass produced frameset!

This is up into the Parlee, Storck, Cervelo or AX Lightness range which we know is high quality.

I'd say it's a tough sell given the brand name.

Only the most expensive model is under 5kg, every other model is above 6kg. While that is very light u can get a Bike from Rose for half of the price of the second most expensive model Emonda. The ROSE X-LITE TEAM-8800 is €4270 and only 5.8kg and absoluut top components while the Émonda SLR 9 WSD is €9299 and 6.09kg.

I'd rather put 2kg of water on a 6.5kg bike than on a 8.5kg bike.

No doubt it may stand up well in pro circles, but to me this bike appears to be another vastly expensive 'marginal gains' machine. Don't forget the 2kg of water, that likely goes on straight away for any ride of a decent length, not to mention one's own possibly not so 'finely tuned' body weight.

dassie wrote: to me this bike appears to be another vastly expensive 'marginal gains' machine.

That's because that is precisely what it is.

Yeah, Cannondale claim the same thing about the supersix evo... 'it's the lightest production frame in the world'.

I don't know why manufacturers even attempt to play that game - it's the old 7 minute abs problem, someone will come along next week with the 6 minute abs workout and they'll lose credibility.

Why can't they just say 'its a f***ing light bike that'll go like the wind etc etc'? Its a shame because the Emonda does look like a lovely, understated, quality bike, but their childish marketing claims really put me off.

dont forget trek also claim the Madone is is the most succesful tour du france winning bike in history as well.

they do make up some wonderful tripe.

Not sure why you are focussing on a price versus weight comparison, Koen. We don't. We are focusing on frame weight, and how light a bike it's possible for someone to get from any Trek retailer in the world.

We also aren't misleading anyone with our weight claims. The SLR frame is 690g. How a person chooses to spec that will determine the overall weight of the frame, so of course it's possible that even with an SLR frame, there will be lighter options if someone chooses to spec with say, 105 instead of something lighter. They're still starting with the lightest production road frame, however.

The SL and S frames are heavier in relation to the SLR, and we don't hide that. It's also still possible to make a very light bike starting with those frames.

same weight as the supersix evo

To clarify some of the issues raised about the weight of the bike:

The SLR 10 is the lightest production road bike on the market as of now. It is not the lightest bike ever made, nor are we claiming as much. Clearly, it's possible to make bikes that weigh less in both frame and complete setup as the SLR frame/SLR 10. But to do so on a large scale, with consistency in the manufacturing process, is much more difficult. This is why we specifically use the term 'lightest production line', rather than simply saying it's the lightest bike ever. It's not even the lightest bike we've ever made as a one-off.

When we quote frame weight, it's also important to remember that our frames include the seat mast, which adds more overall material to the frame than a traditional seatpost set up.

Also, we don't actually make any claims about price versus weight in our literature. We are rarely the least expensive model available in a given category, largely because we offer a higher quality frame, which adds cost to the overall package. If there have been reviews suggesting that for the weight, the Émonda is the cheapest option out there, then that has been the observation of the reviewer, rather than a representation of our own claims.

Well the bikes i summed up are all lighter than the same priced (or higher) from Trek, and those are all production bikes (Rose and Canyon don't do custom bikes). But now that you're saying only the SLR 10 is the lightest, it's different matter and not really clear on your site. Note that i don't hate Trek (or any bike brand for that matter), but i don't like it when customers don't get the right information. And yeah the frame probably is worth the price so it should be more clear on your website that u guys are talking about that.

They're talking about the bike, not just the frame.

I'm not talking about this review in general, but most of them do it about this bike. And they aren't talking about the frames alone as they have alot of different bikes with each it's own configuration. And as they use their own branded material (wheels, bars,...) i do think they meant the whole bike. And this quote from Trek (on their website) " to create the lightest line of production road bikes ever offered." doesn't say frame but bike. http://www.trekbikes.com/us/en/bikes/road/performance_race/emonda/ They probably have the lightest frame of those bikes yes, but they do mean bikes not the frame alone. It's probably a very good bike and very light bike but it isn't the lightest bike in it's price range.

Quote: but i don't like it that brands come away with lies and that even reviewers don't ask those questions.

To be fair the review doesn't say it's the lightest bike they've ever had, just that it's among the lightest. As for the weights, the claims Trek are making seem to be for the frame only . I'm not going to look at the frame weights for the bikes you've listed but if they're higher, then they're not lying, are they?

You might argue that it doesn't matter but that's a different argument!

Good review but everything i read about the Trek Emonda says it's the lightest bike in their price range. But that's so not true, Canyon, Rose and many other brands have much better weight for the price. For example: -Emonda S6 is about €2200, size 56 cm: 8,83kg. -Canyon Ultimate AL SLX 9.0 SL, €1999 size 56cm: 6.95kg. -ROSE XEON CRS-3000, €1981 size 57cm: 6.85kg. -ROSE X-LITE CRS-4400, €2.185 size 57cm: 6.55kg.

So in NO WAY is Trek the lightest, so why are they saying it so much? And why doesn't anyone point that out in reviews.

BTW, i'm not a weight weenie in anyway (my Specialized Allez is about 10kg), but i don't like it that brands come away with lies and that even reviewers don't ask those questions.

Edit: I also compared this reviewed bike to other bikes:

-Trek Emonda SLR 8, €6799 size 56cm: 6.15kg -ROSE X-LITE TEAM-7000, € 4828 size 57cm: 5.95 kg -Canyon ULTIMATE CF SLX 9.0 LTD, €4499 56cm: 6.20kg (ok it's 0.05kg heavier but it's €2300 less).

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Trek Emonda SLR 8 – long-term review

Fabulously light and quick but highly variable ride quality

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By James Huang

Published: October 29, 2014 at 8:00 am

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Trek made quite a splash when it unveiled the stunningly light Emonda SLR 10 , with its jaw-dropping 4.65kg (10.25lb) claimed weight and a correspondingly high price.

We’d argue that the SLR 8 model makes an even bigger impact though. It has the same feathery frame but a more sensible build kit, and costs less than half of the flagship model. Trickle-down, you say? Yes, please.

• Highs: Incredibly light, fantastic handling, awesome brakes, huge range of sizes
• Lows: Highly variable size-dependent ride quality, potentially creaky cassette
• Buy if: You absolutely live for climbing

Ride and handling: Light and efficient but ride quality is highly dependent on sizing

Fans of prototypical top-end German machines will feel right at home on the new Emonda SLR. The chassis is not only extremely light but also remarkably rigid and efficient. It’s quick and responsive when you get on the gas and, as you’d expect with a total weight of just 6.19kg (13.65lb) without pedals, it’s an absolute beast on steeper climbs, where that stiffness-to-weight ratio can really shine through.

Big, round(ish) tubes and high-end carbon fiber materials make for a light and stiff frame

The Emonda’s geometry figures are nearly identical to those of Trek’s long-running Madone, so it’s no surprise that it handles extremely well. It has perfectly neutral manners that are well-suited to road racing and all-day rides. It’s quick enough to easily adjust your line if you encounter an obstacle mid-corner, for example, but is stable enough to inspire confidence at speeds that are well in excess of common sense.

We find the rider positioning spot-on too. The suitably short head tube and reasonably spacious top tube on our H1 version inspires an aggressively long-and-low stance. As with the Madone, Trek also offers the Emonda in a taller H2 version for riders who want the low weight but with a more upright profile – both in a huge range of sizes.

Not into a super-low position? No worries – Trek makes the Emonda SLR frame in a taller H2 version too

Such low weight and high stiffness comes with surprisingly variable ride quality, though.

Whereas the top-end Madone is firm but still reasonably comfortable for a long day in the saddle, the Emonda is more unyieldingly rigid in every direction, at least on smaller sizes. Although Trek claims its in-house bench testing shows the Emonda has a similar ride to the Madone, we find the Emonda to be noticeably buzzy. This is particularly evident on coarse pavement, but even relatively smooth dirt roads tend to rattle your hands until they’re numb and lifeless, made worse by the relatively sparse stock bar tape.

Larger or heavier testers, however, found the Emonda chassis to be “particularly smooth, bordering on soft at the back.”

This means that the superb chassis stiffness that’s so good on the way up can sometimes cost smaller riders on the way down. Whereas smoother bikes can capably carve through bumpy corners, the Emonda is prone to getting knocked off-line if you encounter a hiccup when you’re arcing a twisty downhill pass, particularly with the rather narrow 23mm tires that come stock.

The big tube profiles and stiff carbon fibers don’t make for the smoothest ride

For the record, Trek claims that its own in-house testing shows that the Emonda is not only “more compliant” than the Madone but also “matches or beats our major competitors’ endurance  bikes”, at least based on total movement at the saddle rails under load.

That said, there’s room for more generously sized rubber at both ends if you’re willing to accept the slight weight penalty – up to 28mm out back and 26mm up front based on a few wheel and tire combinations we tried.

Frame: Efficient design, smooth lines

Trek claims a painted 56cm Emonda SLR 10 frame weighs just 690g. Our 52cm test sample weighs 766g, complete with the requisite rear derailleur hanger, cable routing hardware, and bolt-on chain catcher – that’s nearly 100g lighter than a comparable Madone and essentially spot-on with Trek’s claimed weight, given the extra bits and the heavier conventional paintjob rather than the SLR 10’s barely-there Vapor Coat finish. The matching fork adds another 282g without the internal plug.

That said, it’s clear that Trek’s design priorities with the Emonda were low weight and stiffness, not aerodynamics – which is just fine if that’s what you want or need.

Asymmetrical chainstays make the most of the available space

Although there are plenty of ovalized sections, all of the tubes are nominally round in profile to maximize the frame’s structural efficiency. Likewise, all of the joints feature smooth transitions free of abrupt kinks or unnecessary geometric filigree. Fork tips and rear dropouts are made from fiber – of course – and the bearing seats for both the headset and bottom bracket and molded directly into the structure so no additional cups are needed.

The cable routing is fully internal and the setup is convertible between mechanical and electronic drivetrains. The former features a remarkably minimal guide on the underside of the bottom bracket shell. Housing paths are generally well situated and it’s fairly easy to replace the lines when needed, although there’s quite a bit more rub on the sides of the head tube than we’d prefer.

Even the bottom bracket cable guide is remarkably minimal

Otherwise, all of the usual Trek hallmarks are present and accounted for, including the 90mm wide bottom bracket shell, the e2 tapered head tube with an asymmetrical steerer tube profile, a no-cut integrated seatmast, and integrated chain catcher bolted to the base of the seat tube. As before, there’s a pocket on the non-driveside chainstay for a Bontrager wireless speed and cadence sensor but this latest iteration is now smaller and tidier, plus it no longer pierces the entire tube.

The internal finish of the frame is utterly fantastic, too. This of course isn’t visible when the bike is built but it does lend some confidence in terms of the overall build quality. After all, if this much attention is paid to the bits you can’t see, that bodes well for the parts you can see, right?

Equipment: Awesome direct-mount brakes, versatile tubeless-ready wheels

Our Emonda SLR 8 model may only sit second rung from the bottom in the Emonda range but it comes with a complete Shimano Dura-Ace mechanical group and excellent finishing kit from Trek’s Bontrager arm.

H1 Emonda bikes come with semi-compact 52/36T chainrings but the taller H2 bikes come with easier-spinning 50/34T ones

As in previous encounters, the transmission is fantastic with smooth and consistent shifts both front and rear, superb ergonomics, and generally quiet running. We say ‘generally’, since we’re now paying much closer attention to the creaks and groans that occasionally emanate from the cassette’s carbon reinforced spider under especially hard efforts – an issue we’re currently investigating.

The brakes, however, are quite possibly the best road rim brakes we’ve ever used, with gobs of power, very good control, and an extremely positive and direct lever feel – all thanks to the new direct-mount standard’s much stouter foundation, which more firmly anchors the pivot points and decreases caliper flex.

Granted, even this significant advance in rim brake technology isn’t as good as a fully hydraulic disc setup but for traditionalists who just can’t wrap their heads around road bikes with rotors, these are an awesome way to go.

The direct-mount Shimano Dura-Ace brake calipers are fantastic

We also have nothing but praise for the Emonda SLR 8’s Bontrager Race X Lite TLR alloy clincher wheels. While some might lament their decidedly non-aero shape, their modestly wide (17.5mm internal width) profile lends good casing support for secure and predictable cornering characteristics. They’re also impressively stiff and quite light – just 1,440g for the set (or 1,518g if you add the tubeless-compatible rim strips). Previous experience has shown these to be very durable long-term, too, plus the DT Swiss Star Ratchet rear driver is simply bombproof.

The rest of the Bontrager finishing kit is very good, too. The Paradigm RXL saddle is firm but comfy and supportive, the workhorse Race X Lite stem is reassuringly solid and reasonably light, and the carbon fiber XXX handlebar boasts a versatile semi-anatomic bend that’s easy to like.

The Bontrager Race X Lite TLR wheels may not be aero but they’re stiff, durable and reasonably wide

‘Easy to like’ would be a good way to describe the Emonda SLR 8 in general. Riders who regularly look to blast their Strava times on faster courses won’t be blown away by the bike’s middling aerodynamic performance but if you’re after light and stiff – and can tolerate the firm ride – this would be a good place to start (and possibly end) your search.

The new Trek Emonda SLR chassis is awesomely light and snappy but its very firm ride means you’ll likely want to limit longer rides to smooth pavement

Complete bike specifications

• Frame:  Trek Emonda SLR
• Available sizes: 50, 52 (tested), 54, 56, 58, 60, 62cm (H1 geometry); 47, 50, 52, 54, 56, 58, 60, 62, 64cm (H2 geometry)
• Fork:  Trek Emonda
• Headset: Cane Creek Forty, 1 1/8 to 1 1/2in tapered
• Stem:  Bontrager Race X Lite
• Handlebar:  Bontrager XXX VR-C
• Handlebar tape: Bontrager gel cork
• Front brake:  Shimano Dura-Ace BR-9010 Direct Mount
• Rear brake:  Shimano Dura-Ace BR-9010 Direct Mount
• Brake levers:  Shimano Dura-Ace STI Dual Control ST-9000
• Front derailleur: Shimano Dura-Ace FD-9000
• Rear derailleur:  Shimano Dura-Ace RD-9000-SS
• Shift levers:  Shimano Dura-Ace STI Dual Control ST-9000
• Cassette:  Shimano Dura-Ace CS-9000, 11-28T
• Chain:  Shimano Dura-Ace CN-9000
• Crankset:  Shimano Dura-Ace FC-9000, 52/36T
• Bottom bracket:  Enduro
• Pedals: N/A
• Wheelset:  Bontrager Race X Lite TLR
• Front tire:  Bontrager R4 Hard-Case Lite, 700x23mm
• Rear tire:  Bontrager R4 Hard-Case Lite, 700x23mm
• Saddle:  Bontrager Paradigm RXL
• Seatpost:  Bontrager Ride Tuned Carbon seatmast
• Total weight, as tested: 6.19kg (13.65lb) without pedals

Product Specifications

James huang.

• Trek Emonda

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2024 Trek Emonda SLR 9 Etap road test ride review all you need to know (really)

2024 Trek Emonda SLR 9 Etap road test ride review all you need to know (really), all you need to know about Trek Emonda SLR 9 Etap, 2024 Trek Emonda SLR 9 Etap test, 2024 Trek Emonda SLR 9 Etap weight, 2024 Trek Emonda SLR 9 Etap opinions, 2024 Trek Emonda SLR 9 Etap problems, 2024 Trek Emonda SLR 9 Etap defects.

2024 Trek Emonda SLR 9 Etap Road test review Build quality

We are at a very high level, one of the best road bikes on the market.

All well done and cared for, even if the bike is very expensive and this brings everything back to a sufficient value for money but nothing more.

Impossible, with a 15 thousand euro racing bike, not to expect the top, even in the smallest details.

In reality then, the bike is well made, but it lacks that touch of true craftsmanship that only some products can have.

Well made, cared for, but if it weren't well pushed by marketing it would be a racing bike like many others.

2024 Trek Emonda SLR 9 Etap Road Test Review Frame

The frame is made very well, a benchmark for its lightness.

Very reliable, it is also offered with a good availability of sizes.

Equally excellent is the possibility of customizing the colors and the range of basic colors.

Nice frame, expensive, but well made, even if it's not a bargain in absolute terms.

2024 Trek Emonda SLR 9 Etap Road Test Assemblies Review

It's the best there is, as expensive as you want, but adopts the best for everything.

It is no coincidence that the weight is competitive for the type of racing bike, 6.7Kg, which is not a small amount for the cost of the bicycle, but between disc brakes and an electronic groupset it is impossible to do better.

The build quality is still at the top of the market.

Ultimately a racing bicycle with excellent technical and qualitative characteristics.

2024 Trek Emonda SLR 9 Etap Road test Comfort review

It's not an endurance bike, like the Domane, but it's by no means an uncomfortable road bike.

Long bike rides are easily doable.

It is one of the most comfortable of all high-performance racing bikes.

In this respect, an excellent compromise between high performance and ride comfort.

2024 Trek Emonda SLR 9 Etap Road Test Review Guide

The Trek Emonda SLR 9 Etap 2024 is a very light racing bicycle, easy and intuitive to ride, but which still requires some riding experience at high speeds.

Its lightness allows you to descend quickly from mountain passes, but you need decision in driving and you don't need to get distracted, especially on stretches of damaged asphalt.

Not so sensitive to lateral winds, it runs precisely on the plains and hills.

Excellent braking and speed when cornering.

Equally valid is the ability to be fast on narrow mountain roads, where hairpin bends are not a problem.

It's not the easiest race bike to ride downhill, but it redeems itself well in all other conditions.

A good frame.

2024 Trek Emonda SLR 9 Etap Road test review Performance

Everything can be said except that the 2024 Trek Emonda SLR 9 Etap is not a very high performance bike.

As expensive as you like, but still one of the best climbing bikes out there.

There are bikes that are better on the flat, others more balanced, others more versatile, but none is as good uphill as the 2023 Trek Emonda SLR 9 Etap.

Then for everything else there may be better competitors, but years after its appearance, the Emonda remains a pure climbing bike.

An excellent bike for those who like climbing, but also valid on the plains.

Overall its performances are at the absolute top uphill, while overall they are of a high standard.

Only note: a pity to see that over the years the bike has not lost weight with the same assembly, many improvements made, but between apps, sensors, discs, etc., what has been gained on the one hand has been lost on the other.

It should reflect whether this is evolution or involution ...

2024 Trek Emonda SLR 9 Etap Road test review Pros and cons

The 2024 Trek Emonda SLR 9 Etap continues to set the benchmark for high-end climbing bikes.

The climbing performance remains at the absolute top.

In the plains and hills it defends itself.

It's not the easiest bike to ride downhill.

It's not a cheap bike.

A valid racing bike, perfect uphill, coveted by climbers.

The high price is its real flaw.

For more information write to: salvatelliluca @ hotmail.com

NDR: the photo does not refer to the specific bike being tested

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Iron Mike Musing

Gender neutral cycling and cycle racing blog based in Singapore and Southeast Asia.

Product Review: Trek Emonda SLR

I’ve never done a bike review before so don’t expect anything witty, prolific or particularly insightful. If you’re still reading great! Lets take a look.

I’ve ridden a half dozen bikes, for at least a couple of hundred kilometres each and I wanted to weigh in on the Trek Emonda SLR .

The Trek lineup comes in a couple of different frame options and I picked the Trek Emonda SLR 9 with the H1 fit using rim brakes and ProjectOne customisation.

I got this through our friends at Treknology3 . If you looking at a Trek (and I think you should) mention my name or the blog and secure a discount off the full purchase price of a new bike.

Trek Emonda SLR – The Frame

First of all the frame is light, very light. Switching from the endurance style Canyon SLX 8.0 bike to this pure race machine meant dropping over a kilogram of final weight. With the H1 fit it also meant moving to a more aggressive geometry, which was a welcome change.

Final Weight (without pedals) circa 6.45 kg.

The H1 frameset is made using Trek’s lightest 700 Series OCLV carbon. 

With the drop in weight I half expected the bike to be a bit noodly and awkward to ride but after 1,000 odd kilometres of riding I have only positive things to say.  More on that later.

The finish on the ProjectOne is hand painted in Waterloo, Wisconsin and you have the option of having the artist autograph the frame, making the frame even more bespoke.

• Ultralight 700 Series OCLV Carbon
• Ride-tuned performance tube optimization
• Tapered head tube
• BB90 Bottom Bracket
• Internal cable routing
• Direct mount rim brakes
• DuoTrap S compatible
• Ride Tuned seatmast

The build quality is excellent as one expects from a top of the line product.

Trek Emonda SLR – The Build

For this build I went for the following:

• Shimano 9100 Groupset
• VerveCycling InfoCrank
• Bontrager Speed Stop Pro Brakes
• ENVE SES 4.5 on DT Swiss 240 hubs
• ENVE SES Aero Road Handlebar and Stem
• PRO Stealth Saddle

Some asked why I didn’t go electric shifting, the truth is I like the mechanical feel. Having the direct feedback of the chain moving to the next gear is something I got used to, and quite like.

It can be frustrating when you’re going full gas and you don’t get the next gear immediately but to me there in lays the fun in cycling. 

Trek Emonda SLR – The Ride

After 1,000 kilometres the bike feels as amazing as it did on day one. Granted the first few weeks of a new bike are always a honeymoon period however I don’t feel like this honeymoon will end any time soon.

The H1 fit is the more aggressive ‘race’ geometry in the Trek lineup, with the change in stack and reach from the Canyon I was previously riding I opted for a 10mm spacer on the steerer.

Previously owning a SwiftCarbon Ultravox TI which had very direct ride characteristic and similar geometry to the Trek Emonda SLR. I was a little concerned this frame would have the same characteristic however the tapered head tube helps by giving the Trek Emonda SLR a balanced feeling.

The bike has good responsiveness, direct steering and is compliant over a variety of surfaces. Granted Singapore roads are particularly well surfaced so I’ll have to weigh in again after riding in Malaysia or Australia.

[edit] The comfort level is updated below.

Being a lightweight bike, well suited to climbing, taking it for a loop of Faber was a on the cards. As a testiment to the stability and handling of the Trek Emonda SLR I set a PR on the descent without the thought of going fast on the downhill.

To say I was happy with how the Trek Emonda SLR handled both up and down Faber is pretty accurate.

The lack of climbing parcour in Singapore means this section will stay open for review after visiting some mountains!

[edit] We rode from George Town to Kuala Lumpur. The route took us over Cameron Highlands and Frasers Hill. After completing this journey I can comfortably say this bike handles the hills like no bike I’ve ridden before.

Climbing on the Trek Emonda SLR is a delight. I felt great in the saddle, out of the saddle, power climbing and easy spinning. Everything happening in the mountains felt natural and comfortable which is to be expected for a bike of this quality.

The descents were carefree and free flowing. The bike did not miss a beat. I felt nothing but comfort, agility and confidence when rolling through the twisting descents.

Everyone loves having a dig for the town sign sprints. I feel I was lacking fluidity throughout the year and this flowed through to the sprints. The first few rides on the Trek that fluidity came back, I can attribute some of that to new bike day, however the feelings have persisted.

The OCLV 700 carbon layup provides a solid platform for sprinting and you can feel the power being transferred into the drive train.

The bike is an all rounder and not specifically built to slice through the air like the slippery  Madone SLR and for that fact alone I cannot say this is a pure 5 star sprinter (although it performs like a 5 star sprinter).

Choosing the incorrect frame size can lead to any bike being uncomfortable. It’s important to know what to expect from a frame size and geometry when purchasing it, especially as race geometry can become unforgiving and uncomfortable for longer rides, if you lack flexibility.

The fit and geometry for the Trek Emonda SLR is perfect for me. The bike feels natural, direct and comfortable. I feel engaged and fast.

There is no feeling of fighting the pedals, cramped riding or overreaching for the bars. This is a testament to the careful thought and design the team at Trek have done.

[edit] On Saturday I joined the Singapore Audax group for a  ride through Kulai, Malaysia , via a slightly different route ( strava ). The roads range from brand new to absolutely terrible. After the 6 hour journey I feel comfortable saying the bike handles the range of surfaces well. However not quite as well as an enduro style bike.

The stiffness of the frame means the feeling of the road surface is transfered directly to your body. The trade off between stiffness and compliance is always a balancing act. Trek have done a good job of getting the balance right here.

Reviews of the Bontrager Speed Stop Pro Brakes suggest the performance is not quite that of Shimano Direct Mount brakes however I have not noticed any difference. 

The lever modulation is smooth and progressive. The ability to adjust the attack angle of the caliper is also nice. The lever feel can be adjusted for either a longer progressive travel, or shorter direct travel.

The also look badass.

Trek Emonda SLR – The Warp

If you are in the market for an all rounder you cannot go past the Trek Emonda SLR.

The lightweight construction coupled with comfortable, direct and compliant riding make the Trek Emonda SLR a top choice for any rider. If you are a climber, a crit racer, road racer, weekend warrior or simply a bike enthusiast this bike is sure to please.

The bike definitely turns heads at the coffee shop and for some that is the most important part of riding, the coffee.

As mentioned if you are in the market for a Trek go checkout the ProjectOne options at Treknology3 and remember to mention the blog for a discount.

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One thought on “ Product Review: Trek Emonda SLR ”

Enjoyed your review of this awesome trek emonda slr bike. I want to buy the frameset, rim version but could I ask you what size this frame is? I’m 166cm and based on the trek size guide I assume size 50 should be fine? My inseam is 29.9inches too. my saddle height is just under 68, like 67.8

Im just a bit concerned about the reach seems quite long compared to other bikes. But I’m thinking a zero offset seat post would help and a 90stem.

I just like to have some ideas on this myself before going in store as i find opinions in different stores vary. Some say I should be on the 47 purely for the reach. Another one said the 52, based on the height recommendation. Any thoughts yourself would be greatly appreciated. Maybe you could share your saddle height, stem length and body height??

Cheers David

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Test: Trek Emonda SLR Disc 2018 – is lighter really better?

6.7 kg for a production disc brake bike? Over at their HQ in Wisconsin, Trek introduced us to the new Émonda with the tagline of ‘Making the lightest lighter.’ Despite bearing many of the same visual traits as its predecessor, Trek claim this is basically a brand new bike. On the rolling hills of the Mid-West, we got to ride this record-breakingly light Project One disc brake race bike to find out if lighter really is better.

Trek Émonda – Digital Prototyping

Lighter, stiffer, more comfortable: Trek headed into the complex world of digital simulations in a bid to pin down these goals. Their data-driven options that showed the most promise were rendered into prototypes, before undergoing lab testing and real-world riding. During our visit to the brand’s HQ in Waterloo, we got an exclusive glimpse into their intricate R&D, prototyping, lab and production facilities. The most striking outcome of their research is that the frame is now 5% lighter than its former iteration. We learned that the frame – and tube profile – wouldn’t have come to being without digital prototyping, which is a marked step forwards for the cycling industry.

Trek Émonda SLR 2018: weight and key features

As Trek don’t dispute the advantages of both disc brakes and rim brakes, the Émonda 2018 is going to be launched in both versions. Minus hardware, the new Émonda SLR 2018 weighs in at 640 g for the frame in a size 56 with the H1 geometry. (That’s basically the pro geometry model with a lower front end than the H2). The disc brake-equipped frame is 665 g, and the former model was 690 g. The Émonda SLR fork weighs 313 g, while the disc brake one is 350 g. The newest iteration also offers more tire clearance, allowing the bike to be ridden with tires up to 28 mm, in fact we tested the bike in this setup.

But it doesn’t end here: the new Trek Émonda SLR is kitted with many of Trek’s tried-and-tested features like the Ride Tuned seat mast, an E2 Tapered steerer, integrated DuoTrap S speed and cadence sensors – alongside the ultimate decision regarding the more aggressive H1 or comfort-focused H2 geometry.

Trek Émonda 2018: Models, prices

The Émonda line-up can be split into three: the Trek Émonda SLR, SL and ALR. The SLR is the flagship build with a brand new frame designed out of 700 OCLV carbon. The SL model is based on the current Emonda SLR, but has adopted a more affordable carbon lay-up. The rim brake frame model weighs in at 1091 g while the disc model is 1149 g. The ALR is clearly the aluminium model. Then there’s the SLR RSL, with RSL representing Race Shop Limited, which is the preserve of Trek’s H1 geometry Project One bike. In other words: a bike fit for the pros!

Trek Émonda 2018: The geometry

Trek Émonda H1 Fit

Trek émonda h2 fit, trek precision fit.

Before we got the green light to ride our test models we were ushered into the fitting lab, where our shoe soles, riding position and general bike set-up were personally tuned.

Trek rely on the German biomechanics experts Gebiomized to ensure their Precision Fit is bang on. Wise choice; we often turn to the expertise of Gebiomized for our group tests too.

Trek’s Precision Fit approach goes for analysis through filming and pressure point sensors, which revealed excessive pressure on the saddle and a hunched upper body in our case. Raising the saddle by 3 mm led to an immediate drop in the pressure on the saddle, plus the bars were dropped slightly by removing a spacer to reduce the stress on the arms. The effect was a bit of a ‘wow’ moment!

These minor tweaks impressed us with their pretty major effects on how we ride, which is yet more proof that a good bike fitting is worth more than expensive aero wheels!

First ride: Trek Émonda SLR Disc 2018

The first few pedal strokes showed us that this 6.7 kg lightweight disc brake race bike is responsive and able to accelerate like a dream. We were riding the Trek Émonda SLR Disc in a size 56 with their more aggressive H1 geometry setup, which has a lower steerer tube, giving a less upright position on the bike.

The words ‘aggressive’ and ‘responsive’ are pretty apt here, as the bike demonstrated serious agility – so much so in fact that we reckon it was just too nervous. On the climbs and the descents, the front end doesn’t track very confidently, meaning it’s hard to settle it into a continuous rhythm and it lacks stability on the downhills. This could be appealing to certain racers, but we felt it was a little too extreme and we yearned for the H2 geometry version!

You might notice that our test bike was kitted with Bontrager Flare R daytime riding lights, which is testament to Trek’s focus on safety and visibility. However, this struck us as somewhat of a juxtaposition to this bike, as the relatively nervous handling does ask for more concentration at all times and requires an experienced hand to maneuver. Perhaps that’s where the H2 geometry suits less-experienced riders more. Fortunately, the Shimano disc brakes allow you to put the anchors on with great modulation and power.

It might sound odd but we were in awe of this ultra-light race bike’s comfort on gravel sections. Trek even go so far as to describe the Émonda as a bit of an all-rounder and we’d be keen to agree (if you overlook that twitchy handling!). Its all-round credentials are certainly aided by those great 28 mm Bontrager R3 tires fitted to Bontrager Aeolus Pro 3 TLR wheels with a bang-up-to-date inner rim width of 19.5 mm.

Trek Émonda 2018 – so how aero is the bike

Everyone knows that we’re not aero obsessives. Seriously, we’re turned off by aero helmets and don’t pay any attention to milliseconds. However, we’re aware that aerodynamics make a difference when you’re hunting seconds. When Trek were questioned about the aerodynamic performance of the Émonda, their response was that they’d focused on weight rather than aero gains, choosing not to carry out any wind tunnel testing. We were momentarily stunned to hear that this was a race bike without any specific aerodynamic design!

In today’s very competitive field of bikes, you can’t ignore aerodynamics anymore. If you want to excel in a category of bikes, you have to look at the whole bike and beyond convention: whether a bike is statistically the lightest or most aerodynamic, you won’t be quick unless the fit is right – or vice versa. For pros focused on the mountain classification, it’s enough that a bike climbs well so they’re potentially more willing to compromise on its handling! However, for regular riders, we believe they demand a balance between performance and stability – one that’s just as good as coming down as it is as going up.

Our thoughts

The new Trek Émonda SLR 2018 has pushed boundaries for production disc brake bikes and at 6.7 kg even sits under the UCI weight limit. In Alberto Contador’s words: Querer es poder, which translates to ‘Where there’s a will there’s a way.’ The new Émonda with its record-breaking weight is a veritable milestone in terms of the pro tour acceptance of disc brakes. However, it could only partially convince us of its performance and we think it’s one that’s best left for the elites. Based on the sheer numbers of crashes for over-ambitious gran fondo riders, there’s a real need for bikes that are more stable and less skittish than those ridden by the pros. Put simply: we don’t all have Contador’s skills. Discs help here, but geometry and balance are also vital elements (much more than weight!). We doth our hat to Trek’s impressive engineering but we see the Émonda’s concept as not contemporary anymore, overly focussed on weight and stiffness. For the mass market a confidence-inspiring and more stable bike is essential.

For more info head to: trekbikes.com

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Words & Photos: Robin Schmitt

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Bike Test: Trek Emonda SLR 9 Disc RSL

Trek’s emonda race shop limited aims low and scores high.

Few bikes we have tested of late have shown as much discussion as the Trek Emonda. Now in its second version, the Emonda marks Trek’s effort to build a lightweight race bike to complement their carbon stablemates—the aero-slanted Madone and the fabulously compliant Domane. Each bike really determined as much by market demand as that of the course-specific needs of their pro race teams in Europe.

Although not the first, Trek was a pioneer in the science of carbon fiber frame manufacturing, and over the years they have continued to refine their build process. The Emonda is crafted from the same OCLV (Optimum Compact Low Void) carbon that has been a proprietary feature of their carbon bikes for over two decades. How refined have they gotten, you ask? The Emonda disc frame has a startling low (claimed) weight of 665 grams (640 grams for the caliper brakes) for a complete bike weight of 15.8 pounds. For a disc brake bike, that’s a solid weight, and one that defies many a skeptic’s notion that disc bikes can’t be light.

The Emonda frame has attractive, flowing lines highlighted with flat-mount disc brakes, 12mm thru-axles and Trek’s own semi-integrated seat mast. The only minor eyesore to the otherwise svelte package is the plastic cable tie that sits on the fork crown, which is used to guide the front brake cable. All other cables are run internally.

Given that this is the RSL (Race Shop Limited) version, our test bike was outfitted with an array of Bontrager’s top-line accessories. The Aeolus 3 TLR carbon clinchers, XXX carbon handlebars and a carbon seat mast mounted with a carbon-railed Montrose Pro saddle.

While we’ve ridden plenty of impressive bikes that are lighter than the Emonda, we couldn’t recall one that so many test riders found so impressive on the pedals. The first sensation each rider felt was how light and agile the Emonda rode. It’s nimble but still has a rock-steady ride. Owing to the disc brakes, thru-axles and 28mm tires, at first glance the bike lacks the look of a lightweight wonder, but that’s exactly what it feels like. You get a sense of surprise after riding the Emonda—this is a bike that easily flicks around as you stand on the pedals.

True to its racing pedigree, the Emonda is plenty stiff, and riding over rougher patches of road, you could feel some of that coming up through the frame and handlebars. We also noticed some front-end flex when pedaling out of the saddle, which we attributed to the lightweight fork.

THE VERDICT

As delivered, the Trek looked muted and not very special, which never seemed to help hedge anyone’s opinion that the bike was worth the asking price of over 12 large. Still, although it doesn’t look the least bit special (nor worth the price), in addition to being chock-full of the best parts from Shimano and Bontrager, the Emonda RSL also proved one of the more popular bikes we’ve ridden of late. Literally, everyone who rode it clamored to ride it more.

Trek doesn’t sell the Emonda 9 frame separate but does offer the 8 for $3000. From our calculations if they did, the frame would be listed around $5500. Combine that with the high-end accessories like $80 (each) bottle cages and the $1200 upgrade to Aeolus 3 D3 TLR wheels push the total build price up quickly without the made in Wisconsin heritage.

It is worth noting that more of their bikes being made overseas, the Trek factory has only gotten bigger over the years. Owing to their role as one of the world’s largest bike brands, Trek still remains a big source of jobs at the Wisconsin factory they’ve called home since 1976.

From all that, our advice would be to leave the Emonda Race Shop Limited to the one-percenters and instead look to the lower-cost Emonda 7 and 6 disc models ($5000 and $3000, respectively) that, though not as light, still share the geometry, handling and Shimano parts that help deliver so much of the good found with the RSL.

PUNCH LINES

• Dreamy ride, outlandish price
• Project One options

Price: $12,300

Weight: 15.8 pounds

Sizes: 50, 52, 54 (tested), 56, 58, 60, 62

www.trekbikes.com

Helmet: Giro Synthe Mips

Jersey: Bontrager Circuit

Bibs: Pearl Izumi Pro Pursuit

Shoes: Northwave Flash Carbon

Socks: Volar Active Mulholland

Glasses: Tifosi Vero

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Trek Émonda 2018 range: lightweight all-rounders now disc equipped

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The Trek Emonda is the featherweight, all rounder in the brand's stable and the recently released 2018 models are the lightest yet.

The carbon bikes within the Trek Emonda range come in two standards: the SL and SLR – the latter being the lighter of the two. Both frame standards now come with the option of disc brakes.

>>> Trek bikes: which model is right for you?

The range also contains lightweight aluminium bikes in the Emonda ALR collection, though the only 2018 version currently available is the Shimano Ultegra equipped Trek Emonda ALR6.

2018 Trek Emonda: lightest ever and disc brake equipped

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.

The newest Trek Emonda SLR frame comes in at 650g, in a size 56cm, with the disc version tipping the scales at 665g. The slightly heavier SL versions are still hardly hefty, at 1091g and 1146g with disc brakes.

>>> Trek Emonda SL6 review

For 2018, Trek also increased the tyre clearance of the Emonda SL and SLR models to 28mm – going as far as to say that this addition, along with disc brakes, made the bikes fully capable of gravel and adventure riding duties. This is quite a claim on a bike that’s been tried and tested for pro racing by Trek Segafredo riders.

To cater for racers after adequate power transfer, developers of the lightweight frame have ensured that it continues to remain stiff.

Indeed, the newest 2018 model is said to be stiffer than previous versions across the frame, head tube, bottom bracket thanks to the use of the OCLV carbon layup which has been tested extensively by pro riders.

Trek Emonda Reviews

• Trek Emonda SL5
• Trek Emonda ALR 6
• Trek Emonda SL6 2018

Alberto Contador's Trek Emonda SLR

Special features of the Trek Emonda SL and SLR

The disc models use a flat mount system. The non-disc brake models come with Trek’s own rim brakes: Bontrager Speed Pro Brakes.

They say these direct mount, tuneable rim brakes are lighter than other options. At 95g thanks to their hollow arms and titanium components, this is hard to argue with.

In terms of computer technology, Trek has centralised it all into its cockpit. Accordingly to the company, "Blendr Integration" seamlessly mounts Bontrager's cycling computer, Ion bike lights or even Garmin computers directly to the handlebars.

All of the bikes in the Emonda range also boast a ‘ride tuned seatmast’ which is created to be light whilst promoting comfort, dampening out rough roads.

The SLR models are lighter than the SL bikes, and use 700 Series OCLV carbon as opposed to 500 Series OCLV. They also feature ‘Control Freak Cable Management’ which allows for shifter and brake cables to be housed through the frame and they’re available with a Project One custom pain job.

Whilst the Emonda is race tested, most built bikes come in the H2 fit, which is the slightly more relaxed geometry when compared to more aggressive H1. However, SLR frames are available with H1 fit if you choose the 'Race Shop Limited' version.

Trek Émonda SLR weights and technical specs:

• Émonda SLR frame = 640g
• Émonda SLR disc frame = 665g
• Émonda SLR fork = 313g
• Émonda SLR disc for = 350g
• 28c tyre clearance
• H1 and H2 fit possible
• Specs from Emonda SLR6 with Shimano Ultegra at £4,400 to Emonda SLR9 in Shimano Dura Ace Di2 for £8,500

Trek Émonda SL weights and technical specs:

• 500 series OCLV carbon
• Trek SL frame = 1019g
• Trek SL disc frame = 1149g
• Trek SL fork =313g
• Trek SL disc fork = 350g
• Émonda SL 5 (women's model) fork = 436g
• Women's model available as Émonda SL 5
• Specs from Emonda SL4 with Shimano Tiagra at £1,500 to Emonda SL7 with Shimano Dura Ace Di2 at for £4,400

TrekÉmonda ALR:

• 300 Series Alpha aluminium
• Specced with Shimano Ultegra on the ALR6 for £2,000

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2017 TREK EMONDA SLR 6 Review

Trek émonda slr 6 ultegra review.

• Total Rating

A Full 10 out of 10! Primarily a climbing bike, but is also fast on the flats and descents! Really, one of the best bikes on the market!

MSRP : ÉMONDA SLR 6:  $5,500 – $6000

– Difference in pricing reflects paint options

SIZES : 9 sizes offered;

• 47, 50, 52, 54
• 56 TESTED (H2 fit)
• 58, 60, 62, 64

SOURCES : Trek Bike Shops, trekbikes.com HOW OBTAINED : Manufacturers test sample.

• Wide range of group sets and price points offerered
• Complete bike with Full Dura Ace 9000 group only $4,799
• Ultra-lightweight Bontrager Speed Stop direct mount calipers are lightweight but unless setup correctly with correct length housing, stopping power is greatly reduced.

User Review

• official website

TREK ÉMONDA SLR 6

For 2017, Trek’s performance road bike lineup consists of 4 bikes;

• Madone – Trek’s Aero road bike
• Émonda – Lightweight Climbing bike
• Domane – Endurance bike with front and rear de-couplers
• Speed Concept – TT bike

For this review, I chose an Émonda SLR specifically the Émonda SLR 6 . Following is a summary of the Émonda lineup;

• SLR 6 (Ultegra), SLR 8 (Dura-Ace), SLR 9 (Dura-Ace), SLR 10 (Red eTap)
• SL 5 (105), SL 6 (Ultegra), SL 7 (Ultegra)
• S 4 (Tiagra), S 5 (105)

MEASURING THE BIKE

What exactly is Stack and Reach ?

REACH refers to the horizontal distance forward of the bottom bracket measured from the center of the bottom bracket to the center of the top of the head tube. Your inseam impacts stack. Longer legs need a taller bike. Your torso and arms impact the reach. Fine-tuning the overall reach is accomplished by stem length but should NEVER be modified by moving the saddle forward or backward.

This is true for literally every major manufacturer. For example, in this price range, manufacturers offer high end carbon frames with high end groupsets. In my opinion, the best-bang-for-the-buck is to choose the “lowest-end” bike in the highest category.

A bike like the Trek Émonda SLR 6 which offers the same frame as the other much higher priced SLR’s. The difference being that the SLR 6 has a more moderately priced groupset – Ultegra 6800 mechanical – but still sports several higher priced features such as the lightweight Bontrager Speed Stop direct mount calipers. As parts wear out, replace them with the next level higher model.

The Trek mechanic had cut the housing too short which prevented the calipers from closing enough to grab the rim with enough force to stop the rear wheel from turning. Replacing the housing with one that was 0.5” longer solved the problem. So, the next question you will have is “do they stop as well as a regular set or direct-mount set of Ultegra (BR-6800/BR-6810) or Dura-Ace (BR-9000/BR-9010)?”

In my experience, No. Without performing actual scientific testing, I can only go by what I’m experiencing and, roughly speaking, I would say that the Bontrager Speed Stop calipers are 70%-75% as effective as a BR-6800/BR-9000 or 80%-85% as effective as a BR-6810/BR-9010. I have not ridden the new Shimano 105 BR-5700 or BR-5710.

Looking at the first photo, it can be clearly seen that the rear brake housing is cut way too short as it’s already stretched to its maximum before even pulling the lever. The second photo shows that when pulling the brake lever, the only place that the housing can go is to dig into the frame. As a safety issue, if your direct mount calipers don’t seem to stop, the housing is probably too short.

For 2017, the full Émonda lineup consists of 15 different bikes and frames. Pricing ranges from $1,580 for the S4, all the way to $11,500 for the 10 pound SLR9. The SLR 6 that I chose comes in at 14.5 pounds … and that’s for a 56cm frame! It is priced at $5,500 and is a great value.

Note : JAX mentioned that the Domane far outsells the Émonda and Madone combined!  For clarification and completeness, the Domane is built as an endurance road bike. The Émonda is the climber and the Madone is Trek’s aero road bike.

HIGH PERFORMANCE AT A GREAT PRICE

As mentioned in several of my past articles, the main bicycle deal-breaker for me is a bicycle that handles like a noodle. Everyone has ridden one of those. You press on the pedals and the bottom bracket and rear end sway so much that the rim contacts the brake pads and the bike moves around so much that it feels like the rear tire is going flat. I’ve test ridden my fair share of those and would not recommend them to my worst enemy.

But, believe me, this Trek Émonda is NOT one of those. Quite the contrary, the frame is stiff but not overly stiff, and very compliant. I have put as much power into the pedals as I can and I have experienced absolutely ZERO bottom bracket/rear end flex. This bike goes fast up hills and goes fast on the flats.

For the Émonda SLR 6, you can choose from;

• Choice of H1 fit or H2 fit
• Drivetrain options such as Ultegra 6870 Di2, Ultegra Direct mount brakes and different cable housing color
• Component options including 18 different wheel choices, 4 different tire choices, 7 different handlebar choices, bar tape, stems, head sets, and saddle choices
• Accessories such as bottle cages, computer, sensors, and pedals.

Just for the heck of it, I configured one to $11,185.

HOW DOES THE BIKE HANDLE?

So, putting on the rain gear, I’ve tried to time it so that when the roads are a little wetter, I’ve done flats, when they are a little drier, hills. In fact, if you look at the picture to the left, that’s not a tan, that’s road grime. Yeah, the socks were almost black. But, regardless of the rain, I’ve been able to get in some good testing on the Émonda .

Alternating flats and hills, I really put the Émonda through its paces to see what this bike is capable of.

CLIMBING : We have a local climbing route through the hills of San Clemente. Most people think “San Clemente, a beach community, got to be flat.” Not the case. Lots of steep hills, usually around 1.25 miles and most don’t go below 13%.

This bike SCREAMS up the hills. With the Émonda , I can click one gear smaller on the cassette than I can with most other bikes. While doing interval hill repeats, I’ve seen my power meter spike to 1,000 watts.

This bike takes all that power and deposits it directly to the rear wheel. No bottom bracket flex, no rear end flex, no wasted energy. One thing I would consider to make this bike even faster up hills is an upgrade in wheels. The wheelset that comes with the Émonda SLR 6 is a Bontrager Paradigm Comp TLR – MSRP PAIR = $600.

These are a little better than the $700/pair Mavic Ksyrium Elites that the BH Ultralight included, but, think how fast this bike would be with a 976g per pair of Bontrager Aeolus XXX SL tubulars!

On several of our descents, we hit close to 50 miles per hour coasting. For these hills, he was dragging his brakes the whole way. I felt nothing like that on the Émonda . NO shimmy at all. In fact, the bike felt smoother the faster we descended. Even at speeds of 50 miles per hour, the Émonda is perfectly stable.

FLATS/ROLLIES : Even though the Émonda has a very oval downtube, Trek varies the oval shape at different parts of the downtube. At the bottom bracket, the downtube is a flat-oval which maximizes stiffness. Near the steer tube, the leading-edge of the downtube is more of a semi-circle shape which aids in aerodynamics.

This vary-shaped downtube represents the best of both worlds since the result is a bicycle that is stiff yet aerodynamic. This combination really helps you to go fast. You can really feel this working on the flats and rollies since this bike does not bend nor flex.

OTHER NOTES:

When we test bikes, we ride them hard. We hammer on them in the hills and on the flats. We ride them in the rain and hose them off when done. We don’t want to baby them but instead, do real world testing.

I can’t say enough good things about this 2017 Trek Émonda SLR 6.

If you are in the market for a new bike, consider the Émonda SLR line of bikes. Remember, it’s the same frame throughout the SLR lineup and yes, it’s really that good!

You don’t like Ultegra or 14.5 pounds is too heavy? Then choose the 13.9 pound SLR 8 Race Shop Limited with Dura-Ace 9000 groupset…same bike the pro team rides. Or maybe an 11 pound SLR 10? Lots of options and they are all built on the same frame and in the USA.

Or, if you want to do any modifications with the SLR 6, you can always use PROJECT ONE to modify the drivetrain, components or accessories. By using PROJECT ONE, I could easily shave off at least another 1 pound with lighter wheels, lighter stem, lighter tires and lighter saddle. Or, I could continue to enjoy this 14.5-pound bike, and, for $5,500, this is still a fantastic deal!

Would I buy one? Yes, definitely!

#TrekBicycle

I have always enjoyed bicycling and, through a series of coincidences, became a Bicycle Industry Consultant and Product Tester. I test prototype products for companies and have published only off the shelf production products on biketestreviews.com .

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

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

"It's an incredible update from Trek"

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

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

"Overall, Trek has done a solid job here of updating the Emonda, infusing meaningful improvements in several key areas, but without breaking the basic formula that has made the bike so popular."

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