trek emonda alr 6 price

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Trek Émonda ALR 6

• AUS $ NZD $ USD $ CAD $ GBP £ EUR €

Size / 47cm, 50cm, 52cm, 54cm, 56cm, 58cm, 60cm, 62cm

At a glance

Where to buy.

Specifications

• Fork Émonda ALR full carbon, tapered carbon steerer, internal brake routing, flat mount disc, 12x100mm thru axle
• Hubs Bontrager Affinity Comp, Shimano 11/12 speed freehub, 142x12mm thru axle
• Wheels Bontrager Paradigm Comp, Tubeless Ready, 24-hole, 21 mm width, Presta valve
• Tires Bontrager R2 Hard-Case Lite, aramid bead, 60 tpi, 700x28 c
• Chain Shimano SLX M7100, 12-speed
• Crank Size: 47, Shimano 105 R7100, 50/34, 165 mm length; Size: 50, 52, Shimano 105 R7100, 50/34, 170 mm length; Size: 54, 56, 58, Shimano 105 R7100, 50/34, 172.5 mm length; Size: 60, 62, Shimano 105 R7100, 50/34, 175 mm length
• Bottom Bracket Praxis, T47 threaded, internal bearing
• Front Derailleur Shimano 105 R7150 Di2, braze-on, down swing
• Rear Derailleur Shimano R7150
• Shifters Shimano 105 R7170, 12-speed
• Brakeset Shimano 105 hydraulic disc, BR-R7170 flat mount caliper, resin pad w/fin
• Handlebar Size: 47, 50, Bontrager Elite Bontrager Elite VR-C, alloy, 31.8 mm, 100 mm reach, 124 mm drop, 38 cm width; Size: 52, Bontrager Elite Bontrager Elite VR-C, alloy, 31.8 mm, 100 mm reach, 124 mm drop, 40 cm width; Size: 54, 56, 58, Bontrager Elite Bontrager Elite VR-C, alloy, 31.8 mm, 100 mm reach, 124 mm drop, 42 cm width; Size: 60, 62, Bontrager Elite Bontrager Elite VR-C, alloy, 31.8 mm, 100 mm reach, 124 mm drop, 44 cm width
• Saddle Size: 47, 50, 52, Bontrager Verse Comp, steel rails, 155 mm width; Size: 54, 56, 58, 60, 62, Bontrager Verse Comp, steel rails, 145 mm width
• Seatpost Size: 47, Bontrager Comp, 6061 alloy, 27.2 mm, 8 mm offset, 250 mm length; Size: 50, 52, 54, 56, 58, 60, 62, Bontrager Comp, 6061 alloy, 27.2 mm, 8 mm offset, 330 mm length
• Stem Size: 47, Bontrager RCS Pro, -7-degree, 70 mm length; Size: 50, Bontrager RCS Pro, -7-degree, 80 mm length; Size: 52, 54, Bontrager RCS Pro, -7-degree, 90 mm length; Size: 56, 58, Bontrager RCS Pro, -7-degree, 100 mm length; Size: 60, 62, Bontrager RCS Pro, -7-degree, 110 mm length

Q: How much is a 2023 Trek Émonda ALR 6?

A 2023 Trek Émonda ALR 6 is typically priced around €3,399 EUR when new. Be sure to shop around for the best price, and also look to the used market for a great deal.

Q: Where to buy a 2023 Trek Émonda ALR 6?

The 2023 Trek Émonda ALR 6 may be purchased directly from Trek .

Q: What size 2023 Trek Émonda ALR 6 should I get?

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2023 Trek Émonda ALR 6

An aluminum frame race bike with upper mid-range components and hydraulic disc brakes.

Émonda SL 6 Pro - 2023, 56cm

In Stock: LG

For This Bike

View more similar bikes →

Based on frame geometry and build specs.

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 ALR 6

Similar Bikes

(descending)

Add custom gearing

Based on build material and quality level of the frame, fork, wheelset, groupset, suspension system, and more.

5'2" – 5'5"

5'8" – 5'11"

6'0" – 6'3"

• 6'2", size 58cm, Just right
• 5'10", size 54cm, Just right

Nov 2023 · Charlotte Head

Hill climbers push their bikes to the extreme and this Trek Émonda is the perfect example, slimmed down to an

Read Review

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.

A great riding aluminum frame with dialed fit and geometry

Mostly easy to service, adjust, and upgrade

Official max tire clearance is 28mm

Through the headset cable routing

Jun 2023 · Mat Brett

Recently updated road bike has Kammtail aero tubing and internal cabling and comes with Shimano’s 105 groupset

May 2023 · Simon von Bromley

Trek’s latest aluminium Émonda offers premium performance at a great price

Smooth ride quality

Confident handling

Easily customisable

Shimano 105 groupset continues to impress

Wide range of sizes

Low-end tyres slow the bike down

Uninspiring wheels

Aug 2020 · James Bracey

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

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

Jul 2020 · Dan Cavallari

OCLV 800 launched with Trek's feathery Émonda, but now the brand's flagship aero bike gets this lighter, stiffer carbon — along with a T47 BB.

Have you seen Bontrager’s new Aeolus carbon wheel lineup? Spanning the gap between budget and race ready, the aerodynamic hoops are the perfect complement to another new Trek product launching today – the all new Émonda. Fans of super light, efficient climbing bikes needn’t worry. The Émonda is still as light as ever, but now […]

Jun 2020 · Benjamin Topf

With Trek's completely revised 2021 Émonda SLR 9 eTap, the American brand's lightest frame goes into the 3rd generation. Have Trek managed to design an aerodynamic climbing specialist that performs just as well on flat terrain? How does it compare to the Madone? Our first ride review includes everything you need to know about the brand new bike!

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

Last updated April 6 Not listed for 4 days

Expert road bike reviews and the latest road bike news, features and advice. Find rides & events, training articles and participate in our forums

Trek émonda alr 6 road bike – review, trek's new aluminium addition to their émonda family is far from a novelty, and provides a quality ride for a sensible price.

There’s a piece of what can reasonably be described as ‘cycling pseudoscience’ that says ‘good’ aluminium is better than ‘bad’ carbon.

But it’s been said so many times now that it’s become a complete cliché and although there’s definitely some truth to it, it mostly depends on what you think falls into the categories of ‘good alloy’ or ‘crap carbon’ and, of course, how you define the oh-so-subjective ‘better’.

What is inarguable, though, is that aluminium is making a comeback. Not only are Cannondale still going strong with their superb CAAD10, but Merckx, Giant, Specialized, Canyon, Kinesis and more have launched top-end aluminium road bikes over the last few years. The latest in that line are Trek who have added an aluminium model to their Émonda range.

Specification

• Price: £1,700 Weight: 7.8kg Size tested: 56cm Sizes available: 50-64cm Website: Trek

With a frameset that weighs in at a claimed 1,050g, the Émonda ALR 6 certainly has the potential to be a very light ride.

In fact, if you were to pick and choose the components and groupset you could almost certainly build the ALR up into a UCI weight limit-challenging machine, so the fact that Trek offer the Émonda ALR as a frame only option for £700 is a smart move.

That puts it right in the ballpark with other alu frame-only options like the Cannondale CAAD10, Bowman Palace or Kinesis Aithein. Building bikes up from frames isn’t for everyone, but if you’ve already got some smart kit that you fancy moving over, or have damaged your old frame but are happy the components are okay, then it’s an option worth considering.

Spec-wise, the £1,700, Shimano Ultegra-equipped ALR 6 (the more expensive of the two ALR models, with the ALR 5 decked out in Shimano 105 for £1,300) lines up with almost the same kit as its high-end carbon equivalent, the Émonda SLR 6.

The main differences between the two are slightly different stems and handlebars and, of course, the £600 difference in cost. And that’s one of the compelling reasons to consider buying aluminium: price.

Carbon is more expensive for a number of different reasons, but the most compelling reason to consider high-end aluminium over lower end carbon is that it’ll almost always cost you less.

If you had £2,300 to spend and bought the ALR 6 rather than the SLR equivalent, you could then spend that extra £600 on a set of wheels and likely upgrade the ride quality of the bike to a level higher than its composite cousin. Or, you know, simply end up £600 better off, of course…

The frameset

The frame is made from Trek’s 300 Series Alpha Aluminium and uses what Trek call ‘invisible weld technology’. They say that this creates a better connection with each tube junction, increasing strength while simultaneously using less material.

Not being a welding expert, I can’t comment on that, but what I can say is that the finish is immaculate. It’s possibly the best looking aluminium bike I’ve ever seen in terms of weld quality and that, combined with the matte finish, means you could easily mistake it for carbon.

The geometry is slightly more relaxed than a typical race bike, with Trek’s H2 fit offering a slightly taller headtube. It doesn’t mean it’s any less race-ready than its competitors, just that Trek have decided that the H2 fit is a better geometry for most riders on their lower end bikes (the higher end Émondas come with a choice of the H2 fit and more aggressive H1 geometry), meaning they’re all more accessible out of the box, but you can change a few things around and make the front end pretty low if you set your mind to it.

Other frame features include a headtube which tapers from 1.5″ to 1.1/8″, an oversized BB86.5mm bottom bracket shell, DuoTrap S speed/cadence sensor compatibility. The cables run externally, which may or may not please you depending on whether you like external cable routing, of course. But it will likely please home mechanics. Either way, it’s a lovely looking frame.

Fortunately, out riding, the frame proves that the Émonda ALR’s beauty isn’t only skin deep. It rides very nicely indeed and is as accomplished a bike as any aluminium frame I’ve ridden, and plenty of carbon ones too.

Over the years aluminium has developed a reputation for providing a harsh ride largely because the tubes had to be large in order to reach anything like the required stiffness for a bike.

These days, however, that isn’t necessarily so, and you can always adjust the far more important qualities like tyre width and pressure to achieve a more comfortable ride anyway.

But there are no such worries with the Émonda ALR 6. It’s stiff enough to provide a reassuring response to anything I could put through the frame in power terms, and the ride was perfectly comfortable.

Plus, the ALR comes equipped with Bontrager R2 23mm tyres as standard, so switching those out for a wider set is an immediate upgrade that could help to smooth the road out straight away.

Handling is sharp, and there was no bedding in period with this bike: I felt able to get out and ride full on straight away. Sometimes, you get on a test bike and take things easily on the first ride, not wanting to push it until you’ve found your proverbial feet, but the ALR felt familiar straight away.

Part of this is due to the sure handling, helped by the more relaxed H2 fit, and even heading downhill I had no worries about leaning into bends or maneuvering around obstacles as I would on my usual bike.

Climbing is similarly pleasing. Obviously, being a nearly 8kg bike I wasn’t dancing up any slopes a la Pantani (not that I would on any bike, mind you) but it’s certainly a capable machine in or out of the saddle, and the weight is good for the money.

It might not be a super lightweight climber like its exalted carbon elder brothers, but it’s a hell of a lot cheaper as well and, even if you’re a poor climber, it won’t make you feel like you’re struggling any more than usual.

The components

The ALR 6 is a well specced ride. Grabbing yourself an Ultegra-equipped bike, especially from a bigger brand, can be difficult for under the £2,000 mark and given the quality of Ultegra it’s a real selling point.

I hate to beat the same drum again but, for the price, Ultegra is pretty much unmatched in terms of the quality it provides. Front shifting is powerful, precise and leaves you with no uncertainties. One of the biggest failings in front shifting over the years has been a ponderous response that has made shifting – especially up to the big ring – a real act of faith in certain situations.

Shimano’s latest long arm front derailleur used on 105, Ultegra and Dura-Ace has changed that. In what must be thousands of miles on various tests bikes by now I’ve rarely had a bad front shift with Ultegra 6800 and that includes riding on some terrible roads and shifting while riding hard uphill.

That surety at the front is paired with equally precise response from the rear derailleur. Back shifting is light and quick, but still gives enough feedback that it never feels vague.

But the undoubted star of the groupset, in my opinion, is the braking. Ultegra shifting has been good for a while – the 6700 group performed smartly in both departments – but when Shimano trickled down the dual pivot braking from Dura-Ace 9000 to Ultegra it took the whole groupset up a notch.

That extra power in the brakes just gives you the confidence to push a little harder knowing that should worst come to worst there’s a fail safe should you round a corner to be confronted with a pothole the size of Gloucester.

As I mentioned in the first ride report, the part of the bike that I’d want to change as soon as possible would be the bars. I’ve ridden the Bontrager Race VR-C bars on a couple of bikes and I just don’t get on with them at all.

Even in my preferred 42cm width there’s something about the shape that makes them feel wide and ungainly, but it’s a small issue and it’s perfectly conceivable that others might try them to find the exact opposite.

Once I’d swapped them out, though, the bike felt even better at the front end, proving how important it is to feel comfortable in the cockpit of your ride. They also tip the scales at a hefty 310g, so that’d be a way to save some weight immediately if you were looking to build a super-light version of the bike.

The weakest part of the build is the wheels (and I know, we say this about most bikes). The Bontrager Race wheelset might be tubeless ready, but it’s about as basic as they come which definitely detracts from the ride quality.

Although Bontrager should definitely be applauded for bringing tubeless availability right down to the bottom of the price range, the ALR definitely deserves a better set of wheels than the £230 stock option.

Having said that, the basic wheels are specced as a very obvious way of keeping the RRP down on the bike as a whole, and as I said at the top, grabbing yourself the ALR 6 rather than the carbon SLR 6 would automatically save you £600 you could use to buy a really rather nice set of aluminium clinchers.

Price-wise, it’s pretty much spot on. A CAAD10 with Ultegra will set you back £1,699.99, though Canyon do manage to undercut that, with the Ultegra-equipped version of their Ultimate AL SLX coming in at £1,499.99 with a better set of wheels in Mavic’s Ksyrium Elite S.

Trek set out to create a light, balanced yet responsive aluminium bike and they’ve certainly reached that goal with aplomb. The Émonda ALR 6 might not look quite as race-ready on the surface as some of its competitors like Cannondale’s CAAD10 but that doesn’t mean that it can’t be ridden hard, and you’ll get as much out of this bike as you put in.

Plus it’s relatively cheap. Full Ultegra for under two grand is a good deal, and even though the wheels could do with an upgrade, you’re getting a lot of bike for your money which is one of the compelling reasons to seriously consider aluminium.

– Full Ultegra spec is strong for the price – Sleek look and beautifully finished frame – Lovely ride quality: light, stiff and fun to ride – Has all the crash-related bonuses an alloy frame provides

– A wheel upgrade would get more from the frame

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The Émonda SL 6, with a carbon frame and a Shimano Ultegra groupset, is £2,250.

> Check out our review of the Émonda SL 5 here

The ALR 6 rides really well, providing snappy acceleration through its taut frame. Weighing in at 8.1kg (17.9lb), our review bike is quick off the mark. It's actually Trek's lightest ever aluminium road bike. Sure, there are plenty of lighter bikes out there, but this is a good weight and, equally important, the frame is stiff enough to hold firm when you put the power down.

Trek uses its premium 300 Series Alpha Aluminum for the three aluminium Émondas rather than the 100 Series it uses for the Domane AL models or the 200 Series it uses for the Domane ALR , and this higher grade material is hydroformed (high pressure fluid is used to shape the metal) into size-specific tubes. In other words, the tubes are made differently so that each size of frame performs the same.

Although it houses a standard 24mm (rather than an oversized 30mm) axle, the 86.5mm wide bottom bracket holds everything firmly through the centre of the bike, providing a solid platform from which you can lay down your power.

Well equipped

The Émonda ALR 6 has good climbing skills, transferring your effort efficiently into forward movement. The decent weight helps here, as does the fact that it's equipped with a new Shimano Ultegra 8000 groupset (we'll be reviewing it separately) that includes a compact chainset (with 50-tooth and 34-tooth chainrings) and an 11-28-tooth cassette.

This provides you with lower gear ratios than you get with a standard chainset, so getting up steep hills becomes easier – and even the pros sometimes use compacts for the big mountains. You might yearn for a larger inner sprocket, I guess. If so, the short cage version of the Shimano Ultegra R8000 rear derailleur will take a maximum 30-tooth.

The compact chainset does mean you have to do without the biggest gears you get with a standard chainset, so you'll spin out sooner on fast descents. That said, you're still likely to be able to pedal at over 35mph with the setup you get here (100rpm gets you 35.7mph, 120rpm gets you 42.8mph).

Speaking of descending, the Émonda ALR 6 provides you with plenty of assurance on the way down. The E2 tapered head tube, with a 1 1/2in lower bearing, provides a high level of stiffness at the front end, and that becomes more noticeable the harder you slam the bike into corners. Rather than wavering about, it takes you exactly where you want to go and that gives you the confidence to keep pushing the speed up.

When required, the Shimano Ultegra brakes bite the Émonda's alloy rims hard to provide strong and predictable power whether you just need to shave off a bit of speed or come to a complete standstill. With all that muscle at my disposal, I felt I could rag it down sketchy descents without things feeling at all hazardous.

Comfortable ride

The aluminium Émondas are built to what Trek calls its H2 geometry. Essentially, this is a performance-orientated geometry but it's a little more relaxed than a Trek H1 setup; the head tube is a little taller and the top tube is a little shorter, giving you a slightly more upright riding position. The idea, of course, is to provide more comfort and confidence.

We have the 58cm model here on test and it comes with a 19cm head tube. That's fairly lofty for a race bike but it's not up there with that of some endurance road bikes – not even close. With a stack height of 596mm and a reach of 391mm, the Émonda ALR 6 still has half an eye on an efficient aero position.

Trek has specced a compact handlebar so your riding position isn't too extreme when you rest your hands down on the drops. The Bontrager Race VR-C has a drop (the vertical distance from the centre of the bar at the stem clamp point to the centre of the bar at the ends) of 125mm so when you make the switch from the hoods you certainly feel like you're moving into an 'attack' position, but it's not crazy-deep. 

Aluminium bikes are often characterised as harsh but that's largely unfair, the Émonda ALR 6 providing at least an average amount of give. It's certainly a long, long way from jangling. The skinny seatstays doubtless contribute to that, as does the lengthy amount of carbon fibre seatpost that you're almost certain to have extending out of the frame thanks to the sloping top tube. That seatpost is a slim 27.2mm in diameter and it flexes enough to help polish over bumps and dents in the road surface.

Bontrager's Montrose Comp cutout saddle has loads of flex in its shell along with quite deep cushioning – a little too deep for my taste, if truth be told, but we're all different. If you feel the need for more comfort you could simply swap the 25mm Bontrager R2 Hard-Case Lite tyres for something in a 28mm width. The frame and fork have enough clearance and so do the Shimano Ultegra R8000 dual-pivot brakes, so there's nothing stopping you. The other option would be to run tubeless tyres (the ones fitted aren't tubeless compatible) at lower pressures on the Bontrager Aeolus Comp 5 Tubeless Ready wheels. 

The rims of those wheels are aluminium, a carbon fairing on the spoke-side taking the total depth to 50mm without the addition of a whole lot of weight. The idea, of course, it to improve the aero efficiency. One drawback to this design is that you can't get to the spoke nipples externally; they're hidden away inside the fairing. This means you need to take off the tyre, inner tube (if you're using one) and rim tape for adjustments if the wheel goes out of true. That's a pain, especially if you're using a tubeless system with sealant in there. That said, both wheels have run straight and true throughout testing so it's a non-issue so far. 

The rest of the spec is very impressive, particularly the new Shimano Ultegra 8000 groupset – and that's a full groupset right down to the chain, rather than a mix of eye-catching components and downgrades.

> Check out the Shimano Ultegra 8000 groupset here

You probably already know that Ultegra is Shimano's second tier road groupset, and we have only good things to say about it. The bottom line is that Ultegra provides great shifting and braking to keep you fully in control. It's excellent stuff! As mentioned above, we'll run a full review on it separately.

The obvious difficulty the Émonda ALR 6 has is that at £2,000 it's up against a lot of carbon bikes, and there's definitely a perception that carbon is simply better than aluminium... and that's not necessarily the case. Yes, carbon has some big advantages when it comes to making stiff and lightweight bikes, but it's not the be-all and end-all. Certainly don't write off a bike because it's not carbon, that's madness. 

> Buyer's Guide: 13 of the best aluminium road bikes

Which would I choose if I were buying, the £2,000 Émonda ALR 6 or the £1,800 SL 5? Well, that depends. I'd personally prefer the direct mount brakes and internal cable routing you get with the SL 5, but if you're not bothered by those things you get more for your money with the ALR 6.

Shimano 105 makes up the biggest share of groupsets on £2,000 road bikes, so the Ultegra specced on the Émonda ALR 6 is a bonus. There are plenty of exceptions, though. Giant's TCR Advanced 1, for example, with a carbon composite frame and a Shimano Ultegra groupset, is only £1,799, and Merida's Scultura 5000, priced £2,000, has a carbon frame and fork and an Ultegra groupset. This means the Émonda ALR 6 is up against some stiff opposition on value. I'd say it offers a very good deal, but it's not out on its own.

Overall, the Émonda ALR 6 is a very strong offering. Do yourself a favour and take aluminium seriously. This is a quick and taut bike that provides plenty of comfort, and the Shimano Ultegra components are superb. 

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

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road.cc test report

Make and model: Trek Émonda ALR 6

Size tested: 58cm

About the bike

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

Frame Ultralight 300 Series Alpha Aluminium, Invisible Weld Technology, E2 tapered head tube, DuoTrap S compatible, BB86.5

Fork Émonda carbon, carbon E2 steerer

Wheels Bontrager Aeolus Comp 5 Tubeless Ready

Tyres Bontrager R2 Hard-Case Lite, 700x25c

Shifters Shimano Ultegra, 11-speed

Front derailleur Shimano Ultegra, braze-on

Rear derailleur Shimano Ultegra

Crank Shimano Ultegra, 50/34 (compact)

Bottom bracket Press Fit BB86.5

Cassette Shimano Ultegra, 11-28, 11-speed

Chain Shimano Ultegra

Saddle Bontrager Montrose Comp, chromoly rails

Seatpost Bontrager carbon, 2-bolt head, 27.2 mm, 8 mm offset

Handlebar Bontrager Race VR-C, 31.8 mm

Handlebar tape Bontrager

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

Headset Integrated, cartridge bearing, sealed, 1-1/8in upper, 1.5in lower

Brakeset Shimano Ultegra

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 ALR 6 is the highest-end aluminium road bike in the Émonda line-up. It's light, fast, responsive and engineered to hold its own in every way against far more expensive carbon models. A performance Shimano Ultegra drivetrain, aero wheels and lightweight aluminium frame make it an ideal choice for crit racers, club riders, climbers and anyone who wants the fastest aluminium road bike that we make."

It lists these attributes:

​• This is a top-of-the-line aluminium racing bike that lives for speed.

• Like every Émonda, it's built to be the lightest and fastest in its class and backed by our lifetime warranty.

• No one likes ugly welds: Invisible Weld Technology for seamless looks and lighter weight.

• It shares the geometry of our highest-end carbon Émonda racing bikes, and it gives you a ride quality that stands up in every way to far more expensive carbon bikes.

Frame and fork

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

The build quality is very high.

The smooth welds and very good finish mean that you can barely see the joints between the tubes.

Treks says it has used Invisible Weld Technology here. What's that?

"Revolutionary welding technology creates a better connection with each tube junction, increasing strength while using less material," says Trek. 

Well, they certainly look neat! If you want to see the welds you have to look closely. Really closely!

Unlike on the carbon Émondas, the cabling is fully external.

The frame is compatible with a DuoTrap S sensor. This is a Bluetooth/ANT+ sensor that sits in a hollow on the non-driveside chainstay to measure speed, distance and cadence on a bike computer or smartphone.

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

Trek says that the 300 Series Alpha Aluminum is an upgrade over its 200 Series. It is hydroformed into size-specific tubes.

The fork legs and steerer are carbon..

Tell us about the geometry of the frame and fork?

The Émonda ALR 6 is built to Trek's H2 fit, as is the ALR 5.

H2 is slightly more relaxed than Trek's H1 fit but it is still a race-orientated geometry.

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

We had the 58cm model with a 573mm effective top tube, a 553mm seat tube and a 190mm head tube. The stack height (vertical distance from the centre of the bottom bracket to the top of the top tube) is 596mm and the reach (the horizontal distance between those two points) is 391mm.

It puts you into a fairly aggressive riding position, but it's not as full-on as Trek's H1 fit.

Riding the bike

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

Yes, it is a comfortable bike. Don't believe all that stuff about aluminium being harsh.

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

Yes, it's stiff through the bottom bracket and the head tube. There was less steerer tube flex when I moved the stem right down.

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

Yes, it's stiff through the bottom bracket.

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

A little but I don't find it a problem.

How would you describe the steering? Was it lively, neutral or unresponsive? The lively side of neutral

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

I always have loads of seatpost extending out of the frame, and that certainly helps with comfort, especially if it's a slim 27.2mm diameter post like the one here.

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

Everything feels pretty efficient to me.

The drivetrain

Wheels and tyres.

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

The wheels are decent enough, but they're not stunning.

Your summary

Did you enjoy riding the bike? Yes

Would you consider buying the bike? Yes, for a bike at this price it would be on the shortlist.

Would you recommend the bike to a friend? Yes

Use this box to explain your score

Some people will doubtless be put off by the fact that this bike is aluminium and they could get a carbon-framed bike for this kind of money. My argument would be that a carbon bike isn't always better than an aluminium bike. You get a bike that performs very well here, complete with an extremely good groupset. It's definitely one to consider if you're in the market for a performance-minded bike at this price.

Overall rating: 8 /10

About the tester

Age: 47   Height: 190cm    Weight: 75kg

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

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

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Mat has been in cycling media since 1996, on titles including BikeRadar, Total Bike, Total Mountain Bike, What Mountain Bike and Mountain Biking UK, and he has been editor of 220 Triathlon and Cycling Plus. Mat has been road.cc technical editor for over a decade, testing bikes, fettling the latest kit, and trying out the most up-to-the-minute clothing. We send him off around the world to get all the news from launches and shows too. 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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Trek's Émonda ALR Disc Is a Sleek, Affordable Race Rocket

A smooth and stylee aluminum road bike that hauls ass at a great price

Price: $960 (frameset), $1,890 (complete with 105 build) Weight: 16.4 lbs (as tested) Style: Road race Drivetrain: Shimano Ultegra R8020 (as tested) Frame Material: Aluminum Tire clearance: 28mm The right bike for: Rider looking for a fast, and fast looking, road bike but doesn't want to pay carbon prices.

You’d be forgiven for mistaking the new Émonda ALR for a full-carbon race bike at first glance. But it's not carbon: This is Trek’s newest aluminum road racing bike. With other brands producing popular race-ready aluminum frames–such as Cannondale's CAAD12 and Specialized's Allez Sprint DSW–it’s no surprise Trek updated its ALR frames for 2019 .

The Émonda ALR's aggressive geometry and reasonable price (five models priced $1,360 to $1,890) are certainly targeted at the budget minded who still want a performance race ready bicycle and the option to purchase the frameset ($960) opens the door for budget-friendly dream builds.

Years of experience shaping and tuning aluminum, along with new alloys and manufacturing techniques, are allowing bike brands to offer aluminum frames that ride smoother than some carbon frames and cost less as well. With the new Émonda ALR, Trek hydroforms the size-specific tubes into complex shapes, which fit together so precisely that fabricators need less weld material to join them, which produces a sleek looking frames. The welds are so minimal, the Émonda ALR frame almost looks made of carbon.

On the pavement the ALR is no slouch. Overall, it's a smooth ride for an aluminum bike. The road buzz is damped, but on rough roads and longer rides it’s still apparent that this is an aluminum frame (the fork is carbon). Luckily Trek's engineers endowed the Émonda ALR Disc with room for wider tires (officially 25mm, but some 30mm tires should fit), allowing riders the option to smooth the ride with the addition of fatter rubber.

The minimalist welds make the Émonda ALR's headtube look almost like carbon.

Sensor Ready

The non-drive seatstay is provisioned for a Bontrager DuoTrap S sensor.

Magic Paint

The Purple Flip paint takes on different colors depending on the light.

Hidden From View

Housings and brake hose run inside the front triangle and out of sight.

Modern Standards

The Émonda ALR disc uses the flat mount caliper standard and 12mm thru axles.

The Émonda Family

The Émonda ALR is offered in two models (ALR 4 and ALR 5), and two brake options (disc or rim).

The ALR 4 ($1,680 disc, $1,360 rim) features a Shimano Tiagra 10-speed drivetrain, while the ALR 5 ($1,890 disc, $1,590 rim) comes with a Shimano 105 11-speed drivetrain. All other components are identical, which makes the decision-making process simple: Save 210 or 230 bucks, or spend the extra money to upgrade to an 11-speed drivetrain.

Trek also offers the Émonda ALR 5 Disc in a women's version . This bike features the same geometry as the unisex ALR 5 Disc (though the women's is offered in a 47cm and the unisex is not), but is equipped with a women's saddle, shorter stem, and narrower handlebar.

Trek also sells the Emonda ALR frameset in both disc ($960) and rim ($960) versions. The bike Bicycling received for testing was not a stock complete bike, but a flashy bike built up by Trek to celebrate the Émonda ALR's debut. The frame is shown in the Purple Flip colorway ( there's also a black option) and built with Shimano Ultegra mechanical shift/hydraulic brake groups, with high-end carbon Bontrager parts consisting of Aeolus XXX carbon wheels, XXX carbon seatpost, XXX carbon handlebar, and carbon-railed saddle.

A Lot of Bike for the Money

The real selling point of this bike is its performance-to-price ratio. The ALR frame looks an awful lot like carbon, rides great, and costs less. For $419 dollars less than the most comparable carbon Émonda SL model, the ALR 5 comes out swinging with a race-ready package for someone looking for a quality ride without the intimidating price.

The Émonda ALR frames are quite light also. The disc frame weighs 1,131 grams, while the rim frame weighs 1,112 grams. This appears to compare very well with the carbon Émonda SL frame (disc 1,149 grams, rim 1,091), however the Émonda SL frame weight includes part of the seat mast system.

The Emonda ALR frame features internal cable routing through the front triangle, provisioning for the Bontrager DuoTrap S speed and cadence sensor in the non-drive chainstay, press-fit BB86.5 bottom bracket, 27.2mm seat post, and tapered headtube. Disc models use 12mm thru axles front and rear, and flat-mount brake calipers.

Émonda Geometry

The geometry of the ALR is the same as most of the Émonda carbon line. Trek uses its H2 fit, which is geared toward the everyday rider. This geometry falls between the race geometry you'd find on a bike like the Specialized Tarmac, and the shorter, more upright geometry of an endurance bike.

I found the fit to strike the balance between comfort and race quite nicely. Trek's materials say the H2 geometry is a balance of stable-yet-responsive handling and as much as I get annoyed with marketing jargon, I would certainly have to agree with that.

I do wish Trek would also offer its most aggressive race geometry (it's called H1) in the ALR range (the H1 option is offered in Trek's Émonda carbon frames) for riders, like me, who prefer the lower, longer position it offers.

Émonda ALR Disc Ride Impressions

I can learn a lot about a bike by doing what I call the “up, over, and back” test. I take a bike on a ride that's very familiar to me: up the side of the mountain that's just out my door, down the other, and back again. Put to this test I discovered that, yes, climbing on the Émonda ALR still hurts the same as any other bike, so don’t expect any miracles in that regard. But the bike climbs quite well, while I wasn’t able to break any personal records, the bike still feels plenty at home when the grade pitches skyward. Our bike weighed in at 16.4 pounds, quite impressive for a aluminum bike with disc brakes.

After making my way over the top, the less painful/fun part of the test started. Next up, a high speed slightly twisty descent with fresh pavement. Here, the bike reacts predictably at high speeds without feeling terribly unstable even at speeds over 50mph; test passed. The bike is at home on twisty technical descents as well as wide open high speed rippers. While some riders still aren't sold on disc brakes, I’m a convert. Having the Ultegra stoppers affixed to the Émonda ALR was a welcome addition when it came time to not only stop but control speed into and out of corners, and the Émonda ALR feels solid under braking forces.

On the road it is immediately apparent that this bike wants to accelerate. Once out of the saddle, the Émonda ALR reacts quickly and feels well connected to the pavement. This feeling of snappy acceleration can be at least partially credited to the 1,380-gram Aeolus XXX 2 Disc wheels that came on our test rig. With that said, the ALR feels solid under load. During all out sprints the frame feels just as a race bike should and responds with every pedal stroke. On the flip side, this Émonda ALR test bike rode a bit stiffly, even with the high-end carbon wheels.

Still, the Émonda ALR has all the ingredients of a good bike—sleek looks, solid performance, and a easier to swallow price.

3 Inexpensive Essentials For Your New Bike

Track Your Rides

Wahoo Elemnt

Track speed, distance, and time then upload to Strava

$100 | Competitive Cyclist

Adjustments On The Go

Topeak Mini 10

It's easy to carry and has a tool to fix common issues

$17 | Competitive Cyclist

Great for Midride Flats

Park Tool Mini Pump

Will fit in a jersey pocket or a bag to get you going again

$20 | Competitive Cyclist

Trevor Raab is the staff photographer for Runner’s World and Bicycling , a CAT 1 cyclocross racer, and, occasionally, a product reviewer for the Test Team. He fits the typical “how I got in to bikes” story: his dad introduced him to mountain bikes when he was a kid, then he had a  stint as a skateboarder in high school, and since 2011 he’s been riding every sort of bike he can find.

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TREK Emonda ALR 6 Road Bike in Black

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Season:2023

Code:36957BLK

It's right for you if...

You want the light weight, sleek looks and incredible handling for which Émonda is known for at an unbeatable alloy price point. You're looking for a fast road bike with the advantage of an all-new Shimano 105 Di2 wireless electronic drivetrain.

The tech you get

An ultralight 300 Series Alpha Change to anything you want frame with aerodynamic Kammtail shaped tubes and Invisible Weld Technology, an Émonda SL carbon fork that absorbs vibration from the road, internal cable routing in both the frame and fork, a 2x12 Shimano 105 Di2 wireless electronic drivetrain, Bontrager Paradigm tubeless ready wheels and an RCS Pro stem for cleaner cable integration.

The final word

Carbon looks and ride quality, aluminium price point. If you thought alloy couldn't contend with carbon in beauty and performance, think again. Our best alloy Émonda features upgraded wheels and a quick, reliable Shimano 105 Di2 electronic drivetrain.

Fork Émonda ALR full carbon, tapered carbon steerer, internal brake routing, flat mount disc, 12x100mm thru axle Frame fit H1.5 Race

Hub front Bontrager Paradigm Comp 25, Tubeless Ready, 25 mm rim width, 100x12 mm thru axle

Hub rear Bontrager Affinity Comp, Shimano 11/12 speed freehub, 142x12mm thru axle

Skewer rear Bontrager Switch thru-axle, removable lever

Rim Bontrager Paradigm Comp, Tubeless Ready, 24-hole, 21 mm width, Presta valve

Tyre Bontrager R2 Hard-Case Lite, aramid bead, 60 tpi, 700x28 c

Max tyre size 28c

Shifter Shimano 105 R7170, 12-speed

Front derailleur Shimano 105 R7150 Di2, braze-on, down swing

Rear derailleur Shimano R7150

Crank Size:47 Shimano 105 R7100, 50/34, 165mm length

Size:50, 52 Shimano 105 R7100, 50/34, 170mm length

Size:54, 56, 58 Shimano 105 R7100, 50/34, 172.5mm length

Size:60, 62 Shimano 105 R7100, 50/34, 175mm length

Bottom bracket Praxis, T47 threaded, internal bearing

Cassette Shimano 105 7100, 11-34, 12-speed

Chain Shimano SLX M7100, 12-speed

Max. chainring size 1x: 48T, 2x: 53/39

Saddle Size:47, 50, 52 Bontrager Verse Comp, steel rails, 155 mm width

Size:54, 56, 58, 60, 62 Bontrager Verse Comp, steel rails, 145 mm width

Seatpost Size:47 Bontrager Comp, 6061 alloy, 27.2 mm, 8 mm offset, 250 mm length

Size:50, 52, 54, 56, 58, 60, 62 Bontrager Comp, 6061 alloy, 27.2 mm, 8 mm offset, 330 mm length

Handlebar Size:47, 50 Bontrager Elite Bontrager Elite VR-C, alloy, 31.8 mm, 100 mm reach, 124 mm drop, 38 cm width

Size:52 Bontrager Elite Bontrager Elite VR-C, alloy, 31.8 mm, 100 mm reach, 124 mm drop, 40 cm width

Size:54, 56, 58 Bontrager Elite Bontrager Elite VR-C, alloy, 31.8 mm, 100 mm reach, 124 mm drop, 42 cm width

Size:60, 62 Bontrager Elite 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 RCS Pro, -7-degree, 70mm length

Size:50 Bontrager RCS Pro, -7-degree, 80mm length

Size:52, 54 Bontrager RCS Pro, -7-degree, 90mm length

Size:56, 58 Bontrager RCS Pro, -7-degree, 100mm length

Size:60, 62 Bontrager RCS Pro, -7-degree, 110mm length

Brake rotor Shimano SM-RT70, CenterLock, 160 mm

Rotor size Max brake rotor sizes: 160 mm front and rear

Charger Charging cable included

Weight 56 – 8.80 kg/19.41 lb

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

Ask a question

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First Look: Trek Émonda ALR: Aluminum, aero, and light

Third generation frameset includes many features from carbon versions.

On Thursday, Trek officially launched the latest version of its Émonda ALR, which was already available in Europe on April 6, to cyclists in US and Canada. The new aluminum frameset is strikingly similar to Trek’s carbon Émonda, featuring integrated cables and truncated airfoil tubes. It’s also share the same H1.5 geometry, so it’s aimed at racers. The current versions of Émondas SLR and SL have been around since 2020, and the latest version ALR aims to deliver much of the same attributes that have been seen in the pro peloton, but at a much more affordable price.

My test bike, the Emonda ALR Frameset, was custom built with Shimano 105 Di2 and outfitted with Pro components since it will serve as the test bed for a long term review of Shimano’s latest electronic groupset. Same as previous years, the latest 105 received trickle-down tech from its big brothers Dura-Ace and Ultegra, including disc brakes and electronic shifting for the first time. Much like the Emonda ALR, it mimics its higher priced sibling to an impressively high degree, at a significant lower cost. In Canada, the Emonda ALR will also be available in a stock build with complete Shimano 105 mechanical, if building from the frame up is not your thing.

A real looker

First off, I have to talk about the paint job of the ride that I am testing. It’s a stunning white with multiple colours on the logos. But each flourish actually means something. According to Trek, it’s a celebration of the company’s many successes on the road. “The paint job on the Emonda ALR Frameset is inspired by a previous P1 paint scheme called Palmares,” Trek’s Canadian marketing manager, Taylor Cook explains. “The Palmarès paint scheme is made up of quilt-inspired depictions of iconic team kits and champion jerseys from Trek’s vast history of sponsorships and race victories.”

It’s quite stunning and will definitely stand out when you show up to a race. The paint scheme isn’t just on the down and top tubes–you can see little hints on the inside of the fork.

Comfortable cockpit

My test ride is fully Shimano. The 105 groupset was matched with Pro Vibe handlebars and stem. It’s not an integrated bar and stem which is nice, as you’re not beholden to whatever length and width stem and bar that the bike is shipped with. The Pro Vibe bars felt great. I tend to ride on the hoods a lot, but one of my pet peeves with some handlebars is the length. I like to have a decent amount of real estate after the hooks, and the Pro Vibes had just that.

Fast and light

Trek says that the Émonda ALR is its lightest alloy road bike yet, built with 300 Series Alpha Aluminium, the full bike as built comes in at 8.80 kg. Just like its carbon predecessors, it is built with truncated airfoil tubes. So not only does it slice into the wind, but it makes for a lightweight bike when it gets hilly. When I took it out on some of the local climbs here, I immediately noticed the weight savings, but there was no compromise when it came to stiffness or handling. Having ridden several carbon bikes before, including the carbon versions of this frame, that was my initial concern. But after that first ride, it’s responsiveness when I’m out of the saddle, sprinting, or cornering, mirrors it’s carbon siblings. Since it comes with the same H1.5 race geometry, that’s not surprising.

Other aero features include integrated cables, which are practically de rigueur these days. But with Trek’s set up, you aren’t tied to a proprietary setup, nor are you forced to use electronic drivetrains, the Emonda ALR is mechanical shifting compatible. This flexibility paid off with my fit, I actually used a shorter stem on this build than some of my other bikes, but when I was doing the “look at yourself in the store window thing” that we all do when riding (come on, you do it too) and my back was flat and positioning was great.

105 goes electric

The shifting is crisp, clean and precise. Since this was ridden in the spring, I had been using my winter bike before this test, which has mechanical Dura-Ace. One thing that did take me a few days to remember is that the larger paddle clicks down, and the smaller goes up. It’s just a quick adjustment if you’ve been using mechanical STI before, but it may take a few rides to get used to.

I tested braking down some local descents and around a few race courses, and the modulation felt just as exact as Dura-Ace or Ultegra. It’s a nice-looking group as well. All black, which creates a sleek and stunning aesthetic. One of the big differences between 105 12 speed and Dura-Ace or Ultegra is you can’t use the satellite buttons that are so popular. For me personally, that’s not a problem, but if you rely on the extra shifters on other parts of your bars you may be disappointed. There’s also no power meter available, which for me was also not a concern as I have pedals that measure my watts. But it’s something to think about.

Weight-wise, the group comes in at 2,992 g, compared to Dura-Ace which is 2,514 g. But if you’re wanting value in an electric groupset, with disc brakes, the new 105 will certainly achieve this. I should note, that the Emonda ALR 6, that is equipped with 105 Di2, is not coming to North America, there will just be the one Emonda ALR 5 with 105 mechanical.

As far as the rest of the components on my test ride, the Pro Vibe alloy seatpost does its job while keeping things light. The Shimano C46 Tubeless WH-RS710-C46-TL-R wheels are fast and responsive, and do the trick. My hoops came with 28mm Schwalbe Pro One tires, which are grippy and fast, but seem wider, which isn’t a bad thing.

Good bye creaks

The Émonda ALR uses a threaded T47 bottom bracket. Trek says the move from press fit BBs will all but eliminate creaking.

Meant to be raced on

This is a bike that is meant for going fast. Unlike say, the Trek Domane SLR, there are no mudguard mounts or integrated frame storage. The official max tire clearance is 28 mm, but I will say Trek is being pretty conservative, and it will easily clear 30mm tires comfortably, and even larger depending on your comfort with clearance.

If you’re in the market for a bike that has all the qualities of a high-end racing machine, but at an affordable price, check out the new Trek Émonda ALR. The ALR 5 are available in Canada now, in an Azure/Coal colourway, and Black. The The Palmarès is available in Canada as frame only.

They are available to order now through your local Trek retailer. Select colors and sizes are in stock for purchase on trekbikes.com as well.

Trek Émonda ALR with Shimano 105 mechanical, $2,800 Trek Émonda ALR frameset: $1,500

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Trek Emonda ALR first-ride review: Light and fast, but best on smooth roads

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 .

It wasn’t all that long ago that aluminum was considered largely obsolete as a frame material: too soft and heavy relative to carbon fiber, not as much zing or “life” as steel or titanium. But the material is nevertheless enjoying a strong resurgence, and Trek is the latest major brand to add fuel to that fire. The new Emonda ALR aluminum road family is reasonably competitive with carbon fiber in terms of weight and stiffness, and new manufacturing methods make it drop-dead gorgeous, too. It’s also comparatively cheap. But alas, there’s still a price to be paid.

The Emonda ALR by the numbers

On paper, it’s hard to argue with Trek’s new Emonda ALR.

At least as far as the scale is concerned, the Emonda ALR is nearly on-par with the carbon fiber Emonda SL. Claimed frame weight for the disc-brake is 1,131g, and 1,112g for the rim-brake edition — just 40g heavier than its fancier (and more expensive) cousin. And according to Trek, the Emonda ALR’s chassis stiffness figures aren’t far behind, either, thanks in no small part to the fact that its 300-Series Alpha Aluminum hydroformed tubes use nearly the same shapes as the upper-end Emondas.

Both rim-brake and disc-brake versions are on tap — naturally — and tire clearances are in-keeping with trends in the road space. Maximum official tire size on the rim-brake version is 25mm; 28mm for the disc-brake models. That sounds decidedly behind the times at first, yes, but keep in mind that Trek’s internal rating for maximum tire size is unusually conservative. Whereas most companies abide by international standards for clearance (at least 4mm of space on all sides of the tire at the closest point), Trek adds another 2mm on top of that, so comparing apples to apples, the rim-brake Emonda ALR will comfortably handle 29mm-wide tires, and the disc-brake bikes will fit 32mm-wide ones. Much better.

Handling-wise, Trek has carried over the same frame geometry as on the carbon Emonda models, which, in turn, were derived from the highly evolved figures of the long-standing Madone range. In other words, it promises truly neutral characteristics, with stable manners at high speeds, a seemingly contradictory willingness to carve through sinuous descents, and reasonable agility at low speeds without having the front end feel too floppy. Trek hasn’t changed its bread-and-butter road geometry much in ages, and that’s a good thing.

In terms of rider positioning, though, Trek will only offer the Emonda ALR in the tamer H2 fit with its slightly taller head tube. Riders who are specifically after a more aggressive posture will still need to look at the top-end Emonda SLR range.

Other features include partially internal cable routing (just through the down tube), 12mm front and rear thru-axles and flat-mount caliper interfaces on disc-brake models, quick-release dropouts and direct-mount caliper mounts on rim-brake models, PF86 press-fit bottom bracket shells across the board, tapered steerer tubes on the full-carbon forks, standard 27.2mm-diameter round seatposts with conventional external seatpost clamps, and a small pocket built into the non-driveside chainstay for Bontrager’s DuoTrap wireless speed and cadence sensor.

None of this sounds remotely groundbreaking. And the focus on stiffness-to-weight means there isn’t a smidgeon of aerodynamic shaping to be found here. There’s not a single mention of wind tunnels or grams of drag or yaw angles in any of Trek’s marketing collateral. In an ever-expanding world of sleek two-wheeled machines that are starting to look more like airplanes than bicycles, the Emonda ALR might seem like a throwback.

But oh, man, you just have to see the thing.

Invisible Weld Technology

The way aluminum bicycle frames are welded hasn’t changed much in decades. With few exceptions, tubes are mitered at the joints and held together in a jig for a close fit, and then the intersections are basically just melted together at high heat, with an additional bead of similar material — the weld bead — added on top for additional structural reinforcement. Sometimes welders take two passes over the joint, and sometimes it’s just one, and sometimes the bead is filed down for a smoother look. But by and large, the process is the same today as it was when people thought Jeff Bezos was nuts for thinking he could sell books over the internet.

Specialized legitimately moved things forward a few years ago with the introduction of Smartweld . Normally, those mitered aluminum tubes fit together kind of like how you would join empty rolls of paper towels together in a grade school art project, with the end of one tube carved out to fit tightly against the unaltered wall of the other tube.

But Smartweld is more like holding the bottom of two soda cans against each other. There’s a natural trough that the welding rod can fill, there’s more surface area to join together for better structural integrity, the weld itself is moved away from the areas of highest stress, the adjoining tube walls can be made thinner and lighter, and the resulting joint ends up more flush with the surrounding tube wall for a smoother finish. There’s more hydroforming work required to initially create that sort of interface geometry on the individual parts, but it’s a brilliant idea that Specialized has used to great effect.

Trek is now doing something similar, calling it “Invisible Weld Technology.” The concept is much the same, at least in terms of the weld joint geometry itself, but whereas Specialized moves the weld further up on the tubes, IWT uses the same weld location as a standard mitered joint.

Details aside, the result is visually stunning. For example, Trek has formed the head tube and top tube of the new Emonda ALR with the same shapes as the carbon fiber Emonda SL and SLR, and unless you look very closely, you can’t even tell where one part ends and the other begins; it’s truly seamless as far as your eyes are concerned.

Other areas of the frame are joined using more conventional welding techniques, and the Emonda’s press-fit bottom bracket shell is a far cry from the bulbous and hollow two-piece clamshell that Specialized uses on the Allez Sprint . But it’s important to note that Trek is just getting started with the IWT concept, and it’ll be very interesting to see where it goes from here.

Off-the-shelf, or build to suit

As good as the Emonda ALR platform sounds, Trek clearly isn’t interested in having it cannibalize sales from the carbon fiber Emonda families based on the build kits on tap. Just five complete models are available, all of which focus more on value than outright performance. Complete Shimano groupsets are featured throughout, along with hydraulic brakes for all disc-equipped models. The one exception are the Tektro brake calipers on lower-end rim-brake models, since Shimano doesn’t make a direct-mount caliper at that price point.

At the lower end are the Emonda ALR 4 and ALR 4 Disc, built with Shimano Tiagra and Bontrager Affinity TLR tubeless-ready aluminum clinchers. The rim-brake version costs US$1,360 / AU$1,500, and the disc-brake version (which won’t be brought into Australia) costs US$1,680.

At the upper end are the Emonda ALR 5 and ALR 5 Disc, built with the same Bontrager Affinity TLR tubeless-ready aluminum wheels, but with Shimano’s 105 groupset. Retail price for the rim-brake version is US$1,580 / AU$2,000, or US$1,890 / AU$2,400 for the disc-brake version.

There will also be a sole women-specific model, the Emonda ALR 5 Disc Women’s. Basic spec is unchanged, and it’s built with the same frameset, but touch points are altered to promote a better fit and feel. Pricing is the same as the standard Emonda ALR 5 Disc, but like the Emonda ALR 4 Disc, Trek doesn’t plan to sell it in Australia.

Trek still isn’t ignoring the performance potential of the Emonda ALR, either; there’s also a bare frameset available for riders that might want to do a higher-end build. Retail price is US$960 for either the rim-brake or disc-brake version, but neither will be imported into Australia.

Pricing and availability for other regions is still to be confirmed.

Bones, shaken

I rode a custom-built Emonda ALR for several hours on the roads surrounding Trek’s global headquarters in Waterloo, Wisconsin, where the rolling hills and seemingly endless expanse of sparsely populated roads provide plenty of opportunity to test a bike’s mettle. Rather than set us up on stock models, Trek went the DIY route, outfitting the frames with Shimano’s latest Ultegra mechanical groupset, low-profile Bontrager Aeolus XXX 2 carbon clinchers, 25mm-wide Bontrager R3 tubeless tires, and an assortment of Bontrager carbon fiber finishing kit. Total weight for my 52cm sample was just 7.4kg (16.31lb), without pedals, but with bottle cages and Blendr accessory mounts.

True to claims, the Emonda ALR felt satisfyingly stout under power, and plenty eager to squirt up short and punchy climbs. Front-end torsional rigidity is good, too, although not quite on-par with top-end carbon models, with some flex detected when you’re really wrenching on the bars.

As expected, handling is picture-perfect, like a well-trained horse that almost doesn’t require any physical input from its rider before doing exactly what you want it to. Set those numbers in stone, Trek.

But as pleasant as Trek’s home roads are, the asphalt is distinctly coarse and lumpy, and the pavement seams impossible to ignore. Trek has successfully showcased other bikes on this stage before, but for the Emonda ALR, it might have been better to choose somewhere with better-quality roads.

The Emonda ALR seems to put up a good fight against more expensive carbon bikes in terms of weight and stiffness, however it’s simply no match in terms of ride comfort. Even with the tires inflated to a modest 70psi or so under my 70kg body, the Emonda ALR offers a rough ride, with little vibration damping to speak of and plenty of impact harshness traveling up through the handlebar and saddle. If anything, it only highlights further the uncanny comfort of the new Madone .

That firm ride will certainly be viewed differently by different riders, and it’s important to note that frame compliance varies proportionally with frame size (and remember that I’m 1.73m tall, weigh 70kg, and ride a relatively small 52cm). Would a heavier and/or taller rider have a different experience? Maybe. But again, stiffness and weight still seem to me to have been the primary design objectives here, and frame compliance strikes me as falling further down on the list. Granted, switching to a more flexible seatpost and tires with more suppleness than the rather stiff-bodied Bontrager R3s of my test bike help, but there are limits to how much you can mask the inherent characteristics of a frameset. As is, the Emonda ALR wouldn’t be my first choice for a long day in the saddle on less-than-ideal road surfaces.

This isn’t to say that I wasn’t impressed with the Emonda ALR overall. I’m a big fan of aluminum bikes in general, and I’m definitely excited to see Trek (and others) devoting more attention to the genre. The Emonda ALR is light and stiff, and an unquestionably good value from a mainstream brand. Privateer racers will unquestionably find much to like here, as will anyone prioritizing stiffness and low weight, and living in areas with good-quality roads.

But just as perpetual motion machines, fountains of youth, and fusion reactors are still the stuff of folklore, the Emonda ALR isn’t quite a tale of getting true carbon fiber performance at aluminum pricing. If you enter into the arrangement with realistic expectations of what you might be getting, you’ll probably be happy with it. And as always, a test ride is probably a good idea before signing on the dotted line.

As much as some of us might like to believe otherwise, material properties are what they are, and as good as the Emonda ALR is, you still don’t get something for nothing.

www.trekbikes.com Disclaimer: Trek provided flights, accommodations, and loaner equipment for this event, and has previously advertised on CyclingTips.

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headquarters as corporate drama roils brand\"}}\u0027>\n police called to scott sports headquarters as corporate drama roils brand\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"paris-roubaix rewind: cool kopecky, magnificent mathieu, and jury drops hammer on tarling, van dijke","url":"https:\/\/velo.outsideonline.com\/road\/road-racing\/paris-roubaix-rewind-cool-kopecky-magnificent-mathieu-and-jury-drops-hammer-on-tarling-van-dijke\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/paris-roubaix-rewind-cool-kopecky-magnificent-mathieu-and-jury-drops-hammer-on-tarling-van-dijke\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"paris-roubaix rewind: cool kopecky, magnificent mathieu, and jury drops hammer on tarling, van dijke\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": 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winning specialized tarmac sl8\"}}\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\/lotte-kopeckys-paris-roubaix-winning-specialized-tarmac-sl8-full-gallery\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"bike check: lotte kopecky\u2019s paris-roubaix winning specialized tarmac sl8\"}}\u0027>\n bike check: lotte kopecky\u2019s paris-roubaix winning specialized tarmac sl8\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"\u2018not my specialty but i\u2019m going to try\u2019: can mathieu van der poel pip pogacar at li\u00e8ge-bastogne-li\u00e8ge","url":"https:\/\/velo.outsideonline.com\/road\/road-racing\/not-my-specialty-but-im-going-to-try-can-mathieu-van-der-poel-deny-pogacar-at-liege-bastogne-liege\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/not-my-specialty-but-im-going-to-try-can-mathieu-van-der-poel-deny-pogacar-at-liege-bastogne-liege\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"\u2018not my specialty but i\u2019m going to try\u2019: can mathieu van der poel pip pogacar at li\u00e8ge-bastogne-li\u00e8ge\"}}\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\/not-my-specialty-but-im-going-to-try-can-mathieu-van-der-poel-deny-pogacar-at-liege-bastogne-liege\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"\u2018not my specialty but i\u2019m going to try\u2019: can mathieu van der poel pip pogacar at li\u00e8ge-bastogne-li\u00e8ge\"}}\u0027>\n \u2018not my specialty but i\u2019m going to try\u2019: can mathieu van der poel pip pogacar at li\u00e8ge-bastogne-li\u00e8ge\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"photo essay: the drama of paris-roubaix, by chris auld","url":"https:\/\/velo.outsideonline.com\/road\/road-racing\/photo-essay-the-drama-of-paris-roubaix-by-chris-auld\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/photo-essay-the-drama-of-paris-roubaix-by-chris-auld\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"photo essay: the drama of paris-roubaix, by chris auld\"}}\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\/photo-essay-the-drama-of-paris-roubaix-by-chris-auld\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"photo essay: the drama of paris-roubaix, by chris auld\"}}\u0027>\n photo essay: the drama of paris-roubaix, by chris auld\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"paris-roubaix tech gallery: big tires and gravel bikes","url":"https:\/\/velo.outsideonline.com\/road\/road-gear\/paris-roubaix-tech-gallery-big-tires-and-gravel-bikes\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-gear\/paris-roubaix-tech-gallery-big-tires-and-gravel-bikes\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"paris-roubaix tech gallery: big tires and gravel 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\/paris-roubaix-tech-gallery-big-tires-and-gravel-bikes\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"paris-roubaix tech gallery: big tires and gravel bikes\"}}\u0027>\n paris-roubaix tech gallery: big tires and gravel bikes\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"belgian waffle ride utah: sofia gomez villafa\u00f1e and pete stetina solo to the win","url":"https:\/\/velo.outsideonline.com\/gravel\/belgian-waffle-ride-utah-results-sofia-gomez-villafane-and-pete-stetina\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/gravel\/belgian-waffle-ride-utah-results-sofia-gomez-villafane-and-pete-stetina\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"belgian waffle ride utah: sofia gomez villafa\u00f1e and pete stetina solo to the win\"}}\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\/belgian-waffle-ride-utah-results-sofia-gomez-villafane-and-pete-stetina\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"belgian waffle ride utah: sofia gomez villafa\u00f1e and pete stetina solo to the win\"}}\u0027>\n belgian waffle ride utah: sofia gomez villafa\u00f1e and pete stetina solo to the win\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"power analysis: how mathieu van der poel eviscerated paris-roubaix","url":"https:\/\/velo.outsideonline.com\/road\/road-training\/power-analysis-mathieu-van-der-poel-paris-roubaix\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-training\/power-analysis-mathieu-van-der-poel-paris-roubaix\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"power analysis: how mathieu van der poel eviscerated paris-roubaix\"}}\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-training\/power-analysis-mathieu-van-der-poel-paris-roubaix\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"power analysis: how mathieu van der poel eviscerated paris-roubaix\"}}\u0027>\n power analysis: how mathieu van der poel eviscerated paris-roubaix\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"\u2018we have to rethink the way we race\u2019: vingegaard, evenepoel\u2019s tour de france plans in balance after brutal itzulia basque crash","url":"https:\/\/velo.outsideonline.com\/road\/road-racing\/itzulia-basque-country-vingegaard-evenepoels-plans-in-balance\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/itzulia-basque-country-vingegaard-evenepoels-plans-in-balance\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"\u2018we have to rethink the way we race\u2019: vingegaard, evenepoel\u2019s tour de france plans in balance after brutal itzulia basque crash\"}}\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\/itzulia-basque-country-vingegaard-evenepoels-plans-in-balance\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"\u2018we have to rethink the way we race\u2019: vingegaard, evenepoel\u2019s tour de france plans in balance after brutal itzulia basque crash\"}}\u0027>\n \u2018we have to rethink the way we race\u2019: vingegaard, evenepoel\u2019s tour de france plans in balance after brutal itzulia basque crash\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"riders\u2019 association president calls for further action relating to hookless tires and rims","url":"https:\/\/velo.outsideonline.com\/road\/road-racing\/riders-association-president-calls-for-further-action-relating-to-hookless-tires-and-rims\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/riders-association-president-calls-for-further-action-relating-to-hookless-tires-and-rims\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"riders\u2019 association president calls for further action relating to hookless tires and rims\"}}\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\/riders-association-president-calls-for-further-action-relating-to-hookless-tires-and-rims\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"riders\u2019 association president calls for further action relating to hookless tires and rims\"}}\u0027>\n riders\u2019 association president calls for further action relating to hookless tires and rims\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"\u2018as bad as 2021\u2019: paris-roubaix cobblestones caked in mud ahead of weekend races","url":"https:\/\/velo.outsideonline.com\/road\/road-racing\/as-bad-as-2021-paris-roubaix-cobblestones-caked-in-mud-ahead-of-weekend-races\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/as-bad-as-2021-paris-roubaix-cobblestones-caked-in-mud-ahead-of-weekend-races\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"\u2018as bad as 2021\u2019: paris-roubaix cobblestones caked in mud ahead of weekend races\"}}\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\/as-bad-as-2021-paris-roubaix-cobblestones-caked-in-mud-ahead-of-weekend-races\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"\u2018as bad as 2021\u2019: paris-roubaix cobblestones caked in mud ahead of weekend races\"}}\u0027>\n \u2018as bad as 2021\u2019: paris-roubaix cobblestones caked in mud ahead of weekend races\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"\u2018the sport is definitely more dangerous now\u2019: double winner sean kelly welcomes changes to paris-roubaix","url":"https:\/\/velo.outsideonline.com\/road\/road-racing\/the-sport-is-definitely-more-dangerous-now-double-winner-sean-kelly-welcomes-changes-to-paris-roubaix\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/the-sport-is-definitely-more-dangerous-now-double-winner-sean-kelly-welcomes-changes-to-paris-roubaix\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"\u2018the sport is definitely more dangerous now\u2019: double winner sean kelly welcomes changes to paris-roubaix\"}}\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\/the-sport-is-definitely-more-dangerous-now-double-winner-sean-kelly-welcomes-changes-to-paris-roubaix\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"\u2018the sport is definitely more dangerous now\u2019: double winner sean kelly welcomes changes to paris-roubaix\"}}\u0027>\n \u2018the sport is definitely more dangerous now\u2019: double winner sean kelly welcomes changes to paris-roubaix\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"\u2018the riders all call it a death trap\u2019: why the peloton pushed back on paris-roubaix dangers","url":"https:\/\/velo.outsideonline.com\/road\/road-racing\/the-riders-all-call-it-a-death-trap-why-the-peloton-pushed-back-on-paris-roubaix\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/the-riders-all-call-it-a-death-trap-why-the-peloton-pushed-back-on-paris-roubaix\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"\u2018the riders all call it a death trap\u2019: why the peloton pushed back on paris-roubaix dangers\"}}\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\/the-riders-all-call-it-a-death-trap-why-the-peloton-pushed-back-on-paris-roubaix\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"\u2018the riders all call it a death trap\u2019: why the peloton pushed back on paris-roubaix dangers\"}}\u0027>\n \u2018the riders all call it a death trap\u2019: why the peloton pushed back on paris-roubaix dangers\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 >", 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Trek Émonda ALR 6 2018 Review

Does it still count as aluminium, or is it on another level? The Trek Émonda ALR 6 is the highest-quality aluminium racer in Trek’s portfolio. Its striking, authentic pro design will seduce you, but can the performance keep up with the superb looks?

For an overview of the test fleet head to the main article: The best aluminium road bike you can buy – four bikes under € 2,500 in review

For the 2018 season Trek presents a versatile version of the Émonda. We’re intrigued by the fact that there are two carbon versions of the Émonda — the SL 4 and the SL 5 — which are actually cheaper than our aluminium test bike. Does the higher price of the aluminium model mean it also performs better?

The frame of the Émonda ALR 6 is made of 300 Series Alpha Aluminium. According to Trek this is the highest-quality aluminium in their line-up, and it allowed them to build the lightest aluminium frame ever designed by Trek. Like Specialized’s Rider First concept, the hydroformed tubing of the Trek is adapted to each individual frame size to ensure a balanced performance across sizes. Trek usually divides their geometries into H1 and H2 riding positions.

Whilst the frames with H1 geometry are slacker and longer, the H2 geometry makes for a more upright, yet sporty, riding position — and the ALR 6 is based on this. The 86.5 mm-wide bottom bracket housing is wider than standard BSA versions and is designed to make for a stiffer ride — especially when pedalling out of the saddle and on powerful startups. As a special feature Trek integrates their in-house Bontrager DuoTrap sensor into the left chainstay. This can be connected to all common cycling computers via ANT+ or Bluetooth technology and measures both cadence and speed. The Trek also features a complete Shimano Ultegra R8000 drivetrain and aerodynamically-optimised Bontrager Aeolus Comp wheels with deep 50 mm rims. Whilst the frame has enough room to accommodate tires of up to 28 mm, Trek delivers the ALR 6 with a set of Bontrager R2 Hard-Case Lite 25 mm tires. Bontrager’s 27.2mm carbon seatpost and Pro aluminium cockpit complete the spec. The ALR 6 weighs 8.13kg in a size 56 and costs € 2,299, which is just € 200 less than the ROSE XEON RS with Ultegra Di2.

The Trek Émonda ALR 6 in detail

Drivetrain Shimano Ultegra R8000 Wheelset Bontrager Aeolus Comp Tubeless Ready Brakes Shimano Ultegra Tires Bontrager R2 Hard-Case Lite Weight 8.13 kg Price € 2,299

The geometry of the Trek Émonda ALR 6

The Trek Émonda ALR 6 feels comfortable straight away. The conservative riding position of the H2 geometry relieves your neck and back muscles without giving you the feeling of sitting on a randonneur. The nimble acceleration of the ALR 6 tells us that the heart of a genuine racer is hiding under the matte black paintwork. The Trek picks up speed rapidly, but struggles to keep up with the much lighter ROSE or the superb acceleration of the Cannondale. It’s when you’re riding on your own and fighting against the wind that the ALR 6 shows its true strengths.

   But that is an aluminium bike, right?

The sporty yet slightly upright riding position leaves plenty of room for movement, whilst the aerodynamic wheels deliver maximum speed in the flats. On rough tarmac you’ll also enjoy the perks of the filigree seatstays. Even though the frame of the Trek doesn’t offer as much compliance as the ROSE, the highly flexible carbon seatpost conveys good levels of comfort even when riding long distances. The mechanical Shimano groupset shifts with precision — and although the clicking noise of the shifter echoes through the tubeset and carbon fairing on the alloy rims, this noise makes you feel like a pro. As soon as the road gets steep and you begin to climb, the stiff BB area withstands even the most powerful out-of-the-saddle power bursts. The nimble character really impressed us on the uphill, but unfortunately the handling feels unbalanced on descents — here you really notice the relatively long head tube and the short top tube. The rear-heavy weight distribution requires a proactive riding style and a firm hand to control the “light” front end on fast descents. If you ride the Trek within its comfort zone, you can relax and cruise down the hill with confidence. Whatever speed you’re carrying, Shimano’s Ultegra brakes will impress you with tons of power and great modulation. The craftsmanship on the Trek is top-notch, so good in fact that it will take you a while to believe it’s actually made of aluminium. The overall look combined with the gorgeous wheels can easily compare to bikes which are twice as expensive. We believe that a complete internal-cable routing setup would suit the gorgeous overall aesthetics much better than the partial routing Trek used.

Conclusions

The Trek ALR 6 is a fast, nimble racer with superb all-round characteristics. If you’re unlikely to sign up for sprint races, but are looking for a lively, well-specced bike for long-distance marathons, the Trek might be just what you’re looking for. If you’re after a pro look at a fair price, this is a very exciting option.

– Integrated DuoTrap Sensor – Pro look – Top craftsmanship

– Partly external cable routing – Undefined front end in threshold handling

Uphill | Downhill | Sprint

For more info head to: trekbikes.com

All bikes in test: Specialized Allez Sprint Comp | Cannondale CAAD 12 105 | ROSE XEON RS Ultegra Di2

This article is from GRAN FONDO issue #009

GRAN FONDO Cycling Magazine is published in a digital app format in both English and German. Download the app for iOS or Android to read all articles on your tablet or smartphone. 100% free!

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: Valentin Rühl

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Trek Emonda ALR 6 Disc Road Bike 2023

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The race-ready Trek Emonda ALR 6 Disc Road Bike brings together an advanced 300 Series Alpha Aluminium frame with a carbon fork, and features aerodynamic Kammtail tubes and an integrated cockpit. With this model you get the low weight and sublime handling of the higher-end carbon models at a more pocket-friendly price. The H1.5 race geometry puts you in an aggressive position that's still comfortable for longer rides and races. Cables are all routed internally, not only to sit in line with the sleek aesthetics of this bike but also to extend cable life through reduced contamination.

The bike has been built up with Shimano's 105 Di2 components, bringing electronic shifting to more riders. Shifts are smooth, precise and instant at just the light touch of a lever, and the hydraulic brakes ensure stopping power is consistent in all conditions. The Bontrager Paradigm Comp wheels and Bontrager R2 Hard-Case Lite tyres in a 28mm width make for fast, comfortable rolling and offer excellent protection against punctures. The stem, saddle, crank length and seatpost are all frame size specific, delivering a more personalised feel to the setup. 

• Ultralight 300 Series Alpha Aluminium frame and Emonda SL full carbon fork
• The all-new frame is lighter and sleeker than previous ALR models and features aerodynamic Kammtail tubes with even cleaner cable routing
• Emonda shares the H1.5 race geometry of Trek's highest-end carbon Émonda race bikes, and it gives you a ride quality that stands up in every way to far more expensive carbon bikes
• Wireless Shimano 105 Di2 12-speed delivers faster, smoother and more responsive shifts than ever
• Internal cable routing
• Integrated cockpit with RCS Pro stem
• Tubeless-ready Bontrager Paradigm Comp wheels and Bontrager R2 tyres
• 28mm tyre clearance

Technical Specification

Built, checked, tuned and tested.

All our bikes are fully built, checked, tuned and tested by our Cytech qualified mechanics and then securely packaged, ready for delivery. All you have to do is add the pedals (if included), attach the handlebars to the stem and tighten them following the included detailed instructions or by watching our video and using the provided FREE tools. Visit our Bike Assembly page to see how you assemble your new bike once you receive it.

All bikes collected from our shop, are built, tested and ready to ride. For hassle-free home delivery and bike set-up from a qualified mechanic use our Premier Delivery Service . 

Please note, occasionally, manufacturers may change the specification without notice. Bicycles do not come with pedals unless otherwise specified. Bikes ordered for delivery will not arrive with the pedals installed, please refer to the owners manual and pedal installation guides provided for guidance. We do not install accessories to bikes, including mudguards. Bikes ordered for delivery that have tubeless compatible tyres and rims will arrive with inner tubes installed or with tubeless valves installed, this will be brand dependent. Sealant is available to be purchased separately .

If you require any assistance please contact our Customer Care team .

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ABSOLUTE - Reviews

Saratov L4 Chondrite Meteorites for Sale

Location: Near Donguz, Penza, Russia 52° 33'N, 46° 33'E

Fell: 1918, September 6, 1800 hrs

Type: Ordinary Chondrite, L4.

Description: Total known weight: 328 kg .

Link to Meteoritical Bulletin Database .

• Émonda ALR 6

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