trek emonda slr disc frameset weight

Trek Emonda SLR Disc first ride review

New emonda is fast, brilliantly agile and a joy to ride.

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This article originally appeared on BikeRadar

Contador to debut custom Trek Emonda at Ruta del Sol

Gallery: Alberto Contador's Trek Emonda SLR Team Issue

New Trek Emonda breaks the 650g barrier

The new Emonda 's continuation of weight obsession doesn't end with the featherweight 644g-rim brake model. The disc version also leaves very little impression on the scales at 665g (that's a full 25g lighter than the old rim brake model). Add in a thru' axle equipped flat mount disc fork at 350g and that's a complete chassis at 1015g. Most of its disc-equipped competition is closer to that for the frame alone.

Trek Emonda SLR Disc specifications (NOT standard build):

• Weight: TBC
• Frame: 700 OCLV series carbon 12mm thru' axle, flat mount disc (665g 56cm H1 fit)
• Fork: 700 OCLV carbon 12mm thru' axle, flat mount disc (350g)
• Gears: Shimano Dura-Ace Di2 9170 disc
• Brakes: Shimano Dura-Ace R9170 disc
• Wheels: Bontrager Aeolus Pro 3 TLR disc wheels
• Tyres: Bontrager R4 28c
• Stem: Bontrager Blendr
• Bars: Bontrager XXX carbon
• Saddle: Bontrager Montrose
• Seatmast: Trek carbon

The SLR disc I got to ride over a few days in Wisconsin isn't part of the SLR range; it's a product of Trek's custom Project One department.

Unlike Trek's other top-level carbon bikes (the Madone and Domane) this one isn't constructed in Waterloo Wisconsin. It's the first top-OCLV grade carbon frame it has produced overseas, but the frames arrive in Wisconsin and are prepped and painted in the Trek custom paint shop, and prepared in the adjoining Race shop.

My 58cm test bike came equipped with a carbon railed Montrose saddle, XXX carbon bars, Blendr stem, and the new Aeolus Pro 3 TLR carbon clincher wheels. The drivetrain duties are handled by Shimano's latest Di2 incarnation 9170 with its debuting Dura-Ace disc calipers and radical new cooling rotors.

The frameset will look familiar to fans of the old Emonda. Aside of course from the addition of discs, it's certainly a case of evolution rather than revolution here.

For weight saving measures the front brake hose is routed through slots and zip ties rather than internally as most disc road bikes do. We can see how the weight can be trimmed this way, but I can also see some of the roadie community seeing it as just a bit unfinished or - dare we say it - a bit mountain bike.

The front disc brake hose is fixed to the fork leg via slots and zip ties, rather than a heavier internally routed system

As part of the Project One experience you get to be fitted for the bike, with Trek's unique saddle pressure mapping playing an important part of the process.

Through the fitting we did make some tweaks to my standard setup, with the saddle coming forward a little on the rails (5mm), and dropping down by 8mm. Up front a few spacers were removed to bring the stack height down and my stem length upped from a 110 to a 120mm.

The effect this had on my saddle pressure readings was marked, completely removing any hot spots. It's a fascinating process, and I'll certainly be implementing the same changes on my own bikes. That the fitting service comes as part of the Project One buying experience is impressive and something I'd certainly recommend (if you can afford the cost of entry).

The new Emonda SLR is available in both H1 and H2 fit

Riding the Trek Emonda SLR Disc

Out on the road the Emonda feels light, with an acceleration pick-up that's oh-so-impressive, and a smooth, firm ride that's helped by big volume 28mm tyres. The fact that Trek has managed to keep the exact same geometry as the rim brake model (itself the same as the previous generation Emonda) means the bike feels familiar and familiarly confident.

With a frame at 665g and a fork at 350g the Emonda SLR9 Disc is a seriously light bike

I always liked the previous Emonda, though I did find that the front end could feel a little firm and unforgiving especially over poorer road surfaces pushing plenty of buzz into your hands which led to a bit of finger tingling numbness.

This new disc model, however, is a big improvement. Yes, the front end still feels firm, and resolutely flex-free when honking on the hoods on the climbs or sprinting and descending whilst down in the drops.

The big difference is the lack of buzz, - a big part of that is going to be down to the increased volume in the tyres, but Trek's claim that the new fork's construction allows for more fore-and-aft flex certainlyseems to be bearing fruit.

Out back the Montrose saddle is a nice place to spend your time, well shaped, with minimal yet ample padding. it looks very understated, but that hides a well-thought-out perch.

With temperatures hitting the mid 30s we were glad to have 11-28 cassettes when it came to the climbs

Like the front, the back also feels firm. It's certainly stiff as no amount of mishandling could get the rear disc rotor to do anything but go about its job without any rubs, ticks or errant noise.

The Emonda does, however, get choppy through the seat when rolling quickly over rutted road surfaces, but if you were looking for a bike that cosseted your hindquarters from the Trek stable then you're more of a Domane customer than an Emonda one.

The latest Dura-AceDi2 impresses. Its shifting can now be automated to shift the front mech, or set to semi-auto (shifting two at the back when you shift the front to keep the jumps small), and the new brakes feel like a big step forward, too.

We only had one issue with the front brake ticking after a heavy braking stop on a damp road, but that disappeared after a couple of miles, and didn't return through the rest of the days ride (or the whole of the following days riding).

The Dura-Ace disc rotors had some initial ticking noises after an unseasonal downpour, but soon settled down to quiet noise free operation

Trek Emonda SLR Disc early verdict

As always it's hard to judge a bike like the Emonda on unfamiliar territory (though the roads we rode weren't what you'd call glass smooth). It feels very much like Cervelo's new R5 I tried recently in the way it handles and the ride dynamics. Its fast, brilliantly agile, has a balanced lightness that makes it a joy to descend on, and it'll be your new best friend on the climbs. too. 

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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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Trek 2018 Émonda SL 6 Disc review

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

Story Highlights

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

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

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

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

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

What about the Émonda SL?

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

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

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

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

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

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

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

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

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

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

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

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

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

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

After the ride

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

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

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

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

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

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

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

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

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

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

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

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

Summary and final thoughts

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

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

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

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

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spotlight\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"mathieu van der poel realistic about quest for monument sweep: \u2018even with roubaix legs i cannot follow poga\u010dar\u2019","url":"https:\/\/velo.outsideonline.com\/road\/road-racing\/mathieu-van-der-poel-realistic-about-quest-for-fourth-monument-even-with-roubaix-legs-i-cannot-follow-pogacar-here\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/mathieu-van-der-poel-realistic-about-quest-for-fourth-monument-even-with-roubaix-legs-i-cannot-follow-pogacar-here\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"mathieu van der poel realistic about quest for monument sweep: \u2018even with roubaix legs i cannot follow poga\u010dar\u2019\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/mathieu-van-der-poel-realistic-about-quest-for-fourth-monument-even-with-roubaix-legs-i-cannot-follow-pogacar-here\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"mathieu van der poel realistic about quest for monument sweep: \u2018even with roubaix legs i cannot follow poga\u010dar\u2019\"}}\u0027>\n mathieu van der poel realistic about quest for monument sweep: \u2018even with roubaix legs i cannot follow poga\u010dar\u2019\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"results: keegan swenson and sofia gomez villafa\u00f1e win the fuego xl at sea otter classic","url":"https:\/\/velo.outsideonline.com\/news\/fuego-xl-sea-otter-results\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/news\/fuego-xl-sea-otter-results\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"results: keegan swenson and sofia gomez villafa\u00f1e win the fuego xl at sea otter classic\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/news\/fuego-xl-sea-otter-results\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"results: keegan swenson and sofia gomez villafa\u00f1e win the fuego xl at sea otter classic\"}}\u0027>\n results: keegan swenson and sofia gomez villafa\u00f1e win the fuego xl at sea otter classic\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"ride the rockies canceled for 2024, future uncertain","url":"https:\/\/velo.outsideonline.com\/news\/ride-the-rockies-canceled-due-to-low-registration-future-uncertain\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/news\/ride-the-rockies-canceled-due-to-low-registration-future-uncertain\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"ride the rockies canceled for 2024, future uncertain\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", 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\"location\": \"list\", \"title\": \"the cadex race integrated bar is as light as it is good looking\"}}\u0027>\n the cadex race integrated bar is as light as it is good looking\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"time to plan your next trip: 5 companies with new bike bags at sea otter","url":"https:\/\/velo.outsideonline.com\/gravel\/gravel-gear\/new-bike-bags-at-this-years-sea-otter\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/gravel\/gravel-gear\/new-bike-bags-at-this-years-sea-otter\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"time to plan your next trip: 5 companies with new bike bags at sea otter\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/gravel\/gravel-gear\/new-bike-bags-at-this-years-sea-otter\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"time to plan your next trip: 5 companies with new bike bags at sea otter\"}}\u0027>\n time to plan your next trip: 5 companies with new bike bags at sea otter\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"highbar wants to revolutionize your helmet straps","url":"https:\/\/velo.outsideonline.com\/news\/highbar-wants-to-revolutionize-your-helmet-straps\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/news\/highbar-wants-to-revolutionize-your-helmet-straps\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"highbar wants to revolutionize your helmet straps\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/news\/highbar-wants-to-revolutionize-your-helmet-straps\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"highbar wants to revolutionize your helmet straps\"}}\u0027>\n highbar wants to revolutionize your helmet straps\n \n \n \n \n \n\n \n \n \n \n \n\n \n "}]' > >", "name": "footer-menu", "type": 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Trek Emonda SLR Disc Frameset 2024 in Black

With Pre-Order , you can purchase the latest items added to our store in advance of them arriving with us.

Your Pre-Order is prioritised (at no additional charge); meaning that as soon as the product arrives with us, we can wrap it straight back up; ready for collection via Click & Collect or despatch to you — it often never even hits the stock room shelves!

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So, instead, you can submit your email address against the item you are interested in and we will email you as soon as stock arrives on the system.

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Season:2024

Code:32772PrismaticBLK

Émonda SLR frame set is the lightest, fastest road frame Trek have ever made.

Our most advanced 800 Series OCLV Carbon lay-up delivers amazing ride quality and ultralight aero performance for more free speed on any grade.

• Trek’s fastest climbing frame is aero, weighs in at less than 700 g and rides like a dream
• 800 Series OCLV Carbon is the lightest laminate we’ve ever made
• Aerodynamic tube shaping makes this our fastest Émonda SLR platform ever – on flats and climbs alike
• Make it yours: it's fully customisable through Project One

Sizing Chart for Trek Emonda SL & SLR Disc Road Bike

Geometry for trek emonda sl & slr unisex carbon road bike, all measurements in cm unless stated otherwise, warranty information for trek:.

Lifetime warranty on Frame sets (frame and rigid fork), main frame and full suspension swing arms for the lifetime of the original owner, and Bontrager wheels with carbon rims. 2-year warranty on Rear suspension linkage components, including bearings, rocker link and accompanying hardware and components, Bontrager wheels with alloy rims, Paint and transfers. For full warranty policy please visit trekbikes.com

• Frame fit H1.5 Race
• Max tyre size 30c
• Max. chainring size 1x: 50T, 2x: 53/39T
• Weight 56 - 1.56 kg / 3.45 lbs
• Weight limit This bike has a maximum total weight limit (combined weight of bicycle, rider and cargo) of 125 kg (275 lb).

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Results have arrived, trek émonda slr disc project one 56cm frameset - 2022, item #frd12921, condition: pre-owned used condition with signs of use but functions as intended. backed by tpc's risk-free return policy., fit range: 5'8" - 6'0" sizing guide.

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Please note that any duties, taxes, or surcharges as required by Canadian customs and provincial authorities will be the buyer's responsibility. Shipping to Canadian addresses may take longer than expected due to customs.

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Ultralight Aero Climber

The Émonda is the lightest bike in Trek's lineup and the SLR carbon frame takes the crown. This feather-light and responsive road bike is ideal for grabbing the local KOM or controlling the breakaway. Its geometry puts you in a more aggressive position than the Domane, but not as aggressive as the Madone.

• Includes: Frame, fork, seatmast cap, headset, and rear derailleur hanger (installed)
• Excellent condition
• Light wear and tear from cable/tire rub, heel rub, chain, etc
• Light paint chips/scuffs along the top tube, downtube, head tube, fork, bottom bracket, seat tube, and seat/chain stays
• Missing derailleur plug

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Changing the way cyclists buy bikes.

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We’re fellow bike nerds. We're cyclists who want to find the right bike, components, and accessories for you. That’s why we created our innovative Certified Pre-Owned bike process and why we’re committed to finding the best products you need for your adventures.

Bikes are meant to be used.

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Purchase your next bike with the same confidence you would when buying new. We scrutinize age, condition, and quality. If a bike meets the standard, our pro tune and service will guarantee that your ride will be in pristine condition when it arrives at your door.

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Aperti dal 1958, siamo ormai da diversi anni un punto di riferimento per molti ciclisti del nord Italia e non solo! Da Novembre 2018 ci troviamo in una nuova location completamente rinnovata sempre a Salvirola (CR). Abbiamo una vasta gamma di biciclette di ogni tipo: EBIKE , MTB , STRADA , GRAVEL , CICLOCROSS , BAMBINO delle migliori marche come Cannondale, Specialized, Pinarello, Bianchi, Colnago, Factor, Giant e Whistle. Inoltre potete trovare un'officina sempre attiva, accessori e abbigliamento dei migliori marchi: Assos, Castelli, Q36.5, Kask, Shimano, Specialized, Sidi, Fizik, Abus, Oakley, Garmin, Wahoo e Bryton.

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Weight Weenies

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• Active topics
• Board index General Introduce Yourself / Gallery - Please use metric weights.

Trek Emonda SL Frameset - 52cm - Weights

Moderators: MrCurrieinahurry , maxim809 , Moderator Team

• Jump to page:

Post by Seneb » Thu Jul 10, 2014 11:04 pm --> by Seneb on Thu Jul 10, 2014 11:04 pm

by » Thu Jul 10, 2014 11:04 pm --> by Weenie on Thu Jul 10, 2014 11:04 pm

Post by Frankie - B » Fri Jul 11, 2014 6:19 am --> by Frankie - B on Fri Jul 11, 2014 6:19 am

'Tape was made to wrap your GF's gifts, NOT hold a freakin tire on.'

Post by goodboyr » Fri Jul 11, 2014 9:54 am --> by goodboyr on Fri Jul 11, 2014 9:54 am

Post by istigatrice » Fri Jul 11, 2014 9:58 am --> by istigatrice on Fri Jul 11, 2014 9:58 am

Post by darnellrm » Fri Jul 11, 2014 10:13 am --> by darnellrm on Fri Jul 11, 2014 10:13 am

Post by istigatrice » Fri Jul 11, 2014 10:19 am --> by istigatrice on Fri Jul 11, 2014 10:19 am

Seneb wrote: It's not the SLR superlight (superexpensive) one made of 700 series OCLV, but the reasonable one made of 500 series OCLV

Post by michel2 » Fri Jul 11, 2014 12:15 pm --> by michel2 on Fri Jul 11, 2014 12:15 pm

Post by rmerka » Fri Jul 11, 2014 1:00 pm --> by rmerka on Fri Jul 11, 2014 1:00 pm

Post by djconnel » Fri Jul 11, 2014 1:13 pm --> by djconnel on Fri Jul 11, 2014 1:13 pm

Post by 5 8 5 » Fri Jul 11, 2014 2:25 pm --> by 5 8 5 on Fri Jul 11, 2014 2:25 pm

rmerka wrote: I don't think it's an unreasonable weight at all for a nice bike. It will certainly be very nice with the Chorus. What is unreasonable is the claim that Trek makes calling it the "The Lightest Production Road Line Ever" when a 52cm weighs in only 35 grams lighter than my 56cm S3, and I don't consider the S3 a weight weenie frame by any stretch. If Trek is going to throw around terms like "Lightest Ever" they should expect that someone will actually put it on a scale

Post by 5 8 5 » Fri Jul 11, 2014 2:41 pm --> by 5 8 5 on Fri Jul 11, 2014 2:41 pm

Post by rmerka » Fri Jul 11, 2014 2:45 pm --> by rmerka on Fri Jul 11, 2014 2:45 pm

Post by 5 8 5 » Fri Jul 11, 2014 2:50 pm --> by 5 8 5 on Fri Jul 11, 2014 2:50 pm

Post by Seneb » Fri Jul 11, 2014 3:00 pm --> by Seneb on Fri Jul 11, 2014 3:00 pm

Post by rmerka » Fri Jul 11, 2014 3:01 pm --> by rmerka on Fri Jul 11, 2014 3:01 pm

by » Fri Jul 11, 2014 3:01 pm --> by Weenie on Fri Jul 11, 2014 3:01 pm

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• Émonda SLR 9 AXS - 2024, 56cm

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All-new aero design.

Faster on climbs, faster on the flats. The aero tube shapes on the all-new Émonda give you an advantage wherever you’re riding. Plus, Émonda SLR is equipped with a sleek new Aeolus RSL bar/stem for front-end aero performance.

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500 Series OCLV

500 Series OCLV achieves a superb balance of light weight, strength, and stiffness that's perfectly suited to the sophisticated frame technologies that distinguish Trek frames.

H1.5 geometry, developed with Trek-Segafredo pro cycling teams, puts the rider in the optimal aero race position. It’s the sweet spot for what our racers want.

Ride Tuned seatmast

Our no-cut Ride Tuned seatmast is designed for the rigors of pro racing. It's the lightest, most comfortable solution for day-in, day-out performance and comfort, however rough the roads or hard the riding.

12mm thru axle

Our robust and confidence-inspiring rear thru axle is about 35% stiffer than an open dropout design. And now, a thru axle wheel change is actually quick and easy, thanks to a tabbed guide in the frame's dropout.

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All-new Flat Mount disc brakes are more elegant, lighter, smaller, and cleaner than traditional disc brakes, providing superior performance and stopping power under harsh conditions.

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Road Sizing Chart

Giant road bike sizing (men's), giant road bike sizing (women's), trek road bike sizing, cube road bike sizing.

The charts below show our recommended sizes based on height, but there are some other factors, like arm and leg length, that determine a great fit. That’s why you’ll see some overlap in our recommendations. Not every rider who’s 5´8˝, for example, will fit on the same size bike. The best way to find your perfect fit is to consult the experts at your local retailer.

Trek Emonda SLR Frameset

RM 18,999.00

Product highlights:

• Frame : Ultralight 800 Series OCLV Carbon, Ride Tuned performance tube optimization, tapered head tube, internal routing, DuoTrap S compatible, flat mount disc
• Fork : Emonda SLR full carbon, tapered carbon steerer, internal brake routing, flat mount disc
• Axles Front: 100 x 12mm thru-axle
• Rear: 142 x 12mm thru-axle
• Include Bontrager carbon seatmask 135mm
• T47 Bottom Bracket Shimano / Sram DUB
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Emonda SLR frameset is the lightest, fastest road frame we’ve ever made. Our most advanced 800 Series OCLV Carbon layup delivers amazing ride quality and ultralight aero performance for more free speed on any grade.

It’s right for you if… You want more than the lightest road frame—you want incredible handling and balance, faster aero performance, and you want to be able to spec your dream build with your dream parts.

The tech you get Our ultralight and aerodynamic 800 Series OCLV Carbon frame and fork that weigh under 700 grams. Built for a T47 bottom bracket and flat-mount disc brakes.

The final word Emonda SLR is insanely light, fast, and perfectly balanced—all of which makes it an ideal starting point for your dream lightweight build.

Why you’ll love it

• Trek’s fastest climbing bike is aero, weighs in at less than 700g, and rides like a dream
• 800 Series OCLV Carbon is the lightest laminate we’ve ever made
• Aerodynamic tube shaping makes this our fastest Emonda SLR platform ever—on flats and climbs alike
• Make it yours: it’s fully customizable through Project One

Sizing chart (for reference only)

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2019 Trek P1 Emonda SLR Disc Brake Road Bike Frameset // H2 56cm Black/Silver

Émonda SLR Disc frameset is the lightest road disc frame we've ever made. Our most advanced 700 Series OCLV Carbon layup makes for featherlight bike that's fast on the climbs, rails descents, and handles with confidence wherever you ride it. Frame Ultralight 700 Series OCLV Carbon, ride-tuned performance tube optimization, tapered head tube, BB90, flat mount disc brakes, internal cable routing, DuoTrap S compatible, Ride Tuned seatmast

Fork Émonda full carbon disc, carbon tapered steerer, flat mount disc brakes

Wheels Max tire size 25c Bontrager tires (with at least 4mm of clearance to frame)

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

Weight 56cm - 1.37 kg / 3.03 lbs

Weight limit This bike has a maximum total weight limit (combined weight of bicycle, rider, and cargo) of 275 pounds (125 kg).

This frameset is exactly as pictured and does not include any additional parts needed to complete a bike build. It does NOT include any hardware, grommets/cable stops, headset, BB, Seatmast etc . Please contact your local Trek dealer to source these parts.

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