trek emonda sl6 opinie

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First up, the comfort.

I picked up on the fact that the SL6 Pro has quite a firm ride – a little bit old school, dare I say. By that I mean that a lot of carbon fibre frames have become much more comfortable over the years as designers and manufacturers have learnt about carbon fibre grades, tube profiles and, more importantly, the layup of the composite material.

The Cube Attain GTC SL I tested recently highlighted this in the way that it really managed to reduce road buzz while retaining plenty of feedback through the frame and fork.

This isn't a criticism of the Trek at all, it just wasn't quite what I was expecting. I like it; I'm a big believer in ultimate performance over comfort when it comes to race bikes, and that is exactly what the Émonda delivers.

Stiffness throughout the fork and the lower half of the frame is very impressive, and means the Trek is responsive to your inputs. The wide bottom bracket shell allows for a large down tube and chunky chainstays to reduce flex when you are really nailing it, while the front end backs this up via the tapered head tube and firm fork legs. Sprinting and climbing are all taken in the Émonda's stride.

As you'd expect from a race bike, the riding position can be set up to be pretty aggressive – with a relatively short 151mm head tube length on this 56cm model I could achieve a low handlebar-to-saddle drop to aid the aerodynamics, especially when in the drops.

The rest of the geometry follows the same theme with a 73.5-degree head angle and a relatively short wheelbase for a disc-equipped frame (the chainstays are often a fair bit longer than those on rim-braked frames because of the extra axle width at the rear dropouts) at just 983mm.

Trek has achieved a good balance here with the Émonda I reckon.

The shorter wheelbase makes it nippy, which allows for snappy direction changes at high speed, yet it's managed to tame the handling just enough that the Émonda never becomes a handful unless you do something really stupid.

In my First Ride piece I mentioned that I hadn't managed to point the Trek at my favourite test hill, one that is fast and twisty with off-camber bends and chicanes. It really tests every part of a bike's handling in a blur.

Well, I have now, about five or six times, and the Émonda really impressed. It has the quickness in the steering and the overall agility to be pushed very hard into the corners.

After a night of heavy rain, gravel had been washed out into the lane slightly out of sight as I went into a fast left-hander at about 45mph; I dabbed the brakes a little, but seeing the grit and stones spanning the entire road there was no real way out of it. Letting the bike hit the gravel and predicting where the slide was probably going to end was the only option, and it was a sketchy couple of seconds.

As the front tyre regained grip on the asphalt there was a second where the still-sliding rear wanted to get in front, but the Trek's well-balanced handling allowed me to quickly regain control and blast to the bottom of the hill.

In less extreme circumstances the Émonda is an absolute hoot to ride downhill, with just slight adjustments to body position and the handlebar allowing you to flow from corner to corner.

On longer rides the Trek is just as well mannered; it is a very easy bike to ride quickly even when fatigue can kick in or when you are on unfamiliar roads.

The stiffness I mentioned earlier doesn't come through as a negative on higher mileage jaunts, especially if you get on with the saddle and have a decent pair of shorts on. The three- to four-hour rides I used the Trek on were a lot of fun. Unleash the power for the fun bits and then when you are on the flat, straight slogs you can just hunker down and keep the pedals turning over.

The only thing I needed to do was to shift the saddle 5mm closer to the bar than I would normally have it, because of the width of the top tube as it flows into the seatstays either side of the seat tube. I have quite large thighs and I could feel them rubbing on the frame every pedal revolution when I first started riding the Trek.

Frame and fork

The Émonda has always been the lightweight bike of Trek's road range, leaving outright speed to the Madone, but for this latest model Trek has incorporated more aerodynamic profiles in the Émonda's design.

Unlike most aero bikes, though, the Émonda's frame doesn't focus on being fast in a straight line or at high speed, it is a climbing bike after all. Instead the engineers have focused on 'unsteady aerodynamics', which fit in with the much lower speeds found when ascending.

Most of the attention has been placed on the front end, including the head tube and down tube. The top-end SLR models use the Bontrager XXX aero handlebar/stem combo which further increases the benefits, but that isn't available on the SL options.

The SLR models also use a new OCLV 800 grade carbon fibre while the SLs use the 500 series, which increases the weight a bit, although a claimed frame weight of 1,142g and 380g for the fork is far from shabby.

If wind cheating is your main goal then it's worth noting that the Émonda is optimised for 25mm tyres, as that is the most common size used for racing, but if you want something a bit wider 28mm will fit while still allowing 6mm of space around the tyre.

As you'd expect on an aero-based bike, the Émonda has full internal cable routing but this is taken to an extra level compared with most frames, with the cables and hoses leaving the handlebar and entering the frame through the spacers rather than the head tube or down tube. This gives much cleaner lines at the front.

You won't find a standard seatpost either. The Émonda's seat tube continues up past the top tube by a fair old way and then an external seat mast is placed over the top; you tighten the hex bolt to clamp it into place at the right saddle height.

The Émonda range is now completely disc brake-equipped which to my mind is a bit of a shame as I am a big fan of rim brakes, and it would certainly bring the weight down for a bike aimed at climbing.

Many manufacturers are seeing sales of disc models outstripping rim options by a large margin, though, so it is kind of inevitable. There is also the cost – the Émonda is available in seven sizes so that'd be 14 different moulds required if Trek offered both brake options.

The Émonda comes with flat mounts, as you'd expect, and 12mm thru-axles front and rear.

I mentioned the wide bottom bracket shell earlier and this is normally only achievable by using a press-fit BB, where the bearing cups are pressed into the frame. If tolerances aren't adhered to, creaking can occur, especially after water or grit gets between the mating faces, which is why we've seen many brands return to external threaded options.

Trek has gone for what is possibly the best of both worlds with the T47 system. First introduced by Chris King and Oregon's Argonaut Cycles , they thread into the bottom bracket shell which allows it to be wider, increasing stiffness without affecting the width between the pedals (Q-factor).

If you want a more in-depth look at what changes and design tweaks were made to achieve this new Émonda frameset then it'd be worth checking out Mat's full breakdown here .

Wheels and tyres

Trek says that the SL 6 Pro comes with all the lightweight components you need as standard, so there is no need to upgrade. You could save a few grams here and there, but overall it is a pretty complete package.

This model is the first carbon bike in the line-up that comes with a set of carbon fibre wheels. The 35mm Bontrager Aeolus Elite 35s are 35mm deep and are tubeless ready.

It's a good set of wheels for a whole range of riding styles: shallow enough to work on the climbs and just about deep enough to give you a small aerodynamic gain without being affected by crosswinds. Comparing the price of the near-identical SL 6 suggests you are getting them for just £450 too.

Reliability isn't an issue as they took on everything that was put in their way over the test period, and should anything happen and they get damaged Trek will replace or repair them for free in the first two years of ownership.

Wrapped around the wheels are a pair of Bontrager R2 Hard-Case Lite tyres. They are all right in terms of rolling resistance, grip and durability, but their 60tpi casing does give them a bit of a 'wooden' feel. You aren't getting a whole lot of suppleness which would really benefit the frameset, so I'd definitely upgrade when they wear out.

I've been using the R3 Hard Case Lites recently and they are a much better tyre, so something like that would be a good upgrade if you want to keep the Bonty/Trek theme going.

Drivetrain and brakes

On the SL 6 Pro, Trek is giving you a full Shimano Ultegra hydraulic/mechanical groupset and it suits the bike very well. You are getting near-Dura-Ace performance but at a much reduced price.

Trek has specced a 52/36-tooth semi-compact chainset and an 11-30 cassette, which is a great choice of gear ratios for a bike of this style. There are plenty of top end gears for speed work while the 30-tooth sprocket will give you an extra bailout gear over the more usual 28T found on the majority of race bikes.

The gear shifts from Ultegra are top notch. You get quite a light feel at the levers, but one that also gives a very nicely defined click so you can be sure that the shift has taken place.

When it comes to the braking, Trek has chosen to fit 160mm rotors front and back, which give more than enough power for a bike of this type.

Shimano's hydraulic systems are very powerful but also easily modulated thanks to loads of feel through the levers, allowing you to stop quickly without the fear of locking up the front tyre, even in the wet.

Finishing kit

All of the finishing kit is supplied by Bontrager, Trek's in-house parts department, and it's all decent quality stuff.

The handlebar is the Bontrager Elite VR-C which is an aluminium alloy model with a short reach and a shallow drop, making it ideal for a whole host of different riders' proportions. Helping that is the fact that different size frames get a different width bar, ranging from 38cm up to 44cm.

It's the same for the Bontrager Pro stem: the smallest 47cm bike gets a 70mm unit, with the 62cm extending that out to 110mm. The stem on each frame size seems to come up a bit shorter than most bikes of this type, but it seems to work.

I got on fine with the Aeolus Comp saddle. Its shape is well suited to riding hard and fast, and I like the firm padding which gives you a good platform to push against when you are really hammering it. (There's a separate review of it here .) 

This SL 6 Pro model has an rrp of £3,350, which isn't a bad deal for what you are getting here with the aero carbon frame, fork and deep-section wheels.

> Buyer’s Guide: 21 of the best 2020 aero road bikes

The similarly themed Scott Addict RC 30 is £3,199 and also come comes with an Ultegra groupset, but it is begging for an upgrade to the wheelset. It is light, though, at just 7.88kg.

If it's aero that you want then there is the Orro Venturi . The closest model in price is £3,299.99; you only get alloy wheels, but you are getting Ultegra Di2 for the gear shifting.

Overall, the Émonda is a very good bike. The aero tweaks have turned it into a very fast and efficient bike that still manages to deliver on the weight front and this SL 6 Pro model is so well specced there's no need to update anything when it comes to the components, just the tyres when they wear out.

A quality frameset that works both on the flat and the climbs, and well specced for the money

road.cc test report

Make and model: Trek Emonda SL 6 Pro 2021

Size tested: 56cm

About the bike

List the components used to build up the bike.

Trek lists:

Front wheel Bontrager Aeolus Elite 35, OCLV Carbon, Tubeless Ready, 35 mm rim depth, 100x12 mm thru axle

Rear wheel Bontrager Aeolus Elite 35, OCLV Carbon, Tubeless Ready, 35 mm rim depth, Shimano 11-speed freehub, 142x12 mm thru axle

Tyre Bontrager R2 Hard-Case Lite, aramid bead, 60 tpi, 700x25 c

Max tyre size 28c

*Shifter Size: 47, 50, 52

Shimano Ultegra R8025, short-reach lever, 11-speed

Size: 54, 56, 58, 60, 62

Shimano Ultegra R8020, 11-speed

Front derailleur Shimano Ultegra R8000, braze-on

Rear derailleur Shimano Ultegra R8000, short cage, 30T max cog

*Crank Size: 47

Shimano Ultegra R8000, 52/36, 165 mm length

Size: 50, 52

Shimano Ultegra R8000, 52/36, 170 mm length

Size: 54, 56, 58

Shimano Ultegra R8000, 52/36, 172.5 mm length

Size: 60, 62

Shimano Ultegra R8000, 52/36, 175 mm length

Bottom bracket Praxis, T47 threaded, internal bearing

Cassette Shimano Ultegra R8000, 11-30, 11-speed

Chain Shimano Ultegra HG701, 11-speed

Max. chainring size 1x: 50T; 2x: 53/39T

Saddle Bontrager Aeolus Comp, steel rails, 145 mm width

*Seatpost Size: 47, 50, 52, 54

Bontrager carbon seat mast cap, 20 mm offset, short length

Size: 56, 58, 60, 62

Bontrager carbon seat mast cap, 20 mm offset, tall length

*Handlebar Size: 47, 50

Bontrager Elite VR-C, alloy, 31.8 mm, 100 mm reach, 124 mm drop, 38 cm width

Bontrager Elite VR-C, alloy, 31.8 mm, 100 mm reach, 124 mm drop, 40 cm width

Bontrager Elite VR-C, alloy, 31.8 mm, 100 mm reach, 124 mm drop, 42 cm width

Bontrager Elite VR-C, alloy, 31.8 mm, 100 mm reach, 124 mm drop, 44 cm width

Handlebar tape Bontrager Supertack Perf tape

*Stem Size: 47

Bontrager Pro, 31.8 mm, Blendr-compatible, 7-degree, 70 mm length

Bontrager Pro, 31.8 mm, Blendr-compatible, 7-degree, 80 mm length

Size: 52, 54

Bontrager Pro, 31.8 mm, Blendr-compatible, 7-degree, 90 mm length

Bontrager Pro, 31.8 mm, Blendr-compatible, 7-degree, 100 mm length

Size: 58, 60, 62

Bontrager Pro, 31.8 mm, Blendr-compatible, 7-degree, 110 mm length

Brake Shimano Ultegra hydraulic disc

Brake rotor Shimano RT800, 160 mm, CenterLock

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

Trek says, "Émonda SL 6 Disc Pro is the first carbon road bike in the line-up that gives you lightweight carbon wheels to match your lightweight frame. Aero tube shaping, disc brakes and a high-performance drive train make it a great option for roadies who value great handling and lots of speed."

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

There are five models in the range starting with the SL 5 which comes with a Shimano 105 groupset for £2,725, finishing off with the SL 7 with SRAM eTap at £5,250.

A frameset is also available for £2,200.

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

A well made and finished frame and fork.

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

Frame – Ultralight 500 Series OCLV Carbon, Ride Tuned performance tube optimisation, tapered head tube, internal routing, DuoTrap S-compatible, flat-mount disc, 142x12 mm thru axle

Fork – Emonda SL full carbon, tapered carbon steerer, internal brake routing, flat-mount disc, 12x100 mm thru axle

Tell us about the geometry of the frame and fork?

The geometry is race orientated with a steepish head angle and a short head tube length.

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

The stack and reach figures are pretty typical for this size and kind of bike. This 56cm comes with a stack of 563mm and a reach of 391mm.

Riding the bike

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

Overall it's fine, although it does have a firmer ride than a lot of new carbon fibre frames.

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

Stiffness is very impressive, especially around the bottom bracket area.

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

Efficiency is very impressive, it is a proper point and shoot bike.

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

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

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

The handling is very well balanced, making the Trek easy to ride whether you are just cruising along or pushing it hard through the bends.

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

I liked the saddle, it was firm yet comfortable for all sorts of rides.

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

The Bontrager wheels offer loads of stiffness even when riding hard, out of the saddle.

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

I'd change the tyres for something a little more supple which would help you achieve higher speeds in the bends.

The drivetrain

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

The Shimano Ultegra groupset can't really be faulted. Gears and brakes offer great performance and reliability.

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

It's good to see a quality set of carbon wheels on a bike as standard at this price. They performed well in all sorts of conditions and seem to be durable.

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

The Bontrager R2s aren't bad, but the SL 6 Pro deserves something faster and grippier.

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

Decent quality in-house kit that suits the bike well.

Your summary

Did you enjoy riding the bike? Yes

Would you consider buying the bike? Yes

Would you recommend the bike to a friend? Yes

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

For a semi-aero bike the Émonda is pretty well priced, like against the Scott and Orro mentioned in the review.

Use this box to explain your overall score

The Émonda's new aero frameset means that not only is it a good climber, it also works well on the flat sections too. The overall quality is very good and you are getting a well chosen spec. The firm ride might not be ideal for those who focus more on comfort, though.

Overall rating: 8 /10

About the tester

Age: 41   Height: 180cm   Weight: 76kg

I usually ride: This month's test bike   My best bike is: B'Twin Ultra CF draped in the latest bling test components

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

I regularly do the following types of riding: time trialling, commuting, club rides, sportives, fixed/singlespeed,

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As part of the tech team here at F-At Digital, senior product reviewer Stu spends the majority of his time writing in-depth reviews for road.cc, off-road.cc and ebiketips using the knowledge gained from testing over 1,500 pieces of kit (plus 100's of bikes) since starting out as a freelancer back in 2009. After first throwing his leg over a race bike back in 2000, Stu's ridden more than 170,000 miles on road, time-trial, track, and gravel bikes, and while he's put his racing days behind him, he still likes to smash the pedals rather than take things easy. With a background in design and engineering, he has an obsession with how things are developed and manufactured, has a borderline fetish for handbuilt metal frames and finds a rim braked road bike very aesthetically pleasing!

Add new comment

Quote: The Émonda has always been the lightweight bike of Trek's road range

8.23kg isn't 'lightweight'... that's porky. 1.4kg over the UCI minimum!

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Not a big fan of the way the cables and hoses run at the front of the bar in order to fit under the stem like that, I'm surprised they haven't gone for a system where they run intrnally then under a stem cover etc

Quite a lot of money for an 8.2 kilo bike. 

"Comparing the price of the near-identical SL 6 suggests you are getting them for just £450 too."

The side by side comparison of the SL6 and the pro makes them identical bar the wheels. Which listed on the trek website retail at a price difference of £250, not £450. So either the stock wheels on the SL6 are over priced on their own (then maybe the bike is too) or the only reason to buy the pro is if the Aeolus are the wheel upgrade you want over everything else on the market.

I'm still more inclined to the RC30.

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2021 Trek Emonda SL Pro 6 road bike review: for the climb lovers

The first review from our 2021 road bike field test. we review and compare the mid-priced version of trek's newly overhauled emonda race bike..

Heading out the door? Read this article on the new Outside+ app available now on iOS devices for members! >","name":"in-content-cta","type":"link"}}'>Download the app .

When it was first released, the Emonda was a climber’s dream that Trek claimed as the world’s lightest production offering. Dealer events would have the ultra-premium 4.6 kg (10.25 lb) SLR 10 hanging from large helium balloons, and the American company made a big deal of it providing a benchmark stiffness-to-weight ratio. 

In many ways the Emonda back-filled the void left by the once round-tubed and low-weight Madone that was then becoming more aero. And as the Madone further trended to becoming Trek’s full aero racer (with an obvious element of comfort, too), the Emonda kept to its round tubes and stiff hill-attacking personality.  

That changed for 2021 with Trek overhauling the Emonda in a similar way to how almost every other brand has overhauled its lightweight race machine. The Emonda, now disc-only, gained a little weight by moving to slippery truncated airfoil tubes and a wholly new approach to cable routing in an effort to make it sleeker all-around. Additionally it should run quieter with a new threaded bottom bracket format, too. 

All of those techy details (and more) were covered in James Huang’s review of the top-tier Emonda SLR . And while James went pretty deep with that review, he left a few unanswered questions in relation to the more affordable 2021 Emonda SL. And so it’s exactly this more-affordable, second-tier version – specifically the Shimano Ultegra-equipped Emonda SL 6 Pro – that we took to our Field Test in Victoria’s High Country .

Emonda SLR vs Emonda SL

Story highlights.

What: A second-tier version of Trek’s all-round lightweight race bike. ||Key updates: Aero frame design, a more performance-oriented geometry, sleek semi-concealed cable routing, T47 threaded bottom bracket||Weight: 8.01 kg for the Emonda SL 6 Pro as tested (54 cm, without pedals), claimed frame weight is 1,142 g (56 cm).  ||Price: US$3,800 / AU$5,500 / £3,350 / €3,880-4,000||Highs: Obviously a race bike with geometry to match, agile handling, high-end looks, more tyre clearance than claimed, threaded bottom bracket, Shimano Ultegra is hard to fault, great saddle. ||Lows: Stiff ride quality, weight penalty in frame versus premium option, heavy carbon wheels, bend of handlebar is too tight.

There’s no denying that the Emonda SL (starting from US$2,700 / AU$4,000 / £2,275 / €2,580-2,600) is substantially cheaper than the pro-level SLR (starting from US$6,700 / AU$9,300 / £5,450 / €6,200), but what are you giving up in the process? Simply, it’s a matter of weight. 

An unpainted 56 cm Emonda SLR frame has a claimed weight of 698 g, while the matching fork adds 365 g. By comparison, the Emonda SL frame sits at 1,142 g, with the fork at 380 g. This 450-gram difference is simply attributed to the carbon composite layup used (in Trek marketing speak, that’s OCLV 800 vs OCLV 500), and simply less material is needed when the more expensive fibres and resins are stiffer and stronger.

That 1,142 g figure for the Emonda SL isn’t terribly heavy, but it is noticeably plumper than many other second-tier racing frames on the market. For example, the new Giant TCR Advanced frame offers a claimed weight of just 850 g, while Canyon’s comparable Ultimate CF SL frame has a figure of 980 g. And the Emonda SL’s higher frame weight is of course reflected in the complete bike weight, too, with our 54 cm SL 6 Pro tester tipping the scales at 8.01 kg (without pedals). 

Beyond the weight, the Emonda SL and SLR framesets are remarkably similar. They share the same moulds, and therefore the geometry and aero tube profiles are identical. Trek claims the stiffness profiles, and therefore ride quality is effectively equal. The way the cables are funnelled through the front of the head tube is the same, the new threaded T47 bottom bracket is mirrored, and likewise for the use of Trek’s reverser topper seatpost design. And heck, even the paint of our SL 6 Pro was an almost exact match to the SLR 9 that James tested. 

Beyond the frame there are some more apparent differences. The SLR models feature a wonderfully light Bontrager one-piece carbon handlebar and stem, while the SL models use a more traditional bar and stem setup. And it’s a similar story for the other components which are lighter (and more expensive) on the SLR models. 

A race-ready geo and ride

The Emonda of old had two geometry options. There was the low and aggressive “H1” pro fit (offered in the SLR level only), and then the more mainstream “H2” with its more accessible and upright stack figure. For 2021 Trek combined those two fits into one with “H1.5” being used across all Emonda models. 

That means the new Emonda SL is more aggressive than the last, and relatively speaking the reach figures are on the long side and the stack figures are fairly low. For example, our 54 cm tester offers reach and stack figures of 386 mm and 541 mm respectively, right in the realm of where many race-focused machines sit.

The handling is equally as sporty, with a traditional 73º head angle and 45 mm fork offset combining for a 58 mm trail figure with the control 28 mm Continental GP500 tyres fitted (25 mm Bontrager tyres are fitted as stock). And the wheelbase is kept fairly tight, too. 

Trek balances that longer reach by fitting a shorter-than-usual stem (90 mm on the 54 cm), and as a result the bike fits a little more upright than the figures may suggest. At the same time, that shorter stem produces a bike that handles even quicker and with less input than other race bikes with comparable trail figures. 

And it’s this quick-feeling attitude that will reward a rider with good handling skills. The Emonda can dive into turns and jump back out of them with little input. And it does that without an inkling of instability at speed. 

Further rewarding a good handler is the stiff frame that pounces when called on and lets you feel what the tyres are doing through your hands and bum. No doubt, this was the firmest-riding bike we had at our small Field Test, and despite the wider 28 mm tyres, I could still feel the cracks and inconsistencies in the road surface. Thankfully that stiffness manages to find the right side of the line between a bike that speaks to you and one that skips about. 

Both Andy van Bergen and I agreed the Emonda was the most impressive under power when directly compared to the Giant TCR Advanced Pro and Canyon Ultimate CF SL , and similarly it beats the Specialized Tarmac SL6s that we both have sitting at our respective homes. I’d most liken the ride to BMC’s recently updated and stiffened Teammachine SLR01 . 

That stiffness is great for riders who like out-of-the-saddle attacks and to feel their energy reach the rear wheel, but it’s less ideal for those seeking a smooth and compliant machine. And while many other brands utilise flexible seatposts to achieve more comfort through the saddle, Trek’s own reverse topper seatpost design just rides stiffer than the company claims and there are no options to change it for something more flexible – a somewhat surprising element given the company has gone to great lengths with its IsoSpeed technology to produce seated flex in its aero race and endurance platforms. 

Instead your best bet to add comfort to the Emonda is through the tyres. Trek officially states the Emonda can fit up to a 28 mm tyre, however that figure is extremely conservative. I trialled some 32 mm GP5000s (measured 32 mm width) in the frame without any sign of issue. 

Compared to the previous version, living with the new Emonda frameset has some wins and losses. The new internal cable routing sees the brake hoses and shift cables enter through a funnel at the proprietary headset top cap, and then squeeze between the squared-off fork steerer and top headset bearing. It looks wonderfully clean, but as James previously covered, it does introduce some servicing difficulty, and that’s especially true for this model that uses mechanical shift cables.

Perhaps offsetting that servicing pain is the new T47 threaded bottom bracket , something that’s more universally compatible with oversized crankset spindles and surely simpler to service than Trek’s previous BB90 design that saw bearings pressed directly into the carbon frame. And while that new bottom bracket (made by Praxis) does require a unique tool, servicing it is vastly more accessible than with the former press-fit design.        

I won’t get into the nitty-gritty of the aerodynamic design – we’ve done that – but I will say that the lines of this bike are quite stunning. The aero head tube is just so distinct, the wide and concave top tube offers a wonderfully interesting curvature, and similar can be said for where the long and flowing seat stays connect.  

The paint is also well done and makes this look far more expensive than it is. And as an added bonus there’s a second choice of colours, too (dark grey with chrome lettering). Although, perhaps Trek could have been a little more subtle with its logo, rather than turning the down tube into a rolling billboard. 

Carbon wheels aren’t always light

The tested Emonda SL 6 Pro sits smack bang in the middle of the Emonda’s range and features a full Shimano Ultegra R8020 mechanical groupset matched with a smorgasbord of Bontrager components (Trek’s own component and accessory brand).  

Below the SL 6 Pro (US$3,800 / AU$5,500 / £3,350) is the SL 6 (US$3,300 / AU$n/a / £2,900). The two bikes are effectively the same with the exception of the rolling stock. The cheaper SL 6 features Bontrager’s aluminium Paradigm Disc wheelset shod with the company’s R2 Hard-Case Lite tyres in a 28 mm size, whereas the tested Pro version moves to the carbon-rimmed Aeolus Elite 35 Disc wheels wrapped in a 25 mm version of the same tyre model. 

Adding US$500 to the bike’s price, those carbon rims offer a relatively shallow 35 mm aero-profiled rim that handles remarkably well without any sign of the flutter often present with deeper wheels in crosswinds. They offer a fairly modern profile, with an inner width of 19.2 mm and an outer width at 27.7 mm. However, the material is somewhat misleading and these wheels aren’t as light as you may expect. I weighed my sample set at 1,740 g for the pair (770 g front, 970 g rear).

That weight doesn’t sound like much, but it impacted how the bike felt when attacking steep slopes, with Andy remarking that it made the bike feel sluggish to respond. Carbon isn’t always an upgrade. 

Another area that left Andy and I underwhelmed was the Bontrager Elite VR-C handlebar. We just didn’t get along with the ultra compact shape of the drops which left me complaining of wrist clearance issues, while Andy found that he was unable to make comfortable use of the drops due to his hand sitting proud within the tight radius. We both agreed that the handlebar would be the first thing we’d change.

Thankfully that’s the extent of our issues, and the rest of the build kit is hard to fault. Bontrager’s basic alloy stem works with its Blendr series of computer and light attachments (some of which are supplied), while the new Bontrager Aeolus Comp saddle features a modern short-nose design with a generous centre channel. And all the smaller details, including the proprietary headset top cap and seat post topper, add to a premium look and feel. 

And finally there’s the Shimano Ultegra groupset. One thing James wasn’t able to test in his review of the SLR 9 was how the internal cable routing impacted mechanical shifting quality. I can confirm that it doesn’t. The shifts were just as snappy and consistent on this bike as they were on other bikes, and they should remain that way for a fair while with full-length housing used from shifter to derailleur. And that full-length housing should ease future repairs, although it does add to the bike’s total weight. 

Champagne tastes on a (craft) beer budget

Despite the lower price, Trek has done a solid job of bringing the Emonda SLR’s attributes to the SL. It offers the same handling, stiffness and aesthetic of its pro-level sibling, and that makes for an impressively enjoyable bike to ride.

However where the more expensive Emonda jumps with joy at every thought of an attack, the extra mass of the SL sees it hesistate somewhat. That difference may not be reflected on the clock, but it sure can be felt and it’s a constant reminder of the price tag attached to this ride. 

The new Emonda SL will be a good fit for the rider wanting a well-rounded race bike that handles and behaves like a WorldTour machine. However it’s best to avoid this one if you’re seeking an opulent ride quality or the lightest bike for the given sticker price. 

trekbikes.com

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Trek Émonda SL 6 road bike review

Giving the ride feel of a thoroughbred GC frame, Trek manages to deliver the perfect balance of stiffness and comfort in the elegant looking and reasonably priced Trek Émonda SL6.

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The Trek Émonda SL 6 exists a few places below Trek's signature SLR model but that doesn't stop it embodying the GC spirit and as a frame it certainly feels worthy of Alberto Contador.

It's made the coveted  Cycling Weekly's Editor's Choice list for its lightweight, fast and comfortable ride quality that'll have dancing up climbs like Contador himself. 

Think of top Tour de France bikes, and there are only a handful of names that pop into your head faster than the Trek Émonda.

While its old sibling, the Émonda SLR occupies the top echelons of WorldTour racing, we've got our hands on the more reasonably priced Trek Émonda Sl 6, coming in at £2,250.

Made famous in recent years beneath the likes of Alberto Contador and his Trek-Segafredo team mates, the Trek Émonda SL 6 feels like a thoroughbred GC frame regardless of its lower price point, and it's a frame that looks built to race yet still manages to maintain an air of elegance.

Trek Émonda SL 6 : c lassy looks

Sweeping lines blur one area of the frame into the other, and the slender seat stays make the bike look responsive and nimble. Pair the sweeping design with the matte silver paint job, and the bike has a seriously classy look.

But it isn't just surface, and the 500 series OCLV carbon makes the frame a skimpy 1091g. On our scales, the whole bike weighed in at 7.66kg, with any additional weight no doubt coming down to the components rather than the frame.

Down below, an overbuilt, beefy bottom bracket makes sure that every pedal stroke powers the bike forward – which is especially helpful when things start heading uphill.

Without a doubt, the most exciting equipment on the bike is the Shimano Ultegra R8000 groupset. Newly updated, it marks an enormous overhaul of Shimano's everyman groupset.

In terms of shifting feel and action, it's every bit as good as it's older, more expensive Dura-Ace sibling. The re-designed front mech and more ergonomic levers offer a light action to front shifts, and rear shifts are crisp, accurate and powerful.

Of the new Ultegra groupset itself, the most exciting feature are the excellent rim brakes – again, they're every bit the match to the Dura-Ace models.

With them being so good, it was a bit of a disappointment to find them missing on the Émonda. Instead, Trek has specced its Bontrager Speed Stop Pro brakes rather than Shimano's far superior rim brakes.

Bontrager's in house stoppers can't match Shimano's for neither feel nor power but it's an oversight we can forgive considering the Émonda's excellent frame and ride qualities. Besides, the Ultegra brakes are always going to be there for that next upgrade.

Again, the Bontrager Paradigm aluminium wheelset could be lighter to match the svelte carbon frame but at this price point they're par for the course and they didn't feel like lead weights when heading uphill.

GC quality frameset

Out on the open road, the ride quality of the GC frame really shines through, and there's a sense of urgency laid up in the carbon that wants to let rip.

But there's a gentler side to it, too, and the high modulus frame gives comfort to the ride. Unlike so many stiff carbon frames, the Trek Émonda Sl 6 feels dampened and absorbent without that dreaded sluggishness that heavier bikes suffer from.

The skip in its step no doubt comes from its lack of weight, and even with the aluminium wheels and overbuilt brakes, the Émonda SL 6 weighs a tiny 7.66kg. Spoil yourself to some killer wheels and you'll bring that down even further.

Dancing out the saddle on the Émonda SL 6

On the hills it climbs like you'd expect from a frame built for Alberto Contador, encouraging you to imitate his signature out the saddle dance on the steepest inclines. But its a frame that really shines on the downs, too. The 992mm wheelbase is manoeuvrable but well balanced and the handling was sharp in the corners, everything you'd expect from a GC super bike.

The Émonda Sl 6's frame is faultless – lightweight, comfort and stiffness all in perfect equilibrium. Its more than a match for the aluminium wheels it comes with, but it has to meet a price point after all.

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Trek Emonda SL 6 review

The legendary Madone gets another anagram

Robert Smith

Warren Rossiter

Trek’s rivals in the big three bike brands both launched aero-road machines in the form of Giant's Propel and the Venge from Specialized. Trek followed suit in the last revision of the Madone with it morphing into an aero-tweaked race special. With the innovative Domane, with its ‘decoupler’ soft tail design, being a straight-up rival for Specialized’s Roubaix and Giant’s Defy, the Madone was always in direct competition with the big S’s Tarmac and Giant’s TCR. Its aero revisions left a big hole in Trek's arsenal, which the Emonda is here to fill.

• Highs: A ride full of life and excitement, a future classic
• Lows: Average wheels and mediocre bars
• Buy if: You want a true all rounder in the classic sense

Emonda may be an anagram, but it’s also derived from the French verb emonder, meaning to prune and trim away. So at the core of the design its lightweight with any extraneous material and features trimmed back. That’s certainly true of the flagship SLR 10 and its astonishing 690g frame weight and 4.65kg (56cm) complete weight (though its price tag certainly won't appear pared-down to anyone except the super-rich).

This SL6 uses the new 500 series OCLV carbon to create a frame weight of 1050g. That's impressive enough, especially for a bike at this price – the complete weight of our 58cm test ride is a very respectable 7.74kg – but it’s certainly not all about grams here.

The SL6 is well equipped, with a full Shimano Ultegra groupset

The SL6 is one of the best equipped Treks we’ve seen in a long time. In the past we’ve criticised them for their mix and match approach to component specs, which often saw a few lower grade items dropped into the drivetrain to save a few bucks. For 2015 though we are seriously impressed that Trek has gone the complete route with a full Shimano Ultegra groupset that adds an impressive value status to the overall equation.

Though the Emonda is an all-new bike, within minutes of hopping into the saddle we felt right at home. If for a moment we hark back to the glory days of the Madone, when it was one of the lightest in the peloton and winning everything (no matter how tainted those victories are now), the essence of that bike's excellence was its mix of lightness and handling prowess – and the SL6 has that and more.

The familiar H2 fit, slightly taller than the pro-level bikes, and slightly shorter in reach too (our 58cm bike has a 57.3cm top tube) gives a comfortable yet commanding riding position. We were still able to get down in the drops and push the pace without ever feeling cramped, yet rise up onto the hoods and you can push the pedals all day and cover epic distances free of aches and pains.

Climbing is where the Emonda excels – it may not be class-leadingly light, with its average weight wheels and middleweight finishing kit, yet it climbs with the vigour of a spider monkey escaping a hungry predator.

Crest the brow of a hill and point the SL6 back down and the chassis’ liveliness uphill transforms into a compliant ground hugging missile that floats over bumpy and broken surfaces with a limpet-like tenacity for holding its line. The amount of grip it exudes through hard cornering is mighty. The only negative is the alloy bar's narrow diameter, which doesn't offer the most comfortable of holds – and its overly stiff nature is at odds with the rest of this hugely impressive 2015 debut.

The Trek’s comfortable frame doesn’t need wider than 23c rubber

The Bontrager Race wheels are the most basic Trek offers, but even these are tubeless ready (admittedly, we're all still waiting to see if tubeless will ever take off on the road). They're decent enough – under hard sprint efforts we managed to induce a little brake rub, but nothing of any real concern and only apparent because the Emonda is so damn good at everything else it does. The slim 23c rubber they're shod with offers great all-weather grip and proved plenty tough enough in testing, and it's testament to just how smooth the bike is that Trek hasn’t resorted to anything wider for extra comfort.

In all the Emonda is the rightful heir to the classic Madone, blending ride quality, lightness and a whole shedload of riding fun. Its set to be one of the stars of 2015 and fully deserves the accolades that will undoubtedly come its way.

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Test: Szosowy Trek Emonda SL 6 Pro (2021)

Sprawdziliśmy nową generację wyścigowego roweru szosowego treka - mowa o modelu emonda w wersji sl 6 pro, który ma łączyć lekkość z aerodynamiką..

SZYMON WOŁDZIŃSKI Obecnie redaktor naczelny, a jeszcze do niedawna zawodnik kolarskiej elity. Kocha sportową stronę kolarstwa: szosę, przełaje, XCO... i uwielbia o tym pisać!

Emonda nowej generacji w założeniu ma być kompletną szosą do ścigania na najwyższym poziomie. Lekkość ma tu łączyć się z zauważalnie poprawioną aerodynamiką. Znając technologiczny potencjał Treka już z urzędu spodziewaliśmy się czegoś wyjątkowego. Sprawdziliśmy Treka Emonda w wersji SL 6 Pro.

Spis treści:

Wyposażenie, emonda sl 6 pro w praktyce, podsumowanie.

Nowa Emonda rozbiła bank, jeśli chodzi o sprzętowe premiery ostatnich tygodni. Nie jest tajemnicą, że to na barkach takich producentów jak Trek, spoczywa ciężar technologicznego rozwoju poszczególnych segmentów rynku. Tym razem padło na szosę i już pierwszy rzut oka na nową Emondę każe stwierdzić, że w tym jednym modelu spotkamy skompresowane wszystkie trendy, które obecnie napędzają świat szosowych trendów.

Dobrych 5-6 lat temu na rynku obserwowaliśmy rywalizację pomiędzy największymi producentami na froncie lekkości - tamten okres przesunął mocno do przodu technologiczne granice w budowie lekkich, carbonowych ram. Nieco później przyszedł czas na ofensywę szosówek aerodynamicznych. Środowisko było zgodne - przewagę z jazdy na lekkiej szosie uzyskujemy dopiero podczas większych podjazdów, natomiast w terenie płaskim czy pagórkowatym to zmniejszanie oporów powietrza stanowi o zwiększaniu szybkości. Dochodzimy do teraźniejszości - co robi z powyższym Trek? Otóż inżynierowie z Wisconsin biorą na warsztat swoją lekką szosówkę, stworzoną do rozstrzygania losów Wielkich Tourów i budują całkowicie nową Emondę - która ma być w założeniu szosą kompletną - bardzo lekką, ale i o wiele bardziej aerodynamiczą.

Przed Trekiem stanęło zadanie piekielnie trudne do zrealizowania - powszechnie wiadomym jest bowiem, że budowa roweru z aerodynamicznymi profilami rur z urzędu oznacza wzrost masy. W przypadku Emondy dodatkowe gramy masy były niedopuszczalne. Z tego powodu Trek przy okazji tworzenia Emondy stworzył swoje całkiem nowe, włókno węglowe. Ciekawych rozwiązań jest znacznie więcej - i co prawda w naszych rękach znalazł się model SL 6 Disc, który nie jest najbardziej zaawansowanym wariantem w rodzinie, a co za tym idzie nie posiada na pokładzie wszystkich flagowych rozwiązań nowej generacji Emondy - to jednak nie przeszkadza poznać w szczegółach najważniejszych cech nowego bolidu ze stajni Treka.

Rzecz jasna najbardziej zauważalną i jednocześnie najważniejszą w kontekście redukcji oporów powietrza zmianą stanowią w nowej Emondzie  aerodynamiczne profile rur  - rama nowej Emondy różni się od poprzedniej generacji diametralnie. Począwszy od głowy sterowej, która profilem do złudzenia przypomina teraz front ramy aerodynamicznej Madone. Podobnie rozwiązane zostało w obu modelach wewnętrzne prowadzenie pancerzy - podporządkowne temu, by przewody możliwie szybko chowały się w ramie i nie zakłócały swobodnego przepływu powietrza. W tym miejscu trzeba dodać, że w topowych wariantach modelowych, zbudowanych na ramie SLR, spotykamy też nowe, zintegrowane kokpity Treka - Aeolus RSL. W naszej wersji Trek zastosował klasyczny zestaw mostek + kierownica. W tym miejscu jednak warto dodać, że w Trek w przypadku każdej Emondy ogromną uwagę przykładał do optymalnego dopasowania rozmiarów kokpitów czy długości korb - tak, aby już w momencie zakupu mieć rower dopasowany do swojej budowy w 100 % prawidłowo.

Trek przy omawianiu właściwości aerodynamicznych nowej Emondy poczęstował nas jasno zamarkowanymi danymi, według których nowa generacja Emondy względem starszej zyskuje 60 sekund podczas jazdy po płaskim i 18 sekund na podjazdach około 8 %. Trek podczas tworzenia ramy nowej Emondy wykorzystywał też tunel aerodynamiczny publicznego uniwersytetu badawczego Wichita State University.

Emonda SL została w całości zbudowana z włókna węglowego serii OCLV serii 500  - to cięższy gatunek włókna węglowego, odnosząc się do topowych materiałów stosowanych przez Treka, ale jednocześnie też o wiele bardziej łaskawy dla naszych kieszeni. Co jednak najważniejsze z punktu widzenia wyczynowego ścigania - OCLV 500 to nadal bardzo sztywny bocznie materiał. W tym miejscu warto wspomnieć o tym, że  Trek do budowy topowych modeli Emondy z serii SLR   stworzył  całkowicie nowe włókno węglowe -  OCLV serii 800 . Idea stojąca za powyższym była jasna - ma to być materiał lekki i ogromnie wytrzymały, przez co inżynierowie z Wisconsin będą mogli zbudować ramę roweru o powiększonych profilach rur, bez efektu ubocznego w formie nadwagi czy obniżenia wytrzymałości ramy. Sztuka Trekowi udała się znakomicie - masa topowej ramy w wersji  SLR wyniosła 698 g, z kolei widelec osiąga masę 365 g . Jak do tego ma się nasza Emonda SL? Frameset jest oczywiście cięższy -  1142 g w przypadku ramy i 380 g jeśli chodzi o widelec .

Trek zdecydował się na wprowadzenie  Emondy tylko w wersji Disc  - to zdecydowany powiew nowej szkoły budowy szosówek. Jeszcze kilka lat temu raczej nie wyobrażaliśmy sobie takiego zabiegu w gronie lekkich szos, bo tarczówki mimo wszystko dodają nieco gramów względem konserwatywnych hamulców szczękowych. Producenci już jednak dawno zrozumieli, że ślepe urywanie gramów nie jest jedyną składową przepisu na urywanie cennych sekund. 

Mamy zatem w nowej Emondzie  hamulce tarczowe w standardzie flat  oraz mocowanie  sztywnych osi kół z przodu i z tyłu . To niekoniec ciekawych standardów - zdecydowano się tu zastosować  suport T47 , który połączył cechy cenionego w środowisku suportu wkręcanego w ramę z o wiele większą sztywnością, którą do tej pory osiągano głównie poprzez stosowanie PressFitów. Podczas oficjalnej prezentacji, która z wiadomych przyczyn odbyła się jedynie w wirualnej rzeczywistości, wielu z dziennikarzy pytało o pojemność opon nowej Emondy -  oficjalnie maksymalną szerokością, jaką rekomenduje się tu montować, jest 28 mm  - taka szerokość pozostawia bezpieczną przestrzeń dookoła opon. Praktycznie niezmieniony względem poprzedniej generacji pozostał maszt podsiodłowy - to swojego rodzaju półzintegrowana sztyca z charakterystyczną dla Treka nasadką, montowaną na wierzch przedłużenia rury podsiodłowej.

Na pewno dla większości z Was oczywistym jest, że na ogólną aerodynamikę podczas jazdy wpływa nie tylko sam rower, ale także czynniki takie jak odpowiednio przylegający ubiór kolarza czy oczywiście jego pozycja na rowerze. Trek o powyższym wie doskonale, dlatego w każdej Emondzie zastosowano nową geometrię , która oznaczona jest jako H1.5 Race i tworzona była w kooperacji z zawodnikami ekipy fabrycznej Trek-Segafredo. 

W praktyce na Emondzie zajmujemy pochyloną ku przodowi, stricte wyścigową pozycję. Sportowy rodowód czuć już w górnym chwycie, a na Emondzie jesteśmy stosunkowo mocno wyciągnięci. Emonda to rower u którego podstawowych założeń stoi ściganie, dlatego już sam rower optymalizuje naszą pozycję pod kątem aerodynamiki . Nie przeszkadzadza nam to jednak w poczuciu, że geometrycznie w tym rowerze wszystko się zgadza - nie wspominamy już ogólnie o wrażeniu, że od początku jazdy na nowej Emondzie na rowerze czujemy się po prostu pewnie - tak było, nie musieliśmy w nowym Treku dokonywać zbyt wielu zmian, żeby zająć idealną pozycję na rowerze. Z doświadczenia wiemy jednak, że zbudowanie tak dobrze dopasowanego roweru to domena tylko największych producentów na rynku.

Pomimo tego, że nasz testowy model SL 6 Disc Pro nie należy do grona najbardziej zaawansowanych z rodziny, to i tak mamy tu do czynienia z rowerem wyposażonym bardzo ciekawie. Na wstępie możemy zaryzykować stwierdzenie, że nawet Emonda w testowanej przez nas wersji już po wyjechaniu ze sklepu jest gotowa do ścigania - i mamy tu na myśli nie tylko amatorskie wyścigi, bo specyfikacja Emondy zadowoliłaby też większość rodzimych kolarzy elity czy wyczynowych amatorów, którym często do zawodowego kolarza niewiele brakuje pod względem poziomu sportowego.

Największe fajerwerski na liście wyposażenia naszej Emondy zdecydowanie stanowią koła - to jeden z trzech nowych modeli Bontragera, które zaprezentowane zostały równolegle do premiery Emondy - konkretnie model  Bontrager Aeolus Elite 35 . Zbudowane z włókna węglowego OCLV obręcze otrzymały idealnie pasujący do charakteru roweru, wszechstronny profil 35 mm - tego typu koła sprawdzą się w wielu zastosowaniach, od forsowania najbardziej stromych podjazdów po ściganie w płaskim czy pagórkowatym terenie. Największą zaletą kół jest lekkość, co w przypadku masy rotującej jest ogromnym atutem i bezpośrednio przekłada się na odczuwalny wzrost dynamiki roweru i jego szybkości. Masa kół Aeolus Elite 35 to kolejno 745 g dla koła przedniego i 940 g dla koła tylnego. Emonda SL 6 Disc Pro jest pierwszym w gamie modelowej wariantem z carbonowymi kołami w zestawie. Seryjnie koła odziane zostały w bardzo przyzwoicie trzymające się szosy opony Bontrager R2 Hard-Case Lite o szerokości 25C.

Będąc przy kołach, zwrócimy uwagę Wam jeszcze na dwa nowe, ciekawe zestawy, które zaprezentowano równolegle z nową Emondą - zestawem spotykanym tylko w topowej Emondzie są koła Aeolus RSL 37 - zestaw ten otrzymał zoptymalizowany aerodynamicznie profil o powiększonej do 37 mm wysokości obręczy, a w celu osiągnięcia super lekkiej masy zastosowano tu także odpowiednie włókno węglowe. Sam Trek przyznał, że to najlżejsze, aerodynamiczne koła, jakie kiedykolwiek firma z Wisconsin zaprojektowała (masa: 1325 g zestaw!). Bliźniaczy pod względem konstrukcji, ale nieco cięższy jest zestaw Aeolus Pro 37 - 1505 g (zestaw).

Napęd - w testowanym SL 6 Pro mamy do dyspozycji kompletną grupę Shimano Ultegra R8000 w parze z klamkami i hamulcami hydraulicznymi. O działaniu tej grupy szeroko pisaliśmy w osobnym tekście, dlatego niewtajemniczonych zachęcamy do lektury:  Shimano Ultegra R8000 / R8020 (Test) . W skrócie - Ultegra to kalka topowego Dura-Ace'a, czyli możemy liczyć na działanie na poziomie PRO. Cieszy, że Trek postawił z urzędu na nasze ulubione w kontekście wyścigowych szosówek przełożenia - na korbie mamy tarcze 52/36, a z tyłu do dyspozycji kaseta o szerokiej rozpiętości 11-30. Takie przełożenia są gotowe na realia ścigania się w licencjonowanym peletonie, a jednocześnie w parze z nawet średniowytrenowaną nogą pozwolą pokonywać długie, górskie przełęcze. Doceniamy to tym bardziej, że w przeszłości, np. testując aerodynamiczny model Madone, ganiliśmy producenta za wkładanie do stricte wyścigowych modeli korb o kompaktowych przełożeniach.

Osoby spoza kolarskiego środowiska często pytają, ile to kosztują te szosówki do ścigania? Oczywiście to bardzo ogólnie zadane pytanie, ale przypomniało nam się właśnie przy okazji testu nowej Emondy SL 6 Pro - za powyższą wersję przyjdzie katalogowo zapłacić 17,5 tys. zł, co w odniesieniu do szosówek ścigających się w peletonie World Tour cały czas pozostaje kwotą niską. Zdajemy sobie sprawę, że dla statystycznego Kowalskiego powyższa kwota wydana na szosówkę może stanowić oznakę utraty zdrowych zmysłów, jednak już każdy w środowisku pewnie przyzna rację - 17,5 tys. zł za rower gotowy do ścigania na zawodowym poziomie brzmi całkiem normalnie.

A właśnie taka naszym zdaniem jest Emonda SL 6 Pro - to szosa gotowa sprostać wymaganiom ścigania w elicie czy w walce o najwyższe stopnie podium amatorskich wyścigów, które zresztą mają w ostatnich latach obsadę ocierającą się poziomem sportowym o zawodostwo. Nasza testówka na wadze osiąga masę 8 kg (z setnymi po przecinku) - ten wynik jak na wariant ze środka drabinki modelowej jest całkiem dobry, natomaist wnioskując jedynie po naszych odczuciach z jazdy na nowej Emondzie, całkiem możliwe że strzelalibyśmy w wynik około 7 kg. Skąd takie rozbieżności? Emonda SL 6 Pro na trasie jest po prostu piekielnie dynamicznym i szybkim rowerem - podczas rozkręcania prędkości od zera znakomicie wspierają nas lekkie koła oraz sztywny węzęł suportu dopełniony o korbę Ultegry. Kiedy już z kolei rozpędzimy Emondę do okolic 35 - 40 km/h rower wdzięcznie wspiera nas w utrzymywaniu wysokich prędkości - i tu właśnie do głosu dochodzi wysoki stopień aerodynamiki. To nie jest placebo - na nowej Emondzie po płaskim jedziemy po prostu bardzo szybko i mamy świadomość, że chociaż lwią część sukcesu stanowi tu już samo ułożenie ciała na Emondzie, to sam szkielet ramy czy wspomniana wysokość kół również dokładają swoją cegiełkę do obniżenia oporów powietrza. Oczywiście Emonda SL 6 Pro nie byłaby tak szybka, gdyby nie mądrze zestrojone przełożenia - z korbą 52/36 spokojnie utrzymamy się w peletonie i przy okazji możemy myśleć też (w zestawie z kasetą 11-30) o pokonywaniu nawet tych bardziej wymagających podjazdów. 

Podczas testów wpadła nam też do głowy jedna refleksja - Emonda to nadal szosa, której głównym przeznaczeniem jest walka w wyścigach wieloetapowych, a więc tak naprawdę walka na górskich etapach i podjazdach. Trzeba sobie powiedzieć, że nowa generacja Emondy czyni tę linię rowerów bardzo kompletną i wszechstronną, natomiast najbardziej do gustu Emonda może przypaść lżejszym zawodnikom, których moc niekoniecznie będzie w stanie wykorzystać sprinterski potencjał nieco cięższego, ale typowo aerodynamicznego szkieletu Madone. 

To że nowa Emonda jest jeszcze bardziej kompletnym rowerem czuliśmy przede wszystkim podczas jazdy w interwałowym, pagórkowatym terenie. Poprzednia generacja modelu wspinała się znakomicie i to kontynuuje i nowa Emonda. Powyższa zyskała jednak sporo punktów do szybkości w terenie płaskim i właśnie na tych mniejszych, bardziej eksplozywnych podjazdach. Nie zdziwi nas, jeśli na trasie któregoś z najbardziej pagórkowatych klasyków szosowych (Ronde van Vlaanderen?) zobaczymy właśnie nowe Emondy - z jednym "ale" - koniecznie trzeba będzie tu założyć gumy o szerokości 28mm, bo na szosach gorszej jakości czuć, że mamy tu jednak rower bardziej sportowy, a mniej komfortowy. Szeroka opona pozwoli dodać Emondzie dzielności do jazdy po gorszych nawierzchniach - bo trzeba pamiętać, że w Emondzie nie znajdziemy słynnego, trekowskiego IsoSpeed.

Prowadzenie roweru oceniamy wzorowo - Emonda SL 6 Pro nie jest nerwowa i jednocześnie szybko reaguje na nasze ruchy kierownicą. Pozycja na tym rowerze opracowana została z myślą o zawodowcach z Trek-Segafredo i to czuć. Osoby lubiące sportową stronę szosówek pokochają pozycję na Emondzie, jest bardziej agresywna i zachęca do mocniejszego kręcenia. Co jednak najważniejsze - optymalizuje nas aerodynamicznie i pozwala po prostu jechać szybko. Na zjazdach Emondą możemy wycinać wiraże pewną ręką, bo dociążenie przedniego koła i zwiększenie jego trakcji nie stanowi żadnego problemu. Emonda SL 6 Pro jest skrojona po prostu zawodowo.

Przyznamy się, że dawno żadna szosa nie wzbudziła w nas tylu pozytywnych emocji, dlatego też niezwykle ciężko Emondę podsumować w kilku zdaniach. Dla lepszego zobrazowania charakteru Emondy moglibyśmy ulokować ją pośrodku drogi pomiędzy starą generacją tego modelu, a typowo aerodynamicznym Trekiem Madone. Jeśli idzie o aerodynamiczne przekroje rur czy cały front roweru, to nowa Emonda mocno upodobniła się do Madone, natomiast Trekowi udało się w tym przypadku zachować bardzo niską masę i genialne zdolności podjazdowe. Nowa Emonda nie jest dla każdego, bo nie każdy będzie w stanie wykorzystać jej potencjał - geometria H1.5 przypadnie do gustu wyścigowo zorientowanym kolarzom, którzy docenią jej aerodynamiczny charakter, będący kropką nad i w redukcji oporów powietrza podczas jazdy. Zarówno ramę, widelec, jak i koła oceniamy wzorowo pod kątem sztywności bocznej, co przekłada się na uzyskanie piorunującej dynamiki przyspieszeń i łatwe utrzymywanie wysokich prędkości. Emonda jest zauważalnie szybsza, niż poprzednia generacja. Duży plus dla Treka za stworzenie bardzo mądrej specyfikacji w przypadku testowanego przez nas wariantu SL 6 Pro - model zbudowano na cięższej względem topowej wersji SLR, wrzucono tu także standardowy kokpit - powyższe nie przeszkadza jednak, żeby nawet SL 6 Pro uznać za model gotowy do ścigania - i to nie tylko wśród amatorów, bo pewnie wielu z zawodowców również nie narzekałaby, gdyby przyszło im rywalizować właśnie na tym rowerze. Emonda testowanej przez nas wersji zasłużyła na przydomek Pro i jest gotowa do wyczynowego ścigania od A do Z.

Specyfikacja

• Rama Ultralekkie włókno węglowe OCLV Serii 500, rury zoptymalizowane na osiągi Ride Tuned, zwężana główka ramy, wewnętrzne prowadzenie przewodów i linek, kompatybilna z DuoTrap S, hamulce tarczowe flat mount, oś przelotowa 142 x 12 mm
• Widelec Émonda SL z włókna węglowego, zwężana rura sterowa z włókna węglowego, wewnętrzne prowadzenie przewodów hamulca, hamulce tarczowe flat mount, oś przelotowa 12 x 100 mm
• Koła  Bontrager Aeolus Elite 35, włókno węglowe OCLV, przystosowane do zastosowania bezdętkowego Tubeless Ready, głębokość obręczy 35 mm, bębenek 11-rzędowy Shimano, oś przelotowa 142 x 12 mm (tył) /  oś przelotowa 100 x 12 mm (przód)
• Opona Bontrager R2 Hard-Case Lite, stopka z aramidu, 60 tpi, 700x25c ( Maks. rozmiar opon 28c)
• Manetki Shimano Ultegra R8025
• Przerzutka przednia Shimano Ultegra R8000, zintegrowana
• Przerzutka tylna Shimano Ultegra R8000, krótki wózek, maks. zębatka 30T
• Korba  Shimano Ultegra R8000, 52/36
• Wkład suportu Praxis, gwintowany T47, wewnętrzne łożyska
• Kaseta Shimano Ultegra R8000, 11-30, 11-rzędowa
• Łańcuch Shimano Ultegra HG701, 11-biegowe
• Maks. wielkość zębatki 1x: 50T; 2x: 53/39T
• Siodełko Bontrager Aeolus Comp, szyny stalowe, szerokość 145 mm
• Sztyca Nasadka masztu ze stopu aluminium Bontrager, przesunięcie 20 mm, wysoka
• Kierownica  Bontrager Elite VR-C, ze stopu aluminium, 31,8 mm, zasięg 100 mm, głębokość 124 m
• Taśma na kierownicę Owijka Bontrager Supertack Perf
• Wspornik kierownicy Size: Bontrager Pro
• Hamulec Hydrauliczne hamulce tarczowe Shimano Ultegra
• Tarcza hamulcowa Shimano RM800, 160 mm z mocowaniem centerlock
• Waga  8.03 kg (56)
• Cena:  17 499 zł

Dystrybucja: trekbikes.com

Fot. Tomasz Makula

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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.

.css-1hhr1pq{text-align:center;font-size:1.1875rem;line-height:1.6;font-family:Charter,Charter-roboto,Charter-local,Georgia,Times,Serif;}.css-1hhr1pq em{font-style:italic;font-family:Charter,Charter-styleitalic-roboto,Charter-styleitalic-local,Georgia,Times,Serif;}.css-1hhr1pq strong{font-family:Charter,Charter-weightbold-roboto,Charter-weightbold-local,Georgia,Times,Serif;font-weight:bold;} —Five Cool Details—

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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Moscow Muled

7 best moscow moose recipes.

Nov 30, 2019

In this post, we reveal the best recipes on the internet for the Moscow Moose, one of the most legendary variations of the classic Moscow Mule. This great variation packs a punch and will be sure to impress your friends. Let's get started!

Introduction

The Moscow Moose cocktail is one of the most notable spin-offs of the traditional Moscow Mule drink. It melds the fresh flavors of the warmer months with the dark flavors of the cold ones. If you're wondering, "what is a Moscow Moose?", the answer is that it's a simple cocktail with a classic mix of ginger beer, lime, vodka, and rye. Rye is a popular cocktail ingredient that brings a sharp spiciness to the mix. This cocktail is super easy to make at home and ridiculously refreshing.

The Moscow Moose itself has several varieties, all of which pack a punch. Some use rye as an addition to the original recipe, while others replace vodka with it. Whichever way you go, the cocktail gives you something new to try if you’re looking for a way to spice up your cocktail. 

In this article, we’ll take a look at the following: 

What’s in a Moscow Moose?

• When is the best time for a Moscow Moose cocktail?
• Moscow Moose cocktail recipes
• The ginger beer in your Moscow Moose
• Health benefits of ginger beer
• Ginger beer recipe

This cocktail contains the basic ingredients of a Moscow Mule, which are ginger beer, vodka, and lime juice. What makes it a Moscow Moose is the addition of rye whiskey. The combination of ginger and rye makes a spicy and zesty drink. Rye has a peppery taste, one that’s a bit too strong and which is slightly balanced by the hint of sweetness found in ginger. Then there’s the bitterness in lime, which adds a citric twist to the cocktail. 

When is the Best Time for a Moscow Moose Cocktail?

Because of its flavor, a rye cocktail is great for cold weather days. You can also drink it on a hot sunny day or anytime you want a distinct flavor in your drink. Rye is savory enough, and you’ll always be able to taste it through the lime and ginger. 

Moscow Moose Cocktail Recipes

Here are some of the best Moose drink recipes which strike that elusive balance between strong, spicy, and sweet. Even better, they’re pretty easy to prepare and don’t require much in terms of ingredients. They are all utterly spectacular in their simplicity. 

The Classic Moscow Moose

Prep Time: 5 minutes Serves: 1

Ingredients:

• 2 oz. rye whiskey 
• 4 oz. ginger beer 
• ½ tbsp. lemon juice 
• 1 tsp amaretto 
• Lemon twist 

Instructions:

• Place ice in a glass, then add whiskey, lemon juice, and amaretto. 
• Top with ginger beer and give a quick stir. 
• Garnish with the lemon twist and enjoy. 

Canadian Moscow Moose Cocktail 

Prep Time: 5 minutes Serves: 2

• 3 oz. Canadian rye whiskey 
• 1 oz. haskap liqueur 
• 1 oz. fresh lime juice 
• 0.5 0z. maple syrup 
• 1 tsp ginger beer
• 4 dashes apple bitters 
• Put crushed ice in a mug, then add the rye whiskey, lime, haskap liqueur, and maple syrup. Top with ginger beer.
• Add bitters. 
• Garnish with ginger and serve.

Apple bitters give this Canadian drink a flavor profile different from all the other varieties of Moscow Moose cocktail. They also enhance the aromas in the cocktail, exposing hints of lime, whiskey, liqueur, and ginger. Apple bitters balance out the sourness in the rye whiskey and lime, which is suitable for you if you would love a cocktail that’s a little bit lightly flavored. This effect is further improved upon by the maple syrup, which gives the cocktail a sugary twist.

The haskap liqueur is made from haskap berries and has a sweetness you would find in a mix of raspberries, blackcurrants, and blueberries. This combination of ingredients makes the cocktail an excellent choice for anyone with a sweet tooth who would like to blunt the bitter taste of the moose drink. 

Whiskey Ginger Moscow Moose Cocktail 

• 6 oz. ginger ale
• 0.5 oz. lime juice
• Put ice in a copper mug, then pour in the whiskey. 
• Add the ginger ale and lime juice. 
• Garnish with lime wedge.

Ginger ale is not as strong as ginger beer, but it has a refreshing citrusy taste. When mixed with whiskey and lime juice, a spicy-sweet flavor is created. 

Birch Beer Moscow Moose 

• A sprig of mint 
• 2 blueberries 
• 1 lime wedge
• 2 oz. vodka 
• 2 tbsp. birch beer
• Muddle the lime, mint, and blueberries together in a copper mug. 
• Pour in the vodka and birch beer, then mix. 
• Add ice and enjoy. 

Birch beer is a type of carbonated soft drink that usually includes birch bark and herbal extracts. So, if you love adding a bit of herbal spice to your drink, this is the cocktail for you. In this recipe, the red birch beer adds taste as well as color, making the drink all the more irresistible. The blueberries bring a sweet tartness into the mix and, the fresher they are, the more juice they produce. This makes for an even richer cocktail. 

Not only will you be making your Moscow Moose more flavorful with these berries, but you’ll also be reaping their health benefits. Blueberries are full of antioxidants that boost the body’s immunity by fighting free radicals, which cause cell damage. This mix is quite refreshing because of the mint. When mint is muddled, it releases an oil extract with a sweet, aromatic flavor. Freshness is vital when it comes to adding mint to your alcoholic drink, as it will release more of its juice and scent. 

Moscow Moose Drink with Soda Water

• 2 oz. vodka
• 1/8 oz. soda water
• 1 oz. ginger beer 
• 1 lime wedge 
• 1 lemon wedge 
• Sprig of mint 
• Fill a mug with crushed ice. 
• Stir vodka, lemon, ginger beer, and soda water then pour into the mug. 
• Garnish with mint and lime wedge. 

Soda water has a slightly sour taste, with a note of citrus. It’s suitable for bringing subtle flavor changes to this cocktail, and also adds fizziness.

Amaretto Moscow Moose Cocktail

• 1 tsp. amaretto 
• I tbsp. fresh lemon juice 
• 2 oz. ginger beer
• Pour ice in a glass, then add rye. 
• Mix in lemon juice and amaretto. 
• Top with ginger beer and stir to combine. 
• Use lemon twist to garnish.

Amaretto is an Italian liqueur with a sweet taste. Traditionally, bitter almonds are used for flavoring, but there are varieties prepared using peach and apricot stones. Amaretto is used in mixed alcoholic drinks and adds an almond-like flavor. This liqueur blends exceptionally well with several flavorings, among them citrus. If you are interested in trying out Italian-based cocktails, this Amaretto Moscow Moose drink recipe is a good place to start. 

Other than being a suitable pairing for the amaretto, lemon juice makes its mark in this mixed drink by adding some sourness. In addition, freshly squeezed lemon juice will do more for your Moose than store-bought varieties, which are less delicious. Also, keep in mind that the longer the citric juice remains in your cocktail, the better-tasting it gets. Its aroma also becomes stronger. 

Peppermint Moscow Moose Cocktail 

Prep Time: 2 minutes Serves: 1

• 2 oz. peppermint schnapps 
• 1.25 oz. vodka
• Pour the peppermint schnapps into a glass.
• Add the vodka.
• Serve and enjoy. 

If you don’t mind strong cocktails, then this combination of schnapps and vodka has got you covered. With such simple preparation, it's ideal when you're in a hurry or preparing drinks for a large group. The type of schnapps used here has a minty flavor that will take away a bit of edge from the vodka. Note that its minty flavor is more on the intense side, and it also contains a high percentage of alcohol. 

The Ginger Beer in Your Moscow Moose

Ginger beer remains an essential ingredient in any variation of the Moscow Mule , including the Moscow Moose drink. Since it’s a common ingredient in all of these recipes, let’s have a look at its benefits and how you can make your own at home. 

Health Benefits of Ginger Beer

These are some of the health benefits of ginger beer :

• Relieves Nausea and Helps in Digestion – Ginger beer aids in the movement of food through the stomach, promoting smooth digestion. Gingerol and shogaol are the active compounds found in ginger, and they relieve stomach irritations. The compounds encourage the production of saliva and bile, both of which are useful in food digestion. Ginger beer also relieves nausea. 
• Anti-bacterial – Ginger root contains anti-bacterial properties that are useful in flushing out fungi and bacteria from the body. When you make ginger beer an essential part of your cocktails, you decrease your need to depend on antibiotics to fight bacterial and fungal infections. 
• Fights Inflammation – Gingerol has powerful anti-inflammatory properties. Drinking ginger beer can, therefore, help suppress inflammation associated with conditions such as hepatitis, arthritis, and gastritis.

Ginger Beer Recipe

Prep Time: 3 hours Ready In: 3 days

• ¼ cup grated ginger root, peeled 
• ½ tsp. cream of tartar 
• ¼ cup lemon juice 
• 1 cup sugar
• 1 tsp. dry yeast 
• Combine the ginger, lemon juice, and cream of tartar in a large pot. Add 4 cups of water and bring the mixture to boil. 
• Reduce heat, add sugar, then stir and simmer until it’s fully dissolved. Remove from the heat. 
• Add 40 ounces (5 cups) of water to the pot. Leave it to cool down to 23°c. Add yeast and stir. 
• Cover the pot with a clean cloth or towel, then store away from light in a warm place for 3 hours. 
• Using a strainer to remove bits of ginger, transfer the mixture into a pitcher.
• Fill into glass bottles, only 2/3 full to allow for fermentation. Leave to ferment for 3 days. 
• Refrigerate to prevent further fermenting, or put in room temperature for more fermentation. 

Get Your Quick Fix

The Moscow Moose cocktail is a simple-to-make drink that takes very little time. Remember to use fresh limes, lemons, blueberries, and even homemade ginger beer if you can for the freshest taste and aroma. To perfect the presentation of your Mule drink, consider using some authentic copper mugs !

Did You Enjoy This Article?

Thank you for reading! If you enjoyed this article, you might also like the following article:  The Kombucha Mule: A Funky Alternative to the Traditional Moscow Mule and  Top 7 Orange Mule Recipes

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• Émonda SL 6 Disc

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• April 25, 2024 | Jonathan Frakes Sees Opportunities With Streaming Star Trek Movies, Weighs In On “Filler Episodes”
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• April 24, 2024 | ‘William Shatner: You Can Call Me Bill’ Documentary Arrives On VOD On Friday

CelebWatch: Shatner Gets “Weird” + Pine Goes To “Moscow” + Nimoy Wraps “Fringe” + Quinto On The “Margin”

| April 12, 2010 | By: Anthony Pascale 19 comments so far

Shatner pitches "Weird or What" in Cannes

We will find in May if William Shatner’s new sitcom Bleep My Dad Says gets picked up, but one Shatner show that is definitely going on the air is Weird or What , a new documentary series Shatner is co-producing an hosting. The show description press release make it sound a bit like Leonard Nimoy’s In Search Of :

in Weird or What? William Shatner will investigate and analyze all that is weird in the world, including everything from paranormal phenomena to weird and wonderful creatures, from medical oddities to mysterious disappearances, and bizarre natural disasters to mystical monster attacks.  

The show has been sold to Discovery Channel in the US and History Channel in Canada. Today Shatner is at the MIP TV convention in Cannes today selling  the show to the world. Variety reports that production company Cineflix has successfully sold the show to "nearly every territory". At the event Shatner described the show:

We’re looking at weird circumstances but we’re presenting them in a light-hearted, jaunty way. We’re not taking ourselves too seriously.

Chris Pine headed to Moscow as Jack Ryan

Last year Chris Pine, the new Kirk, was tapped as the new Jack Ryan, to head up another big Paramount franchise. New details have emerged on this next film based on the Tom Clancy character. Pajiba reports the following story synopsis for the next Jack Ryan film (now with the working title of "Moscow"):

The movie will pick up with the Jack Ryan not long after his stint in the Marines, before he’s joined the CIA, while he’s a Wall Street stock broker, an occupation that will play heavily into the script. In the Clancy novels, Jack Ryan was a successful financial analyst in Baltimore for Merrill Lynch. In the new movie, he will have transplanted to Moscow to continue his financial advising, not for Merill Lynch (which has been absorbed by Bank of America), but for a billionaire employer. It is that billionaire employer who eventually sets Jack Ryan up to take the fall for terrorist plot designed to collapse the U.S. economy. After that, Ryan must race against time to clear his name, reveal the terrorist plot, and save his wife, who has been taken hostage by the billionaire employer.

No word yet on when "Moscow" will go in front of cameras or be released, but probably following Pine’s work on the next Star Trek .

Nimoy’s last day as an actor? + honored as space inspiration

Spock Prime, Leonard Nimoy has recently stated he is ready to back into acting retirement. This would mean his last job as an actor would be reprising his role as William Bell in the season finale  JJ Abrams’ Fringe . And yesterday, Nimoy tweeted " Finishing work on Fringe today. Really good experience. The two parter will air in May." Today he tweeted that his back home. Speaking of Twitter, in just four days TheRealNimoy has picked up almost 33,000 followers.

But Mr. Nimoy is still out and about. On Thursday Leonard is being honored by the Space Foundation at the National Space Symposium in Colorado. Nimoy is being presented with the Douglas S. Morrow Public Outreach award for being an inspiration to people around the world "to explore the wonders of science, space, and technology." And a reminder, next Friday the original Spock is headed to the Vulcan, Alberta, Canada (the official Star Trek capital of Canada) to unveil a bust of himself, and then he is off to the Calgary Entertainment Expo for the weekend.

Quinto on NYSE floor

Finally we come to the new Mr. Spock, Zachary Quinto. The actor is currently in New York  filling out his resume as a producer an actor in Margin Call , a film set in the world of the stock market. Last week Zach tweeted this pic of himself with his Before the Door production company partners.

While he has been in New York, Quinto has been a frequent Twitterer, sending gems like this one last Thursday:

the t-shirt i was wearing today smelled. so i bought a new t-shirt. now it smells. already. why you got to be so smelly t-shirts?

But no worries, Zach was cleaned up all nice by the next night…

Jeez, that photo of Nimoy is fierce! :D

I cant wait to see nimoy and the shat at vegas will miss them when their gone

Shats new show sounds fun–long as they dont make fun of believers cuz that could be bad n sad–

Like a jaunty “In Search Of…”

If I see one more word with quotes around it I’m going to “scream”.

Has Shatner seen Star Trek 11 yet?

How really cares. I don’t. maybe I did at one point. But I don’t now. Let it go. For crying….out….loud

“We’re not taking ourselves too seriously.”

In contrast to some of today’s Hollywood actor wannabees, Shatner can afford to not take himself too seriously. :)

Nimoy looks like an old, and very wise Spock on that photo. Acting retirement surely would be a waste of material…

#6 No, he’s busy having a life. :))

The two shows should be combined to form a show called “Weird Fringe”, and in the first show William Shatner could focus on mysteries of Mr.Spock’s bowl haircut.

Wow whats up with Quinto’s nerdball galsses….First we see a hobo Spock and now dork Spock.

ZQ’s follow up tweet is hilarious!

Nimoy always look cool…kinda badass…you wish Fringe would throw a evil Spock beard on him! Shat looks kinda pudgy…a jolly old type… I was really hoping Mr Nimoy would make it in the new MI movie as Paris…maybe a evil Paris with a beard!

Jack Ryan before Star Trek or after???

From everything I’ve seen of Ben Affleck, he’s pretty impressed with himself. Chris Pine will be 1000 times better than him.

Quinto needs a fashion adviser.

I think Quinto should do a music video as Bilbo Baggins

Alec Baldwin was a great Jack Ryan. Tough act to follow (and I’m a big Ford fan).

16. Yeah! xD lol

Quinto is always dressed stylish, cool and modern- I love it. Zach, just rub some patchouly on yourself and get back to work please!!!!!!!! And Bleep Jack Ryan!

• Preplanned tours
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• St. Petersburg

Theatres in Moscow

Cultural life of Moscow city is various and rich! Operas, ballets, symphonic concerts... Russian composers have created some of the most beautiful classical music. Russian classical music is very popular in Moscow. It is performed in many beautiful historical venues. Do not forget to include a visit to a concert hall in your itinerary when you are planning your stay in Moscow! And do it in advance.

There are almost no restrictions on dress code in Russian theatres. Visitors may wear jeans and sports shoes, they may have a backpack with them. Only shorts are not allowed.

A typical feature of Russian theatre – visitors are bringing a lot of flowers which they present to their favorite performers after the show.

Here are some practical advices where to go and how to buy tickets.

The Bolshoi Theatre

The Bolshoi Theatre is the oldest, the most famous and popular opera and ballet theatre in Russia. The word “Bolshoi” means “big” in Russian. You can buy a ticket online in advance, 2-3 months before the date of performance on the official website . Prices for famous ballets are high: 6-8 thousand rubles for a seat in stalls. Tickets to operas are cheaper: you can get a good seat for 4-5 thousand rubles. Tickets are cheaper for daytime performances and performances on the New Stage. The New Stage is situated in the light-green building to the left of the Bolshoi's main building. The quality of operas and ballets shown on the New Stage is excellent too. However, you should pay attention that many seats of the Bolshoi’s Old and New Stages have limited visibility . If you want to see the Bolshoi’s Old Stage but all tickets are sold out, you can order a tour of the theatre. You can book such a tour on the official website.

If you want, following Russian tradition, to give flowers to the performers at the end of the show, in the Bolshoi flowers should be presented via special staff who collects these flowers in advance.

In August the Bolshoi is closed.

The Stanislavsky and Nemirovich-Danchenko Music Theatre

This theatre is noteworthy. On one hand, it offers brilliant classical opera and ballet performances. On the other hand, it is an experimental venue for modern artists. You can check the program and buy tickets online here http://stanmus.com/ . If you are opera lover, get a ticket to see superstar Hibla Gerzmava . The theatre has a very beautiful historic building and a stage with a good view from every seat. Tickets are twice cheaper than in the Bolshoi.

The Novaya Opera

“Novaya” means “New” in Russian. This opera house was founded in 1991 by a famous conductor Eugene Kolobov. Its repertoire has several directions: Russian and Western classics, original shows and divertissements, and operas of the 20th and 21st centuries. It is very popular with Muscovites for excellent quality of performances, a comfortable hall, a beautiful Art Nouveau building and a historic park Hermitage, which is situated right next to it. You can buy tickets online here http://www.novayaopera.ru/en .

Galina Vishnevskaya Opera Center

The Opera Center has become one of the best theatrical venues in Moscow. It was founded in 2002 by great diva Galina Vishnevskaya. Nowadays its artistic director is Olga Rostropovich, daughter of Galina Vishnevskaya and her husband Mstislav Rostropovich, great cellist and conductor. Not only best young opera singers perform here, but also world music stars do; chamber and symphonic concerts, theatrical productions and musical festivals take place here. You can see what is on the program here http://opera-centre.ru/theatre . Unfortunately “booking tickets online” is available in Russian only. If you need help, you can contact us at and we can book a ticket for you. 

Tchaikovsky Concert Hall and The Great Hall of Moscow Conservatory

These are two major concert halls for symphonic music in Moscow. Both feature excellent acoustics, impressive interior, various repertoire and best performers. You can check the program here http://meloman.ru/calendar/ . You need just to switch to English. Booking tickets online is available only for owners of Russian, Ukrainian and Belorussian phone numbers. If you need help, you can contact us and we can book a ticket for you. 

Moscow International Performing Arts Center (MIPAC)

This modern and elegant concert hall houses performances of national and foreign symphony orchestras, chamber ensembles, solo instrumentalists, opera singers, ballet dancers, theatre companies, jazz bands, variety and traditional ensembles. Actually, it has three concert halls placed on three different levels and having separate entrances. The President of MIPAC is People’s Artist of the USSR Vladimir Spivakov, conductor of “Virtuosy Moskvy” orchestra. You can see pictures of the concert halls here http://www.mmdm.ru/en/content/halls . The program is impressive in its variety but is not translated into English. You can contact us at and we can find a performance for you.

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2017 Trek Émonda SL 6

A carbon frame race bike with high-end components and rim 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 SL 6

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Add custom gearing

Dec 2018 · Philippe Tremblay

A stunning sparkling purple paint job on an alloy frame with s Shimano Ultegra disc brake build and Bontrager carbon hoops

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Aug 2018 · Benjamin Topf

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

May 2018 · Matt Wikstrom

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

Feb 2018 · Mat Brett

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

Trek pares down its Émonda SLR race bike, resulting in a super-light frame that still handles wonderfully. Plus, it now is available with disc brakes.

May 2017 · Matthew Loveridge

The spec is average, but the Émonda’s frameset is an utter peach. Buy if you want the authentic Émonda experience at an everyman price

Outstanding ride, quality finish

No mudguard mounts

May 2017 · William Tracy

The aggressive and versatile Émonda SL 6 combines the stiffness you’d expect from a top-of-the-line race bike, with big tire clearance and moderate race

When Trek first introduced the Émonda back in 2014, it was sort of a surprising addition. Seeming to compete directly with the Madone, the biggest difference was that Trek’s new lightweight lacked the aerodynamic touches of its sibling. Now with the most modern iteration of the Madone, we know that Trek was already working on creating …

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