trek usa emonda

• off.road.cc
• Dealclincher
• Fantasy Cycling

Support road.cc

Like this site? Help us to make it better.

• Sportive and endurance bikes
• Gravel and adventure bikes
• Urban and hybrid bikes
• Touring bikes
• Cyclocross bikes
• Electric bikes
• Folding bikes
• Fixed & singlespeed bikes
• Children's bikes
• Time trial bikes
• Accessories - misc
• Computer mounts
• Bike bags & cases
• Bottle cages
• Child seats
• Lights - front
• Lights - rear
• Lights - sets
• Pumps & CO2 inflators
• Puncture kits
• Reflectives
• Smart watches
• Stands and racks
• Arm & leg warmers
• Base layers
• Gloves - full finger
• Gloves - mitts
• Jerseys - casual
• Jerseys - long sleeve
• Jerseys - short sleeve
• Shorts & 3/4s
• Tights & longs
• Bar tape & grips
• Bottom brackets
• Brake & gear cables
• Brake & STI levers
• Brake pads & spares
• Cassettes & freewheels
• Chainsets & chainrings
• Derailleurs - front
• Derailleurs - rear
• Gear levers & shifters
• Handlebars & extensions
• Inner tubes
• Quick releases & skewers
• Energy & recovery bars
• Energy & recovery drinks
• Energy & recovery gels
• Heart rate monitors
• Hydration products
• Hydration systems
• Indoor trainers
• Power measurement
• Skincare & embrocation
• Training - misc
• Cleaning products
• Lubrication
• Tools - multitools
• Tools - Portable
• Tools - workshop
• Books, Maps & DVDs
• Camping and outdoor equipment
• Gifts & misc

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,

Help us to fund our site

We’ve noticed you’re using an ad blocker. If you like road.cc, but you don’t like ads, please consider subscribing to the site to support us directly. As a subscriber you can read road.cc ad-free, from as little as £1.99. 

If you don’t want to subscribe, please turn your ad blocker off. The revenue from adverts helps to fund our site.

Help us to bring you the best cycling content

If you’ve enjoyed this article, then please consider subscribing to road.cc from as little as £1.99. Our mission is to bring you all the news that’s relevant to you as a cyclist, independent reviews, impartial buying advice and more. Your subscription will help us to do more.

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!

• Log in or register to post comments

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.

Latest Comments

If you're only looking at the guy in front of you then you're going to crash whatever brakes you have, you need to look beyond them to anticipate...

Nobody is asking the rider to police the road, but for their own safety they should ride in a position appropriate to the conditions, in the clip...

As a woman, this works great for me! My chain broke once, and a kind guy stopped with a chain breaker and sorted it all out for me. We stopped at a...

MP demands changes to a bridge that drivers keep driving into https://www.ipswichstar.co.uk/news/24276180.poulter-seeks-improvements-s...

Another vote for Shimano QRs....

Same. I also have gone through a bunch of their tyres, and only the extralight disappointed (torn sidewall) but the standards are fantastic....

thanks for the ideas....

Indeed - but it's no more inconsistent than our current road design - very often UK high streets are "for shopping" and also a busy through route....

If you ask the world's leading economic commentators how many people have been rescued from abject poverty by capitalism the average answer would...

loads of parking

Related Reviews

Orbea Orca Aero M10iLTD 2024

Stunningly fast without sacrificing versatility, handling or comfort

Boardman SLR 8.6

Comfortable, lively ride, an excellent gear range and well-chosen components – one of the best entry-level bikes you can buy

Fara F/Road

Quick, nimble, fun, an impressive ride quality and excellent comfort – and I think it looks stunning

Factor O2 VAM

A master of climbing – but a bike that's also incredible fun and extremely capable everywhere else

2-FOR-1 GA TICKETS WITH OUTSIDE+

Don’t miss Thundercat, Fleet Foxes, and more at the Outside Festival.

GET TICKETS

BEST WEEK EVER

Try out unlimited access with 7 days of Outside+ for free.

Start Your Free Trial

Powered by Outside

2021 Trek Emonda review: the semi-aero, ‘faster everywhere’ climbing 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 .

First introduced in 2014 , the Emonda has always been Trek’s premier climbing bike, with a keen focus on low weight and high stiffness. However, we now have a much better understanding of the role aerodynamics play when it comes to going fast — even when climbing — and, as expected, the brand-new Emonda SLR and Emonda SL bikes have undergone an aero makeover. The Emonda is still light, and it’s still stiff, but now there’s an extra dose of free speed included, too.

Story Highlights

What it is: The latest iteration of Trek’s premier climbing-specific road bike. || Frame features: Mild aero tube shaping, OCLV 800 carbon fiber construction, internal cable routing, T47 threaded bottom bracket. || Weight: 698 g (claimed, unpainted 56 cm frame only); 365 g (claimed, unpainted fork only); 6.81 kg (15.01lb), complete 52 cm Emonda SLR 9 eTap model as tested, without pedals.|| Price (as tested): US$12,000 / AU$15,800 / £9,700 / €11,000 || Highs: Low frame weight, excellent chassis stiffness, superb handling, intelligently designed internal routing system, traditional shape, no more BB90. || Lows: Somewhat chattery ride quality, no rim-brake option, long-term headset hassles.

The three-legged stool of performance

It has long been the prevailing mainstream sentiment that aerodynamic efficiency is only important when you’re moving fast — and given the non-linear way aerodynamic drag holds a rider back with increasing speed, there’s some truth to that. However, even moderately fit riders are still often going fast enough on most climbs that aerodynamic efficiency can play a measurable role, and given the “free speed” that the existing Emonda left on the table, Trek saw fit to make use of that potential with the latest redesign.

As Giant recently did with its TCR range of light-and-stiff road racing bikes, and Scott before them with the latest Addict RC , the new 2021 Emonda now sports truncated-airfoil tube profiles on the down tube, head tube, seat tube, seatstays, and fork blades. The no-cut integrated seatmast remains round, as does the telescoping seatmast head.

Upper-end Emonda SLR models also get a new Bontrager Aeolus RSL integrated carbon fiber stem and handlebar, the latter with notably flattened tops. Unlike the integrated setup on the full-aero Madone SLR , this is a true one-piece design with no angle adjustment so as to save weight.

Just like that Madone cockpit, though, the previous Emonda’s once-exposed cabling up front has been replaced with a fully hidden setup in the interest of more cleanly slicing through the air, with derailleur and brake lines now entering the frame at the head tube, immediately in front of the stem. Several new Emonda models will come with revamped Bontrager Aeolus aero carbon clincher wheels, too (and you can read about those in more detail here ).

So, just how aero is this thing?

According to Trek, if you were to take two identical riders, each putting out 350 watts, and put one on an old Emonda and the other on the new one, the one on the new Emonda would have a minute lead after an hour — on flat ground, that is. But the Emonda is supposed to be a climbing bike, no? Well, if you took those same two riders and sent them up L’Alpe d’Huez (a 13.85 km-long climb with an average gradient of 8.1% and maximum gradient of 13%), the rider on the new Emonda would finish 15 seconds ahead. On the Stelvio? Twenty-one seconds. And on something as long as the Taiwan KOM Challenge, Trek says the rider on the new Emonda would have 80 seconds to kick their heels up before the other rider showed up.

“We expect the vast majority of riders are going to choose Emonda,” said Trek’s director of road and Project One, Jordan Roessingh. “Madone is still significantly faster, but you’ll see a lot of Emondas under riders.”

Trek says the engineers behind the shape of the new Emonda obviously had to tread a very fine line between making the new bike more aerodynamic and sacrificing the traits that make the bike what it is, supposedly going through hundreds of CFD (computational fluid dynamics) and CAD (computer-aided design) models of various individual tube and frame shapes before arriving on the final form.

In the end, the new Emonda SLR is still primarily a light-and-stiff machine in the classic sense, and claimed weight for an unpainted 56 cm frame is just 698 grams, with the matching fork adding 365 g (the Emonda SL is 1,142 g and 380 g). In either case, paint adds another 25-100 g, depending on design. Overall, the figures are hardly heavy, but still slightly heavier than the previous model nonetheless. Likewise, stiffness figures have fallen off a bit as well, although supposedly not enough to make any difference.

“The key stiffness numbers – Trek Full Frame, Tour BB, and Vertical Compliance — are all within 5% of the old frame,” Roessingh said.

Potential buyers shouldn’t expect any improvement in ride quality, either, which is perhaps a touch surprising given how much Trek has emphasized rider comfort on other performance-minded platforms — including the Madone.

“The [ride quality] goal was to match the vertical compliance of the old bike,” said Trek road product manager Anders Ahlberg. “We were really close, within 7%, so most people shouldn’t notice a difference.”

One nice surprise is an apparent boost in frame durability. For the Emonda redesign, Trek developed a new carbon blend for the higher-end SLR models, dubbed OCLV 800. As expected, it’s lighter than the OCLV 700 mix that was used last year, with Roessingh saying the new frame shape would have been about 60 g heavier otherwise given the increase in surface area. However, OCLV 800 is also said to be 30% stronger than OCLV 700 and absorbs more energy, thus offsetting the brittleness that usually accompanies increases in fiber modulus.

Fewer geometry options, no more rim brakes

Trek has resisted temptations to follow other industry trends like dropping the seatstays (doing so apparently would have added 50 g of weight), and the Emonda retains its semi-classic double-diamond configuration with just a modest slope to the top tube. Although it’s a very different machine than the one it replaced, it still sports a traditional aesthetic, which plenty of potential buyers will appreciate.

More controversial will be Trek’s decision to only offer the new Emonda with disc brakes ; there is no rim-brake option, even for Trek-Segafredo team riders. According to Trek, its mainstream customers haven’t expressed any interest in “investing in old technologies”, and with an increasing number of pro teams and riders already making the switch, there was seemingly less motivation than ever to develop parallel models.

That said, it’s worth mentioning that the vast majority of Emonda buyers will never see a race (and, thus, will never be subject to UCI minimum weight rules), so the loss of a true ultralight climbing bike from a major brand is kind of a bummer. It wasn’t long ago, after all, that Trek offered the ultra-premium rim-brake Emonda SLR 10, with a claimed weight of just 4.6 kg (10.25 lb). Weight-weenies looking to save every possible gram will, of course, be able to build for themselves a custom bike that’s lighter than the stock Emonda SLR 9 flagship model, but being locked into disc brakes will obviously limit potential on the scale.

Somewhat expectedly, Trek has also decided to merge the existing H2 and H1 frame geometries into a middle-of-the-road H1.5 variant across the entire Emonda family, just as it did with the Madone a couple of years ago. As the name suggests, H1.5 is not as long or low as the H1 variant (which was only offered with Project One custom builds and bare framesets), but it’s more aggressive than the H2 geometry that graced every complete stock Emonda previously.

“None of our pro riders needed anything lower than [H1.5],” said Roessingh. “If they can get aggressive enough, the vast majority of consumers should also be able to achieve their fit.”

Trek has also done away with women-specific models for the Emonda range entirely, which is an especially intriguing move given how much time, energy, and money Trek has invested in its Women Specific Design project in years past.

Just as Specialized (and others) have changed tack in recent years on the same subject, Trek’s position now is that the Emonda’s H1.5 geometry is sufficiently accommodating so as to work for nearly everyone, regardless of sex or gender. To Trek’s credit, each Emonda is offered in a generous eight-size range — from 47 cm up to 62 cm — and there are a decent number of stock color options, too. Perhaps more to Trek’s point, the revised geometry supposedly hasn’t been an issue for the Trek-Segafredo women’s road team, either.

Smaller sizes nevertheless get some slightly adjusted spec, and Trek says it has programs in place with its dealer network that allow customers to swap various fit-related components (such as saddles) at little-to-no cost.

Here’s to the mechanics

There are several other updates on the new Emonda, a few of which will warm the hearts of home and professional mechanics alike.

First and foremost, Trek is continuing to transition away from its problematic BB90 press-fit bottom bracket design, opting to equip the Emonda with the same slightly modified T47 threaded shell that already graces the Domane endurance road bike and Crockett cyclocross bike. This should not only reduce the incidence of creaking, but will also make regular maintenance much less of a headache. The move to T47 will also finally allow the use of oversized spindles in a high-end Trek road bike, whereas BB90 would only work with 24 mm-diameter setups like Shimano Hollowtech and SRAM GXP.

According to Trek, the move to T47 did increase the frame weight by about 30 g relative to what it would have been with BB90 given the metal sleeve required. However, the convenience factor more than outweighed that nominal gain — pun intended — and when you consider that most cranksets with oversized spindles are actually lighter than their non-oversized counterparts, the total system often actually ends up lighter, anyway.

Trek’s interpretation of T47 is admittedly a millimetre narrower than the wide-format T47 system that was already on the books so as to provide better tool purchase, but it nevertheless doesn’t present any real compatibility headaches since existing T47 bottom brackets will still work just fine here.

It’s also worth mentioning that while the Emonda has moved to a fully concealed cable system, the way Trek has accomplished this is far easier to live with than most. Instead of routing the lines internally through the handlebar and stem, the Bontrager Aeolus RSL cockpit on the Emonda SLR tucks the brake hoses and derailleur housings (or wires) into channels molded on the underside of the bar and stem. Bar tape holds everything in place further out on the tops, while a single profiled clamp secures the whole lot underneath the stem. Combined with the conveniently split headset spacers, there’s no need at all to disconnect the brake or derailleur lines if you need to swap a stem length or bar width, therefore keeping a 15-minute job from turning into one that potentially takes a few hours.

Those lines do still run down through the middle of the upper headset bearing, however, and the front brake hose also takes a detour into the inside of the steerer tube just above the lower headset bearing. As a result, swapping either headset bearing will be anything but a quick job. The front brake hose also needs to be cut quite precisely for a proper fit as there isn’t a whole lot of wiggle room inside the front end for excess length.

“[There’s] not as much as we would like — maybe about 2 cm?” admitted Ahlberg. “That’s the one downside to the serviceability of an externally grooved system.”

Models and availability

Trek will offer five models each of the Emonda SLR and Emonda SL (specifics vary based on region). The former will feature the top-end OCLV 800 carbon fiber blend and Bontrager Aeolus RSL integrated cockpit, while the latter will use the same frame shape — but a lesser OCLV 500 carbon fiber mix — and a more conventional handlebar and stem combo. According to Trek, the weight difference between Emonda SLR and Emonda SL models with comparable build kits is about half a kilogram or so (1 lb).

Not pictured are the following models:

– Emonda SL 6 Pro, built with a Shimano Ultegra mechanical groupset and Bontrager Aeolus Elite 35 wheels; 8.06 kg / 17.78 lb; US$3,800 / AU$5,500 / £3,350 / €3,880-4,000

– Emonda SLR 6, built with a Shimano Ultegra mechanical groupset and Bontrager Aeolus Pro 37 wheels; 7.26 kg / 16.0 lb; US$6,700 / AU$9,300 / £5,450 / €6,200

– Emonda SLR 7 eTap, built with SRAM Force eTap AXS and Bontrager Aeolus Pro 37 wheels; 7.35 kg / 16.2 lb; US$8,800 / AU$11,850 / £6,850 / €7,800

– Emonda SLR 9, built with Shimano Dura-Ace Di2 and Bontrager Aeolus RSL 37 wheels; 6.78 kg / 14.95 lb; US$12,000 / AU$15,800 / £9,700 / €11,000

Trek will also make the Emonda SLR (but not the Emonda SL) available for purchase through its Project One program, which will allow buyers to customize the build kit and paint to better suit their taste (and budget). Going along with the addition of the Emonda SLR model to the Project One ecosystem are several new Icon-level paint jobs, as well as new KOM variants with more minimal finishes to save precious grams. Both of these come at a more premium price than the more standard finish options, but they’re also quite stunning to behold.

The Emonda SL and Emonda SLR will also be offered as bare framesets, with pricing and availability to be confirmed.

Forget about all the tech talk — what’s it like to ride?

Trek may only just be officially launching the new Emonda range today, but the company was actually able to provide me with an early sample of the top-end Emonda SLR 9 eTap model several weeks ago — which I’ve been riding since then. Actual weight for my 52 cm sample without pedals or accessories was a feathery 6.81 kg (15.01 lb), complete with a SRAM Red eTap AXS wireless electronic groupset, Bontrager’s new Aeolus RSL 37 lightweight carbon clincher wheels, the new Bontrager Aeolus RSL one-piece carbon fiber handlebar-and-stem, a carbon-railed Bontrager Aeolus Pro saddle, and 25 mm-wide Bontrager R4 320 tires.

Just as you’d expect, the bike is a superb climbing companion. The low weight is certainly noticeable, as is the impressive chassis rigidity. It’s more of a hot-air balloon on the climbs rather than an anchor — especially on steeper pitches — and there’s a tangible sense of efficiency when you push on the pedals. Gaining altitude just feels easier relative to something heavier and/or less rigid than what Trek has produced here.

I know, I know. A light and stiff bike is good for climbing? Big surprise. And while the Emonda SLR 9 eTap is light, it’s not exceptionally so, so a more exotic setup would obviously feel even better in this respect.

What goes up must come down, of course, and what was far more impressive to me is how the Emonda SLR 9 eTap behaves at high speeds. Some lightweight bikes I’ve ridden — especially ones with lightweight wheels — can feel nervous or jittery when charging down descents, but that’s certainly not the case here. In fact, I found the bike to feel just as calm and composed at 80 km/h (50 mph) as it does at 18 km/h (11 mph). With a 58 mm trail figure, the front end is still appropriately quick and darty, and just as I’ve enjoyed on the Madone, the Emonda is a joy to snake down twisty canyon downhills. However, there’s also a reassuring sense of stability and solidity when all you want to do is hold your line.

The ride quality is a little on the chattery side, but that’s to be expected, not only given the genre, but also the bike’s emphasis on structural efficiency. It’s not unusually rough, however I still found myself wishing for a bit more tire clearance here. The stock 25 mm tires work well on well-maintained asphalt, but riders regularly finding themselves on rough tarmac (or even dirt) would be advised to max out the Emonda’s tire clearance.

Speaking of which, Trek’s track record of being conservative in terms of what will fit and what won’t seems to be holding up here. Although Trek officially only approves the Emonda for 28 mm-wide treads, there’s still more than 42 mm of space in between the pinch point at the chainstays. As for what will actually squeeze in between there … well, that’ll depend on how much leeway you want to leave for yourself.

But is the bike really more aerodynamic than the old Emonda? Unfortunately, I can’t really say since I didn’t have an identical previous-generation model to compare against. However, if you take Trek’s claims at face value, what I like is that they’ve managed to infuse a fair bit of aerodynamic efficiency into the equation without taking away what people really like about the Emonda family — including the traditional appearance, which is much easier said than done.

As a result, the aero bit will be more of a nice bonus to most buyers with no significant downsides that I can see, and I mean that in quite the literal sense as this is a really good-looking machine with refreshingly traditional lines and proportions. I personally could do without the giant Trek logo on this particular paint job, but so be it. Thankfully, Trek’s Project One program gives you more than a few options for choosing something more subtle, and according to Trek’s figures, a shocking percentage of high-end customers go the custom route.

Kudos to Trek, too, for investing some time and energy into making the new bike easier to live with over the long haul.

I didn’t experience any bottom bracket creaking issues on my test sample, but then again, it’s only been a few weeks, and the bike hasn’t seen any water, either. However, if it does occur — let me remind you that even threaded bottom brackets are prone to creaking — it’s a far more straightforward process to take the assembly apart for a quick cleaning, greasing, and reinstallation. There are also heaps more aftermarket options available here as compared to what you could do with the old BB90 setup. Good riddance, I say. Trek can’t introduce T47 on to the rest of the road range soon enough.

As someone who regularly takes things apart for a living, the channeled external routing setup on the integrated handlebar-and-stem combo is not only a huge sigh of relief, but a solution that’s so obvious in hindsight that it’s a wonder why more brands don’t do something similar (for the record, Canyon has long used this approach for its integrated cockpits). Yes, it’s visually perhaps not quite as clean as fully internal setups, and yes, you can feel the housing a bit when you wrap your fingers around the bar tops (which, on my sample, were only partially wrapped, although I’d personally opt to wrap the bars the usual way for a surer grip and improved comfort). However, both of those compromises are exceedingly minor relative to the massive headache that internally routed handlebars can often bring on.

Conversely, though, the fact that the control lines are routed through the headset bearings will eventually be a pretty big pain in the rear end for riders that regularly head out in the wet. At minimum, replacing the lower bearing will require you to disconnect the front brake hose (in addition to removing the fork as usual). If you need to replace the upper bearing, you’ll also need to undo all of the cables completely. In either case, there’s a decent chance you’ll need to rebleed the brake(s) after you’ve got everything back together, too.

It doesn’t exactly help, either, that there’s no supplemental rubber seal between the fork crown and lower head tube, meaning the lower bearing is perilously exposed — a scenario that’s become very common since bike brands started molding crown races directly into the fork crown.

Such is the cost of progress, I suppose.

That said, I’m a big fan of the somewhat unusual dimensions of this integrated setup even with the non-adjustable tilt. Most companies these days have committed to a compact bend, which is nice in the sense that it makes the drops more accessible for more riders, but somewhat silly in the sense that your posture actually changes very little when you move your hands back and forth between the various hand positions.

The drop dimension on the Bontrager Aeolus RSL is pretty average at 123 mm, but the reach is quite long at 93 mm (80 mm or so is far more typical), and Bontrager’s trademark Variable Radius bend lets you utilize every bit of that length instead of forcing your hands further rearward. As a result, there’s ample room to really stretch out your back when you need or want to, and there’s far more real-world position variation than what you usually find on most modern setups. How much do I like it? I’m actually considering using one of these on my personal Seven road bike.

Overall, Trek has done a solid job here of updating the Emonda, infusing meaningful improvements in several key areas, but without breaking the basic formula that has made the bike so popular. I could obviously do without the long-term headaches associated with the headset bearing situation, but aside from that, there’s not much to complain about here, and an awful lot to like.

Just don’t be shy with the grease down there, eh?

www.trekbikes.com

Popular on Velo

\n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/cycling-sucks-sometimes-what-pogacar-van-der-poel-and-pidcock-said-before-liege-bastogne-liege\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"\u2018cycling sucks sometimes\u2019: what poga\u010dar, van der poel and pidcock said before li\u00e8ge-bastogne-li\u00e8ge\"}}\u0027>\n \u2018cycling sucks sometimes\u2019: what poga\u010dar, van der poel and pidcock said before li\u00e8ge-bastogne-li\u00e8ge\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"so fast it out-paced the order book: decathlon\u2019s van rysel super-bike sells out in hours","url":"https:\/\/velo.outsideonline.com\/road\/road-gear\/so-fast-it-out-paced-the-order-book-decathlons-van-rysel-super-bike-sells-out-in-hours\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-gear\/so-fast-it-out-paced-the-order-book-decathlons-van-rysel-super-bike-sells-out-in-hours\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"so fast it out-paced the order book: decathlon\u2019s van rysel super-bike sells out in hours\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-gear\/so-fast-it-out-paced-the-order-book-decathlons-van-rysel-super-bike-sells-out-in-hours\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"so fast it out-paced the order book: decathlon\u2019s van rysel super-bike sells out in hours\"}}\u0027>\n so fast it out-paced the order book: decathlon\u2019s van rysel super-bike sells out in hours\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"the thesis n1 wants to be your sole drop bar bike for everything","url":"https:\/\/velo.outsideonline.com\/gravel\/gravel-gear\/thesis-n1-do-everything-drop-bar-bike\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/gravel\/gravel-gear\/thesis-n1-do-everything-drop-bar-bike\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"the thesis n1 wants to be your sole drop bar bike for everything\"}}\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\/thesis-n1-do-everything-drop-bar-bike\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"the thesis n1 wants to be your sole drop bar bike for everything\"}}\u0027>\n the thesis n1 wants to be your sole drop bar bike for everything\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"xpedo\u2019s new power meter pedals are ready for the spotlight","url":"https:\/\/velo.outsideonline.com\/road\/road-gear\/xpedo-new-power-sonik-omni-and-thrust-omni-meter-pedals-sea-otter-classic\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-gear\/xpedo-new-power-sonik-omni-and-thrust-omni-meter-pedals-sea-otter-classic\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"xpedo\u2019s new power meter pedals are ready for the spotlight\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-gear\/xpedo-new-power-sonik-omni-and-thrust-omni-meter-pedals-sea-otter-classic\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"xpedo\u2019s new power meter pedals are ready for the spotlight\"}}\u0027>\n xpedo\u2019s new power meter pedals are ready for the spotlight\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"\u2018hard miles\u2019 wants to be the first great bicycling movie since \u2018breaking away\u2019","url":"https:\/\/velo.outsideonline.com\/news\/hard-miles-wants-to-be-the-first-great-bicycling-movie-since-breaking-away\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/news\/hard-miles-wants-to-be-the-first-great-bicycling-movie-since-breaking-away\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"\u2018hard miles\u2019 wants to be the first great bicycling movie since \u2018breaking away\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\/news\/hard-miles-wants-to-be-the-first-great-bicycling-movie-since-breaking-away\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"\u2018hard miles\u2019 wants to be the first great bicycling movie since \u2018breaking away\u2019\"}}\u0027>\n \u2018hard miles\u2019 wants to be the first great bicycling movie since \u2018breaking away\u2019\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"the 6 best bikepacking routes in the us","url":"https:\/\/velo.outsideonline.com\/gravel\/6-best-bikepacking-routes-usa\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/gravel\/6-best-bikepacking-routes-usa\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"the 6 best bikepacking routes in the us\"}}\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\/6-best-bikepacking-routes-usa\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"the 6 best bikepacking routes in the us\"}}\u0027>\n the 6 best bikepacking routes in the us\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"kona bikes bails on sea otter classic with no explanation","url":"https:\/\/velo.outsideonline.com\/news\/kona-bikes-bails-on-sea-otter-classic-with-no-explanation\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/news\/kona-bikes-bails-on-sea-otter-classic-with-no-explanation\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"kona bikes bails on sea otter classic with no explanation\"}}\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\/kona-bikes-bails-on-sea-otter-classic-with-no-explanation\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"kona bikes bails on sea otter classic with no explanation\"}}\u0027>\n kona bikes bails on sea otter classic with no explanation\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":"haro bikes is set to release a new race road bike and gravel bike. wait, what","url":"https:\/\/velo.outsideonline.com\/road\/road-gear\/haro-buzzard-rivette-road-gravel\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-gear\/haro-buzzard-rivette-road-gravel\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"haro bikes is set to release a new race road bike and gravel bike. wait, what\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-gear\/haro-buzzard-rivette-road-gravel\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"haro bikes is set to release a new race road bike and gravel bike. wait, what\"}}\u0027>\n haro bikes is set to release a new race road bike and gravel bike. wait, what\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"deep freeze at fl\u00e8che wallonne: shivering skjelmose carried off bike with hypothermia","url":"https:\/\/velo.outsideonline.com\/road\/road-racing\/shivering-skjelmose-carried-off-bike-in-winter-like-conditions-at-fleche-wallonne\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/shivering-skjelmose-carried-off-bike-in-winter-like-conditions-at-fleche-wallonne\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"deep freeze at fl\u00e8che wallonne: shivering skjelmose carried off bike with hypothermia\"}}\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\/shivering-skjelmose-carried-off-bike-in-winter-like-conditions-at-fleche-wallonne\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"deep freeze at fl\u00e8che wallonne: shivering skjelmose carried off bike with hypothermia\"}}\u0027>\n deep freeze at fl\u00e8che wallonne: shivering skjelmose carried off bike with hypothermia\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 >\", \"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 ride the rockies canceled for 2024, future uncertain\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"are time pedals back from the dead","url":"https:\/\/velo.outsideonline.com\/news\/time-pedals-lineup-refresh-sea-otter-classic-2024\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/news\/time-pedals-lineup-refresh-sea-otter-classic-2024\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"are time pedals back from the dead\"}}\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\/time-pedals-lineup-refresh-sea-otter-classic-2024\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"are time pedals back from the dead\"}}\u0027>\n are time pedals back from the dead\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":"sea otter randoms: limited edition saddle, updated ritte, salsa e-bike and more","url":"https:\/\/velo.outsideonline.com\/road\/road-gear\/sea-otter-randoms-limited-edition-saddle-updated-ritte-salsa-e-bike-and-more\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-gear\/sea-otter-randoms-limited-edition-saddle-updated-ritte-salsa-e-bike-and-more\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"sea otter randoms: limited edition saddle, updated ritte, salsa e-bike and more\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-gear\/sea-otter-randoms-limited-edition-saddle-updated-ritte-salsa-e-bike-and-more\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"sea otter randoms: limited edition saddle, updated ritte, salsa e-bike and more\"}}\u0027>\n sea otter randoms: limited edition saddle, updated ritte, salsa e-bike and more\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"new titanium brand chandi brings decades of frame building experience to its beautiful bikes","url":"https:\/\/velo.outsideonline.com\/road\/road-gear\/new-titanium-brand-chandi-brings-decades-of-frame-building-experience-to-its-beautiful-bikes\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-gear\/new-titanium-brand-chandi-brings-decades-of-frame-building-experience-to-its-beautiful-bikes\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"new titanium brand chandi brings decades of frame building experience to its beautiful bikes\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-gear\/new-titanium-brand-chandi-brings-decades-of-frame-building-experience-to-its-beautiful-bikes\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"new titanium brand chandi brings decades of frame building experience to its beautiful bikes\"}}\u0027>\n new titanium brand chandi brings decades of frame building experience to its beautiful bikes\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"the ritchey montebello brings steel goodness to all-road","url":"https:\/\/velo.outsideonline.com\/road\/road-gear\/ritchey-montebello-brings-steel-goodness-to-all-road\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-gear\/ritchey-montebello-brings-steel-goodness-to-all-road\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"the ritchey montebello brings steel goodness to all-road\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-gear\/ritchey-montebello-brings-steel-goodness-to-all-road\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"the ritchey montebello brings steel goodness to all-road\"}}\u0027>\n the ritchey montebello brings steel goodness to all-road\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"tadej poga\u010dar seizes li\u00e8ge-bastogne-li\u00e8ge with dominant solo display","url":"https:\/\/velo.outsideonline.com\/road\/road-racing\/tadej-pogacar-seizes-liege-bastogne-liege-with-dominant-solo-display\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/tadej-pogacar-seizes-liege-bastogne-liege-with-dominant-solo-display\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"tadej poga\u010dar seizes li\u00e8ge-bastogne-li\u00e8ge with dominant solo display\"}}\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\/tadej-pogacar-seizes-liege-bastogne-liege-with-dominant-solo-display\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"tadej poga\u010dar seizes li\u00e8ge-bastogne-li\u00e8ge with dominant solo display\"}}\u0027>\n tadej poga\u010dar seizes li\u00e8ge-bastogne-li\u00e8ge with dominant solo display\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"breaking: ncl pulling plug on 2024 season \u2018effective immediately\u2019","url":"https:\/\/velo.outsideonline.com\/road\/road-racing\/breaking-ncl-shutting-down-immediately\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/breaking-ncl-shutting-down-immediately\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"breaking: ncl pulling plug on 2024 season \u2018effective immediately\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\/breaking-ncl-shutting-down-immediately\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"breaking: ncl pulling plug on 2024 season \u2018effective immediately\u2019\"}}\u0027>\n breaking: ncl pulling plug on 2024 season \u2018effective immediately\u2019\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"trek launches carback radar rear bike light with 2 km daytime visibility","url":"https:\/\/velo.outsideonline.com\/news\/trek-carback-radar-rear-bike-light-challenges-garmin\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/news\/trek-carback-radar-rear-bike-light-challenges-garmin\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"trek launches carback radar rear bike light with 2 km daytime visibility\"}}\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\/trek-carback-radar-rear-bike-light-challenges-garmin\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"trek launches carback radar rear bike light with 2 km daytime visibility\"}}\u0027>\n trek launches carback radar rear bike light with 2 km daytime visibility\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"poga\u010dar vs. van der poel: li\u00e8ge-bastogne-li\u00e8ge set for epic showdown","url":"https:\/\/velo.outsideonline.com\/road\/road-racing\/liege-bastogne-liege-showdown-can-van-der-poel-answer-when-pogacar-attacks\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/liege-bastogne-liege-showdown-can-van-der-poel-answer-when-pogacar-attacks\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"poga\u010dar vs. van der poel: li\u00e8ge-bastogne-li\u00e8ge set for epic showdown\"}}\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\/liege-bastogne-liege-showdown-can-van-der-poel-answer-when-pogacar-attacks\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"poga\u010dar vs. van der poel: li\u00e8ge-bastogne-li\u00e8ge set for epic showdown\"}}\u0027>\n poga\u010dar vs. van der poel: li\u00e8ge-bastogne-li\u00e8ge set for epic showdown\n \n \n \n \n \n\n \n \n \n \n \n\n \n "}]' > >", "name": "footer-menu", "type": "link"}}'>advertise >", "name": "footer-menu", "type": "link"}}'>privacy policy >", "name": "footer-menu", "type": "link"}}'>contact >", "name": "footer-menu", "type": "link"}}'>careers >", "name": "footer-menu", "type": "link"}}'>terms of use >", "name": "footer-menu", "type": "link"}}'>site map >", "name": "footer-menu", "type": "link"}}'>my newsletters manage cookie preferences privacy request healthy living.

• Clean Eating
• Vegetarian Times
• Yoga Journal
• Fly Fishing Film Tour
• National Park Trips
• Warren Miller
• Fastest Known Time
• Trail Runner
• Women's Running
• Bicycle Retailer & Industry News
• FinisherPix
• Outside Events Cycling Series
• Outside Shop

© 2024 Outside Interactive, Inc

2021 Trek Émonda SLR 9 eTap road bike first ride review – An aerodynamic climber

Trek’s flagship 2021 Émonda SLR 9 eTap model is the third generation of the American brand’s climbing specialist. With a completely new frame, a new Bontrager cockpit and wheels, the latest model also promises to deliver on flat terrain. Read on to find out whether Trek have mastered the balancing act between aerodynamics and light weight and how it compares to the Madone.

The Émonda has always been Trek’s quintessential road bike and the lightest model in their portfolio. The Émonda series has always developed in quantum leaps, taking Trek into a new era with every new generation: while the goal of the first generation was to fall below the 5 kg mark, the flagship model of the second generation already came in at just under 6.8 kg, including disc brakes . Trek were yet to include features such as internal cable routing, aerodynamic optimisation or increased tire clearance. That’s all about to change with the brand new, 2021 Émonda SLR 9 eTap, which was developed from the ground up in close cooperation with Trek’s in-house pro racing team. The briefing of Trek-Segafredo was to fill the gap that had opened up between the lightweight Émonda and the aero optimised Madone ! A lightweight, aerodynamic bike that combines the best of both extremes, making it a high-performance all-rounder. While the advantages of aerodynamic bikes are obvious, it was extremely important for the team to meet the UCI weight limit of 6.8 kg. For top-performing athletes in the pro peloton, this is an entirely legitimate and important objective as they’ve already optimised their own weight to the maximum and races are often won or lost depending on the riders’ power to weight ratio.

The concept of the Trek Émonda frame

The latest generation Émonda is as light as Trek’s current know-how was able to make it while keeping the design aerodynamically optimised. Heavily influencing the bike’s development was the climb to Alpe d’Huez with its 21 hairpin bends, 1,120 meters of altitude over 13.8 kilometres and an average gradient of 8.1%. As you can imagine, weight played a crucial role. If aerodynamics were the only issue, the Émonda would have ended up looking just like the Madone. According to Trek, the latter will still be faster when it comes to wind resistance on flat terrain. However, the size 56 Madone weighs 7.63 kg, considerably more than the size 58 Émonda SLR, which comes in at just 6.86 kg. In contrast to the Madone, the aerodynamic optimisation of the new Émonda didn’t concentrate on the effect of high-speed wind hitting the bike head-on, but rather on the type of turbulent winds and gusts that you’re likely to encounter while climbing alpine passes such as Alpe d ‘Huez. This is referred to as slow or unsteady aerodynamics, which places a higher emphasis on constantly changing wind directions and rider positions at slow to medium speeds. Of course, the tube shapes and aerodynamic details developed in this way should also offer advantages over traditional round tube designs at high speeds, though not quite at the same level as a pure-bred aero bike such as the Madone. If you compare the difference in cross-sections of the tubes between the 2018 Émonda and the latest generation model, you can clearly see how aerodynamic optimisation affects the design of the bike.

In order to achieve the optimal balance between aerodynamics and weight, Trek rely on a new carbon technology called OCLV 800. Developing this new proprietary composite was a necessary step in achieving their goal since aerodynamically shaped tubes are typically heavier and less stiff than round tubes. Previously, OCLV 700 was Trek’s best performing carbon composite. According to Trek, when comparing OCLV 700 and 800, they were able to make the frame 60 g lighter, all else being equal. Considering the raw frame weight of 698 g for the SLR model (incl. derailleur hanger), that’s a saving of close to 10%. The new wonder material is reserved exclusively for the SLR models while the Émonda SL range will rely on Trek’s OCLV 500 grade composite. This results in almost double the raw frame weight, bringing it up to 1,140 g (incl. derailleur hanger). Like all of Trek’s road bikes, the new Émonda is approved for a rider weight of up to 125 kg. Trek also approve the use of the Émonda on a home trainer. Unfortunately, they couldn’t tell us whether the bike’s weight and aerodynamic optimisation would also have a positive effect on your results in a race on Zwift. 😉

The latest design of the Émonda is optimised for 25 mm wide tires with a maximum clearance of up to 700 x 28C. This includes the prescribed 4 mm of clearance per side plus an additional 2 mm tolerance. In practice, this means that you should be able to fit slightly wider tires, depending on the rim and tire combination. For the bottom bracket, Trek rely the T47 standard, which we first saw on Trek’s new Crockett cyclocross bike and is likely to feature on all future models. Besides being compatible with 24 and 30 mm axles, Trek see further advantages in the oversized bottom bracket housing as it provides added torsional rigidity. The frame set doesn’t only eschew with mounting points for mudguards but also Trek’s proprietary IsoSpeed system, as featured on the Madone and Trek Domane to much acclaim for the comfort that it adds. Even the dropped chainstays as you’ll often see on modern road bikes have had to give way to weight optimisation and maximum performance. Similar to the GIANT TCR Advanced SL 0 Disc or the OPEN MIN.D . Trek have integrated the seat post and seat cap, though with a comparatively generous adjustment range of 60 mm. Cable routing is internal throughout. The Émonda is compatible with all current electronic and mechanical groupsets as well as two-by drivetrains with a maximum chainring size of 53/39 t and one-by drivetrains with a maximum chainring of 50 t. It is disc brake specific only, whereby customers can choose between 140 or 160 mm rotors on the rear and the front is exclusively compatible with 160 mm rotors. Other features rounding off the frameset include the 100×12 mm thru-axle standard up front and 142×12 mm at the rear as well as the option of integrating Bontrager’s DuoTrap sensor into the chainstay.

However, Trek didn’t focus solely on optimising the frame but rather considered the bike as a whole as they developed the new Émonda. They invested heavily in their cooperation with the in-house brand Bontrager to develop a coherent overall concept, especially with regards to the cockpit and wheels.

Bontrager’s Aeolus RSL one-piece cockpit

The one-piece Bontrager Aeolus RSL cockpit made of OCLV carbon was designed specifically for the Émonda SLR and is reserved exclusively for the flagship models, while the SL models have to make do with a conventional stem and handlebar. We were particularly impressed with the way the included Blendr bracket for your GPS device and light attaches seamlessly to the handlebar. Even the cable routing is neat. Instead of routing the cables through the handlebar, they are guided along a channel in the bottom of the bar and stem and then enter the frame via a specially designed spacer, as on the ROSE REVEAL . This makes maintenance and replacements a whole lot easier. The Aeolus RSL cockpit is optimised for eTap (AXS) and Di2 groupsets and relies on the conventional 1 ⅛” steerer tube diameter, making it cross-compatible with other bikes. It’s equally compatible with mechanical shifters. However, the housing of your shifter cable could protrude slightly from the channel for the cables. The cockpit comes with a stem angle of -7°, a reach of 100 mm and a drop of 124 mm. You’ll be able to use conventional spacers on either side of the stem in order to set your desired cockpit height without having to shorten the steerer tube. On top of that, the cockpit is claimed to be 7 watts more efficient than its predecessor and is approx. 160 g lighter than the two-piece, integrated cockpit featured on the Trek Madone. See the table below for the available cockpit configurations (options vary depending on the market).

New Bontrager Aeolus wheels on the 2021 Trek Émonda

In addition to the brand new cockpit, Trek present a new range of Aeolus wheels. The carbon wheels are available in three versions: RSL, Pro and Elite. All models are designed for clincher tires, tubeless-ready and exclusively for disc brakes with 24 spoke holes, centerlock rotor mounts, 12 mm thru-axles front and rear and no weight limit. The freehubs are compatible with Shimano 10/11-speed and SRAM 10/11-speed cassettes across the range, whereby 12-speed freehubs will be sold separately. All of Bontrager’s products come with the so-called Unconditional Bontrager Guarantee . See the table below for all the details at a glance.

The concept behind the Aeolus RSL 37 TLR disc wheels as featured on our test bike is en par with that of the Émonda: lightweight with good aerodynamic performance.

Project One for the Émonda

Project One has long been the go-to for all Trek enthusiasts who want something a little more special than the standard paint jobs and spec, never failing to deliver some truly jaw-dropping creations! Included are three new ICON paint jobs, Amplified Alchemy, Holographic Diamond, and Gold Flake (including real 24k gold), as well as the new KOM signature series. Besides the pre-configured ICON paint jobs, Project One allows customers to choose any colour combination from 49 different shades. In terms of componentry, you can take your pick of any component that Trek’s portfolio offers. If that’s not enough, we recommend taking a closer look at Project One Ultimate. Here, one of Trek’s own designers will help you realise your dream build with a professional custom paint job and every conceivable componentry spec. Price? Available on request.

Trek Émonda SLR 9 eTap 2021 – geometry and spec

Unlike the predecessor, Trek have done away with the two different geometry options, H1 (aggressive sitting position) and H2 (more relaxed sitting position), designing the new Émonda around H1.5 geometry. This should offer a good balance between aggressiveness and everyday suitability. Trek also refrain from gender-specific models, offering all frame sizes for both women and men. Instead, the stem, crank and handlebar are adjusted to suit smaller riders. In terms of fit and geometry, the Émonda is heavily based on the Madone aero bike.

Depending on the frame size, the integrated seat post can be combined with two seat caps of different lengths. For sizes 47 to 54, you get a 135 mm long cap. The frame sizes 56 to 62 come with a 175 mm cap. Both caps are available with 5 or 20 mm offset, to allow you to find the optimal fit. The adjustment range of the seat post cap is 60 mm for both variants.

The flagship model that we tested came with a 2×12 SRAM RED eTap AXS groupset (click for review) , including an integrated Quarq power meter, priced at € 10,999 and weighing in at just 6.86 kg in size 58. The spec list at a glance:

Groupset SRAM RED eTap AXS, 2 × 12, 48–35T Cassette SRAM RED 10–33T Brakes SRAM RED eTap AXS 160/160 mm Wheels Bontrager Aeolus RSL 37 TLR Disc Tires Bontrager R4 320, 700 x 25C Seat post Bontrager carbon integrated, 20 mm offset Handlebar Bontrager Aeolus RSL Integrated, OCLV Carbon, 440 mm Stem Bontrager Aeolus RSL Integrated, OCLV Carbon, 110 mm Weight 6.86 kg in size 58 Price 10.999 € Availability now at official dealers

Trek Émonda first ride review

On our first ride, the Émonda delivered a convincing performance with extremely light-footed acceleration. No matter whether you’re exiting a corner, from a standstill or on an incline: the slightest bit of pressure on the pedals is immediately converted into forward propulsion. The surprising thing is not just how fast the Trek accelerates in every situation, but how efficiently it is able to maintain its speed on flat terrain or on ascents with a gradient of 1-2%. Speed all-rounder? Check!

The Trek doesn’t hide its competitive genes with regards to handling either, responding to the rider’s input with extreme precision. For experienced pilots, this results in handling that allows you to navigate tight corners even at high speeds. However, this also means that beginners should approach the Trek’s direct and precise handling with caution. It’s like a road-legal Formula 1 car and it needs to be handled accordingly. However, all this doesn’t mean that it’s difficult to keep the Trek going in a straight line. The geometry allows you to hold a straight line without any feeling nervousness or like you’ll get a speed wobble, successfully combining agility and composure.

As with the handling, you have to remind yourself of the type of bike you’re dealing with when considering comfort. The vertical compliance of the frameset is limited due to its aggressive nature, offering limited comfort on extended rides. The Émonda is not uncomfortable per se since it offers a pleasant degree of vibration damping. However, bigger bumps are passed on to the rider unfiltered. The more competitive riders amongst us will enjoy the feedback that you get from the ground, while those who prefer just cruising will miss the IsoSpeed damping system. Just like handling and comfort, the riding position screams pro-peloton and is aggressively stretched. Due to the combination of an integrated seat post and seat cap, it is important to go for a bike fitting before deciding which size to buy and make sure that you’ll be able to get comfortable. Although the adjustment range is comparatively big, riders with long legs and a short torso might reach the limits of what’s feasible due to the bike’s design.

How does the Émonda compare to the Madone

Èmonda or Madone? This is a question that not only the professionals will have to ask themselves in future races. As expected, the Émonda clearly has the edge in mountainous terrain, when sprinting up steep inclines and winding up endless climbs. Even on the descents, the razor-sharp handling and fast acceleration out of the corners put it far ahead of the Madone. On flat terrain, the Èmonda comes in at a very close second to the Madone as it is unaffected by changing wind conditions and crosswinds, delivering an equally convincing performance here. Even if it is slightly “slower” than the more aerodynamic Madone when studied in a laboratory, it has some clear advantages over the Madone in certain scenarios.

The Madone is perfectly equipped for everything from hilly to flat terrain. If you’re not racing against the clock on the climbs but simply trying to defeat your inner bastard, you can also tackle those mountain passes on the Madone. It is lightning-fast on flat terrain, but its oversized tube shapes and deep rims also make it very sensitive to crosswinds. In terms of comfort, the Madone is clearly superior: the IsoSpeed damping system doesn’t affect efficiency while taking the horror out of bad roads and is a huge plus on long rides. It allows you to go on long rides in a relaxed fashion without having to make an appointment with the physiotherapist when you get home.

Our conclusion on the 2021 Trek Émonda SLR 9 eTap

Trek’s 2021 Èmonda SLR 9 eTap is a speed-seeking all-rounder with super quick acceleration and razor-sharp handling in every situation. Anyone looking for a bike to take to the races or with a need for speed on their flat-out after-work ride will find it here. If you enjoy long all-day rides, you’ll find more versatile alternatives in the Madone or the Domane, which are much more comfortable. The Émonda was built with the aim of conquering Alp d’Huez’s 21 hairpin bends as quickly as possible and that’s exactly what it is ready for!

• light-footedness and speed in every situation
• high precision
• race-level stiffness when attacking
• coherent overall concept
• tidy look with excellent attention to detail

• race-level stiffness all the time

For more information about the Èmonda visit trekbikes.com . If you want to know more about the latest Bontrager products check bontrager.com .

Did you enjoy this article? If so, we would be stoked if you decide to support us with a monthly contribution. By becoming a supporter of GRAN FONDO, you will help secure a sustainable future for high-quality cycling journalism. Click here to learn more .

Words & Photos: Benjamin Topf

You may also like

Cold start – Getting a jump start on the season with an e-gravel bike and the...

FOCUS PARALANE 8.9 – Back to the roots yet up to date?

2024 GIANT Defy Advanced SL – More than just a pretty face?

Canyon Endurace CF SLX 8 AXS Aero – All in the name of speed and distance?

Specialized S-Works Roubaix SL8 – A gravel wolf in all-road clothing?

Endurance road bikes with an adventurous spirit – Shootout of four of the hottest...

• Émonda SL Frameset

Product features

Émonda tech.

More than marginal gains. Maximum results you feel on the road.

Ultra lightweight

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

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.

H2 is the optimal fit to put most riders, including many of our Pro Team athletes, in the right position for power and performance.

Direct brake mount

Direct brake mounts connect directly to the frame to reduce redundant parts and increase overall braking performance.

• Go! E-bikes
• Accessories
• Find a retailer

ABOUT ELECTRA

• Electra history
• Flat Foot Technology
• Brand partners
• Electra Funbassadors
• Work at Electra
• Customer care
• Bike registration
• Manuals & user guides
• Shipping & delivery
• Newsletter signup
• Global distributors
• How to shop safely
• Privacy policy & terms of use
• Accessibility
• Cookie policy
• California Transparency Act

United States / English

• © Electra Bicycle Company 2024

New Trek Emonda gets the aero treatment

Trek launches sub-700g Emonda frame with aero tubing, OCLV 800 carbon, H1.5 fit and threaded bottom bracket

Trek has today announced the launch of its new flagship lightweight road bike , the Emonda. The latest iteration of which sees improvements in aerodynamics, new OCLV 800 carbon fibre, H1.5 geometry and comes alongside the launch of new Bontrager Aeolus wheels and all-new an integrated Aeolus bar-stem. 

Best road bikes Best carbon road bikes Trek road bikes

The launch sees two new frames; the flagship Emonda SLR and the more budget-friendly Emonda SL, both of which share the same tube shapes - and therefore the same aerodynamic efficiency - but differ by way of carbon layup and specifications. There are no women's specific models, instead, Trek relies on adjustments such as narrower handlebars and shorter stems for smaller sized frames.

The new Emonda SLR is claimed to be the brand's 'fastest climbing bike', balancing an offset of increased weight and reduced drag to maximise seconds saved over the course of a climb. In Trek's testing, the new bike can save a rider 19.1 seconds per hour on a simulated replica of the 8.1 per cent slopes of Alpe D'Huez, and, It'll even save you 22.8 seconds per hour on Zwift Epic KOM - a sign of the times.

While the new Emonda does see a weight gain compared to its ancestors, an unpainted frame remains under 700g, with a frame and fork combining to weigh just 1.063kg (with hanger, but without paint).

According to Trek, this is made possible by the upgrade to OCLV 800; a new, proprietary, higher-modulus carbon-fibre layup that has been two years in the making. OCLV 800 is 30 per cent stronger than the OCLV 700 carbon used on the former model and Trek was, therefore, able to use less overall material for the same stiffness and durability. The result is around an eight per cent (~60 gram) saving for the same frame shape.

Aerodynamically, the new model halves the deficit between the old Emonda and the current Madone. Thanks to updated tube shaping along with the updated wheels and bar-stem combo, the new Emonda is claimed to be 183 grams of drag faster than its forebear, and save a minute-per-hour over flat ground at an average of 350 watts. 

Traditionalists and rim brake purists might want to look away now, as the new Emonda has committed to disc brakes only for its latest iteration, however, unlike the recently launched new Giant TCR , the Emonda SL and SLR are compatible with both electronic and mechanical groupsets. 

Get The Leadout Newsletter

The latest race content, interviews, features, reviews and expert buying guides, direct to your inbox!

Tyre clearance is officially restricted to 28mm, which is less progressive than most would expect, however, this does allow for 4mm of clearance and 2mm extra of tolerance. The new model also sees a switch to Trek's latest bottom-bracket standard, T47, a threaded bottom bracket that Trek says allowed a lighter frame weight, and has gained plaudits for being reliable, adaptable, serviceable, and well, for just not being press fit. 

Foregoing the H1 and H2 fit options which allowed for two different levels of 'aggressiveness' in fit position. The new Emonda is given H1.5 geometry, which unsurprisingly, sits halfway between the two former options. Compared to the competition, the new Emonda remains a relatively racy proposition, sharing a geometry chart with the brand's aero Madone. 

Available models and Project One

The new Emonda will be available via Project One, Trek's custom paint scheme, with ICON and KOM colour schemes, as well as Project One Ultimate, which equates to a fully custom option from any of Trek's colour palettes and specification options. 

Off the shelf, the following models are available:

The Emonda SL, as mentioned, shares the exact same tube profiling as the SLR, but is made using OCLV 500 carbon fibre, a heavier - and cheaper - layup. Spec also differs in that it doesn't get the new Aeolus RSL wheels or bar-stem, instead topping out with the Aeolus Pro 37 wheels and either SRAM Force eTap AXS or Shimano Ultegra Di2 groupsets. 

• Emonda SL 5: (US$2699 / €2599 / £2275 / AU$3999.99)
• Emonda SL 6: (US$3299 / €3299 / £2900 / AU$TBC)
• Emonda SL 6 Pro: (US$3799 / €3799 / £3350 / AU$5499.99)
• Emonda SL 7: (US$5499 / €5499 / £4850 / AU$7499.99)
• Emonda SL 7 eTap: (US$5999 / €5999 / £5250 / AU$TBC)
• Emonda SL Disc Frame Set: (Pricing TBC) 
• Emonda SLR 6: (US$6699 / €6199 / £5450 / AU$TBC)
• Emonda SLR 7: (US$8299 / €6699 / £5900 / AU$10249.99)
• Emonda SLR 7 eTap: (US$8799 / €7799 / £6850 / AU$TBC)
• Emonda SLR 9: (US$11999 / €10999 / £9700 / AU$TBC)
• Emonda SLR 9 eTap: (US$11999 / €10999 / £9700 / AU$TBC)
• Emonda SLR Disc Frame Set: (Pricing TBC) 

New Bontrager Aeolus wheels

Alongside the launch of the new Emonda, Bontrager, Trek's component subsidiary, has announced the launch of an all-new wheel range. 

The new range comprises the range-topping Aeolus RSL 37, the performance-on-a-budget Aeolus Pro 37, and the most cost-effective, entry-level Aeolus Elite in a choice of 35 or 50mm depths. All new models are tubeless-ready and come complete with rim strips, traditional rim tape, and a tubeless valve. None of which have a rider weight limit and all are backed by Bontrager's lifetime warranty. 

• More info: Bontrager launches three new wheelsets alongside new Trek Emonda

New Bontrager Aeolus Bar-stem

There is also a new Bontrager Aeolus one-piece bar-stem combo, available in widths from 38cm to 44cm, and with stem lengths ranging from 80mm to 120mm, although, as is often the requirement from pro riders, we expect longer stem lengths to follow. Weights range from 272g to 295g. 

The Aeolus bar-stem is Blendr compatible, and is claimed to be worth seven watts over the previous XXX bar-stem, and has cleverly hidden external cable routing that combines aerodynamic performance with hassle-free maintenance. A true win-win in our eyes. 

Thank you for reading 5 articles in the past 30 days*

Join now for unlimited access

Enjoy your first month for just £1 / $1 / €1

*Read any 5 articles for free in each 30-day period, this automatically resets

After your trial you will be billed £4.99 $7.99 €5.99 per month, cancel anytime. Or sign up for one year for just £49 $79 €59

Try your first month for just £1 / $1 / €1

As the Tech Editor here at Cyclingnews, Josh leads on content relating to all-things tech, including bikes, kit and components in order to cover product launches and curate our world-class buying guides, reviews and deals. Alongside this, his love for WorldTour racing and eagle eyes mean he's often breaking tech stories from the pro peloton too. 

On the bike, 32-year-old Josh has been riding and racing since his early teens. He started out racing cross country when 26-inch wheels and triple chainsets were still mainstream, but he found favour in road racing in his early 20s and has never looked back. He's always training for the next big event and is keen to get his hands on the newest tech to help. He enjoys a good long ride on road or gravel, but he's most alive when he's elbow-to-elbow in a local criterium. 

Surprise Specialized sale slashes hundreds of bikes and accessories by 50%

Best bike phone mounts 2024: Stylish and practical phone holders

Late call up for Cameron Scott leads to Tour de Romandie prologue podium

Most Popular

Trek Emonda SL6 Pro review

Trek's latest GC/climbing bike has undergone an aero transformation, but has it helped?

• Sign up to our newsletter Newsletter

The radical changes brought about in this new Emonda frame are somewhat hampered within the SL range owing to the heavier nature of the frame and subsequent ride quality of the 500 Series OCLV carbon. It is a solid all-round performer and there's no getting away from the fact the ride quality provides a good balance of efficiency and ride comfort. It's just if you were looking for an improvement on the ride of the previous model you'll need to hold off and get one of the higher level SLR models to truly see improvements.

Efficient power transfer

Excellent handling prowess

Compliant ride

New SL frame has lost some of the excitement of the existing Émonda

Heavy for a 'climbing' bike

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

Trek recently released a brand new re-imagining of the Emonda, the brand's lightweight climbing/GC model platform, featuring a drastically aero-ised chasis. The model family is split into a higher tier SLR and the lower SL range that this SL6 Pro sits in, the critical difference is in the carbon layup and the enhanced integration sported by the SLR range.

The frame on the Emonda SL6 Pro is constructed of Trek's own 500 Series OCLV carbon fibre. This carbon layup might be heavier than the newly showcased ultra light 800 Series OCLV of the top level SLR Émonda's but is considerably more economical to produce, helping keep the SL range prices in a much more affordable tier.

>>> The Trek Madone gets an update, but you won't spot it

The new Emonda features a completely new set of tube shapes, most of which have gone down the aero route. But Trek is at pains to keep the comparisons to the Madone aero race bike to a minimum; this isn’t simple a ‘Madone Lite’. Rather than being the same elongated shapes as found on a proper aero race bike, the aero shaping of the Emonda’s tubes is much more subtle and is based around the principle of unsteady aerodynamics.

>>> Best road bikes reviewed

In this case it’s more about how drag is affected through wind gusts and other factors at slower speeds than the usual 45km/h, after all, not even pros climb at these speeds. There are still the characteristic truncated airfoil shapes that we associate with aero frames but the effect is far less dramatic and produces a frame that still has a traditional look.

Trek Madone SLR9 Disc review

Trek hasn’t jumped on the dropped seatstay bandwagon with the new frame either, preferring to stick to a set of widely spaced yet aero shaped, thin seat stays.

The new frame also enjoys a little more integration, bringing it more in-line with the Madone. All models now see the cable routing brought neatly into the frame at the front of the headtube keeping the front end profile as slippery as possible.

The other notable feature of the new frame is a wholesale move to the T47 bottom bracket standard . This style marries the reliability of a threaded shell with the capability of running larger diameter internal bearings and enables Trek to maintain its characteristic wide and efficient bottom bracket stance.

The new Emonda range has also been designed with Trek’s middle-ground H1.5 geometry ensuring a set of numbers that sits it half way between the ultra-aggressive pro H1 and its laid back and relaxed, endurance specific H2 geometry. A tall stack of split spacers under the stem provides plenty of height adjustment for a wide range of rider requirements.

And finally, keeping the Emonda in a pretty rigid user set Trek has bucked another trend and limited tyre clearance to just 28c putting the focus of the bike purely on road going high performance.

The SL6 Pro sits near the top of the SL range and as such has a a pretty decent spec sheet. A mechanical Shimano Ultegra is the least we would expect at the +£3,000 price point and we don't need to point out how reliable and consistent it is in providing smooth shifting and braking.

As with the entire Emonda range the SL6 Pro runs on Bontrager wheels; Aeolus Elite 35 to be precise. These feature a carbon 35mm depth and complement the new 'aero' frame without compromising too much on weight and climbing ability. They feel stiff under power and spin up to speed relatively quickly. There are lighter and faster wheels that would suit the new frame but at this price point the Aeolus Elite is spot on. The tyres are Bontrager as well, in this instance 25mm R2 Hardcase Lite tyres. These are not Bontrager's fastest tyres, more classed as an everyday tyre with plenty of puncture protection.

In a complete whitewash the entirety of the finishing kit is also provided by Bontrager. Unlike the integrated carbon bar/stem of the higher end SLR models, the SL6 Pro is fitted with a standard aluminium handlebar and separate stem, allowing for much simpler cockpit customisation. Despite the more ordinary setup the cable routing is still really neat underneath the stem without needing any additional housing.

The Émonda maintains the 'reversed' seat post, with a larger diameter seatpost mast fitted over the seat tube. This allows for plenty of adjustment plus further lengths are available if needed. The Bontrager Aeolus saddle also stands out for being incredibly comfortable even when sat right on the nose.

I was curious to see if the new Emonda was able to improve on the ride quality of the highly rated existing version and the short answer is yes, well kind of....

The first thing to note is that in this new guise, the lower SL version I have on test feels a little chunky at over 8 kilograms - not something you expect when the bike's raison d'etre is all about low weight and climbing. However a total mass doesn't always equate to an anchor of a ride experience and this is true of the Émonda.

Trek has managed to provide a level of stiffness around the bottom bracket that enables the Émonda to deliver in its promise of rewarding effort. Granted it takes less effort to maintain speeds on flat and rolling terrain, much like the Madone aero bike, and I'm certain it is a 'faster' bike than the last version. But I can't help but feel that this new design has stifled some of the existing model's lively and exciting ride nature - it feels like using adjectives such as solid and dependable is more appropriate, almost like the Domane endurance bike.

Trek's relaxing of the geometry on the Emonda has increased its ability to keep you comfortable and riding hard on a long ride and I had no issue taking on some challenging and long routes around Dorset and South Wales. The tall stack of shaped and split spacers sit the cockpit a little too high for my personal preference but luckily I was able to drop the stem height by using some standard spacers on top of the stem, without needing to cut the steerer. This put a little more weight on the front wheel which enabled me to descend the Émonda with aplomb and happily stuff it into downhill corners at high speed without any of the vague feeling that can come with a front end that is a touch too high.

Climbing is where the Emonda should thrive and it certainly is no slouch on your typical British climb, however it doesn't set the tarmac alight and the near eight kilo weight does neuter the Émonda's ability to counter attack when your riding mates try to accelerate away from you on a climb.

It feels like I'm being a little harsh and critical of the Emonda SL6 Pro, after all in most respects it is a solid all-rounder and I have enjoyed my time riding the bike over the last few months. It's a great looking bike and I expect most riders will be satisfied with the performance, it's just I feel it has a lost a little of the magic the old version had. If you are looking for the sort of engaging ride the Emonda is known for I suspect you would need to save your pennies and opt for one of the lighter SLR options and certainly if it was my money that would be what I would need to do.

Thank you for reading 20 articles this month* Join now for unlimited access

Enjoy your first month for just £1 / $1 / €1

*Read 5 free articles per month without a subscription

Join now for unlimited access

Try first month for just £1 / $1 / €1

Get The Leadout Newsletter

The latest race content, interviews, features, reviews and expert buying guides, direct to your inbox!

James Bracey's career has seen him move from geography teacher, to MBR writer, to Cycling Weekly's senior tech writer and video presenter. He possesses an in-depth knowledge of bicycle mechanics, as well as bike fit and coaching qualifications. Bracey enjoys all manner of cycling, from road to gravel and mountain biking.

Colnago’s growth has tripled since the brand’s acquisition by new majority stakeholders in 2020 and seems impervious to the downturn. Here's why.

By Anne-Marije Rook Published 23 April 24

Majority of riders opted for road bikes on technical course around the Swiss city of Payerne

By Adam Becket Published 23 April 24

An average of 67,565 rides were taken a day between September 2022 and September 2023, an increase of 24%

Useful links

• Tour de France
• Giro d'Italia
• Vuelta a España

Buyer's Guides

• Best road bikes
• Best gravel bikes
• Best smart turbo trainers
• Best cycling computers
• Editor's Choice
• Bike Reviews
• Component Reviews
• Clothing Reviews
• Contact Future's experts
• Terms and conditions
• Privacy policy
• Cookies policy
• Advertise with us

Cycling Weekly is part of Future plc, an international media group and leading digital publisher. Visit our corporate site . © Future Publishing Limited Quay House, The Ambury, Bath BA1 1UA. All rights reserved. England and Wales company registration number 2008885.

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

Share this:.

• Click to share on Facebook (Opens in new window)
• Click to email a link to a friend (Opens in new window)

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

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

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

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

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

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

How Aero Is the Emonda?

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

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

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

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

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

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

Other Significant Frame Changes

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

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

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

T47 Bottom Bracket

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

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

800 Series OCLV Carbon

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

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

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

Trek Emonda SLR 9 Ride Experience

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

Damn, It’s Light

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

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

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

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

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

Stiffness vs. Compliance

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

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

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

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

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

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

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

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

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

How Fast Is the Trek Emonda SLR 9 eTap?

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

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

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

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

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

Final Thoughts

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

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

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

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

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

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

Trek Domane Gets Racier, Looks to Keep Reputation for Comfort

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

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

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

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

Follow Us On

Subscribe Now

Get adventure news and gear reviews in your inbox!

Join Our GearJunkie Newsletter

Gear Top Stories Deals

Gear-obsessed editors choose every product we review. We may earn commission if you buy from a link. How we test gear.

Trek’s Latest Émonda ALR Is as Good as Aluminum Road Bikes Get

Dialed geometry, smooth welds, and an excellent ride feel add up to make the latest aluminum Émonda ALR a great alternative to pricier carbon bikes.

The Takeaway: The updated Trek Émonda ALR is thoroughly modern, yet simple and fully upgradable. Just the way an aluminum road bike should be.

Trek Émonda ALR 5

The Émonda ALR borrows its geometry (down to the millimeter) from its much pricier (and lighter weight) carbon fiber version of the Émonda. This means riders get the same, proven, race-winning geometry of the much pricier carbon model for around one thousand dollars less.

While the cost savings might be the most enticing feature of the ALR for many riders, the updated aluminum frame is the showstopper here. Much like its carbon version, the Émonda ALR features a mix of aerofoil (Kammtail) shaped tubes along with more traditional round profiles. Trek uses its 300 Series Alpha aluminum for the frame, which weighs in at 1,257 grams (claimed), for a painted size 56cm. It’s combined with a full carbon fork that adds 406g to the total package. This is impressive—weighing a mere 34g more than Trek’s carbon Émonda SL variant of the frame (which sells for $1,000 more than the ALR).

The Émonda ALR frame is also refreshingly free from proprietary standards. The bike uses a T47 threaded bottom bracket, a round 27.2mm diameter seatpost, and a completely normal handlebar and stem combination using a 31.8 bar clamp and 1-⅛ steer tube. All of these things make the Émonda ALR an easy-to-live-with bike that can be upgraded and customized as riders see fit.

Alloy-frame aficionados have divided opinions about the appearance of welds. Some prefer to see the handy work of the welder and how tidy they can make the welds, while others prefer not to see the welds at all. Fans of chunky welds will be disappointed as Trek employed its Invisible Weld Technology on the Émonda ALR. This technique creates an incredibly seamless look to the frame. At arm's length (and particularly with the black frame), riders can easily mistake the Émonda ALR for a pricier carbon bike.

Another big change is at the Émonda’s front end. Trek implemented an integrated cable routing setup that’s very similar to the style used on the Allez Sprint. This setup sees the cable housing and brake hoses run externally along the bar and stem and then enter the frame through the top headset bearing. This kind of integration has the advantage of allowing riders to easily swap stem lengths or handlebars while still achieving a rather clean-looking cockpit. While Trek avoids the major headaches of cockpit customization with this cable routing solution, like many other recent road and gravel bikes, it suffers the added complexity and expense of routine service (such as replacing cables and housing or servicing headset bearings).

Unlike high-end bikes with electronic shifting—since the Émonda ALR is only sold with mechanical shifting—there are double the cables routing through the headset. Bikes with similar routing often face more rapid deterioration in shift performance (compared to bikes where things are routed externally) due to the tight bends the derailleur housing must make to fit into the space. It makes replacing cables and housing a major headache and costly if you’re not doing it yourself.

According to Cadence Cycling Center in Philadelphia, Pennsylvania, replacing a single-shift cable on a bike with through the headset routing can cost as much as $200 in labor. This is because shops tend to charge for this work by the hour and the time it takes to complete this service varies based on how complicated fishing the housing and cable is through the frame. To perform the same repair on a bike with externally routed cables, I was quoted a flat $25 labor charge.

Fit and Geometry

The Émonda ALR features the same H1.5 geometry that Trek uses on its Émonda and Madone carbon models. This geometry splits the difference between the aggressive H1 fit and the more relaxed H2 version. Meaning that a majority of riders should be able to find a good riding position regardless of whether they want to be long and low or more upright.

Additionally, Trek offers the Émonda ALR in a whopping eight sizes. The smallest size 47cm frame should be good for riders as short as 5’0”, and the largest size 62cm fits riders up to 6’5”, according to Trek.

The ALR Build

Trek currently offers only one complete bike Émonda ALR build. It features Shimano’s excellent 105 11-speed mechanical groupset, along with a Bontrager alloy bar, stem, and seatpost. Rounding things out is a pair of Bontrager alloy Paradigm SL wheels, which are very traditional with round J-bend spokes laced 2x but feature a 21mm internal width and are tubeless-ready. However, riders need to purchase the necessary items to turn them into tubeless wheels (including tubeless-specific tires, valves, and sealant).

Trek prices the Émonda ALR at $2,300 for the complete bike and $1,200 for the frameset.

Trek confirmed that the Émonda ALR will receive an update to 12-speed 105 in the near future. Unfortunately, Trek representatives have not told us how much it will cost or the complete specification list. (But for reference, a 12-speed 105-equipped Domane AL 5 sells for $2,000)

Ride Impressions

Aluminum road bikes often have a reputation for being overly stiff, harsh, and cheap (in a bad way). However, these traits are generally not found on modern and well-engineered aluminum frames. (And it’s such a pervasive stereotype that my colleague Matt Phillips wrote a whole column about it .)

While some bikes lean into aspects of that reputation (the Allez Sprint is an unapologetically stiff-as-hell criterium racing machine), the Émonda ALR takes a slightly different approach. Since it’s modeled after the carbon Émonda (a bike largely intended to win mountain stages in Grand Tour races), the ALR is designed with all-day comfort in mind. This makes the overall ride more relaxed and comfortable compared to the Allez Sprint and should be a plus for many riders.

Even if some might consider 11-speed 105 outdated (due to the recent launch of the 12-speed 105 R7100 components ), Shimano’s 105 R7000-series drivetrain is an excellent and well-proven groupset. The 11-speed group has precise and crisp shifting front and rear and also impresses with powerful braking at the wheels and excellent control of the levers.

In contrast, the most disappointing part of the Émonda ALR’s build kit is its tires. Which would be the absolute first thing I upgrade. The Bontrager R1 wire-bead road tires weigh 360g per tire and are very much included to help meet the Émonda’s price point. They make the bike feel sluggish in a straight line while also not helping to foster any cornering confidence. A swap to even a mid-range tire from any of the major tire brands will probably drop around 30-40g of rotating weight per wheel and dramatically improve the ride quality of the bike.

I found the rest of the ALR’s Bontrager finishing kit perfectly serviceable. The seatpost, stem, and saddle were nothing flashy but did the job. The handlebar has a rather classic feeling bend, drop, and reach. Best of all, if any of these stock items don’t work for you, it’s simple to swap any of them out for a preferred version.

Out of the box, I found the Émonda’s ride quality quite good but perhaps a bit on the firm side. Lowering the tire pressure to around 68-72 psi range greatly improved the comfort. And once I swapped to a set of Continental GP5000 tires, the Émonda ALR really began to shine on the road.

There’s nothing gimmicky about the Émonda ALR. It’s a classic road bike in the simplest sense of the term. Riding it for the first time felt familiar and reassuring. The geometry didn’t require me to adjust to the bike—I could just get on and go. Even on that first ride, I felt like I could dive into corners with the assurance of knowing what the Émonda ALR would do when I leaned in. The geometry was a perfect mix of stability and responsiveness with a dash of that springiness that good metal bikes have.

On flat and rolling terrain, the Émonda ALR is right up there with almost any non-aero road bike of the last few years. Its dialed geometry makes it a pleasure to descend on, and the frame has the right snap to be a truly wonderful climber.

What holds the ALR back on the uphills, though, are the stock wheels. At 1,800 grams, they’re not as heavy as some wheels on bikes in this price range, but they just feel soft and unresponsive. After upgrading the tires, a new set of wheels would be my next purchase for the Émonda ALR.

One aspect of the Émonda ALR that feels a bit dated for a road bike made in 2023: Trek caps the bike’s maximum tire clearance at 28mm. In practice, there is enough room to comfortably run 30 or even 32mm tires (depending on the tire and rim combination). Still, I would feel better with a bit more official wiggle room, especially as it’s gotten harder to predict the measured width of various tire and rim combinations.

Overall, the Émonda ALR gets way more things right than it does wrong. While it's easy to nitpick things like its tires and wheels, Trek uses these parts to get the Émonda ALR to its modest price. And the ALR is up there with some of the best aluminum race bikes. It’s an impeccably finished and thoroughly well-designed aluminum bike that’s only a few grams heavier than its mid-tier carbon version. Plus, the Émonda ALR shares geometry with its pricier siblings and uses no proprietary standards or parts. With the ALR, Trek made a bike that nails all the things that have always made me love aluminum race bikes.

Test Editor Dan Chabanov got his start in cycling as a New York City bike messenger but quickly found his way into road and cyclocross racing, competing in professional cyclocross races from 2009 to 2019 and winning a Master’s National Championship title in 2018. Prior to joining Bicycling in 2021, Dan worked as part of the race organization for the Red Hook Crit, as a coach with EnduranceWERX, as well as a freelance writer and photographer. 

.css-1t6om3g:before{width:1.75rem;height:1.75rem;margin:0 0.625rem -0.125rem 0;content:'';display:inline-block;-webkit-background-size:1.25rem;background-size:1.25rem;background-color:#F8D811;color:#000;background-repeat:no-repeat;-webkit-background-position:center;background-position:center;}.loaded .css-1t6om3g:before{background-image:url(/_assets/design-tokens/bicycling/static/images/chevron-design-element.c42d609.svg);} Member Exclusive

Build a Strong Core With V-Ups

7 Expert Tips for Lowering Your Cholesterol

How to Improve Your Ankle Mobility

She’s Been Bike Touring Most of Her Life

The Hottest Road and Gravel Bikes for Spring

How Pros Tackle Recovery During Tour de France

Allergies Ruining Your Ride? Here’s What to Do.

20-Minute Exercise Ball Workout

How to Calculate Your Power-To-Weight Ratio

The Best Exercises to Increase Mitochondria

How This Crit Racer Fuels Her Performances

• Émonda SLR 9 AXS - 2024, 56cm

We'll take care of you. Period.

It's our mission to provide you with world-class hospitality every time you visit us online or in-store. We're always here to help you. It's the Trek way.

30 Day Unconditional Guarantee

If for any reason you aren't 100% happy with your trekbikes.com purchase, you can return it in like new condition within 30 days - no questions asked.

Couldn't be happier

"I couldn't be happier. Easy deal, came in a couple of days. Only had to put on the bars and front wheel. Thank you, Trek!" -Rick

Best packaged bike

"Hands down the best packaged bike I've ever had shipped." - Ronald

Incredibly impressed

"I want to let you know how incredibly impressed I am with my entire Red Barn Refresh bike purchase experience...one of the best buying experiences I've ever had." - Jim

Accessories

• Help Center
• Chat with a Ride Guide
• 1-866-401-9636
• Retail Store
• Bike Services

Reset Password

We will send you an email to reset your password.

Don't have an account? Create an account

Create Account

Already have an account? Sign In

• Favorite your products & save them to your account
• Save a search & get notified when new products drop
• Be first to know about the latest events & promotions

Bike Finder

Results have arrived, used bike buyers guide & model overview: trek émonda.

The Trek Emonda is a built to conquer climbs. It's lightweight, stiff, and now pretty aerodynamic too. Learn about the evolution of this all-rounder road racing bike.

Written by: Micah Ling

Published on: Jul 2, 2021

Posted in: Guides

What Trek Émonda is Right for You?

The Trek Émonda has always been a climbing bike — if you love epic hauls up huge hills, this lightweight, stiff road bike was made for you. The Émonda was created with the steepest grades in mind. Over the years, Trek evolved its patented Optimum Compaction Low Void (OCLV) carbon fiber to combine low weight and high strength.

The carbon  Émonda is  available in the superlight SLR build or SL, which is more affordable. The difference is the quality of the carbon, and thus overall weight. The Émonda also comes in an aluminum version (ALR). Finally, you can choose between two geometry options, H1 — an aggressive race fit — and H2, which is a more upright relaxed fit.

The Émonda is known for its neat and tidy look. Models with Trek’s Blendr Integration components allow riders to mount a cycling computer and bike lights directly to the handlebars. On the SLR version, shifter and brake cables are entirely housed inside the frame. SHOP TREK ROAD BIKES

History of the Trek Émonda

Émonder, in French, means “to prune,” which is fitting. Introduced in 2014, the Émonda was Trek’s pure climbing bike. Trek trimmed off as much as possible to create an incredibly lightweight racing machine. Newer versions have been designed to better handle mixed terrain, with clearance for wider tires and aero features. When it launched, this road bike was only available with rim brakes. But soon after, disc brakes were added for better control on descents.

As the bike evolved, we saw fewer exposed cables, more integration, and better aerodynamics. Despite the fact that this is a climbing bike, Trek spent a lot of time optimizing the shape of the head tube, down tube and bar/stem. Émonda timeline: 2015-2017:  From the beginning, Trek's focus was on creating a light, stiff road bike that excelled in the mountains. Its engineers spent years developing the  Émonda to be the lightest production race frame on the market. In 2016, Trek introduced internal cables and Di2 shifting on the  Émonda . It also unveiled the affordable aluminum ALR model using Ultralight 300 Series Alpha Aluminum.

2018-2020:  The second generation  Émonda  was introduced for the 2018 model year. Trek announced a new disc brake version alongside a revamped rim-brake model.   Claimed weight for the new disc-specific frame was 25g lighter than the previous-generation rim-brake  Émonda . The new rim-brake version was even lighter still, dropping another 25g. Tire clearance increased to 28mm. 

2021+: Instead of making the Émonda even lighter, Trek focused on making the third generation faster on any terrain. Trek integrated several aerodynamic features to help this bike perform as an all-rounder. It also added a T47 bottom bracket, which is threaded instead of press fit, generally a more reliable standard. The new  Émonda  is disc brake only. 

SHOP TREK ROAD BIKES

Different builds

Trek émonda slr 8 road bike - 2016.

Trek Émonda SLR 9 road bike - 2018

In keeping with tradition, Trek released the SLR 9 just days before the Tour de France. And as always, it was a little lighter than before. This time, the 700 Series OCLV Carbon frame came with Bontrager Aeolus 3 D3 tubeless ready carbon wheels, and a full Shimano Dura-Ace Di2 electronic drivetrain.

Trek Émonda SLR Race Shop Limited road bike - 2018

For this model, Trek used its Ultralight 700 Series OCLV Carbon, ride-tuned performance tube optimization, E2 tapered head tube, direct mount brakes, and internal cable routing. This model comes with Shimano Dura-Ace Di2 shifting, Bontrager Aeolus 3 TLR carbon clinchers, a Bontrager cockpit and Montrose PRO saddle.

Trek Émonda SLR Disc Project One road bike - 2019

Project One allowed riders to customize several details. You picked your paint and parts, making each one of these bikes unique. There were options for Shimano Dura-Ace Di2, Ultegra Di2, SRAM Red eTap AXS, Force eTap AXS, and Rival eTap AXS. And about 20 different color schemes.

Trek Émonda ALR 4 H2 road bike - 2021

The ALR is Trek’s budget-friendly high-performance model — its lightest aluminum road bike that handles and climbs very much like its carbon counterparts. With the H2 geometry, it’s perfect for a more upright, less aggressive fit. It comes with tubeless compatible wheels, and a lifetime warranty.

The newest Émonda SLR frame weighs less than 700g, and with all-new aero tube shaping adds even more speed. But with ALR and SL models, H1 and H2 geometry, and a huge variety of specifications to choose from, there’s an Émonda out there for absolutely anyone who loves to climb up hills and then fly back down.

Our Ride Guides love helping people find the right bike and gear. If you have any questions, give us a call at  1-866-401-9636  and we'll help you out!

More Guides

Features, Gravel, Guides, Latest Apr 24, 2024

My 2024 Unbound Gravel Kit: Can Clothes Help You Ride Faster?

Features, Guides, Latest Apr 16, 2024

How I Fuel for Performance in LONG Bike Races

Features, Gravel, Guides, Latest Apr 10, 2024

The Best Gravel Bike Comfort Upgrades for Unbound (and Beyond)

FAQs, Guides, Latest, MTB Apr 3, 2024

FAQ: Top 5 Mountain Bikes That Hold Their Value

Features, Gravel, Guides, Latest Apr 1, 2024

Waxing Your Chain vs. Using Wet Lube for Dust, Mud, & Unbound Gravel

Guides Mar 26, 2024

Shimano vs. SRAM: Guide to Groupsets, Drivetrains, Brakes, and More

Features, Gravel, Guides, Latest Mar 25, 2024

1x vs. 2x: What Drivetrain Should You Race at Unbound Gravel?

Features, Gravel, Guides, Latest Mar 21, 2024

Choosing The Best Tire Setup for Racing Unbound Gravel

FAQs, Guides Mar 18, 2024

The Best Used Bike Marketplaces Online (& Offline Too) in 2024

FAQs, Guides, Latest, Road Mar 14, 2024

FAQ: The Roval Alpinist CL II vs. Roval Rapide CL II

Guides, Latest, Road, Tech Feb 23, 2024

The Best Affordable Carbon Road Wheels for Budget Racers

Features, Guides, Latest Feb 20, 2024

QUOC Shoe Review & Guide: Simple, Stylish, & Refined Cycling Shoes

New arrivals.

Certified Pre-Owned

Yeti Cycles SB115 TURQ Mountain Bike - 2022, Medium

Santa Cruz Hightower C Mountain Bike - 2023, Large

Cervélo Áspero Rival XPLR eTap AXS 1 Gravel Bike - 2023, 56cm

Trek Boone 7 Disc Cyclocross Bike - 2018, 54cm

Ibis DV9 XT Mountain Bike - 2020, Medium

Canyon Precede:ON 5 Step-Through Commuter E-Bike - 2024, Large

Kona Super Jake Cyclocross Bike - 2019, 56cm

Pivot Trail 429 XX1 AXS Mountain Bike - 2019, Medium

Santa Cruz Highball Carbon CC XX1 Reserve Mountain Bike - 2019, X-Large

Evil Chamois Hagar GRX Di2 Gravel Bike - Small

Cervélo Áspero GRX Disc Gravel Bike - 2021, 54cm

Santa Cruz Hightower Carbon CC X01 Mountain Bike - 2020, Small

• Election 2024
• Entertainment
• Newsletters
• Photography
• Personal Finance
• AP Investigations
• AP Buyline Personal Finance
• AP Buyline Shopping
• Press Releases
• Israel-Hamas War
• Russia-Ukraine War
• Global elections
• Asia Pacific
• Latin America
• Middle East
• Election Results
• Delegate Tracker
• AP & Elections
• Auto Racing
• 2024 Paris Olympic Games
• Movie reviews
• Book reviews
• Personal finance
• Financial Markets
• Business Highlights
• Financial wellness
• Artificial Intelligence
• Social Media

Long-lost first model of the USS Enterprise from ‘Star Trek’ boldly goes home after twisting voyage

The first model of the USS Enterprise is displayed at Heritage Auctions in Los Angeles, April 13, 2024. The model — used in the original “Star Trek” television series — has been returned to Eugene “Rod” Roddenberry, the son of “Star Trek” creator Gene Roddenberry, decades after it went missing in the 1970s. (Josh David Jordan/Heritage Auctions via AP)

Joe Maddalena, executive vice president of Heritage Auctions, left, and Eugene “Rod” Roddenberry, the son of “Star Trek” creator Gene Roddenberry, shake hands over the recently recovered first model of the USS Enterprise at the Heritage Auctions in Los Angeles, April 13, 2024. The model — used in the original “Star Trek” television series — has been returned to Eugene, decades after it went missing in the 1970s. (Josh David Jordan/Heritage Auctions via AP)

Joe Maddalena, executive vice president of Heritage Auctions, left, and Eugene “Rod” Roddenberry, the son of “Star Trek” creator Gene Roddenberry, view the recently recovered first model of the USS Enterprise at Heritage Auctions in Los Angeles, April 13, 2024. The model — used in the original “Star Trek” television series — has been returned to Eugene, decades after it went missing in the 1970s. (Josh David Jordan/Heritage Auctions via AP)

• Copy Link copied

DALLAS (AP) — The first model of the USS Enterprise — used in the opening credits of the original “Star Trek” television series — has boldly gone back home, returning to creator Gene Roddenberry’s son decades after it went missing.

The model’s disappearance sometime in the 1970s had become the subject of lore, so it caused a stir when it popped up on eBay last fall. The sellers quickly took it down, and then contacted Dallas-based Heritage Auctions to authenticate it. Last weekend, the auction house facilitated the model’s return.

Eugene “Rod” Roddenberry, CEO of Roddenberry Entertainment, said he’s thrilled to have the model that had graced the desk of his father, who died in 1991 at age 70.

“This is not going home to adorn my shelves,” Roddenberry said. “This is going to get restored and we’re working on ways to get it out so the public can see it and my hope is that it will land in a museum somewhere.”

AP AUDIO: Long-lost first model of the USS Enterprise from ‘Star Trek’ boldly goes home after twisting voyage.

AP correspondent Margie Szaroleta reports on the return of the original model of the USS Enterprise from the TV show “Star Trek.”

Heritage’s executive vice president, Joe Maddalena, said the auction house was contacted by people who said they’d discovered it a storage unit, and when it was brought into their Beverly Hills office, he and a colleague “instantly knew that it was the real thing.”

They reached out to Roddenberry, who said he appreciates that everyone involved agreed returning the model was the right thing to do. He wouldn’t go into details on the agreement reached but said “I felt it important to reward that and show appreciation for that.”

Maddalena said the model vanished in the 1970s after Gene Roddenberry loaned it to makers of “Star Trek: The Motion Picture,” which was released in 1979.

“No one knew what happened to it,” Rod Roddenberry said.

The 3-foot (0.91-meter) model of the USS Enterprise was used in the show’s original pilot episode as well as the opening credits of the resulting TV series, and was the prototype for the 11-foot (3-meter) version featured in the series’ episodes. The larger model is on display at the Smithsonian’s National Air and Space Museum.

The original “Star Trek” television series, which aired in the late 1960s, kicked off an ever-expanding multiverse of cultural phenomena, with TV and movie spinoffs and conventions where a fanbase of zealous and devoted Trekkies can’t get enough of memorabilia.

This USS Enterprise model would easily sell for more than $1 million at auction, but really “it’s priceless,” Maddalena said.

“It could sell for any amount and I wouldn’t be surprised because of what it is,” he said. “It is truly a cultural icon.”

Roddenberry, who was just a young boy when the model went missing, said he has spotty memories of it, “almost a deja vu.” He said it wasn’t something he’d thought much about until people began contacting him after it appeared on eBay.

“I don’t think I really, fully comprehended at first that this was the first Enterprise ever created,” he said.

He said he has no idea if there was something nefarious behind the disappearance all those decades ago or if it was just mistakenly lost, but it would be interesting to find out more about what happened.

“This piece is incredibly important and it has its own story and this would be a great piece of the story,” Roddenberry said.

Thankfully, he said, the discovery has cleared up one rumor: That it was destroyed because as a young boy, he’d thrown it into a pool.

“Finally I’m vindicated after all these years,” he said with a laugh.

NCIS May Have Set Parker Up With A New Love Interest, But I’m Annoyed By How The New Episode Wasted A Star Trek Actor

Talk about mixed feelings.

Warning: SPOILERS for the NCIS episode “Heartless” are ahead!

Gary Cole’s Alden Parker was introduced early in NCIS Season 19 as an FBI agent on who briefly worked with and then was ordered to apprehend Leroy Jethro Gibbs, but then he took Gibbs’ spot as team leader following Mark Harmon’s departure . Although viewers have met both Parker’s ex-wife Vivian Kolchak and former flame Joy Sullivan Aaronson, the show hasn’t really explored any current romances with him, but the latest NCIS episode to premiere on the 2024 TV schedule , titled “Heartless,” may have finally given a love interest. But before we get into that, I want to talk about how annoyed I am at how this episode wasted a Star Trek actor.

At the beginning of this episode, actor Tim Russ appears as Commander Eric Harper, a heart surgeon stationed at Navy Medical Center Portsmouth. Russ is arguably best known for playing Tuvok in Star Trek: Voyager , and he reprised the role last year for a couple Star Trek: Picard episodes. So when I saw Russ early on, I assumed that he’d have a prominent role in “Heartless,” but after the scene where he’s testing medical students on a simulation with his partner, Dr. Clara Logan, Harper is kidnapped by unknown assailants, and minutes later, Parker and the team are tasked with investigating his murder.

Now, considering this episode’s storyline, I understand why Eric Harper was killed. We go on to learn that he was kidnapped to perform a complicated surgery on Carlos Sevina, a.k.a. El Viento, head of the Cali Cartel who Leon Vance had been determined to apprehend following a failed raid with the DEA that ended with two NCIS agents being killed. Unfortunately, it’s also revealed that Harper had a tremor in his hands, forcing him to give up surgery and dedicate himself to teaching full time. But Savina had his men didn’t know this, and when Harper screwed up during the procedure, they killed him

My problem is that if NCIS wanted to use Tim Russ, because there wasn’t another role he could have performed during the entire episode, the show simply should have saved him for another episode where he could have had a meaningful presence for the entire story, rather than only receive a few minutes of screen time. Meanwhile, Eric Harper could have easily been played by a lesser-known actor. And yes, I am aware that Russ previously appeared in the NCIS episode “ Jeopardy ” from 2006, but even so, he should have been given more to do this time around. Even pushing aside his time in the Star Trek franchise, just last year, I saw him play an important supporting role in Poker Face , and his other notable credits include Samantha Who? and iCarly . He deserved to a meaty guest role, not just the murder victim.

NCIS' Gary Cole Totally Gets What Makes Parker Tick, But Reveals What They Definitely Don't Have In Common

The NCIS Franchise's 1,000th Episode Featured Some Solid Cameos, But I'm Really Impressed By How It Connected To The Main Show's First Episode

So with gripe of mine that out of the way, the love interest now potentially on the table for Alden Parker is none other than Dr. Clara Logan. To make a long story short, the same men who kidnapped Eric Harper and then killed him later kidnap Clara, as they need her to do the surgery that Harper messed up on. Parker was already visiting Clara, so he pretended to be a fellow doctor and convinced Savina’s men that they need him to complete the surgery. Needless to say this is a recipe for disaster, because in addition to not being a trained medical professional, Parker has a fear of needles and was suffering from a stiff neck this episode. Fortunately, Torres, Knight and McGee manage to find Parker and Clara before the ruse is discovered, and after the latter removed Savina’s tumor, he was moved to a medical center and placed under arrest.

Clara was at the same medical center being treated for a distal radius fracture she suffered during her ordeal, so Parker went to check on her. Calling him “one hell of an agent” and thankful for the role he played in helping keep her alive, she insisted that Parker called her Clara rather than Dr. Logan, and when he said she was also welcome to call him by his first name, she said she liked saying “Alden.” The way she said “Thank you” before Parker left was also tinged with emotion.

CINEMABLEND NEWSLETTER

Your Daily Blend of Entertainment News

Now to be clear, there hasn’t been any announcement that Christina Kirk, who plays Dr. Logan will return to NCIS later this season or in the recently-announced Season 22. So it’s entirely possible the NCIS writers just wanted to give Parker and Clara a nice moment together before the episode ended. However, if they’re looking to give Gary Cole’s character a romance subplot, and considering that Kirk has had multi-episode stints on shows like A to Z , Powerless and Goliath , I wouldn’t be surprised if Clara’s brought back as someone Parker begins dating or even becomes his girlfriend. We’ll just have to wait and see!

There are now just two episode left in NCIS Season 21, but as mentioned, Season 22 is on the way, so you can count on CinemaBlend continuing to cover the popular CBS show for the foreseeable future. If you’d like to revisit any past episodes, it can be streamed with a Paramount+ subscription .

Connoisseur of Marvel, DC, Star Wars, John Wick, MonsterVerse and Doctor Who lore, Adam is a Senior Content Producer at CinemaBlend. He started working for the site back in late 2014 writing exclusively comic book movie and TV-related articles, and along with branching out into other genres, he also made the jump to editing. Along with his writing and editing duties, as well as interviewing creative talent from time to time, he also oversees the assignment of movie-related features. He graduated from the University of Oregon with a degree in Journalism, and he’s been sourced numerous times on Wikipedia. He's aware he looks like Harry Potter and Clark Kent.

Kanye West Reportedly Wants To Break Into The Porn Industry, And Insiders Dropped Claims On How He’s Trying To Do It

32 Game Of Thrones Characters That Clearly Should Have Been In Therapy

Transformers One Director Addresses The Comedy In The Trailer, Promises Fans There’s ‘Real Danger’ In The Story

Most Popular

• 2 Glen Powell Finally Admitted He And Sydney Sweeney Leaned Into Those Affair Rumors
• 3 Doctor Who Fans Dragged The Show's Latest Look At The Beatles, And One Of The Actors Responded
• 4 Eddie Murphy And Pete Davidson's New Movie Is Under Federal Investigation After An Action Sequence 'Did Not Go As Planned'
• 5 WWE Star Logan Paul Unloaded On A TikTok User After He Claimed Prime Has 'Forever Chemicals'