trek emonda slr 8 prezzo

Trek Emonda SLR 8 - long-term review

Fabulously light and quick but best for smooth roads.

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This article originally appeared on BikeRadar

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

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

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

Ride and handling: Light and efficient but far from smooth

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

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

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

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

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

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

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

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

Asymmetrical chainstays make the most of the available space

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

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

Even the bottom bracket cable guide is remarkably minimal

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Complete bike specifications

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

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Find the Trek Émonda SLR 8 online Find a Trek dealer

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

road.cc test report

Make and model: Trek Emonda SLR 8

Size tested: 58, Black

About the bike

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

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

Fork Émonda full carbon, E2 asymmetric steerer, carbon dropouts

Wheels Bontrager Race X Lite Tubeless Ready

Tyres Bontrager R4 Hard-Case Lite, 700x23c

Shifters Shimano Dura-Ace, 11 speed

Front derailleur Shimano Dura-Ace, braze-on

Rear derailleur Shimano Dura-Ace

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

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

Chain Shimano Dura-Ace

Saddle Bontrager Paradigm RXL, carbon rails

Seatpost Bontrager Ride Tuned Carbon seatmast cap, 20mm offset

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

Stem Bontrager Race X Lite, 31.8mm, 7 degree

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

Brakeset Shimano Dura-Ace direct mount

Tape Bontrager gel cork tape

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

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

The Émonda is the lightweight one.

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

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

Frame and fork

Tell us about the geometry of the frame and fork?

See the Geometry section of the write up.

Riding the bike

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

A little but not a problem.

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

The drivetrain

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

Wheels and tyres

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

Your summary

Did you enjoy riding the bike? Very much.

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

Would you recommend the bike to a friend? Yes.

Anything further to say about the bike in conclusion?

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

Overall rating: 9 /10

About the tester

Age: 43   Height: 190cm   Weight: 75kg

I usually ride:    My best bike is:

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

I regularly do the following types of riding: commuting, club rides, sportives, general fitness riding,

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Mat has been in cycling media since 1996, on titles including BikeRadar, Total Bike, Total Mountain Bike, What Mountain Bike and Mountain Biking UK, and he has been editor of 220 Triathlon and Cycling Plus. Mat has been road.cc technical editor for over a decade, testing bikes, fettling the latest kit, and trying out the most up-to-the-minute clothing. He has won his category in Ironman UK 70.3 and finished on the podium in both marathons he has run. Mat is a Cambridge graduate who did a post-grad in magazine journalism, and he is a winner of the Cycling Media Award for Specialist Online Writer. Now over 50, he's riding road and gravel bikes most days for fun and fitness rather than training for competitions.

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18 comments.

Plenty of fat people will buy this.

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

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

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

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

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

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

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

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

That's because that is precisely what it is.

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

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

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

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

they do make up some wonderful tripe.

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

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

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

same weight as the supersix evo

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Latest Comments

Looking at that video I can't help thinking "they could cut the drops off".

Probably thought that anyone doing that to a wheel needs to be removed from the gene pool asap.

I'm not an accountant or a business owner, but my understanding of the tax loophole is that the "I'm a business, not a person" company pays the 19%...

I stopped usuing in 2010 and moved north of the river. At that time it was bankers on Carbon who wouldnt get off even if a £50 note was on the...

That blows. You've gotta be a real scumbag to take a kids bike like that. If only the police focused on theft, like they focus on hurt feelings on X.

Exactly the response I got from a Chelsea Tractor driver who passed me with inches to spare because he couldn't wait a few seconds for the oncoming...

To be honest, even that's probably not immediate enough, and too susceptible to being rationalised away ("they're irresponsible but I'm not", or ...

Part of me cringes at the thought of rocks bouncing off of that lovely paint job, let alone what would happen if you binned it off road.

I never count my chickens... Disaster lurks round every bend!

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Trek Emonda SLR 8 - just in

Ultralight sub-700g frame with Dura-Ace and tubeless wheels

James Huang / Future Publishing

James Huang

Trek recently stunned the cycling market with its 4.65kg (10.2lb) Emonda SLR 10 road bike. Only a lucky handful can afford this incredible US$15,749 / £11,000 bike, but thankfully, there are other models that use the same ultralight sub-700g carbon frame and are somewhat more attainable thanks to more sensible build kits.

We just took delivery of the Shimano Dura-Ace equipped Emonda SLR 8, which is still expensive at US$7,449.99 / £5,800 but nevertheless nearly 50 percent cheaper.

Check out more of our Trek 2015 coverage.

For the price of one Trek Emonda SLR 10, you can buy nearly two of these

As with the flagship Emonda SLR 10, the SLR 8's frame casts aside any notions of aerodynamic gains in favour of structural efficiency. Save for the rather slim seat stays, all of the tubes are hugely oversized for stiffness with roundish profiles used throughout along with smooth, organic-looking transitions that make the most of every bit of material.

Nearly everything is carbon fibre including the rear dropouts and fork tips, of course, plus there are virtually no redundant structures at the interfaces: headset bearings drop directly into moulded-in seats, for example, and the bottom bracket bearings press directly into the carbon fibre shell. The internal cable routing is convertible for mechanical or electronic systems and even the lower cable guide is shockingly minimal.

How big are the tubes? This big

Despite costing roughly half that of the Emonda SLR 10, the Emonda SLR 8 still comes with a fantastic spec that includes Shimano's outstanding Dura-Ace mechanical group, excellent Bontrager RXL TL shallow-profile tubeless aluminium clincher wheels, and a Bontrager finishing kit that comprises a carbon RXXXL handlebar, RXL forged aluminium stem, and a carbon railed Paradigm RXL saddle that's lightweight yet comfortable and supportive.

Actual weight for our 52cm sample is 6.19kg (13.65lb) without pedals – an ultralight figure by nearly anyone's standards.

Few will complain about finding a mechanical Shimano Dura-Ace group here

One might rightfully assume that such a low weight would make the Emonda SLR 8 little more than a dedicated climbing machine and while our initial impressions suggest that it will certainly excel in that department, we detect a hint of surprising versatility too.

Thanks to fairly generous frame clearances – not to mention the extra room provided by the Shimano direct-mount front and rear brake callipers – there's easily room for 27mm-wide tyres in here.

The bike comes stock with 25mm-wide tyres but there's clearly room for more

We've got some big rides planned for this one so stay tuned for an in-depth, long-term review in the coming months.

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2018 Trek Emonda SLR 8

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

Matt Wikstrom, Cycling Tips Please note the specific model reviewed may be different.

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2015 Trek Émonda SL 8

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

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

Émonda SL 8

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

Read Review

In developing the Émonda, Trek devoted considerable resources to designing a lightweight race bike and trumped the industry with a 690g frame. CTech editor Matt Wikstrom takes a close look at the new bike and assesses the influence of different grades of carbon fibre by comparing the mid-level Émonda SL6 with the

Jul 2015 · Warren Rossiter

One of the lightest chassis ever made, the Émonda is a climber's dream but also a fantastic all-rounder

Nov 2014 · Mat Brett

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

Nov 2014 · Matthew Pioro

My test bike, the Trek Émonda SLR 8, shares the same frame and fork (690 g and 280 g in Size 56, respectively) as the SLR 10, but has a less-rarified spec.

Trek claims its new race bike is the lightest production road frame ever

First added June 29

Last updated June 29

Not listed for 2,599 days

All-new Trek Emonda ALR takes lightweight frame tech to alloy models

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When Trek announced their Emonda carbon road bike line , they backed up their “world’s lightest” claims with an impressive frame and fork and an even more impressive 10.25lb (4.6kg) complete bike. Now, they’re adding an alloy Emonda ALR option that’s also lightweight yet far more affordable.

To earn the Emonda badge, the frame uses their top-level 300-series Alpha Aluminum that’s been hydroformed into size specific tubes, then welded together using a no-see technique that produces smooth joints that use less material to save weight.

The process is called Invisible Weld Technology, which they say produces stronger, stiffer welds despite using less material. Video, pics and more details below…

Trek told us the unpainted frame is 1050g (56), and a painted fork is 358g w/240mm steerer.

Like the ultralight Emonda carbon models, the ALR uses their H2 race geometry, E2 tapered headtube (standard 1-1/8″ to 1-1/2″) and wide Pressfit BB 86.5, meaning this bike is made to go fast. Other frame details include a braze-on front derailleur mount (no need to add a clamp if you’re getting the frameset) and external cable routing.

We’ve requested a more technical description of the welding process (update as we get it), but the frame is only part of the story. The complete bikes come equipped with built-in extras like the a Blendr stem with integrated light/computer mount, and it has Duotrap S compatibility (their ANT+/Bluetooth 4.0 speed/cadence sensor, sold separately for about $60).

You also get a complete group, so the Emonda ALR 6 with Ultregra gets a full Ultegra group from chain to brakes to cassette and everything else. There are no mis-matched parts or down spec’d bits to cut costs. A full carbon fiber tapered fork completes the package.

The Emonda ALR will initially come in two builds, the “6” with full Ultegra, Bontrager Race tubeless ready wheels with R2 tires, and a Bontrager cockpit with alloy short reach/drop bar and carbon seatpost for $2,249.99. Our local Trek Bike Store says complete bike weight is claimed at 17.25lb (7.82kg).

The Emonda ALR 5 drops down to a full Shimano 105 group with non-series Bontrager tubeless ready alloy wheels, R1 tires and a full alloy Bontrager cockpit for $1,759.99. Claimed weight is 18.77lb (8.51kg), colors will be the gloss black/hi-viz yellow and blue shown here, plus a racing red coming soon.

The frameset shares the same paint scheme as the “6” and comes with an FSA sealed cartridge bearing headset for $989.99. The frames have a lifetime warranty carrying a 275lb rider weight limit.

Just for fun, here’s the companion lifestyle video.

All three models shown here are available now and should hit stores soon. Our sources tell us there’ll also be an Emonda ALR 5 with Tiagra, an ALR 8 with Dura-Ace mechanical and ALR 9 with Dura-Ace Di2 coming soon. That last model suggests they’ll have an electronic-only frame, too, since these first models only have external cable routing. At the very top, in terms of light weight anyway, will be the ALR 10 with a full SRAM Red group.

TrekBikes.com

Tyler Benedict is the Founder of Bikerumor.com , where he’s been writing about the latest bikes, components, and cycling technology for almost two decades. Prior to that, Tyler launched and built multiple sports nutrition brands and consumer goods companies, mostly as an excuse to travel and ride in new places.

Based in North Carolina, Tyler also loves the Vanlife & family adventure travel and is always on the lookout for the next shiny new part and off-grid adventure.

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looks like a rebadged Allez

The invisible welding looks a lot like what pretty much every other company calls smooth welding. And has been using for years. You weld the tube normally then go back over it without filler material and “reweld” it. The process smooths out the weld and helps it wet out. REVOLUTIONARY TREK!!!

Interesting that they are using hydroformed tubes but didn’t choose the aero tube shapes of the Madone design.

@Robert W – my sources say the Madone is on the way out. & if the story is about weight vs. areo it would make sense to mimick the emonda shapes. Also, the 2 series aluminum frames are already Madone-esqe.

I always find it funny that companies state how they’ve extensively optimized tube shapes for their flagship carbon fiber bikes, but then seemingly can successfully apply those shapes to materials with very different properties. There is a little marketing lie in their somewhere.

Anyway. Glad to see these Al bikes. CF has been getting too pricey fort me.

I like how they quote an unpainted frame weight, then only offer it in a painted variety. But lets also make sure we pair that unpainted weight with a painted fork weight.

Looks legit. Seeing they are coming out of the Giant factory why not put on the overdrive 2 fork and stem and really take it next level?

Aluminum, how quaint.

Why not sell them unpainted if they weight them unpainted? JBikes if I read you right what your saying is the shapes have far mo9re to do with design than engineering.all thes tube shapes are probaly coming from kitchen appliance design firm and they bs riders who rarely go over 20mph that aero is worth buying a new bike for

That Bontrager cycling kit is pretty damn nice. “Understated” as the hipsters like to say.

How about US made aluminum, with giant tubes, some internal routing, and some really funky paint jobs. Oh wait…

Hasn”t specialized already been doing this for like 3 years now? And better welded joints? Revolutionary-nothing is more like it, just another slightly modified copy frame.

Roy – no I was just commenting on the fact it’s stated how non aero tube shapes are optimized for carbon fiber for whatever properties (stiffness, weight, ride) but then a vastly different material can achieve the same with the same tube shapes? I’m sure they vary material thickness and such, but given the vast difference in CF and Al, I’d think tube shapes would vary more between the two materials, unless the CF and Al frames ride completely different.

Jesus, tough crowd. Lightweight aluminum, full component groups and small price tags… Sounds good to me.

Full Ultegra! Well… except the wheels. Of which, the Bontrager Race spec is a few notches below Ultegra…

y’all are haters. you can pick on the marketing and on random bits and pieces but in the end this is the bike you’re going to start seeing at all the local crits and races. So they have weird marketing, worry about the bike and what it can do for you.

Aluminum is the new carbon.

Yeah a bunch of haters here, Go buy a Specialized because they are not owned by the big man, Oh wait, Specialized is own by a conglomerate, and Trek is family owned. Seems like most people don’t understand the definition of “the man” Don’t hate on them just because you don’t like it that more people ride Trek than any other brand in the US.

@Durianrider, you’re killing me! Lol

When you think about it, it’s a bike people actually look for: Workhorse, and the no-nonsense but clean aesthetic.

Considering the Propel SLR might not come stateside, as well as the update TCR SLR before it, it’s nice to have another potential alloy option on the market that isn’t an Allez or CAAD.

I really like where Trek is going with their new paint schemes. Very minimal branding and no stupid racing stripes and decals. Keep it premium!

Jbikes: I understand why you’re asking about why two frames with different materials have the same tube shapes, but in fact they probably should have the same shapes.

In the bike industry (and many others), it’s common practice to design using isotropic material properties (e.g., with aluminum) for a first pass. The resulting stiffness (quantified through FEA) ensures you’re getting the most sectional modulus you can out of a given tube shape. Only then do you go back and design a laminate schedule with anisotropic materials (e.g., carbon fiber).

This allows the designer to clearly separate the modulus (stiffness) due to tube shape and the modulus due to the laminate schedule. That way, each can be optimized as a discrete step.

Except for a few corner cases, optimal frame tube shape is material-independent. Surprising but true!

Looks like a great bike at a good price. I love nice aluminum race bikes. But why no H1 geometry option? It irks me that companies (not just Trek) spec the really race oriented stuff at the high-end of the price scale. I know a short head tube doesn’t work for everyone but why not give us the option? What does the size of your wallet have to do with your flexibility?

I’m wondering if some of the frames are anodized, so unpainted weight would be pretty relevant.

JasonK – thanks! Great info. Never really thought of it that way but it makes sense.

I like the emonda and the CrossRip frame for my commuter. I would seriously consider if I was in the market and carbon was not an option.

Man that’s a light frame. Nice to see they are using full groupset specs.

I wonder if the welding is a form of aluminium brazing using a lower melting temperature brazing rod. I think this is what Shimano do with the external reinforcing tabs on the aluminium rims. This is supposed to be lower strength than welding but coming up with some newer technology is not beyond Trek’s resources. Or maybe they have come up with a way to modify the pulse action of a TIG welder with a certain filler wire application. Either way, the old double pass method for aluminium is old hat now.

Most companies claim unpainted frame weights. Use this general guide: If a company says “…painted frame weight is…” then it’s including paint. If they don’t specifically say painted then you can guarantee it’s an unpainted frame weight.

The only reason I wouldn’t buy one of these is the head tube is too tall…

I applaud Trek for coming out with a ‘light’ and ‘inexpensive’ aluminum frameset but I’m still not sold on the H2 geometry.

Sincerely, Worlds longest head tube.

I like the option of a high end aluminum frame as well….but this one misses the mark for me because trek refuses to make any bike with its “racer” H1 geometry that doesn’t cost at least 4,500 for a frameset. If they only would make H1 options of their emonda sl frame or this new all I’d buy one in a second. Trek already makes a million bike models….why not better fit options? Ever since they did away with the 6 series madone the options for the budget conscious racer have gone to zero. Bleh. And more seatmast length options trek!

Nearly the same weight as a Cannondale frame that was first manufactured out of the same material about 6 years ago

I think this will make a GREAT race frame.

Certainly beats trying to replace a carbon frame someone broke for you in that ‘last corner of the criterium’ crash.

If I see one more I’m-so-flexible-I-can-stick-my-head-up-my-ass comment about the lack of H1 geometry, I might give up trolling comments on bike rumor all together. Seriously, 5 years at a Trek dealer and we sold maybe 3 H1 bikes (all as special order). We ordered dozens more project 1 bikes in the ‘normal’ H2. Working now at a Cervelo dealer I have very few people balk at the head tube height, and MOST are running a positive angle on the stem anyways. At 6’3″ I run 14cm of bar drop. I have had zero issue getting a proper fit on stock bikes, including Trek. Currently on the newly updated (i.e. market norm) stack of the 2015 Cervelo S5 I still have 15mm of spacers under my stem. If H2 geo just doesn’t do it for you, grab a Cannonade with a low profile headset cap and go ride. They are making a bike for the largest market, obviously the budget racers this bike is designed for are too busy riding their bikes to complain on Bike Rumor…..

Looks like a great bike for the money and your avg rider. Nothing wrong with that. Kudos too for specing a complete group build, awesome!

Waiting for my ALR 5 to arrive!! Last bike I bought was in 1986, a Myata One Ten. Hopefully this one will last another 29 years.

uhhh… the allez actually looks good

http://www.specialized.com/us/en/bikes/road/allez/allez-comp-race

the only thing actually missing from these frames are some colorway options like the tarmacs

i had a domane and the headtube was too tall.

i might get one of these. its pretty affordable all things considered.

There doesn’t seem too much, if anything at all, to complain about here. The Emonda ALR frame MSRP is right in line with a CAAD10 frame MSRP ($10 cheaper actually). It looks good, and it’s certainly not a heavyweight bike. If it rides as good as it looks, it will be a great deal.

@MikeC – Are you kidding? I haven’t seen anyone refer to a full groupset as including the wheel since like 1999. Some people are just desperate to find something to bitch about. The Bontrager Race wheels are great. They only weigh 200g more than the Ultegras, and unlike every Shimano wheel, they are specced completely with off-the-shelf parts that are easily purchasable in any bike shop.

@Adam – Yes, because Cannondale were the first company with an aluminum racing bike. You forget the Trek, via Klein, were making awesome lightweight aluminum race bikes when Cannondale was still welding together soda cans.

@H1 Lovers – You’re all on crack. A quarter of the Trek pros don’t even ride the H1, and I promise you that you are not that fast. I can also tick off a list of local heroes, Cat 1 and PRO dudes, who get by just fine on the H2, usually preferring it to the H1.

@Psi – And the Trek is clearly much better specced than the Cannondale, with an Ultegra crank and Bontrager Race wheels, not to mention a cockpit that won’t require immediate replacement.

Wait to you see the next gen cannondale frame before you jump on this..

I am happy this exists. Buyers beware if you crash this thing it’s probably going to dent up like tinfoil.

@badbikemechanic – What makes you say that? There is a generation of high end aluminum out there that holds up just fine to the rigors of daily life. I personally have an aluminum Allez that I regularly leave locked up outside of bars, the grocery store, as well as race, and it hasn’t even scratched the anodized finish yet.

As always, opinions abound….and everyone is “right.” The H1 vs. H2 debate is clearly a hotter topic than I thought. What it boils down to though is “choice.”

Trek offers the option, meaning there are people that prefer it. I rode a 60 cm H1 Madone 6 series last year, and absolutely loved it. Sadly it was a team bike and I had to give it back at the end of the year. In looking for a replacement I want a bike with similar geometry, but don’t want to spend 4,500 to have the OPTION to get the geometry I like. The head tube on the H1 is 18 cm…compared with 21 cm on the H2. That is a LARGE difference. I don’t think anyone is right or wrong to ride whatever geometry they like. All I’m saying is that for me…the H1 geometry is perfect, and I don’t need to run a -17 stem to get my preferred position of the bike. Being a pro, being fast or slow, is irrelevant. I would just like to see the option available at a reasonable price point.

These bikes are epic. And yes, they blow the competition out of the water.

About time Trek offers something for the Joe-Racers out there. Yes, carbon is super nice but you guess what: so is aluminum. I have a locally-made Aluminum bike and it rides *amazing*. So did my old Caad7 and I bet Specialized’s aluminum bike is also fantastic. We need more people in the sport, and to do that we need a much lower entry-level bar. if for $2,200 you get a nice Al Trek with good geometry, good wheels (i own the bontis tlr and they’re indestructible and readily serviceable), good parts and cockpit that are either race-ready or hammer-ready, then god bless Trek. For the record i own a cannondale six and it’s a phenomenal bike. but my aluminum rig is my favorite. way to go, Trek – kudos indeed.

Arguing that “some pros ride H2, therefore nobody needs H1” is well, just a poor excuse for an argument. An H1 aluminum Emonda would be a hit, and I would purchase one as soon as it were available. I’ve owned and ridden both H1/H2 models, and greatly prefer the H1. As an aside, direct mount breaks on this beast would be the icing on the cake. Think about it Trek.

This bike compared with the new caad 12 is nothing …

I’ve got a current model year Allez smartweld frame built up with full 105 and tubeless Shimano wheels. I certainly didn’t do it for $1760 retail, but then some parts on my bike (bars, saddle, tires) are from a very much higher trim level. I’ve also got all the accessories (cages, tools, &c) in my price, and I was unable to use the economy of scale a manufacturer can.

ANYWAY. The ride quality of my Allez is nothing short of amazing considering. It is *as smooth* as my steel 3-speed with 38mm tires over brick roads. I have no problems riding the Allez a hundred miles, though I run out of water. The Allez smartweld is making me completely re-think aluminum as a frame material, especially for amateur racer types.

These Treks seem to DIRECTLY compete with the Allez smartweld introduced last year, which is great, since it engenders competitive designs. When you get an Allez Comp (with 105), you pay less, but you miss out on the excellent 5800 brakes and crankset, and get bog standard training wheels. Moving up to an Allez Expert (with Ultegra), gets you a full groupset with carbon SL-K crank and ‘Fulcrum’ wheels at a competitive price.

I’d love to ride these Treks back to back with my Allez.

I am happy to see Trek jump into the “high end” aluminum market. I have owned & loved several iterations of CAAD’s. I have also read good things about Specialized redesigned Allez frames. I am now hearing of a redesigned CAAD12(?) to be released later this Summer…(anyone else hearing any details?) I would have liked to have seen a disc version from Trek… (Spec as well.) I believe that road disc offerings from every manufacturer will increase exponentially once the pro’s are riding them. I wanted my next road bike purchase to have discs so that I can look for second set of wheels that will be future proof…(thru-axles coming next?) I had my eye this year’s CAAD10 Rival disc, hoping the boys at Cannondale offer an Ultegra disc spec on the CAAD12 later this year. 🙂

Just ordered my alr 6 today! I work at a trek dealer, and I have to say H2 is usually great for 99% of our customers, and they usually have the stem flipped up. For the 1% of people that actually want that huge bar drop, you can always size down and make it look super pro with a longer stem! Nothing wrong with that!

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