peso telaio trek emonda sl

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2021 Trek Emonda SL 6 Pro review

Trek's climbing specialist has been re-imagined as a do-it-all race bike.

Felix Smith / Immediate Media

Amazingly stiff ride; race-ready long and low fit; exceptionally fun to ride.

25mm tyres exaggerate harsh ride and harm performance on imperfect road surfaces; weight isn't competitive for price.

The new 2021 Trek Emonda sees a shift away from a purely climber-focussed bike to a more all-round package with the de-rigueur aero shaping to match.

We have two bikes in for review. My colleague, Warren, has the top-end 6.9kg Emonda SLR 9 model with all of the bells and whistles, and an outrageous £9,700 price tag .

I have been testing the Ultegra R8000-equipped 2021 Trek Emonda SL 6 Pro.

The SL-level Emonda is based on Trek’s OCLV 500 carbon layup, which adds roughly 445g to an unpainted frameset in an unspecified size compared to the top-end model.

You do, however, get the exact same geometry and frame shape as the SLR-level Emonda, so the differences should largely boil down to weight alone.

More on the new Trek Emonda

• New 2021 Trek Emonda | An uncompromising disc-only race bike
• Trek Emonda SLR 9 eTap first ride review

At £3,350 ($3,799 / €3,799 / AU$5,499), the SL6 Pro is by no means cheap, but represents fairly good value for money in the context of the wider market

For that cash, you get a full Ultegra R8020 groupset , a Bontrager Aelous Elite 35 carbon wheelset, a perfectly inoffensive alloy cockpit and a very plush Bontrager saddle. The bike weighs 8.13kg on the nose with no pedals.

Picking two comparable bikes, the Giant TCR Advanced Pro 2 Disc costs roughly the same (£3,499) for a broadly similar build, as does the Rose X-Lite 6 (~£3,450).

Trek has significantly altered the geometry of the Emonda for 2021, and it is now only available in the brand’s middle-of-the-road H1.5 fit.

H1.5 sits pretty much in the middle of Trek’s super aggressive H1 geometry and its endurance-focussed H2 fit.

The resulting shape strikes a nice balance between real-world usability while allowing the sportier riders among us to get a low and fast setup should they so wish.

The stack for the new Emonda is on the lower end of the spectrum for a 56cm bike at 563mm. The reach is fairly average, at 391mm for a 56cm bike. The 56cm bike ships with a 100mm stem.

While the reach of the frameset is fairly average, when matched with the 42cm-wide Bontrager Elite VR-C bars, which have a hefty 100mm reach, the fit of the bike feels suitably long and low.

I really like the overall profile of these bars – there’s loads of room in the drops so you can actually spend some time down there comfortably without your hands getting smooshed up, and the extra reach offers additional useful hand positions.

Adding reach to the bars (rather than increasing the length of the stem) also means the tops stay a touch closer to you, giving a really comfortable position for seated climbing.

The ride of the bike is exceptionally stiff and incredibly fun in the way that a proper race bike can be.

It’s got that addictive ultra-efficient feel with a totally unyielding pedal response that is amazing on the climbs – you are giving up nothing to the frame when mashing yourself into a lactic oblivion.

I dare say the overall feel is almost a little old school, with a super stiff ride that’s reminiscent of early carbon bikes.

This will be polarising for some riders, but I personally really like it. It feels properly rapid and responsive, and going fast is never not fun.

Related reading

• Trek Domane SL7 review
• Trek Madone SL6 Disc review
• Best road bikes: how to choose the right one for you

While perhaps divisive, this super stiff ride also goes some way to differentiate the bike from the others in Trek’s lineup.

The line between the Emonda and Madone – and to a certain degree, the Domane – is now fairly blurred with this new bike.

But by keeping it simple, with no ISOSpeed squashiness, a racy ride and a lighter overall package, the Emonda stands out in the range.

That stiffness also translates into a really engaging and fun ride on the descents. The bike shrugs at irresponsibly heavy braking into corners, remaining accurate and giving – yes, I really am going to say it – a really feedback-rich ride. It’s a total hoot.

It’s no surprise that this stiffness results in a firm ride.

It’s not a rough ride, per se – the bike still provides that pleasingly damped feel that any quality carbon bike gives on imperfect surfaces, and the integrated seat mast brings a degree of rear end comfort.

However, on larger bumps, the front end can feel quite jarring. The alloy bars will contribute to this, but the stock 25mm tyres are the main culprit.

25mm wide tyres were considered progressive a few short years ago, but the majority of new road bikes these days ship with 28mm tyres (or even larger) and not without good reason.

Wider tyres have consistently been shown in testing to have lower rolling resistance than narrower tyres and, as they can be run at lower pressures, they also improve comfort. Being more comfortable means less fatigue, which means increased speed.

This is well-trodden ground, so to see 25mm tyres here is a little bit disappointing – other bikes in the Emonda range feature 28s, and I’ve always admired Trek for boldly speccing 32mm tyres on the Domane, so to see narrower rubber here feel like a bit of a cop-out.

Trek is clearly trying to pander to the hill climb kids with the tiny reduction in weight 25s will offer, but 28s would be better for the majority of riders in nearly all situations.

Keen to see how much of a difference wider tyres would actually make, I swapped the stock Bontrager R2 Hard-Case Lite tyres in favour of a pair of Panaracer Race D Evo tyres. These measure bang on 28mm when inflated to 70psi on the Bontrager Aeolus Elite 35 wheels.

Unsurprisingly, the wider tyres smoothed out the ride of the bike significantly without making the ride feel mushy – you can focus on getting the most out of the bike’s stiff frameset without having to worry so much about potholes or broken road surfaces. The larger tyres also improve grip on descents.

They also make very light gravel detours a more appealing possibility.

Gravel riding is absolutely one bazillion per cent not within the intended remit of this bike, but the larger volume tyres make short stretches along smooth unsealed rail trails or rough access roads a much less hateful experience.

On a similar theme, I was also a little disappointed to see the bike come set up with tubes.

The likes of Giant are now shipping complete bikes tubeless out of the box and, regardless of which side of the tubeless vs. tubed debate you sit on, including tubeless tech as stock adds value to a bike.

Given the new Aeolus 35 Elite wheels are tubeless-compatible, it’s disappointing that the included tyres aren’t at least tubeless-ready.

As mentioned, the bike has been doused in a liberal helping of aero sauce, and the new bike is claimed to sit between the outgoing Emonda and the Madone in terms of aero performance.

There’s no way I can quantify these claims, but the bike does feel fast on the flats. I suspect that has more to do with the fact the bike’s geometry means it’s possible to get into a properly long and low position, so I’ll leave it up to you to decide whether you believe Trek’s claims – or whether you care.

Not that it has any bearing on performance, but the aero shaping has resulted in a bike that looks fast. I’m fond of the overall shape of the bike and I’m glad to not see dropped seat stays here. The lines are classic and the traditional cockpit doesn’t look out of place either.

Trek clearly doesn’t want you to forget you’re riding one of its bikes judging by the sheer size of the logo on the down tube. It is so over the top and a bit daft, but I kind of dig it – it’s like a postmodern statement, the David Byrne big suit of bicycle logos .

I also think the paint job looks really nice for what is, in the context of this model range, a ‘budget’ bike.

A surprising standout from the bike is the Bontrager Aeolus Comp saddle.

Every man and his dog has thrown his hat into the short nose and stubby saddle game, and I’ve tried a fair few now, but I think it’s a toss-up between this and the Pro Stealth Superlight for my all-time favourite .

Trust me when I say this is very high praise because I love the Pro Stealth. The Aeolus is squashy, comfortable and perfect for my peach. I can’t believe it has taken this long for saddles to get this good.

The bike is built around a full Shimano Ultegra R8020 groupset . It’s nigh-on impossible to level criticism at R8000, offering nearly all of the performance of Dura-Ace at a considerably lower price point.

The 52/36 crankset is paired with an 11-30 cassette. For a go-fast all-round climb-friendly bike, this is perfect.

However, it’s worth noting that the bike is equipped with a short cage mech, which officially limits the drivetrain to a 30t cassette. This means you would have to go for a smaller set of chainrings if you require lighter gearing.

Even so, the gearing has more than enough range to climb comfortably in the saddle on most climbs.

The SL6 Pro is the ‘cheapest’ bike in the new Emonda range to feature carbon wheels.

At 35mm deep, the Aeolus Elite 35 should, in theory, give a bit of aero advantage without sacrificing too much on the climbs in terms of weight.

A 35mm wheel is unlikely to present serious problems in crosswinds, and they feel perfectly well-mannered and stiff. The wheels are based on DT Swiss’ Ratchet EXP freehub, which are easy-enough to service with widely-available spares.

Again, I’m a bit miffed these aren’t set up tubeless out of the box. It would allow you to run lower pressures, improving comfort and grip, which is never a bad thing.

2021 Trek Emonda SL 6 Pro conclusion

Make no mistake – the Emonda is an uncompromising race bike, and it’s all the better for it.

In a world of squashy do-it-all bikes, the Emonda’s wonderfully moreish super stiff ride stands out and I’ve really enjoyed my time testing it.

Speccing standard 25mm clincher tyres in 2020 is an odd move, and the weight for this particular build isn’t that competitive.

You also lose out on some (claimed) aero benefit with the standard cockpit versus the fancy new integrated Bontrager Aeolus RSL VR-C bar-stem combo. But, if you’re anything like me and enjoy endlessly tweaking your position and cockpit setup, this might not be such a bad thing.

Jumping up to the Emonda SL 7 (£4,850) would get you an Ultegra Di2 groupset, Bontrager Aeolus Pro 37 wheels and the integrated cockpit, but I’m not convinced the extra expense would be worth it.

A few small spec niggles aside, if you’re after a delightfully fun go-fast race bike, the 2021 Trek Emonda SL 6 Pro is very unlikely to leave you wanting.

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Trek Émonda SL 7

• AUS $ NZD $ USD $ CAD $ GBP £ EUR €

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

At a glance

Where to buy.

Specifications

• Frame Ultralight 500 Series OCLV Carbon, Ride Tuned performance tube optimization, tapered head tube, internal routing, DuoTrap S compatible, flat mount disc, 142x12mm thru axle
• Battery Shimano BT-DN300
• Wheels Front: Bontrager Aeolus Pro 37, OCLV Carbon, Tubeless Ready, 37mm rim depth, 100x12mm thru axle Rear: Bontrager Aeolus Pro 37, OCLV Carbon, Tubeless Ready, 37mm rim depth, Shimano 11 speed freehub, 142x12mm thru axle
• Tires Bontrager R2 Hard-Case Lite, aramid bead, 60 tpi, 700x25c
• Chain Shimano Ultegra/XT M8100, 12 speed
• Crank Size: 50, 52, Shimano Ultegra R8100, 52/36, 170mm length; Size: 54, 56, 58, Shimano Ultegra R8100, 52/36, 172.5mm length; Size: 60, 62, Shimano Ultegra R8100, 52/36, 175mm length
• Bottom Bracket Praxis, T47 threaded, internal bearing
• Front Derailleur Shimano Ultegra R8150 Di2, braze-on, down swing
• Rear Derailleur Shimano Ultegra R8150 Di2, 34T max cog
• Shifters Shimano Ultegra R8170 Di2, 12 speed
• Brakeset Shimano Ultegra hydraulic disc, BR-R8170 flat mount caliper, resin pad w/fin
• Handlebar Size: 50, Bontrager Pro VR-C, OCLV Carbon, 31.8mm, Di2 routing, 100mm reach, 124mm drop, 38cm width; Size: 52, Bontrager Pro VR-C, OCLV Carbon, 31.8mm, Di2 routing, 100mm reach, 124mm drop, 40cm width; Size: 54, 56, 58, Bontrager Pro VR-C, OCLV Carbon, 31.8mm, Di2 routing, 100mm reach, 124mm drop, 42cm width; Size: 54, 56, 58, Bontrager Pro IsoCore VR-SF, 42cm; Size: 60, 62, Bontrager Pro VR-C, OCLV Carbon, 31.8mm, Di2 routing, 100mm reach, 124mm drop, 44cm width; Size: 60, 62, Bontrager Pro IsoCore VR-SF, 44cm
• Saddle Bontrager Aeolus Comp, steel rails, 145mm width
• Seatpost Size: 50, 52, 54, Bontrager carbon seatmast cap, 20mm offset, short length; Size: 56, 58, 60, 62, Bontrager carbon seatmast cap, 20mm offset, tall length
• Stem Size: 50, Bontrager Pro, 31.8mm, Blendr compatible, 7 degree, 80mm length; Size: 52, 54, Bontrager Pro, 31.8mm, Blendr compatible, 7 degree, 90mm length; Size: 56, Bontrager Pro, 31.8mm, Blendr compatible, 7 degree, 100mm length; Size: 58, 60, 62, Bontrager Pro, 31.8mm, Blendr compatible, 7 degree, 110mm length

Q: How much is a 2023 Trek Émonda SL 7?

A 2023 Trek Émonda SL 7 is typically priced around $6,199 USD when new. Be sure to shop around for the best price, and also look to the used market for a great deal.

Q: Where to buy a 2023 Trek Émonda SL 7?

The 2023 Trek Émonda SL 7 may be purchased directly from Trek .

Q: What size 2023 Trek Émonda SL 7 should I get?

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Emonda SLR o Tarmac SL7? E le altre “rivali”? Ecco come scegliere…

Emonda SLR o Tarmac SL7? Da quando le abbiamo provate in anteprima, in redazione ci sono arrivate tantissime domande.

Qual è la migliore? Quali sono i pregi e i difetti dell’una e dell’altra? Qual è più adatta alle mie esigenze?

Per rispondere a tutte queste domande le abbiamo messe a confronto, sviscerando caratteristiche e differenze. Geometrie, forme, peso, allestimenti, prestazioni e molto altro…

La Trek Emonda SLR e la Specialized Tarmac SL7 , però, non sono le uniche due novità lanciate negli ultimi mesi che hanno destato il vostro interesse. Per questo, nel proseguo dell’articolo, abbiamo preso in considerazione anche le “rivali” più dirette, ovvero le bici che possiamo classificare nella categoria racing, cioè dalle alte prestazioni.

Lo abbiamo fatto in maniera sintetica, ma speriamo esaustiva, analizzando peso, prezzo, pro e contro. In questo confronto troverete solo le bici che abbiamo avuto modo di testare , valutandone in modo diretto pregi e difetti. Vi lasciamo al video confronto e vi invitiamo a proseguire la lettura dell’articolo nel quale prenderemo in considerazione anche le rivali da noi testate:

Trek è rimasta fedele allo spirito Emonda, mettendo al centro la leggerezza , la versatilità d’uso e le prestazioni in salita . Ha lavorato molto sul miglioramento delle prestazioni aerodinamiche e sulla rigidità torsionale, ma ha mantenuto una differenziazione netta con il modello aero, ovvero la Trek Madone.

Specialized, invece, ha messo al centro del progetto Tarmac la velocità , la rigidità torsionale e il miglioramento delle performance aerodinamiche. Non a caso, ad un primo colpo d’occhio, il telaio della SL7 ha molti punti in comune con la Venge . Tutto questo mantenendo un peso molto contenuto, ma senza fare della leggerezza un’ossessione.

Le due differenti filosofie costruttive sono accentuante anche dagli allestimenti dei modelli di punta, di cui vi parleremo tra poco.

FORME DEL TELAIO E GEOMETRIE Le geometrie dei due telai sono piuttosto simili tra loro, al contrario delle forme, che invece sono decisamente differenti.

Sia la Emonda SLR che la Tarmac SL7 hanno forme dei tubi progettate per migliorare l’aerodinamica, ma la Tarmac è più spinta in questo senso. A saltare all’occhio è soprattutto la diversa concezione costruttiva del carro posteriore.

Trek è rimasta fedele alla linea della versione precedente, con tubo orizzontale leggermente arcuato, reggisella “rovesciato” di forma tonda e innesto dei foderi del carro “tradizionale”.

Specialized, invece, mantiene il carro posteriore con innesto dei foderi alti ribassato , ma lo rende più aerodinamico e simile a quello della Venge. Diversa anche la scelta del reggisella, che si fa più aerodinamico.

Tornando alle geometrie , come già accennato, le differenze sono minime. Prendendo come riferimento una taglia 56, notiamo che la Tarmac SL7 è leggermente più allungata rispetto alla Emonda SLR. Il reach è di 39,8 contro 39,1 cm, il tubo orizzontale 56,3 contro 55,9 cm. Più lungo anche l’interasse della Tarmac SL7, che misura 99,1 cm contro 98,3 cm.

L’angolo sterzo è identico, cioè 73,5°, mentre una lieve differenza si riscontra sull’angolo piantone: 73,5° per la Tarmac e 73,3° per la Emonda.

Di seguito trovate la tabella taglie dettagliata di entrambe i modelli (sopra quella della Emonda SLR, sotto quello della Tarmac SL7).

PESO L’ago della bilancia pende leggermente a favore della Trek.

Il peso dichiarato del telaio Emonda SLR, in taglia 56, è di 698 grammi , mentre per la Tarmac parliamo di 800 grammi in taglia 54.

Per quanto riguarda le bici complete, nelle versioni top di gamma che abbiamo avuto in test, il delta aumenta ancora di qualche grammo, probabilmente in virtù del cockpit integrato in carbonio e delle ruote a profilo più basso utilizzate da Trek.

6,850 grammi per la Emonda SLR in taglia 58 6,980 grammi per la Tarmac SL7 in taglia 56. A parità di taglia dovremmo avere una differenza di circa 200 grammi.

DETTAGLI DEGNI DI NOTA Passiamo ora ad alcuni dettagli che presentano altre differenze importanti.

Uno dei più significativi riguarda la struttura del cockpit , ovvero dell’insieme manubrio+attacco.

Trek, uniformandosi alla scelta di altri competitor, propone un cockpit integrato in carbonio , aerodinamico, ma non estremo. Questa soluzione permette il passaggio completamente interno dei cavi e, soprattutto, garantisce un peso contenuto e una linea estremamente filante. E’ bene ricordare che si può agire sull’altezza dello sterzo senza dover ricablare la bici e che il telaio è compatibile anche con manubri e attacchi tradizionali.

Specialized invece ha scelto un’opzione diversa, con manubrio e attacco semi-integrati, ma più spinta verso l’aerodinamica, grazie all’uso della piega Aerofly II (la stessa che viene montata sulla Venge).

Questa soluzione sacrifica qualcosa in termini di peso, ma lascia maggiori possibilità di intervento in termini di aggiustamento della posizione in sella , anche in caso di errore di valutazione nella scelta dell’attacco (che può essere sostituito con uno di misura diversa anche in un secondo momento). Inoltre, l’attacco è compatibile con quasi tutte le pieghe presenti sul mercato: una buona notizia per coloro che preferiscono una piega con forma più tradizionale e meno aerodinamica.

Un altro dettaglio degno di nota riguarda il passaggio ruota. La Trek Emonda SLR permette di montare pneumatici fino a 28 mm. La Specialized Tarmac SL7 offre qualcosa in più, arrivando fino a 32 mm.

Infine, facciamo un cenno sulle colorazioni , visto che anche qui troviamo scelte opposte. Sulle bici complete, per la versione SLR, Trek mette a disposizione almeno 3 colorazioni, a cui si aggiunge la possibilità di personalizzazione (a pagamento) tramite il sistema Project One , che permette di intervenire non solo sui colori, ma anche su alcuni componenti.

Di contro, il kit frame è disponibile in unico colore, ma si può comunque personalizzare con il Project One tramite la rete di rivenditori autorizzati.

Specialized, invece, propone una sola colorazione per ogni allestimento (ad eccezione della versione Sram Red eTap AXS, dove ne troviamo due), ma offre all’utente finale ben 8 diversi colori per quanto riguarda il kit frame . A queste opzioni vanno aggiunte quelle della Sagan Collection.

ALLESTIMENTI E PREZZI Come vi abbiamo già accennato all’inizio di questo articolo, l’ allestimento delle due versioni top di gamma rispecchia la diversa filosofia progettuale.

La Trek Emonda SLR 9 monta cockpit integrato in carbonio e ruote Aeolus RSL37 tubeless ready , con profilo da 37 mm, che strizzano l’occhio all’aerodinamica, ma badano soprattutto a contenere il peso (1.325 grammi la coppia).

La Specialized Tarmac SL7, invece, si caratterizza per un allestimento più “spinto” verso l’aerodinamica , con piega Aerofly II Carbon e ruote ad altissimo profilo Roval Rapide CLX esclusivamente per camera d’aria.

Il prezzo delle due versioni più pregiate è identico, ovvero 10.999 euro.

Scorrendo la gamma, ci permettiamo di sottolineare un paio di allestimenti che a nostro avviso sono molto validi in termini di rapporto qualità/prezzo.

In casa Trek segnaliamo la Emonda SLR 7 , che al prezzo di 6.699 euro monta ruote in carbonio Aeolus Pro 37 e gruppo Shimano Ultegra Di2. Il peso rispetto al montaggio top di gamma aumenta di circa mezzo kg, ma sul prezzo di listino si risparmiano oltre 4.000 euro.

In casa Specialized, invece, molto interessante è la Tarmac Expert Ultegra Di2 , che al prezzo di 5.299 euro , seppure con ruote in alluminio, permette di avere un gruppo elettronico e di contenere il peso a circa 7,6 kg.

Continuando ad analizzare gli allestimenti, facciamo notare qualche altra differenza. Specialized propone il telaio più pregiato, cioè quello con carbonio FACT 12r , solo per le versioni S-Works (e per il kit frame). Gli altri montaggi utilizzano telai con carbonio FACT 10r. Trek, invece, utilizza il telaio SLR con carbonio OCLV 800 in abbinamento ad una serie più vasta di montaggi, fino alla SLR6.

Di contro, la differenza in termini di peso tra le due tipologie di telaio va decisamente a vantaggio di Specialized. Il telaio Tarmac FACT 12r in taglia 54 pesa 800 grammi, quello FACT 10r, 920 grammi. Il telaio Emonda SLR in carbonio OCLV 800 pesa in taglia 56 698 grammi, quello SL con carbonio OCLV 500 si aggira sui 1.100 grammi.

Chiudiamo con una nota relativa al prezzo dei kit frame. La Trek Emonda SLR costa 3.999 e comprende telaio e forcella (no testa del reggisella, che va acquistata a parte). La Specialized Tarmac SL7, invece, ha un costo di 4.199 euro, ma comprende già attacco manubrio (no piega) e reggisella.

COMFORT Sia la Emonda SLR che la Tarmac SL7 sono bici pensate per la competizione, in cui il comfort non è considerato una priorità. Tuttavia, in entrambi i casi, la comodità è accettabile , considerando, appunto, la tipologia di bici.

A vantaggio di Specialized c’è da sottolineare la possibilità di montare gomme fino a 32 mm ma, di contro, sull’allestimento top di gamma le ruote non sono predisposte tubeless.

In casa Trek, invece, il passaggio ruota si ferma ad un massimo di 28 mm, ma le Aeolus RSL37 permettono il montaggio di gomme tubeless , che come ormai sappiamo possono essere gonfiate a pressioni inferiori e quindi sono in grado di assorbire meglio le asperità del terreno.

A CHI E’ PIU’ ADATTA LA TREK EMONDA La Trek Emonda SLR è una bici estremamente versatile , ma che strizza l’occhio soprattutto a chi ama affrontare tanto dislivello . Fa la differenza in salita, soprattutto sul ripido, dove il rapporto rigidità/peso permette di rilanciare con grande facilità. In discesa è agile e maneggevole.

Se vi cimentate spesso in granfondo o in uscite con salite lunghe e dure , è il vostro mezzo ideale. Analizzando l’allestimento più pregiato, è un po’ meno spinto rispetto alla Tarmac SL7 e, dunque, forse un po’ più alla portata di tutti e più “facile” da utilizzare tutti i giorni.

Per chi se li fosse persi, qui sotto trovate video e articolo di presentazione e short test:

Nuova Trek Emonda: super leggera, e ora integrata e più aerodinamica

A CHI E’ PIU’ ADATTA LA SPECIALIZED TARMAC Durante il nostro short test l’abbiamo definita una bici da Classiche , ovvero un mezzo super reattivo ed estremamente veloce.

Sulle salite brevi e nei tratti in cui la velocità sale, sorprende per la facilità con cui si accelera e mantiene la velocità . L’altissimo profilo della ruota posteriore si fa sentire un po’ solo sulle pendenze a doppia cifra. Considerando l’altezza del profilo ruota, si guida con facilità anche in discesa, cosa per nulla scontata. Più che per gli scalatori, è ideale per chi ama una bici scattante e dall’altissima rigidità torsionale.

L’allestimento S-Works forse non è proprio per tutti, ma dopo averle provate è onestamente difficile rinunciare alle prestazioni delle nuove Roval Rapide CLX. Chi vuole un mezzo più votato alla salita, invece, potrà optare per una ruota più bassa e rinunciare al manubrio aerodinamico.

Qui sotto trovate video e articolo di presentazione e short test:

Nuova Specialized Tarmac SL7: macchina da gara, cattiva ma guidabile

Per maggiori informazioni sulla Trek Emonda SLR:  trekbikes.com Per maggiori informazioni sulla Specialized Tarmac SL7: specialized.com

Perciò, come vi abbiamo anticipato nelle prime righe di questo articolo, ci occuperemo anche di fare un confronto sintetico con le “rivali” dirette della Tarmac SL7 e della nuova Emonda SLR, analizzando quelle che abbiamo potuto provare in prima persona. Di seguito le trovate in ordine alfabetico e non di lancio sul mercato.

I prezzi si riferiscono al modello top di gamma riportato in catalogo.

BMC TEAMMACHINE SLR01 La Teammachine SLR01 è il modello più iconico del brand svizzero.

E’ stato il primo telaio a introdurre il carro posteriore con foderi alti ribassati e nella nuova versione lanciata qualche settimana fa si caratterizza per una maggiore attenzione all’aerodinamica e per il cockpit integrato in carbonio, che permette il passaggio cavi completamente interno.

QUI trovate il nostro articolo di presentazione e lo short test.  

Pesi 815 grammi il peso dichiarato per il telaio in taglia 54. 6,9 kg il peso rilevato della bici completa in taglia 56, con ruote in carbonio DT Swiss e gruppo Sram red eTap AXS, con due portaborraccia e supporto ciclocomputer.

Prezzi 4.599 euro per il kit frame 10.999 euro per la versione più pregiata con gruppo Sram Red eTap AXS.

Pro Dettagli e finiture del telaio, reattività e grande agilità e maneggevolezza, manubrio integrato leggero e con ottima ergonomia

Contro Un po’ meno comoda e più nervosa in discesa rispetto ad altri competitor, ma in parte potrebbe dipendere dall’allestimento con ruote dal canale interno da 18 mm.

Per maggiori informazioni: bmc-switzerland.com

CANNONDALE SUPERSIX EVO HM Rinnovata completamente nel Giugno 2019, la SuperSix Evo si presenta come un prodotto molto equilibrato e versatile . QUI trovate la nostra presentazione, QUI invece il nostro test di lunga durata.

Pesi 866 grammi il peso dichiarato per il telaio in taglia 56. 7,4 kg il peso rilevato della bici completa in taglia 56, con ruote Knot in carbonio e gruppo Dura Ace Di2.

Prezzi 10.499 euro per la versione con Shimano Dura Ace Di2, cioè quella che abbiamo avuto in test.

Pro Versatilità, comfort superiore alla media, guidabilità e confidenza in discesa.

Contro Peso più elevato rispetto ai top di gamma dei competitor.

Per maggiori informazioni: cannondale.com

CANYON ULTIMATE CFR Il telaio Ultimate rappresenta il modello da salita di casa Canyon . Non si tratta di una novità assoluta, visto che è in gamma da diversi anni, ma la versione CFR si differenzia per i materiali costruttivi, che permettono di ottenere un telaio con il peso più contenuto tra tutti quelli riportati in questo articolo.

QUI trovate la nostra presentazione. QUI invece il test della versione EVO, che nel 2020 utilizzava lo stesso telaio della CFR.

Pesi 641 grammi il peso dichiarato del telaio in taglia M, con una forcella da 285 grammi. 6,2 kg il peso dichiarato della bici completa con Campagnolo Super Record EPS e ruote DT Swiss PRC 1100.

Prezzi 3.499 euro per il kit frame comprensivo di reggisella e cockpit integrato in carbonio. 8.999 euro per la versione con Campagnolo Super Record EPS.

Pro Leggerezza senza eguali e prestazioni in salita. Nonostante il peso contenuto buona guidabilità anche in discesa. Rapporto qualità/prezzo, soprattutto per le bici complete.

Contro Passaggio cavi esterno e modello di telaio non recentissimo. Possibilità di acquisto esclusivamente on line, aspetto che richiede un minimo di esperienza nella scelta delle misure.

Per maggiori informazioni: canyon.com

FOCUS IZALCO MAX DISC La bici da strada più performante della casa tedesca è stata presentata nel 2018 e ha introdotto una maggiore attenzione all’aerodinamica e alle prestazioni velocistiche. E’ solo per freni a disco ed è disponibile in due varianti di fibra di carbonio che differiscono per livello di rigidità e di leggerezza. Qui trovate il nostro video test della versione 8.7 con Shimano 105.

Pesi Focus dichiara un peso di 890 e 358 grammi per telaio e forcella della serie 9, ossia la più raffinata, in taglia M senza viteria e con verniciatura. Il peso sale a 1040 e 380 grammi per telaio e forcella della serie 8, sempre in taglia M, senza viteria e con verniciatura.

Prezzi Focus Italia propone la Izalco Max Disc solo come bici allestita e i prezzi partono dai 2.699 euro della Izalco Max Disc 8.6 ai 9.499 euro della 9.9

Pro  La Izalco Max Disc è stata una delle prime ad unire la versatilità di una bici da strada racing alla rigidità di una bici da strada aero. La posizione in sella può essere molto caricata sulla ruota anteriore (favorendo dislivelli sella-manubrio molto pronunciati) e il comfort, almeno sulla versione 8.7 provata, non ne risente in modo penalizzante. Il livello di rigidità favorisce precisione di guida ed efficienza di pedalata, sia in salita, sia in discesa.

Contro Il peso del solo telaio, 890 gr, oggi non è dei più contenuti.

Per maggiori informazioni: focusitaliagroup.it

GIANT TCR Il TCR è senza dubbio il modello che più rappresenta il marchio Giant. La prima versione, rivoluzionaria per l’epoca in virtù del telaio fortemente sloping, fu lanciato nel 1997. Il modello 2021, tra le novità principali, annovera nuovi materiali costruttivi che hanno permesso di alleggerire molto la struttura e nuove forme dei tubi più aerodinamiche.

QUI trovate il nostro articolo di presentazione. QUI invece il test della versione Advanced Pro 0 Disc.

Pesi 765 grammi il peso dichiarato del telaio in taglia M. 7,3 kg il peso rilevato della bici completa in taglia M, ma nella versione di media gamma Advanced Pro 0 Disc montata con Shimano Ultegra Di2. Nella versione top di gamma ci dovremmo aggirare sui 6,8 kg.

Prezzi 3.199 euro per il kit frame comprensivo di reggisella integrato 10.199 euro per la versione più pregiata con gruppo Sram Red eTap AXS e ruote in carbonio Cadex.

Pro Il kit frame Giant TCR costa meno dei marchi più blasonati e anche il rapporto qualità/prezzo, specie della media gamma, è ottimo Bici molto versatile, agile e leggera

Contro Passaggio cavi esterno.

Per maggiori informazioni: giant-bicycles.com

LAPIERRE XELIUS SL DISC La Xelius SL è la bici in dotazione al Team Groupama-FDJ di Thibaut Pinot. E’ un mezzo dalle forme “non convenzionali”, pensata unire tra loro prestazioni e comfort, grazie al sistema 3D Tubular, che svincola i foderi del carro dal piantone.

QUI trovate la nostra presentazione, mentre QUI il test del modello 2019 con Sram Force eTap AXS.

Pesi 850 grammi il peso dichiarato del telaio. 7,4 kg  il peso dichiarato della versione SL 700 Disc montata con Ultegra di2.

Prezzi 5.389 euro per la versione con Shimano Ultegra di2 e ruote Mavic Ksyrium Pro Carbon.

Pro Bici originale e molto versatile, con un comfort superiore alla media rispetto ai competitor di questa fascia. Sicura e stabile in discesa.

Contro Il peso non è dei più contenuti e, per chi li desidera, mancano allestimenti di altissima gamma.

Per maggiori informazioni: lapierrebikes.it

ORBEA ORCA OMX La nuova Orbea Orca OMX è stata lanciata a settembre del 2019, rinnovando la tradizione di un modello storico per l’azienda basca. Una bici che ci è piaciuta molto, soprattutto per brillantezza e versatilità, che per il 2020 offrirà una nuova versione anche con carbonio OMR.

QUI la nostra presentazione e lo short test. QUI invece la presentazione della gamma 2021.

Pesi 833 grammi il peso dichiarato del telaio in taglia 53. Non abbiamo un peso rilevato per la bici completa, poiché durante lo short test non c’è stato modo di pesarla.

Prezzi 3.299 euro per il kit frame comprensivo di reggisella e attacco manubrio 8.999 euro per la versione con Sram Red eTap AXS e ruote Vision 40 SC Disc.

Pro Versatilità e agilità, va bene su ogni terreno. Ampia scelta di colori e possibilità di personalizzare grafiche e componenti senza costi aggiuntivi grazie al programma MyO. Ottimo rapporto qualità/prezzo su tutta la gamma. Possibilità di scegliere un manubrio con impostazione più comfort.

Contro Va bene su ogni percorso, ma forse non ha un vero terreno su cui brilla in modo particolare.

Per maggiori informazioni: orbea.com

SCOTT ADDICT RC La nuova Scott Addict RC è stata presentata nell’estate 2019, rivedendo completamente uno dei modelli più famosi del marchio Svizzero. E’ una bici per scalatori, ma non solo, visto che presenta anche soluzioni aerodinamiche molto interessanti.

QUI trovate la nostra presentazione e lo short test. A breve sarà svelata anche la gamma 2021. QUI invece il test di lunga durata della versione RC20, montata con Sram Force eTap AXS.

Pesi 850 grammi il peso dichiarato del telaio in taglia M. 6,9 kg il peso dichiarato della bici completa con Sram Red eTap AXS e ruote Zipp 202 NSW Disc.

Prezzi 3.299 euro per il kit frame Ultimate in carbonio HMX SL , comprensivo di reggisella. La versione Pro, con carbonio HMX, ha invece un costo di 2.499 euro. 11.999 euro per la versione Ultimate, con Sram Red eTap AXS e ruote Zipp 202 NSW.

Pro Leggerezza, unita ad un livello di comfort più alto rispetto ai competitor. Finiture e dettagli di pregio, come la cover magnetica posta sulla forcella a chiusura dell’attacco diretto della pinza anteriore. Disponibilità di kit frame di due diversi livelli e ottimo rapporto qualità/prezzo sulla gamma media.

Contro In discesa un po’ “leggera” sull’avantreno, richiede tempo per prendere confidenza. Chiusura reggisella molto leggera, ma non integrata.

Per maggiori informazioni: scott-sports.com

WILIER 0 SLR La Wilier 0 SLR è stata una delle novità più apprezzate dello scorso anno. E’ una bici da competizione, che si caratterizza soprattutto per il suo peso contenuto . E’ utilizzata dai team Astana e Total Direct Energie.

QUI trovate la nostra presentazione con tutti i dettagli costruttivi. QUI invece il test di lunga durata.

Pesi 780 grammi il peso dichiarato del telaio in taglia M. 6,575 kg il peso rilevato della bici completa in taglia XL, montata con Shimano Dura Ace Di2 e ruote Wilier ULT38KT per tubolare.

Prezzi 5.000 euro per il kit frame comprensivo di reggisella e manubrio integrato in carbonio. 12.400 euro per la versione con Campagnolo Super Record EPS e ruote Campagnolo Bora WTO 33 Disc.

Pro Leggerezza complessiva della bici, che in salita è una di quelle che offre le prestazioni migliori. Ottimo rapporto rigidità/peso. Dettagli e finiture del telaio.

Contro Richiede un po’ di tempo per trovare il giusto feeling in discesa. Il prezzo di partenza delle bici complete è molto alto: 7.200 euro con Ultegra di2. Non esiste una versione più economica, come invece proposto da quasi tutti gli altri competitor. Anche il kit frame è più costoso rispetto agli altri brand.

Per maggiori informazioni: wilier.com

ULTIMI ARTICOLI

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Trek 2018 Émonda SL 6 Disc review

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Trek recently updated its lightweight racing chassis, the Émonda, with a variety of refinements for 2018, including the addition of a disc-brake version. We had a look at the Émonda SLR Disc when it was launched last year , so for this review, we follow that up with a closer look at the more affordable mid-range Émonda SL 6 Disc.

Story Highlights

Purpose: Mid-level road cycling.|| Highlight: The updated frameset is stiffer and more exciting to ride.|| Material: Carbon fibre.|| Brake type: Disc (rim version also available).|| Key details: Proprietary BB90 bottom bracket, internal cable routing, flat-mount disc brakes, 12mm thru-axles.|| Price: AU$3,999/US$2,999/£2,650.|| Weight: 7.94kg/17.5lb (54cm without pedals or bottle cages).

It has been almost four years since Trek launched the Émonda , the company’s lightest road chassis that not only yielded, at 4.65kg, the lightest production bike in the world, but according to Trek, the lightest range of road bikes as well. After devoting two-and-a-half years to development, Trek was never going to talk down what it had managed to achieve with the Émonda, which included some bold adjectives for the performance of the new bike.

The introduction of road disc brakes seems to have provided the main incentive for revisiting the design of the Émonda, but it also gave Trek’s engineers a good opportunity to build upon the experience gained from creating the first-generation Émonda (which supposedly included 300 physical prototypes). Computer modelling and finite element analysis was used to explore hundreds of refinements to identify only those that could provide a tangible improvement for the weight, stiffness, and compliance of the new frame. After that, physical prototypes were used to validate those predictions.

According to Trek’s figures, the company has managed to achieve all of these goals, however the magnitude of said improvements are modest, at best. The first-generation Émonda SLR frame and fork (56cm, H1 fit) weighed 690g and 280g, respectively, according to Trek, compared to 640g and 313g for the second-generation frame and fork. Overall frame stiffness has been increased by 11% with a head tube that is 1.7% stiffer and a bottom bracket that is 7.6% stouter, while vertical compliance has been improved by 1.9%.

The disc-brake version of the Émonda SLR mirrors the rim-brake version in many regards, however it is 62g heavier (frame, 665g; fork, 350g) and overall frame stiffness is down a little, offering a 9% improvement over the first-generation chassis. Clearly, Trek is working within the realm of marginal gains, but our roving reporter, Dave Everett, was able to notice a difference when he attended the launch of the bike last year , and concluded that the new bike was a tangible improvement.

What about the Émonda SL?

While all attention was focussed on the new Émonda SLR Disc frameset at the launch last year, the more affordable SL version also received an overhaul, including the addition of a disc-brake version. Once again, Trek promised an increase in both frame stiffness and compliance coupled with a marginal weight saving: the first-generation SL frame weighed 1,050g with a 358g fork; the new SL frame weighs 1,091g with a 313g fork.

Unsurprisingly, the disc-brake version of the new Émonda SL is heavier than the rim-brake version with a claimed weight of 1,149g for the frame and 350g for the fork. Be that as it may, the Émonda SL in either guise is not going to woo weight-weenies, but it will have broader appeal since it is a lot cheaper than the SLR version.

A difference in carbon fibre accounts for much of the extra weight (and expense) of the Émonda SL frame — which is constructed from Trek’s 500 series fibre compared to the 700 series that serves the SLR — however there is also a difference in the moulds that are used, and hence, the final shape of the two frames.

Nevertheless, the SLR and SL frames share the same specifications that have been carried over from the first-generation Émonda, such as Trek’s proprietary BB90 bottom bracket , E2 tapered head tube, internal cable routing, and a semi-integrated seatpost. For the disc-brake version, there are flat mounts for the disc callipers and 12mm-diameter thru-axles for the wheels.

The geometry of the frame remains unchanged, too. Thus, the Émonda SL continues with Trek’s forgiving H2 fit that provides a taller head tube, however it is not as generous as the geometry for the Domane .

Frame sizes 50-54cm are partnered with a fork with 45mm of rake, while the larger sizes get a fork with 40mm of rake. Bottom bracket drop is 72-68mm, decreasing with frame size; chainstay length is 410-411mm, increasing with frame size.

It’s worth noting that the geometry of the Émonda SL is identical to the Émonda SLR and does not vary between the rim or disc-brake versions. In addition, it is almost identical to the current Madone , however the latter offers an extra 5mm of stack for each frame size.

The semi-integrated seatpost places a limitation on the maximum and minimum saddle height for any given frame size, which is detailed in Trek’s geometry charts for the Émonda SL. However, the maximum saddle height is based on a 175mm seat mast cap rather than the stock 135mm cap that ships with the bike, so buyers with long legs should pay attention to this when ordering and/or collecting the bike. Buyers that require less saddle setback can also opt for a cap with 5mm of offset rather than 20mm to help with their fit.

Trek has put together two builds for the new Émonda SL Disc frameset: the SL 7 and SL 6. However, the former (which features a Shimano Ultegra Di2 groupset and a Bontrager Aeolus Pro 3 carbon wheelset) is not available in all markets, such as Australia. By contrast, there are several builds for the rim-brake version of the Émonda SL on offer, providing buyers with a much wider range of options and pricepoints.

The Émonda SL 6 Disc features Shimano’s new Ultegra R8000 mechanical groupset (50/34T crankset, 11-28T cassette) with hydraulic disc brakes and 160mm rotors. The rest of the components come from Bontrager’s catalogue: Paradigm tubeless-ready alloy wheels with R2 Hard-Case Lite tyres (25C), Elite VR-C alloy bars, Pro alloy stem, and a Montrose Comp saddle with chromoly rails.

I’ve long been impressed by the quality of the presentation of Trek’s bikes, and the Émonda SL 6 Disc is another good example of this. The matte metallic gunmetal finish may strike some as conservative, but it’s not dull, and it sits well against the black components.

The 54cm sample sent for review weighed 7.94kg/17.5lb without pedals or bottle cages, which doesn’t do much to support the notion that the Émonda is a lightweight race bike. For those hoping for a lighter bike, they can opt for the SLR 6 Disc that promises a weight saving of 700-800g (depending on frame size), but it costs almost twice as much as the SL 6 Disc. Alternatively, the SL 6 with rim brakes provides almost the same kind of weight saving (600-700g) and actually costs less than the disc-brake version.

The asking price for the Émonda SL 6 Disc is AU$3,999/US$2,999/£2,650, which is fair given the quality of the build, but it won’t woo bargain hunters. For those looking for better value, the rim-brake version of the SL 6 sells for AU$3,499/US$2,699/£2,250. In both instances, Trek provides a lifetime warranty for the Émonda frame and a two-year warranty for the fork and all Bontrager components.

For more information on the Émonda SL 6 Disc and the rest of the Émonda range, visit Trek .

After the ride

The Émonda has always fitted very nicely into Trek’s road catalogue, confidently staking out the middle ground between the aerodynamically-refined Madone and the rut-gobbling Domane. And while Trek went to extraordinary lengths to highlight the weight savings that the first-generation bike had to offer, they were limited to the high-end SLR frameset, so that everyday buyers opting for the SL version were missing out on the best that Trek had to offer.

With that said, a back-to-back comparison of the first-generation Émonda SLR 6 with the SL 6 (both of which featured rim brakes) demonstrated that the distinctions between the two versions of the frame were surprisingly modest. In fact, I found it difficult to appreciate any of the performance gains that the lighter SLR frameset might have provided simply because there was very little feedback from the bike.

The second-generation Émonda has reversed this to some degree, presumably due to the increase in the stiffness of the frame, and as a result, I found that the bike was more exciting to ride. An increase in feedback from the road adds life to the bike and gives it a race-oriented feel.

The bike was at its best on smooth bitumen. Rising out of the saddle, the stiffness about the bottom bracket was obvious, and I could enjoy some sense of responsiveness whenever I pressed on the pedals to accelerate. However, the overall weight of the bike held it back, so it won’t impress buyers looking for a svelte climbing rig.

It’s better to think of the SL 6 Disc as a bike for undulating courses. On this kind of terrain, the extra weight of the bike was less noticeable and I could enjoy the stiffness of the bike when attacking each short rise. Moreover, I was often struck by how sturdy and robust the bike felt, and sudden changes in speed really had no effect on its demeanour.

The second-generation Émonda SL 6 Disc may provide more feedback from the road, but that doesn’t mean that Trek has done away with the highly refined ride quality that defined the original Émonda. It’s still there, and at times, I was impressed with how well it worked to insulate me from unnecessary chatter. This was most obvious on groomed unpaved tracks where the Émonda SL 6 Disc provided a smooth, almost gentle ride, without robbing me of a sense of how the tyres were behaving on the dusty surface.

While the Émonda SL 6 Disc did an admirable job of soaking up vibration and chatter, it wasn’t nearly as adept at contending with shock, especially at the front end of the bike. Any kind of sharp hit from a bump, crack or hole was quite harsh, which was something that Dave Everett noticed at the launch of the Émonda SLR Disc last year. By contrast, the rear end of the bike was noticeably more compliant, so my backside never suffered the same kind of shock as my hands.

I was able to fit tyres up to 30mm wide on the Émonda SL 6 Disc without any risk of frame or fork rub. The larger tyres were able to reduce the shock of sudden impacts, however the front end of the bike was still too rigid for long stretches of unpaved terrain. Compared to a bike like Cannondale’s new Synapse or Canyon’s Endurace , the Emonda SL Disc Disc isn’t nearly as versatile, but then, riders interested in extra versatility are probably going to be looking at Trek’s Domane or the new do-it-all Checkpoint instead.

Thus, it’s best to consider the Émonda SL Disc as a pure road-going machine where tyre size and pressure can be used to satisfy the owner’s preferences for ride quality. I found myself vacillating between the stock 25c clinchers at 70psi and more supple 28c tyres at 60psi, but by the end of the review period, the narrower tyres seemed a slightly better match for the bike.

The stable and predictable handling that characterised the first-generation Émonda was still very much in evidence, which isn’t surprising given that no changes were made to the geometry of the second-generation frame. As such, the Émonda remains an inviting and well-mannered bike to ride. The steering tends towards slow, so the bike requires a little more effort when negotiating tight turns and technical descents, but I can’t see many riders struggling with this aspect of the Émonda’s handling.

Shimano’s new Ultegra R8000 groupset continues to shine, regardless of whether it is partnered with rim or disc brakes. The latter adds significantly to the weight of the bike, but that has more to do with the associated hardware (e.g. rotors and wheels) than the brakes. This is a handicap that continues to afflict road disc bikes in general, but for those looking for more braking confidence, it’s a necessary compromise.

Bontrager’s one-bolt saddle clamp promises to be easy to use, however the wedges that sink into the cap provide too much bite, so it is difficult make minor changes to the angle of the saddle. At the front end of the bike, Bontrager’s Elite VR-C handlebars offer more reach (85mm) than other compact shapes, which, when coupled with the generous length of the hoods of Shimano’s hydraulic brake levers, adds significantly to the overall reach of the cockpit. Swapping to a stem that was 10mm shorter was enough to address this issue for me.

Summary and final thoughts

It has been over 25 years since Trek introduced its first carbon fibre road bike frame and the amount of evolution that has taken place in that time is quite remarkable. One frame has slowly grown into three specialised offerings and the number of builds has blossomed to give shoppers an impressive range of bikes to choose from.

The Émonda may appear to be quite removed from Trek’s original OCLV road frame, but it still possesses the same kind of aura as a lightweight and exotic racing bike. This is certainly true for the Émonda SLR and some of the aspirational builds on offer, but the SL version is well within reach of many mid-level shoppers. It’s not going to dazzle buyers with a low weight like the SLR, but it is a confident road-going bike that promises to provide a tangible upgrade from an entry-level bike.

For those contemplating such an upgrade, the choice of brakes may create some consternation, however much of the controversy surrounding disc brakes has died down. Quite simply, discs have become a legitimate option for road bikes and are now future-proof to some degree, so buyers can decide the matter on the basis of appeal. In this regard, the Émonda may be a little late to the party, but the second-generation frameset gives shoppers both options to consider.

What do each of the individual ratings criteria mean? And how did we arrive at the final score? Click here to find out. You can also read more about our review process .

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\"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"giro d\u0027italia stage 12: resurgent alaphilippe rampages to breakaway win, no problems for poga\u010dar in gc group\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/giro-ditalia\/giro-ditalia-stage-12-resurgent-julian-alaphilippe-rampages-to-breakaway-win\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"giro d\u0027italia stage 12: resurgent alaphilippe rampages to breakaway win, no problems for poga\u010dar in gc group\"}}\u0027>\n giro d\u0027italia stage 12: resurgent alaphilippe rampages to breakaway win, no problems for poga\u010dar in gc group\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"review: the new sram red axs groupset pulls out all the stops","url":"https:\/\/velo.outsideonline.com\/road\/road-gear\/first-ride-review-sram-red-axs\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": 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d\u0027italia recovery\"}}\u0027>\n inside the placebos, half-percenters, and performance science of giro d\u0027italia recovery\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"pogacar\u0027s pink colnago v4rs for the giro d\u0027italia","url":"https:\/\/velo.outsideonline.com\/road\/road-racing\/giro-ditalia\/pogacars-pink-colnago-v4rs-for-the-giro-ditalia\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/giro-ditalia\/pogacars-pink-colnago-v4rs-for-the-giro-ditalia\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"pogacar\u0027s pink colnago v4rs for the giro d\u0027italia\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/giro-ditalia\/pogacars-pink-colnago-v4rs-for-the-giro-ditalia\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"pogacar\u0027s pink colnago v4rs for the giro d\u0027italia\"}}\u0027>\n pogacar\u0027s pink colnago v4rs for the giro d\u0027italia\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"defending champions chlo\u00e9 dygert, quinn simmons both skipping us nationals","url":"https:\/\/velo.outsideonline.com\/road\/road-racing\/defending-champions-chloe-dygert-quinn-simmons-both-skipping-us-nationals\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/defending-champions-chloe-dygert-quinn-simmons-both-skipping-us-nationals\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"defending champions chlo\u00e9 dygert, quinn simmons both skipping us nationals\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/defending-champions-chloe-dygert-quinn-simmons-both-skipping-us-nationals\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"defending champions chlo\u00e9 dygert, quinn simmons both skipping 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\"title\": \"elisa balsamo suffers fractures in high-speed crash into barriers in burgos opener\"}}\u0027>\n elisa balsamo suffers fractures in high-speed crash into barriers in burgos opener\n \n \n \n \n \n\n \n \n \n \n \n\n \n "}]' > >", "name": "footer-menu", "type": "link"}}'>advertise >", "name": "footer-menu", "type": "link"}}'>privacy policy >", "name": "footer-menu", "type": "link"}}'>contact >", "name": "footer-menu", "type": "link"}}'>careers >", "name": "footer-menu", "type": "link"}}'>terms of use >", "name": "footer-menu", "type": "link"}}'>site map >", "name": "footer-menu", "type": "link"}}'>my newsletters manage cookie preferences privacy request healthy living.

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Trek likes to keep it simple, stupid when it comes to navigating its road bike range. Madone: that's the aero one. Domane: that's the comfort one. Emonda: that's the lightweight one. Easy-peasy.

The Emondas are then divided up into the aluminium ALR and the S, SL and SLR carbon fibre frame platforms, getting progressively lighter and – because this is the way things generally work – more expensive.

Coming in at 8.55kg (18.8lb), the Emonda SL 5 is light but it doesn't feel like Trek has filled the tubes with helium (the frame weight is a claimed 1,091g, size 56cm). The Merlin Nitro SL (£200 more expensive at £1,999.99) that we reviewed back in the summer hit the scales at 7.7kg (17.0lb), for instance, while the Boardman SLR Endurance Disc 9.0 (also £1,999.99) we tested was 8.2kg (18.2lb).

Don't get too hung up on weight, though. I only really bring it up because Trek makes such a big deal of it when talking about the Emonda. Climb aboard the SL 5 and it immediately feels alive, responding keenly as soon as you turn the pedals. Put a serious amount of power through the cranks and it springs forward as if it was just waiting for the flag to drop. Both the head tube and the down tube are enormous, holding the frame firmly in shape when you're recruiting every muscle fibre on an out-of-the saddle sprint or climb.

Relaxed but performance-orientated

Speaking of climbing, the Emonda SL 5 is fitted with a Shimano 105 compact chainset (50/34-tooth chainrings) which, matched to an 11-28 11-speed cassette, provides enough low gears to get you up the steep stuff in relative comfort. All of the other Emonda SLs are fitted with compact chainsets too, by the way, and they all come with frames built to Trek's H2 fit. That requires an explanation and, as luck would have it, there's one coming along right now... While Trek's H1 fit puts you into a low, flat-backed, aggressive riding position, H2 is a little more relaxed, although it's still performance orientated.

I have the 58cm Emonda SL 5 here with a 57.3cm effective top tube, a 55.3cm seat tube and a 19cm head tube. The stack height is 596mm and the reach is 391mm.

With an H1 fit (the Emonda SLR Race Shop Limited frameset is available in H1) the reach is a little longer (400mm) and the stack is quite a lot lower (567mm). You all know what reach and stack are... (no? stack is the vertical and reach the horizontal measurements from the centre of the bottom bracket to the top of the head tube).

Don't get the impression that the Emonda SL 5's H2 fit will have you sitting bolt upright in the saddle because it's a long, long way from that. For comparison, a 58cm Domane SL 5 has a stack height that's 15mm higher and a reach that's 11mm shorter. In other words, the H2 fit sits somewhere in the middle, an Aristotelian golden mean. Or Goldilocks' favourite porridge, if that's a cultural reference that works better for you. Put simply, a lot of people will get on well with the fit because it requires less flex in the back and neck than a traditional race fit without binning off the idea of efficiency.

One aspect of the Emonda SL 5's ride that surprised me is the level of comfort on offer here, particularly for a performance bike with 25mm-wide tyres. Okay, you don't get a clever IsoSpeed decoupler like you'll find on a Madone or a Domane to cushion the ride, but there's a decent amount of give in the seatmast and cap that Trek provides instead of a more traditional seatpost, and in the flattened, ultra-skinny seatstays.

As we all know, saddles always come down to personal preference – what feels like an armchair to one person can feel like a razor blade to another – but the steel-railed Bontrager Montrose Comp specced here has a pressure-relief channel/hole in the centre and loads of flex in the shell so I imagine it'll make more friends than enemies.

Great groupset

The Emonda SL 5 descends with assurance, giving you the confidence to lay off the brakes when others are nervously feathering theirs. When you do need to slow down the Shimano 105 brakes work on the alloy rims to provide plenty of predictable power. Shimano does make very good brakes. These are of the direct mount variety and they can be relied upon to hold tight when you need them. They even put in a decent performance in damp conditions although, like any rim brakes, they're outperformed by disc brakes when it's properly wet. If that bothers you and you can stretch to £2,650, the Emonda SL 6 is available in a disc version – with 12mm thru-axles front and rear, a Shimano Ultegra groupset including flat mount hydraulic discs, and an 11-32t cassette.

As well as the brakes, the SL5's shifters, derailleurs, chainset, cassette and chain are all Shimano 105. We've covered this groupset a million times on road.cc and it really is difficult to fault for the money.

I particularly like the light action shifters. They're slim, comfortable and easy to operate from either the hoods or the drops. There's not a massive difference between these and more expensive Ultegra, or even top of the pile Dura-Ace mechanical shifters. Sure, you can tell them apart but in use... puh! I'd happily use 105 on every ride. It's amazingly popular and rightly so. Although a couple of others run it close, 105 is still arguably the best value groupset out there.

> Head to head: Shimano 105 vs Shimano Ultegra

> And: Shimano Tiagra vs Shimano 105

This has all been a bit of a lovefest so far, but my one tiff with the Emonda SL 5 was right at the start of our relationship. I picked up the bike and was riding home from the office on it – five miles in, whistling a happy tune, thinking about what I'd have for tea, you know the sort of thing – and the front end started to feel... odd. I got out of the saddle on a climb and it felt decidedly spongy. Weird!

I stopped to check everything and it turned out that several spokes had loosened – about eight of them, I think. And I mean that they'd really loosened to the point that the nipples were just about holding on by their fingertips (shut up! Of course they do). My multi-tool has a spoke wrench on it so I tightened them up at the side of the road, then did a proper job when I got home. Since then the wheel has been fine.

I've reviewed loads of Treks before and this hasn't been an issue in the past, so I'm happy to put it down to bad luck. To be honest, if you know which way up to hold a spoke wrench it's not a massive problem, but it would be a pain if you had to book your bike in to a shop and have a mechanic do the fettling for you. Anyway, I've forgiven the Emonda SL 5 for that now and we've both moved on.

Spoilt for choice

The Emonda range is large, kicking off with the Shimano Tiagra-equipped ALR 4 at £1,000 and going right up to the SLR 9, with Shimano Dura-Ace Di2 components, at £8,500 (a customisable Project One version of the Emonda SLR 9 is also available).

There are four SL models ranging in price from £1,500 (SL 4, Shimano Tiagra) up to £4,300 (SL 7, Shimano Ultegra Di2). At £2,000, the Emonda ALR 6, with an aluminium frame, is actually more expensive than the SL 5 courtesy of a next-level-up Shimano Ultegra groupset. The SL 5 is also available as a women's model.

Oh, and you can buy an Emonda SL frameset for £1,350 – but why would you do that when you can get a complete Emonda SL 4 for £1,500?

> Check out our guide to Trek's 2018 road bike range here

As well as the Emonda SL 6 Disc mentioned earlier, there's an Emonda SL 7 Disc, equipped with a Shimano Ultegra Di2 groupset and Bontrager Aeolus Pro 3 Tubeless Ready wheels, for £4,400.

You can certainly get complete bikes with carbon fibre frames and Shimano 105 components considerably cheaper than the Emonda SL. The Focus Izalco Race Carbon 105, for example, is £1,399 and Giant's TCR Advanced 2 is £1,449. Those two are killer value. Equally, there are plenty of carbon/105 bikes out there that are more expensive. Cervelo's R2 105 is £2,199, for example, and BMC's Teammachine SLR02 Two is £2,250.

I would say that you're getting an extraordinarily good frame with the Trek Emonda SL 5 – one that'll handle considerable upgrading if you fancy doing that gradually as and when individual components wear out. It's that which makes this bike such impressive value for money.

Overall, the Trek Emonda SL 5 is excellent. I had an early issue with one of the wheels but that doesn't detract from the fact that this is a fast and nimble road bike that reacts like something considerably more expensive. Also comfortable and well behaved, it makes you question whether it's worth spending any more money than this.

A fast and nimble road bike that puts in an exceptional performance for its price

road.cc test report

Make and model: Trek Emonda SL 5

Size tested: 58cm

About the bike

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

Frame Ultralight 500 Series OCLV Carbon, ride-tuned performance tube optimisation, E2 tapered head tube, BB90, direct mount brakes, internal cable routing, DuoTrap S compatible, Ride Tuned seatmast

Fork Emonda carbon, E2 steerer, direct mount brakes

Wheels Bontrager Tubeless Ready

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

Shifters Shimano 105, 11-speed

Front derailleur Shimano 105, braze-on

Rear derailleur Shimano 105

Chainset Shimano 105, 50/34 (compact)

Bottom bracket BB90

Cassette Shimano 105, 11-28, 11-speed

Chain Shimano 105

Brakeset Shimano 105, direct mount

Saddle Bontrager Montrose Comp, chromoly rails

Seatpost Bontrager Ride Tuned alloy seatmast cap, 10mm offset

Handlebar Bontrager Race VR-C, 31.8 mm

Handlebar tape Bontrager

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

Headset Integrated, cartridge bearing, sealed, 1 1/8in top, 1 1/2in bottom

Tell us what the bike is for

It's a road bike designed for racers and other performance-type riders who are interested in speed and fitness.

Frame and fork

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

The quality is exceptionally good throughout.

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

The frame is made from Trek's 500 Series OCLV carbon fibre. The fork is carbon too.

Tell us about the geometry of the frame and fork?

Like all the Emonda SL frames, this bike is built to Trek's H2 geometry which sits somewhere between a low and stretched H1 fit and a more upright endurance setup. H2 is certainly performance-focused, it's just not as aggressive as H1.

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

It's about what you'd expect.

Riding the bike

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

It's surprisingly comfortable for a bike of this type. You only get so much cushioning from 25mm tyres but the seatmast certainly helps to damp vibration and soften the blows.

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

The super-wide down tube holds the bottom bracket firmly in place and the tapered (1 1/8in to 1 1/2in) head tube keeps the front end in order.

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

It felt efficient, without a doubt.

Was there any toe-clip overlap with the front wheel? If so

Some. It's only ever an issue for tight manoeuvres at walking pace.

How would you describe the steering? Was it lively Lively.

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

It offers a great ride whether you're going uphill, downhill or on the flat. It's a well-balanced bike that feels like it can cope with pretty much anything.

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

The seatmast and seatmast cap take some of the credit here, along with Bontrager's saddle.

You can swap to 28mm wide tyres if you want to run lower pressures for more comfort.

The drivetrain

Wheels and tyres

I have to take into account that several spokes came loose almost immediately. The rims are tubeless ready, if you want to go down that route.

After an initial scare they were fine.

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

The Shimano 105 groupset put in an excellent performance.

Your summary

Did you enjoy riding the bike? Yes

Would you consider buying the bike? Yes

Would you recommend the bike to a friend? Yes

Use this box to explain your overall score

The Trek Emonda SL 5 puts in a really strong performance. You'd be hard-pressed to tell from riding it alone that this wasn't a considerably more expensive bike. You're getting an exceptionally good bike for the money, and that equates to a 9.

Overall rating: 9 /10

About the tester

Age: 43   Height: 190cm   Weight: 75kg

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. He has won his category in Ironman UK 70.3 and finished on the podium in both marathons he has run. Mat is a Cambridge graduate who did a post-grad in magazine journalism, and he is a winner of the Cycling Media Award for Specialist Online Writer. Now over 50, he's riding road and gravel bikes most days for fun and fitness rather than training for competitions.

Add new comment

16 comments.

I share similar thoughts on Emonda SL 5. Bought new in 2019 as 2018 model for only 1.200 € and it seemed like a great deal. But wheels almost fell appart after 30 km, most of the spokes were totaly loosened. I was lucky to find that out just before the fast descent. Both wheels, front and rear! I took it to dealer and they said I was just unlucky, one in a million. Then I waited more than 2 months for new pair of wheels, replaced under guarantee. Got Bontrager Affinity TLR wheels. They were fine but bearings seem to be totaly destroyed after about 7000 km. So I did upgrade to Mavic Cosmic.

What do I think about the bike now? It is a great bike, with perfect geometry for me, very responsive and good for climbing. Not super light but good enough. Not aero at all but new wheels are doing the job much much better. It's a climber not a TT bike. Would I recommend the bike to anybody? Probably not, due to the serious issue with wheels that could affect safety. 

I still cannot understand how can a company like Trek put so awfull wheels on a nice carbon bike like Emonda 5. In my eyes this was a recall situation and obviously not a one in a million case. 

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I might be corrected but up to last year or perhaps this, the model was fitted with lighter 'Race' wheels.  They kept the price at £1800 and put cheaper wheels on it.  It's a shame as the frame and groupset is excellent, in my opinion.

  "Coming in at 8.55kg (18.8lb), the Emonda SL 5 is light...

   Don't get too hung up on weight, though. I only really bring it up because Trek makes such a big         deal of it when talking about the Emonda".

How does a carbon bike which sells for £1800 and weighs over eight and a half kilos get described as LIGHT ?

For comparison at £1800:  the Canyon Endurace CF8.0 is size Medium is 7.2 kilos.

The £1800 Rose GF Team 4 Ultegra is 7.1 kilos.

Both bikes have a complete Ultegra groupset - no sneaky substitutions, both have excellent DT Swiss wheels and are well equipped right down to Conti's top tyres.

What they seem to lack (apart from a kilo and a half) is the word Trek written down the side.

macbob wrote:   "Coming in at 8.55kg (18.8lb), the Emonda SL 5 is light...    Don't get too hung up on weight, though. I only really bring it up because Trek makes such a big         deal of it when talking about the Emonda". How does a carbon bike which sells for £1800 and weighs over eight and a half kilos get described as LIGHT ?

If the original article was from 2014 when the SL5 was launched, then 8.55 Kg would have been viewed as somewhat light for a fast endurance bike back then.

"If the original article was from 2014 when the SL5 was launched, then 8.55 Kg would have been viewed as somewhat light for a fast endurance bike back then".

     All true, although the article is bylined:

                   by Mat Brett May 25 2018  

    and a quick check of the Evans website suggests the bike is still nearly eight and a half kilos.

macbob wrote:   "If the original article was from 2014 when the SL5 was launched, then 8.55 Kg would have been viewed as somewhat light for a fast endurance bike back then".      All true, although the article is bylined:                    by Mat Brett May 25 2018       and a quick check of the Evans website suggests the bike is still nearly eight and a half kilos.

Unlike the German bikes this bike does come with boat anchors for wheels and wire bead tyres. Along with the 105 groupset that would explain most of the weight difference.

The review suggests though that the frame is fantatsic so a wheel + tyre upgrade would leave you wth a fantastic bike. Sure it would cost more than the German bikes but there's more to a bike than just it's weight.

Joe Totale wrote: macbob wrote:   "If the original article was from 2014 when the SL5 was launched, then 8.55 Kg would have been viewed as somewhat light for a fast endurance bike back then".      All true, although the article is bylined:                    by Mat Brett May 25 2018       and a quick check of the Evans website suggests the bike is still nearly eight and a half kilos.

European reviews of the Rose & UK and European reviews of the Canyon suggest the frames on both those bikes are excellent too. So the question is: do you want a lightweight bike with an excellent frame, a complete Ultegra groupset, highly regarded DT Swiss wheels and top drawer finishing kit... or do you want the Trek.

Or you could take the view that a bike is more than just a frame, a groupset, wheels, tyres and finishing kit in which case the big American brands with their overweight, under specced and overpriced offerings are for you.

"Updated May 25th  2018". It was a recycled article, hence my comment......

Why is this bike being compared to the  Boardman SLR Endurance Disc 9.0? The calliper version comes in at 7.6kg and gives you an almost complete Dura-Ace groupset and a better wheelset for only £99 more.  https://www.boardmanbikes.com/gb_en/products/242-slr-9.2-endurance.html

Did a few hundred KMs on a rented SL5 in Mallorca earlier this year.

Nice machine, although the most impressive element was the 105 groupset (especially the brakes), which is easy to find on other makes/models.

It was definitely comfortable, and reasonably light - although I couldn't say I noticed a huge improvement on my 725-framed Equilibrium. May be my own frame which means a couple of KG off the bike doesn't make much obvious difference, of course...

So certainly not a bad option but I'd be tempted to look around a bit more before splashing that sort of cash.

Decent / good frame with full 105, own brand everything else (bars, stem, seatpost, wheels, tyres, may be ok stuff) inc wheels which look very spokey. 

giant tcr advanced pro 2 would be a potentially better bike

in a sale at £1800 it has giant tcr frame (one of stiffest on market) giant slr carbon wheels and 105.

beaut bike would reccomend. Its weight is also 7kg

spinner98 wrote: giant tcr advanced pro 2...has giant tcr frame

Well that's very reassuring.

Incredibly generous considering the wheel supplied was in a dangerous condition.

An ordinary person may not have noticed the odd feeling and ridden it until it collapsed under them, throwing them under a car. It’s pretty serious. 

Prosper0 wrote: Incredibly generous considering the wheel supplied was in a dangerous condition. An ordinary person may not have noticed the odd feeling and ridden it until it collapsed under them, throwing them under a car. It’s pretty serious. 

Well that really depends, for most people that would have been picked up by the shop you purchased the bike from. For everyone who orders it direct I would expect them to check the wheel before riding it

Really? They'd notice the wheel not fitting between the brake pads a long time before collapsing.

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Trek Emonda SL 5 Disc: telaio in carbonio della serie OCLV 500 e geometrie “racing” per una bici adatta a tutti

Come ben sappiamo la Trek Emonda SL è la bicicletta più veloce mai realizzata dall’azienda statunitense, tanto in pianura quanto in salita. I suoi profili aerodinamici dei tubi, il suo passaggio cavi totalmente interno per un look pulito e veloce, i freni a disco idraulici flat mount di Shimano e il telaio in carbonio OCLV la rendono perfetta anche per i grandi professionisti del WorldTour .

Oggi parliamo però della sua versione di media gamma, la Emonda SL 5 Disc, anch’essa in carbonio della serie 500 , perfetta per il suo rapporto qualità/prezzo. Si adatta a chi vuole avvicinarsi al mondo del ciclismo e delle competizioni, ma anche per chi vuole fare un salto importante in avanti, aggiornando la propria bicicletta dall’alluminio al carbonio.

Questa speciale fibra offre un ottimo equilibrio tra leggerezza, resistenza e rigidità e si unisce a delle geometrie sviluppate con i professionisti del team Trek-Segafredo . Parliamo delle geometrie H1.5 che assicurano al ciclista una postura “racing” sempre aerodinamica, ma comunque comoda.

Il comfort è successivamente garantito anche dal reggisella no-cut Ride Tuned di Trek , progettato appositamente per resistere alle sollecitazioni che l’asfalto provoca sul telaio. Si addice dunque sia alle competizioni sia all’uso quotidiano. Infine il perno passante posteriore risulta più resistente e rigido del 35% rispetto a una tradizionale configurazione con forcellini aperti. Oltre a questo, c’è anche da sottolineare la facilità maggiore con cui è possibile sostituire la ruota.

Componenti affidabili e resistenti completano un telaio leggero e veloce, che offre qualità di guida importanti su terreni collinari, pianure centone e discese veloci. Scopriamoli…

Trek Emonda SL 5 Disc: la scheda tecnica

Telaio : Carbonio OCLV 500 Series ultraleggero Forcella : Émonda SL full carbon Trasmissione : Shimano 105 R7000 (50-34/11-30) Freni : Disco idraulico Shimano 105 Ruote : Bontrager Paradigm SL Sella : Bontrager P3 Verse Comp Manubrio : Bontrager Comp VR-C Peso : 9,15 chilogrammi Taglie : 47-50-52-54-56-58-60-62

www.trekbikes.com

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Trek Emonda SL 5 (24)

Impossibile caricare la disponibilità per il ritiro

Emonda SL 5 Disc è una bici da strada in carbonio leggera con una qualità di guida equilibrata, caratteristiche di manovrabilità superiori, trasmissione Shimano 105 e il vantaggio aggiuntivo della velocità libera grazie alla forma aerodinamica dei tubi. È un'ottima scelta per le pedalate secolari su terreni collinari, pianure ventose e discese veloci.

*Nota: le specifiche valgono per tutte le taglie a meno che non siano elencate separatamente

Ci riserviamo il diritto di apportare modifiche alle informazioni dei prodotti presenti sul sito in qualsiasi momento senza preavviso, ivi inclusi i dati relativi a equipaggiamento, specifiche, modelli, colori, materiali e prezzi. A causa di problemi sulla catena di approvvigionamento, le parti compatibili possono essere sostituite in qualsiasi momento senza preavviso.

I pesi di bicicletta e telaio si riferiscono a prodotti verniciati in pre-produzione al momento della stampa. Il peso del prodotto finito potrebbe variare.

Emonda goes aero

The Trek Emonda lineup of bikes has been one of Trek’s lightest road bikes and is defined by their race-ready geometry and performance. With the Emonda SLR bikes, Trek has taken that winning formula and added additional aerodynamic tweaks to make the bikes even faster. In this review, we’ll be looking at the latest Emonda SLR 7 which retail for $8,999.99 and sits in the middle of the SLR range. The SLR 7 combines the 800 Series OCLV carbon fiber frame with fast shifting Shimano Ultegra R8100 Di2 12 speed drivetrain. Aerodynamic tube shaping optimizes the bikes performance while the Bontrager Aeolus RSL integrated bars eliminate any exposed cabling. What makes the Emonda SLR bikes feel special is the H1.5 race fit geometry that provides stability and responsiveness.

In terms of the Emonda SLR lineup, there are quite a few bikes to choose from. The top-of-the-line version is currently the $13.2k SLR 9 AXS which includes all the Bontrager RSL goodies and SRAM Red AXS drivetrain. A step down from that is the $12.7k SLR 9 which features Dura-Ace Di2. Then there are the SLR 7 pairs which includes the $9k SLR 7 we have here and a $9.7k AXS version featuring SRAM Force AXS. The SLR 7 uses a few Bontrager Pro components instead of the RSL versions.  Additionally, there are the $8.4k SLR 6 AXS using SRAM Rival AXS and the $7.7k SLR 6 with Shimano 105 Di2. Trek also offers the SLR Disc frameset for $4.2k which gives you the opportunity to build up your own bike. It’s also important to note Trek offers various Emonda SL and even an aluminum Emonda ALR that are much more budget friendly.

The Trek Emonda SLR 7 combines an aerodynamically tuned carbon frame with stable and responsive handling.

We were lucky enough to receive the Trek Emonda SL7 as a part of the Trek Red Barn Refresh program which is Trek’s certified preowned bike program. That meant we received the bike in used condition but with a full warranty and professional inspection. Unlike other bike boxes, the Red Barn Refresh offers a more user-friendly design that allows the entire front portion of the box to flip open. That makes it easy to access all the bike components and even provides a working surface to stand on. The bike itself came nearly fully assembled with only the handlebars, front wheel and saddle removed. Setting up the bike was a simple process of sliding the integrated bars onto the fork and putting the thru-axle through the front wheel. The proprietary seat mast design allows you to simply slide the seat onto the frame and then torque everything down to factory specs. Trek does include a 5 Nm torque bit, but you’ll want a torque wrench like the Topeak Torq Pro Stick to achieve the proper torque amounts.

FIT AND FINISH

Visually, the Trek Emonda SLR bikes have a classic double triangle frame design with curved top tube that’s constructed from Trek’s 800 OCLV carbon fiber. While the SLR bikes may lack the distinctive wedge cutout of the Trek Madone bike, it’s clear that Trek has optimized the aerodynamics. Starting from the front you’ll find the integrated Bontrager Aeolus RSL aero bars with internally routed cabling. In fact, the only cabling that is exposed is where it tucks into the front of the headset and where it enters the brake calipers. Even the stem spacers are cut to match the headtube profile with a fun “go go go” text printed on the backside that’s only visible at higher steering angles. The headtube and top tube have a sharp curved profile that flow into each other with aerodynamically shaping tubing to optimize the bike’s performance.

Trek currently offers the Emonda SLR 7 in seven different color variations from traditional black finishes to bright metallic and gorgeous color shifting options. Many of the colors are shared across the SLR lineup which means there are plenty of options to choose from. There is also the Project One program which lets you customize the bike colors and logo designs for an additional charge. The bike in this review is the Deep Smoke version which has a matte black finish and a color shifting Trek logo on the downtube for a pop of color. While it’s not our favorite color scheme it’s a sharp looking bike that’s nearly blacked out for a sinister appearance. A small Trek Shield head badge sits on the headtube along with simple Emonda branding on the top tube.

With a retail price of nearly $9k it’s not no surprise that the Emonda SLR 7 comes very well equipped. Unlike budget bikes such as the State Bicycle Core-Line that uses unbranded parts, the SLR 7 features the latest and greatest Shimano and Bontrager parts. Specifically the SLR 7 is equipped with the wireless Shimano Ultegra R8100 Di2 drivetrain which is an ultra fast 12 speed setup. The bike is set up with a compact 52/36 Ultegra crank and 11-30 cassette which provides enough gearing to tackle the steepest climbs. The hydraulic 160mm disc brakes provide smooth and powerful braking to bring the Bontrager Aeolus Pro 37 wheelset to a stop. These are a tubeless ready carbon fiber wheelset with a relatively light 1505g claimed weight and versatile 37mm depth.

Trek has mounted the Bontrager R3 700×25 tires onto the bike which provide nice grip and durability. The SLR bikes all have a claimed max tire size of 28mm but it seems like many have had success sizing up slightly wider than that without clearance issues. Not surprisingly, the SLR bikes also have quite a bit of other Bontrager branded parts such as the Bontrager Aeolus Elite saddle and Bontrager bar tape. Perhaps one of the most notable parts of the bike is the integrated bars which are the sleek one-piece Bontrager Aeolus RSL. Although the integrated bar eliminates any adjustment, it’s a beautiful design with a tapered aerodynamic center section and a nice 124 mm drop with internal cable routing. As with other SLR bikes, the SLR 7 has Trek’s seat mast design which means the seat post slides over the frame. It’s a clever design that is easy to adjust but it limits you to using Trek’s seat masts.

RIDING IMPRESSIONS

We were impressed with the Emonda SLR 7 from our very first ride. The Emonda SLR’s magic sauce is the H1.5 race geometry which gives the SLR bikes responsive handling while still being stable. That means the bike handles instantly to any steering input without feeling twitchy or nervous. It’s an impressive feat as it makes the Emonda SLR equally comfortable to ride on training rides or for high-effort sprints. The stock wheelset feels like and offers plenty of grip to make you feel comfortable even on rough pavement. We suspect that’s partially due to the relatively skinny 700×25 tire setup which feels light and allows the SLR 7 to quickly accelerate. 

Comparing the 56cm SLR 7 to our 56cm ALR Disc, it’s easy to see just how aggressive the bike geometry is. The handlebars of the SLR 7 with the stock multi-spacer setup are at the same height as our slammed ALR Disc with flipped stem. That was surprising for us considering the fact that the SLR 7 bars could be dropped another few inches by just cutting the stem and losing a few spacers. Even with similar seat to handlebar drops, the SLR 7 feels far more responsive then our ALR  Disc and older SL5 Specialized Tarmac.  Despite that, the SLR 7 is still quite compliant and smooth even over rough roads and is comfortable on multi-hour rides. Although it’s not as plush as the more endurance Domane lineup, the SLR achieves an impressive balance of speed and stability.

While we’re still skeptical of integrated bar setups, the Aeolus RSL one piece carbon bars on the SLR bikes fit the bike perfectly. Their smooth aerodynamic shaping and internal cable routing give the bike a clean look while still being ergonomic. The center section of the bars taper which makes them comfortable to hold when you’re cruising while still having a nice drop to them. The Shimano Ultegra Di2 drivetrain is also a highlight of the SLR 7 bike as it offers lightning fast and smooth shifting. In fact, the gears shift happen nearly instantaneously and are completed before you can even lift your fingers off the levers. With the focus of the Emonda SLR bikes on climbing, Trek has done a great job gearing the bike with a compact crank that lets you spin up even the steepest climbs.

THE VERDICT

Overall, we found the Trek Emonda SLR to be a fast and responsive road bike. The combination of the 800 OCLV carbon frame, aerodynamic optimization and fast electronic shifting make the SLR perfect for chasing PR’s on climbs or riding centuries. We were particularly impressed with the H1.5 Race geometry which gives the bike a responsive feel without being twitchy. It’s clear that Trek has sweated the details as the SLR bikes all of a sleek frame design, integrated bar setup and hidden cabling. All the performance doesn’t come cheap though as the base SLR 6 still costs $7.7k and you are limited by Trek’s Seat Mast design. That said, if you’re looking for an aggressive and fast bike that doesn’t sacrifice comfort for speed then the Trek Emonda SLR bikes are tough to beat.

Disclaimer:   The product for this review was provided by Trek . The views expressed on this website are solely those of the authors and are here to help people make an informed choice before a purchase. The authors or the blog itself does not get any monetary compensation from the product manufacturer or third-party websites/vendor links that are posted here.

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• Rider Notes

2021 Trek Émonda SLR 9

A carbon frame race bike with ultra high-end components and hydraulic disc brakes.

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

Émonda SLR 9

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Last updated July 26 Not listed for 289 days