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

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

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

Trek Émonda ALR 5

This is Trek’s third generation of the Émonda ALR. It’s the Wisconsin-based brand's take on premium-level aluminum race bikes, a segment largely dominated by Specialized’s Allez Sprint and the Cannondale CAAD series over the last few years.

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

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

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

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

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

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

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

Fit and Geometry

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

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

The ALR Build

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

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

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

Ride Impressions

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

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

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

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

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

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

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

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

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

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

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

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

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Trek Émonda SL 6 road bike review

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

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

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

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

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

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

Trek Émonda SL 6 : c lassy looks

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

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

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

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

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

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

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

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

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

GC quality frameset

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

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

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

Dancing out the saddle on the Émonda SL 6

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

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

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Emonda goes aero

The Trek Emonda lineup of bikes has been one of Trek’s lightest road bikes and is defined by their race-ready geometry and performance. With the Emonda SLR bikes, Trek has taken that winning formula and added additional aerodynamic tweaks to make the bikes even faster. In this review, we’ll be looking at the latest Emonda SLR 7 which retail for $8,999.99 and sits in the middle of the SLR range. The SLR 7 combines the 800 Series OCLV carbon fiber frame with fast shifting Shimano Ultegra R8100 Di2 12 speed drivetrain. Aerodynamic tube shaping optimizes the bikes performance while the Bontrager Aeolus RSL integrated bars eliminate any exposed cabling. What makes the Emonda SLR bikes feel special is the H1.5 race fit geometry that provides stability and responsiveness.

In terms of the Emonda SLR lineup, there are quite a few bikes to choose from. The top-of-the-line version is currently the $13.2k SLR 9 AXS which includes all the Bontrager RSL goodies and SRAM Red AXS drivetrain. A step down from that is the $12.7k SLR 9 which features Dura-Ace Di2. Then there are the SLR 7 pairs which includes the $9k SLR 7 we have here and a $9.7k AXS version featuring SRAM Force AXS. The SLR 7 uses a few Bontrager Pro components instead of the RSL versions.  Additionally, there are the $8.4k SLR 6 AXS using SRAM Rival AXS and the $7.7k SLR 6 with Shimano 105 Di2. Trek also offers the SLR Disc frameset for $4.2k which gives you the opportunity to build up your own bike. It’s also important to note Trek offers various Emonda SL and even an aluminum Emonda ALR that are much more budget friendly.

The Trek Emonda SLR 7 combines an aerodynamically tuned carbon frame with stable and responsive handling.

We were lucky enough to receive the Trek Emonda SL7 as a part of the Trek Red Barn Refresh program which is Trek’s certified preowned bike program. That meant we received the bike in used condition but with a full warranty and professional inspection. Unlike other bike boxes, the Red Barn Refresh offers a more user-friendly design that allows the entire front portion of the box to flip open. That makes it easy to access all the bike components and even provides a working surface to stand on. The bike itself came nearly fully assembled with only the handlebars, front wheel and saddle removed. Setting up the bike was a simple process of sliding the integrated bars onto the fork and putting the thru-axle through the front wheel. The proprietary seat mast design allows you to simply slide the seat onto the frame and then torque everything down to factory specs. Trek does include a 5 Nm torque bit, but you’ll want a torque wrench like the Topeak Torq Pro Stick to achieve the proper torque amounts.

FIT AND FINISH

Visually, the Trek Emonda SLR bikes have a classic double triangle frame design with curved top tube that’s constructed from Trek’s 800 OCLV carbon fiber. While the SLR bikes may lack the distinctive wedge cutout of the Trek Madone bike, it’s clear that Trek has optimized the aerodynamics. Starting from the front you’ll find the integrated Bontrager Aeolus RSL aero bars with internally routed cabling. In fact, the only cabling that is exposed is where it tucks into the front of the headset and where it enters the brake calipers. Even the stem spacers are cut to match the headtube profile with a fun “go go go” text printed on the backside that’s only visible at higher steering angles. The headtube and top tube have a sharp curved profile that flow into each other with aerodynamically shaping tubing to optimize the bike’s performance.

Trek currently offers the Emonda SLR 7 in seven different color variations from traditional black finishes to bright metallic and gorgeous color shifting options. Many of the colors are shared across the SLR lineup which means there are plenty of options to choose from. There is also the Project One program which lets you customize the bike colors and logo designs for an additional charge. The bike in this review is the Deep Smoke version which has a matte black finish and a color shifting Trek logo on the downtube for a pop of color. While it’s not our favorite color scheme it’s a sharp looking bike that’s nearly blacked out for a sinister appearance. A small Trek Shield head badge sits on the headtube along with simple Emonda branding on the top tube.

With a retail price of nearly $9k it’s not no surprise that the Emonda SLR 7 comes very well equipped. Unlike budget bikes such as the State Bicycle Core-Line that uses unbranded parts, the SLR 7 features the latest and greatest Shimano and Bontrager parts. Specifically the SLR 7 is equipped with the wireless Shimano Ultegra R8100 Di2 drivetrain which is an ultra fast 12 speed setup. The bike is set up with a compact 52/36 Ultegra crank and 11-30 cassette which provides enough gearing to tackle the steepest climbs. The hydraulic 160mm disc brakes provide smooth and powerful braking to bring the Bontrager Aeolus Pro 37 wheelset to a stop. These are a tubeless ready carbon fiber wheelset with a relatively light 1505g claimed weight and versatile 37mm depth.

Trek has mounted the Bontrager R3 700×25 tires onto the bike which provide nice grip and durability. The SLR bikes all have a claimed max tire size of 28mm but it seems like many have had success sizing up slightly wider than that without clearance issues. Not surprisingly, the SLR bikes also have quite a bit of other Bontrager branded parts such as the Bontrager Aeolus Elite saddle and Bontrager bar tape. Perhaps one of the most notable parts of the bike is the integrated bars which are the sleek one-piece Bontrager Aeolus RSL. Although the integrated bar eliminates any adjustment, it’s a beautiful design with a tapered aerodynamic center section and a nice 124 mm drop with internal cable routing. As with other SLR bikes, the SLR 7 has Trek’s seat mast design which means the seat post slides over the frame. It’s a clever design that is easy to adjust but it limits you to using Trek’s seat masts.

RIDING IMPRESSIONS

We were impressed with the Emonda SLR 7 from our very first ride. The Emonda SLR’s magic sauce is the H1.5 race geometry which gives the SLR bikes responsive handling while still being stable. That means the bike handles instantly to any steering input without feeling twitchy or nervous. It’s an impressive feat as it makes the Emonda SLR equally comfortable to ride on training rides or for high-effort sprints. The stock wheelset feels like and offers plenty of grip to make you feel comfortable even on rough pavement. We suspect that’s partially due to the relatively skinny 700×25 tire setup which feels light and allows the SLR 7 to quickly accelerate. 

Comparing the 56cm SLR 7 to our 56cm ALR Disc, it’s easy to see just how aggressive the bike geometry is. The handlebars of the SLR 7 with the stock multi-spacer setup are at the same height as our slammed ALR Disc with flipped stem. That was surprising for us considering the fact that the SLR 7 bars could be dropped another few inches by just cutting the stem and losing a few spacers. Even with similar seat to handlebar drops, the SLR 7 feels far more responsive then our ALR  Disc and older SL5 Specialized Tarmac.  Despite that, the SLR 7 is still quite compliant and smooth even over rough roads and is comfortable on multi-hour rides. Although it’s not as plush as the more endurance Domane lineup, the SLR achieves an impressive balance of speed and stability.

While we’re still skeptical of integrated bar setups, the Aeolus RSL one piece carbon bars on the SLR bikes fit the bike perfectly. Their smooth aerodynamic shaping and internal cable routing give the bike a clean look while still being ergonomic. The center section of the bars taper which makes them comfortable to hold when you’re cruising while still having a nice drop to them. The Shimano Ultegra Di2 drivetrain is also a highlight of the SLR 7 bike as it offers lightning fast and smooth shifting. In fact, the gears shift happen nearly instantaneously and are completed before you can even lift your fingers off the levers. With the focus of the Emonda SLR bikes on climbing, Trek has done a great job gearing the bike with a compact crank that lets you spin up even the steepest climbs.

THE VERDICT

Overall, we found the Trek Emonda SLR to be a fast and responsive road bike. The combination of the 800 OCLV carbon frame, aerodynamic optimization and fast electronic shifting make the SLR perfect for chasing PR’s on climbs or riding centuries. We were particularly impressed with the H1.5 Race geometry which gives the bike a responsive feel without being twitchy. It’s clear that Trek has sweated the details as the SLR bikes all of a sleek frame design, integrated bar setup and hidden cabling. All the performance doesn’t come cheap though as the base SLR 6 still costs $7.7k and you are limited by Trek’s Seat Mast design. That said, if you’re looking for an aggressive and fast bike that doesn’t sacrifice comfort for speed then the Trek Emonda SLR bikes are tough to beat.

Disclaimer:   The product for this review was provided by Trek . The views expressed on this website are solely those of the authors and are here to help people make an informed choice before a purchase. The authors or the blog itself does not get any monetary compensation from the product manufacturer or third-party websites/vendor links that are posted here.

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Cycling Road

Trek Emonda, Madone, and Domane: Which Road Bike is Right for You

Have you decided on Trek for your next road bike but are not sure which one to get? This article can help. There are 3 categories of road bikes that Trek makes: the Emonda, the Madone, and the Domane. The difference between these three bikes is in their geometry, tube profiles, and weight. You might be wondering why this matters so much – it’s because a bike will feel and perform very differently depending on those three things. So if you want to know which one is right for you then keep reading!

The short answer

– The Emonda is a lightweight race bike for cyclists who like to go fast and ride aggressively. The lightness of Emonda is perfect for climbing because lighter bikes require less effort to get your bike up hills.

– The Madone is a bit heavier than the Emonda but has an aerodynamic design that makes this bike great for flat terrains. The IsoFlow below the Madone’s seatpost absorbs shocks while allowing air to flow better, which makes this bike more comfortable and aero than the Emonda.

– The Domane’s geometry is more upright than Emonda and Madone, making it a great touring bike for long distances. The Domane can fit wider tires and has the IsoSpeed Decoupler on the seat post that allows small deflection which absorbs road vibration, making it perfect if you plan on doing a lot of off-road riding or going over rough terrain.

Domane is also the only road bike in Trek’s range available at a sub $2000 price point, which makes it the best option for beginners. Although, the alloy Domane AL doesn’t have the same IsoSpeed technology.

Okay, so maybe that was too quick. Let’s talk about each Trek road bike in more detail.

Emonda: The Lightweight, Semi-Aero Race Bike

This is Trek’s lightest bike and it is meant for cyclists who like to go fast. The 2021 and later model has a semi-aero design which means that the tubing of this bike has been shaped in order to decrease its aerodynamic drag, making you faster on flat terrain (and on the climb too, if you’re fast enough).

Emonda is great for climbing because it is lightweight so it requires less effort to get your bike up hills.

Why you should choose the Emonda:

– If you like to go fast and ride aggressively, the Emonda is a great choice for you.

– The light weight of this bike will make climbing easier. If you live in an area with lots of hills and long climbs, the Emonda will be perfect for you.

– You want an agile bike with quick handling that makes you feel fast

Why you should not choose the Emonda:

– If comfort is what matters most to you then this bike might not be your first choice. The Emonda’s lightweight carbon layup is so harsh that you will feel every road imperfection. That said, the harshness is not always a bad thing for experienced riders. Plus, you can use 28mm tires or tubeless setup to make it more comfortable.

– The semi-aero design means that while it is lighter, it’s not as fast compared to other aero bikes, including the Madone in flat road. So if you live in a very flat area or hate climbing, you might want to choose the Madone instead because the weight penalty won’t matter to you.

– You are looking for a bike that can handle rough terrain since the Emonda is not built for this. Go for Domane or Trek’s gravel bike, Checkpoint.

Madone: The Fast, Aerodynamic Race Bike

The Madone is Trek’s most popular road bike model and it has an aerodynamic design which makes this bike great for flat terrains. It has the IsoFlow technology which helps absorbs road vibration and allows a better airflow to reduce drag.

The geometry of the Madone is the exact same as the Emonda. This bike has a bit more weight but this will be unnoticeable when you’re not going uphill, making this bike great if speed matters to you and you live in an area with lots of flats.

Why you should choose the Madone:

– You ride in flat or rolling terrains and want a fast bike that is comfortable

– You are looking for an aerodynamic advantage, especially on flat roads

– You are looking for a stiff bike for sprints

Why you should not choose the Madone:

– If you ride long climbs. Yes, descending with a Madone is a blast because of the aero benefits and stability when slicing through the wind, but the climb won’t be as much fun compared to an Emonda. (Not that it’s not doable.)

– You’re looking for an all-around bike that is quick on the climb and still relatively fast on the flat. The Emonda with its semi-aero profile is built exactly for this. Road Bike.

– You want a bike that can handle rough terrain, then the Madone might not be right for you because even with the IsoSpeed it is still a stiff bike. The Domane is for you.

Domane: The Long Distance Endurance Bike That Can Handle Rough Terrain

The Domane’s geometry is more upright than the Emonda and Madone making this bike perfect if you want to ride long distances. Unlike Emonda and Madone, the geometry of Domane focuses on stability.

The IsoSpeed Decoupler combined with large tire clearances means that you can even use Domane as a gravel bike if you want.

Why you should choose the Domane:

– You ride long distances . Though, keep in mind that you can still use Emonda and Madone for long-distance rides as most people do. Domane is just on a different level in terms of comfort.

– You want a bike that is comfortable and can handle rough terrain like gravel roads or even trails.

– You are looking for an upright geometry that will make your back less tired after many hours of riding.

– You want bikes with an integrated storage compartment. Useful for mini-tools, tubes, and snacks for long rides.

Why you should not choose the Domane:

– If speed is what matters most to you, then this bike might slow you down compared to Emonda and Madone. That said, it might be worth sacrificing a bit in terms of pure speed because the advantages are much more noticeable on long rides.

– You want light bikes. Domane is rather heavy, even heavier than the Madone.

– You want an agile bike. As an endurance bike, Domane’s geometry makes it a stable bike, but stability and agility is on the opposite side of the scale. It’s great for long-distance riding, but not what people prefer in racing bikes.

What kind of rider are you?

If you’re a beginner and not sure yet, I suggest that you choose the Emonda because it’s more versatile and offers better overall performance. The lightweight and agility of Emonda can be very addictive. Madone is a fast bike, but you probably won’t be able to appreciate its aero benefits just yet because most beginners ride at a speed where air resistance is not the significant force.

If you’re an experienced rider and are trying to get into the top 10 or even “KOM” on Strava flat segments, maybe Madone is for you. If you race in criteriums, then Madone might give you an advantage.

Normally, the comfort or stiffness of the bike is another factor for people when choosing between lightweight or aero bikes, because most aero bikes are harsh to ride. But Madone actually feels comfortable and smooth for an aero bike thanks to its IsoFlow technology. In fact, Madone might feel more comfortable than the Emonda.

Finally, choose Domane if you want an all-terrain bike or if your back really can’t handle the more aggressive Emonda and Madone.

Reader Interactions

October 4, 2022 at 2:36 am

this is great information! Unfortunately, about a year late, however ha ha. I bought my Emonda about a year ago and finding that perhaps a domane would be better suited for my taste and physical preference (50+ :-). I have a question, however… Is it possible to make the Emonda more “upright“ to favor the domane upright position? Perhaps with a different stem?

October 5, 2022 at 2:42 am

The Domane has about 10-20 mm shorter reach and 30-40 mm higher stack than an Emonda, maybe more in some different sizes. You can use a 20 mm shorter stem and flip it to a positive degree angle to get about the same stack and reach as the Domane. If you already use a short stem (90 mm or shorter), try changing the handlebar to one that has a shorter reach like the Zipp Service Course 70 with has a 70 mm reach compared to the Bontrager handlebars that your Emonda might come equipped with, which has a 100 mm reach.

October 16, 2022 at 7:54 am

Thanks for very helpful article – I am just in the middle of exactly this decision. I am leaning towards the Émonda as my new road bike. I have a slight hesitation on the comfort side. I ride mostly between 60 and 120 km, but will sometimes be doing longer rides up to 200 km. I am 55 years old but very active. I have a lot of hills around me and want to get better uphill so that’s a big attraction, and I am also pushed to keep up with the club I ride with. Do you think those kinds of distances would be ok. For info I have previously been riding a Lapierre Sensium, so the wider tyre on the sensium will certainly help to some degree. Also, I have a checkpoint as well which I love and would continue for gravel and bike packing etc.

November 10, 2022 at 1:27 pm

Thank you for this article. Came right on time. I saw a Domane that I really liked and I was about to purchase it however it did seem kind of heavy. Based on this article I think the Emonda would be the best for triathlon training.

July 8, 2023 at 12:05 am

I would love a madone. But at 55, I’m not sure it would make much difference in my riding. I have a Domane and slammed the stem, made changes to the angle of the bars, got continental tires and try to ride more Aero. It helped and I’m faster but I doubt that the cost difference between domaine and madone could be justified.

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Trek Émonda Bikes Compared: Which One to Choose?

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I’ll help you navigate the Trek Émonda aero road bikes in this article by comparing the Émonda SL 6 to SLR 9 .

You will also learn:

• Who are they best suited for?
• Why I think you shouldn’t buy Trek Émonda with SRAM groupset.
• And which model gives you the best value for your money?

KEY TAKEAWAY

Trek Émonda bikes are ideal for climbing and hilly terrain. They are the lightest bike family of all Trek road bikes . The models differ in components (e.g., electronic shifting) and frames. The more expensive ones are usually lighter and have a higher-grade carbon frame, but usually diminishing returns.

Let’s dive deeper to help make your decision easier.

This article compares Trek Émonda Gen 6 and 7. The main difference between Émonda Gen 6 and Gen 7 is that Gen 6 has IsoSpeed decoupler, while Gen 7 has IsoFlow.

Trek Émonda ALR 5 to SLR 9

The following table summarizes the main differences between all Émonda road bikes.

Émonda Pros & Cons Summary

I summarized the pros & cons of the Émonda series below.

Émonda Pros

• Lighter than Madone road bikes
• Aluminum and carbon models are available
• Relaxed geometry
• Availability in multiple sizes and colors
• Integrated cable routing
• Lifetime warranty

Émonda Cons

• Slower than Madone road bikes
• Narrow tire clearance (28mm)

Émonda Main Features

Let me now explain the most important features of the Trek Émonda aero bikes.

Frame and Geometry

The Émonda bikes are part of Trek’s road bike lineup . They’re made of aluminum or carbon .

The names of the bikes have abbreviations that refer to the type of material used for the frame:

• ALR  are  aluminum  frame bikes.
• SL are bikes with 500 series OCLV*  carbon (mid-range).
• SLR are bikes with 800 series OCLV carbon (high-end).

*OCLV carbon is Trek’s patented carbon fiber process ( learn more ).

ALR Émondas are great entry-level road bikes , thanks to their affordability. However, they are still a bit more expensive than less-known competitors.

SLs are the best mid-range option. They are slightly heavier than SLRs but about 25% cheaper.

And SLRs are ideal for people who have more money to spend and don’t want to compromise.

Most Émondas are available in 47-62 sizes and multiple colors, giving you a wide range of options.

Their geometry is more relaxed than on other racing bikes, so you won’t experience as much strain on your lower back and neck. The following picture shows the comparison with Specialized Tarmac SL 7.

Weight & Aerodynamics

Trek Émonda frame weighs 760g in size 56. The highest-end Émonda even weighs below the UCI 6.8 kg limit. However, low weight is not everything. Stiffness and aerodynamics are also important.

Trek claims Émonda frames are also relatively stiff and aero (of course, less aero than Madone). They are 18 seconds per hour faster at 8% gradients. ( Source ) However, more information on the methodology is not available.

Émondas are lightweight, thanks to the absence of an IsoSpeed decoupler that adds weight.

Wheels and Tires

Although the wheels on some Émonda models may be different, Émonda bikes typically come with Bontrager Aeolus Pro 37 wheels.

Of course, the low-end models have cheaper aluminum wheels . Fortunately, all Émondas come with tubeless-ready wheels. But remember, the tires are clinchers. So, if you want tubeless tires, you have to buy them separately.

One of the things that surprised me is that the lower-end Émondas have 28mm tires, while the higher-end only have 25mm. Most road bikes these days (except for some aero bikes) have 28mm or 30mm tires.

Unfortunately, Émondas only have tire clearance for 28mm tires.

Unsurprisingly, the Émonda bikes have a 2X drivetrain, as is customary for road bikes.

Trek fits them with Shimano and SRAM groupsets, and the number in the bike name indicates the groupset.

• Models ending with 5 use Shimano  105  (R7000) groupset.
• Models ending with 6 use Shimano Ultegra , 105 Di2 (R7100) or SRAM Rival AXS groupsets.
• Models ending with 7 use Shimano Ultegra Di2 (R8100) or SRAM Force AXS groupsets.
• Models ending with 9 use Shimano Dura-Ace Di2 (R9200) or SRAM Red AXS groupsets.

Interestingly, the Émondas with SRAM are heavier than the Émondas of the same series with the Shimano groupset. In addition, those with Shimano are also cheaper.

This is somewhat strange because Shimano retail prices are higher than SRAM’s. That’s why I recommend choosing Trek bikes with Shimano groupsets unless you prefer SRAM.

TIP : You might also be interested in this comparison of Shimano vs. SRAM .

So, which Trek Émonda bike is the best?

If you’re considering buying an Émonda, I suggest a model with a Shimano groupset. They are lighter and less expensive than the equivalent SRAM models.

For better value, consider the Émonda SL. It’s around 30% cheaper than the SLR but offers almost the same performance. From all models, I believe the Émonda SL 6 Pro with the Shimano 105 Di2 is the best deal.

However, if you don’t want to compromise, go for the SLR, which is more expensive but lighter.

Trek Émonda FAQ

Trek Émonda bikes are for pro cyclists, competitive roadies, and enthusiast cyclists who want a lightweight road bike. They are ideal for hilly, mountainous terrain and short, medium, and long-distance rides.

The main difference between Émonda and Madone is that Émonda is a lightweight road bike, while Émonda is an aero road bike. For more detailed info, please check out my comparison of Émonda vs. Madone .

The main difference between Émonda and Domane is that Émonda is a lightweight aero road bike. Domane is an endurance road bike with wider tire clearance, and it is also suitable for off-road adventures. Domane is somewhere between Émonda and Madone. Learn more in my Émonda vs. Domane comparison.

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2017 Edition — Trek Émonda S 5 Road Bike: Review

The Trek Émonda S 5 Road Bike

With 300 Series OCLV Carbon, the Emonda S 5 offers riders the best-in-class weight, stiffness, and strength.

With an H2 fit, this optimal fit is a near-perfect fit for most riders, including Pro Team athletes. The H2 fit gets riders in the correct position for performance and power.

Blendr Stem

The Trek Émonda S 5 features the Bontrager Blendr Stem by Trek. This is a highly integrated system for easy and clean stem installation of computers, lights,and other biking accessories. You simply begin with a Blendr Stem and add the appropriate base and finish with a mount that matches your accessories.

The Trek Émonda S 5 is built with an Ultralight 300 Series OCLV Carbon frame. The frame design down to the component parts were designed to serve a goal — to be one of the lightest performance bikes offered. The ride-tuned balance and handling elevates this Trek Émonda to another level.

OCLV is short for Optimum Compaction, Low Void, which refers to the carbon manufacturing process that Trek engineers developed decades ago. This allows them to produce carbon framed bikes with consistent, high quality that was not possible before.

The 300 Series OCLV Carbon offers best-in-class weight, best-in-class carbon, and gives the rider stiffness and strength. The 300 Series is at the lower end of the carbon scale, but it keeps the price down, areal weight low, and quality of the frame excellent for a nice price.

The 300 Series OCLV is a great choice for this bike’s frame, as it is compliments the stiffness and weight ratio well. With the right relationship of stiffness-to-weight, the performance of the road bike increases. Trek tested every part of the frame extensively to maximize handling and pedaling performance, as well as ride feel of this S 5.

Technical Specifications and Features:

• Frame: Ultralight, 300 Series OCLV Carbon — Ride-Tuned Performance Tube Optimization, E2 Tapered Head Tube, BB86.5, DuoTrap Compatible
• Fork: Emonda Carbon, E2 Tapered Steerer
• Wheels: Alloy Hubs
• Front Hub: Alloy
• Rear Hub: Alloy
• Rims: Bontrager Tubeless Ready
• Tires: Bontrager R1 Hard-Case Lite, 700 x 25c
• Shifters: Shimano 105, 11 Speed
• Front Derailleur: Shimano 105
• Rear Derailleur: Shimano 105
• Crank: Shimano 105, 50/34 (Compact)
• BB: Press Fit
• Cassette: Shimano 105, 11-28, 11 Speed
• Chain: Shimano HG60
• Saddle: Bontrager Montrose Comp
• Seatpost: Bontrager Alloy, 2-Bolt Head, 27.2mm, 8mm Offset
• Handlebar: Bontrager Race VR-C, 31.8mm
• Grips: Bontrager Microfiber Tape
• Stem: Bontrager Elite, 31.8mm, 7 degree, w/ computer & light mounts
• Headset: Integrated, Cartridge Bearing, Sealed, 1-1/8 inch Top, 1.5 inch Bottom
• Brakeset: Shimano 105
• Using the 56cm size as an example, the size 56 weighs: 19.55 lbs / 8.87 kg
• Weight Limit: Combined weight (rider, cargo, and bike) of 275 pounds / 125 kg

Key Features

• 300 Series OCLV Carbon — Ultimate Light Material
• Excellently Balanced — Ultra Responsive
• The World’s Lightest Road Line with Best Warranty
• Lightweight, but Offers the Robust Performance of Heavier Bikes

Color Options

• Trek Black / Viper Red

As a very solid 2017 edition Trek, the Émonda S 5 with 300 Series OCLV Carbon and Shimano 105 groupset, will only cost you 1,500 GBP or $2,099.99 USD. For such an excellent bike from a brand like Trek, we highly recommend this model to anyone looking for more out of their road bike.

Trek Emonda S 5 Purchase Link:

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Can’t Afford the new Diamondback Andean? Stay on Budget with a World Class Serios Series TT Bike: Review

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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Results have arrived, trek émonda sl 6 road bike - 2019, 60cm, item #brd35747, condition: certified pre-owned what's this, fit range: 6'1" - 6'3" sizing guide, have questions about this bike.

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Types of road bike: Your drop-bar options unpacked

All the different categories of road bikes explained

What is a road bike? Well, that’s a bit trickier to pin down than you might think. At first glance, you’d probably picture a bike with skinny tyres and drop handlebars riding along smooth roads. While this is largely accurate, most road bikes do have drop bars, there are plenty of exceptions. 

Take time trial bikes , for instance. They’re built for speed, aerodynamics, and efficiency, but they still fall under the road bike category. Then, you have flat-bar road bikes , which blur the lines even more, but the truth is many flat-bar bikes designed for road riding often get categorized as hybrid bikes .

The blurred lines don't stop there, either, because not every road bike is made strictly for the road. Due to their drop bars, a growing number of cyclists include gravel bikes in the road bike family. Gravel bikes can handle tarmac well, but are designed primarily for off-road adventures. They're built to be versatile, giving you the freedom to switch between terrains without missing a beat.

The boundaries between different types of road bikes are anything but clear-cut. There’s plenty of crossover, and niche categories exist too. For example, fixed-gear bikes - while popular in certain cycling communities - fall outside the scope of this guide, but they add yet another layer to the mix.

In the following sections, we'll break down the main types of road bikes and highlight the key features that set them apart. Whether you’re racing, commuting, or enjoying the weekend club ride with your friends, this guide should help you find the best road bike for your style of riding.

Race bikes 

You can trust Cyclingnews Our experts spend countless hours testing cycling tech and will always share honest, unbiased advice to help you choose. Find out more about how we test.

Race bikes are designed to go fast, whether that’s on the flat or up a hill. As such, the race bike is a catch-all category encompassing both lightweight and aero bikes, both of which are explained in more detail below.

Bikes designed for racing are increasingly becoming both aerodynamic and lightweight in a single package. Whichever category they fall into, race bikes have a frame shape (technically called their geometry ) that typically favours a long and low ride position, to put the rider’s torso in a flatter position and so reduce their frontal area and wind resistance.

This may suit fitter riders, but novices may find the position uncomfortable with more weight supported on their arms and shoulders. They will probably find an endurance bike more comfortable, as explained later.

Lightweight bikes 

Many race bikes are built for a low weight. For premium lightweight race bikes , this means exotic high-modulus carbon fibre and expensive components such as wheels and groupset .

Any bike raced at a professional level can’t be too light though, as cycling’s governing body, the UCI, mandates a 6.8kg minimum weight for bikes raced in its competitions. 

To some extent, this has stifled innovation, although bikes not designed to be raced by the pros can regularly drop below 6.8kg. The premium spec Canyon Ultimate CFR Di2, for example, has a claimed 6.3kg weight, the same as the Specialized S-Works Aethos with SRAM Red AXS. 

Such bikes are very expensive, often costing over £10,000/$10,000 (although the Canyon squeezes under this), but their makers typically offer more affordable bikes in the same ranges which are still reasonably lightweight but built with cheaper, heavier components and often with less premium, and again heavier, carbon fibre used in their frames.

Aero bikes 

While bike makers have always striven for low weight, over the last 20 years or so, aerodynamics has come to the fore. The forerunner was Cervélo, which launched the Soloist aero road race bike in 2002. 

Unless climbing a fairly steep incline, bicycle aerodynamics is more important than weight. The tipping point where weight becomes more important is typically around a 5 per cent gradient, but it’s steadily increasing as bicycle aerodynamics improve and aero bikes become lighter. 

Early generations of aero bikes had aggressive, deep tube profiles throughout the bike, which approached a teardrop shape. As design has progressed, it’s been found that truncated aerofoil, or Kammtail, shapes are more effective than longer aerofoils. They have the additional benefit of being lighter, although the sharp tail cut-off can be difficult to manufacture. 

It’s also been found that the greatest aero benefit is to be had at the front of the bike, where it is hitting smoother air. Thus, newer aero road bikes such as the Giant Propel and Ridley Falcn tend to have deeper sections to the head tube and forks (while still staying within the limits on frame dimensions stipulated by the UCI) but are slimmed down towards the rear to save weight. 

An additional benefit is that they’re more comfortable than their aero bike predecessors.

Combined aero-lightweight bikes 

Now, here’s where it gets tricky. While a few years ago lightweight and aero bikes were two distinct categories, now they’re increasingly merging into one.

A recent example is Trek’s race bikes. In the past, Trek sold the lightweight Emonda and the separate aero Madone range. The Emonda started off with round tubes, but more recent generations became progressively more aero .

When Trek began its R&D for the fourth generation Emonda, it quickly realised that the bike could take on a shape that was closer to the (seventh generation) Madone and be both as aero as the Madone Gen 7 and as light as the Emonda. As a result, the Gen 8 Madone , launched in 2024, replaced both the Gen 7 Madone and the Emonda.

This allowed Trek to slim down its bike range and also made it a lot easier for its pro riders, as they didn’t need to pick and choose between a lightweight and an aero bike based on the terrain for a race or a stage. 

Trek isn’t the only brand to merge its lightweight and aero race bikes; Specialized did it a few years ago with the Tarmac SL7, which replaced the Tarmac SL6 and the Venge aero bike. The Tarmac SL8 is claimed to be more aero than that Venge, while still weighing under the UCI’s 6.8kg weight limit.

Other brands still keep separate aero and lightweight bikes in their inventory. Examples include Giant with its TCR lightweight race bike and Propel aero race bike, Canyon with the Ultimate and the Aeroad, and Merida with the Scultura and Reacto . 

Yet other brands never differentiated. The Pinarello Dogma F and its predecessors always filled both the lightweight and the aero niche in one frameset. 

Endurance bikes 

While race bikes are engineered to help you go faster, endurance bikes are designed to help you keep going for longer. They’re sometimes called sportive or fondo bikes, as they’re a good option for those organised longer-distance rides.

Endurance bikes usually have a more upright ride position, so there’s less strain on your arms, neck and shoulders. They also often have micro-suspension features built in, such as flex areas in the frame or a seatpost designed to smooth the ride. 

Their geometry is designed to make the bike easier to handle and more stable, with a longer wheelbase and less sharp handling, while a race bike’s geometry is likely to give edgier, more responsive handling. 

Endurance bikes typically have larger tyre clearance in the frame and are fitted with wider tyres , also increasing ride comfort. They’ll have lower gearing than a race bike, to help the rider climb hills more easily and with lower fatigue. There are often mounting points for mudguards on modern endurance bikes.

Entry-level road bikes are typically endurance bikes too, as the ride position, handling and comfort make them easier to get used to.

While race bikes and high-end endurance bikes are typically made of carbon fibre, lower-priced endurance bikes may be made of aluminium. Titanium or steel are also options typically reserved for bikes with endurance geometry but are less common. 

The distinction between race bikes and endurance bikes isn’t completely clear-cut and some bikes, such as the Cervélo Caledonia and Giant Defy merge aero features from race bikes. Others blend more into the gravel bike world to become 'all road' bikes, explained below, with clearance for wider tyres and the capability to handle rougher roads. 

All-road bikes 

The popularity of gravel bikes, which are drop bar bikes designed for riding off-road, has resulted in the growth of the all-road bike category. 

These are bikes that are designed predominantly for road riding but incorporate features to allow the rider to head onto easier unpaved surfaces, without offering the full off-road competence of a gravel bike.

All-road bikes have much in common with endurance bikes, but may offer additional tyre clearance and are usually sold with grippier tyres from the offset. Their gearing may be lower too, or provide a greater range. They may have additional mounting points so that more luggage or water can be carried and, as with endurance bikes, will almost always have mounts for mudguards.

Gravel bikes 

Gravel bikes have become really popular in recent years. They’re drop bar bikes designed for riding off-road. This means significantly larger tyre clearance than the above bike categories, with treaded gravel tyres fitted to provide grip off-road. Even more than an endurance bike, gravel bike geometry will be designed for stability, so that tricky terrain can be ridden with confidence. They may offer suspension features too.

Most road bikes are now fitted with disc brakes rather than rim brakes, but they’re essential for gravel bikes, as they provide strong, reliable braking that’s usually not affected by muddy or wet conditions.

Gravel bikes typically come with lower gearing than bikes designed for road riding, to help you ride up inclines in the saddle; it’s difficult to climb standing on loose trails, as the rear wheel is liable to slip. 

Many gravel bikes are fitted with a single chainring (1x) groupset . This simplifies shifting, reduces the chances of clogging with mud and can increase available tyre clearance while offering a similar gear range to a double chainring configuration.

Gravel bikes typically have plentiful mounting points, usually including mudguard and rack mounts, a third bottle cage mount underneath the downtube and mounting points on the top tube. There may be mounts on the fork legs too. These allow you to carry luggage for bikepacking and also make budget gravel bikes a good option for commuters.

Gravel bikes used to be do-it-all, but the increasing popularity of gravel racing has seen a sub-genre of gravel race bikes emerge. These have racier, less stable geometry, usually offer less tyre clearance and may forgo some of the mounting points. They often incorporate aero features too, as speeds in gravel races can be fast enough for aerodynamics to be important.

At the other end of the gravel spectrum are bikes with very wide tyre clearance, designed to be taken into mountain bike terrain or used for multi-day off-road bikepacking adventures.

Cyclocross bikes offer yet another bike type for off-road riding. Although they have much in common with gravel race bikes, they’re designed for cyclocross races . These typically last an hour or less and take place in the winter over short circuits with obstacles and tricky turns which may need to be tackled by running while carrying the bike on a shoulder.

So cyclocross bikes tend to have geometry designed for snappy handling and may not offer all the mounting points of a gravel bike. They’ll have a large central triangle to make shouldering the bike easier and narrower tyre clearance than a gravel bike.

Triathlon and time trial bikes 

Aerodynamics has come up repeatedly in this discussion, but however aero a bike is, around 80% of the wind resistance experienced when riding is due to the rider, not the bike.

Triathlon and time trial bikes are designed to reduce the drag caused by the rider to a minimum by lowering their frontal profile. They’ll be fitted with out-front time trial extensions, which allow the rider to rest their forearms on the handlebars in a narrow position that lowers wind resistance. A base bar is included that can be used to steer the bike more easily and increase leverage when climbing, accelerating and sprinting. 

The bike’s geometry favours a very flat-backed ride position, with a steep seat tube and low front end. Time-trial-specific saddles are designed to be more comfortable in such a low position.

Triathlon and time trial bikes are typically fitted with deep-section carbon wheels or often with a disc rear wheel and tri- or four-spoke front wheels to improve their aerodynamic performance.

Triathlon and time trial bikes can be tricky to ride and to get comfortable on, so bike fitting is very important to find a position that a given rider can hold while still being able to deliver their best power output.

Triathlon-only bikes aren’t constrained by UCI rules and so their designs can be extreme, with very deep tube profiles. They’ll often have feed boxes and hydration bladders incorporated into the frame and may not have a traditional double-diamond frame. 

In contrast, the design of time trial bikes usually needs to comply with UCI rules. This means that they have less radical aerodynamic features, a frame with a seat tube and downtube and can’t include feed boxes and in-frame hydration.  

Touring bikes 

Touring bikes are an older category of bikes which is still popular. Typically made of steel, they’re designed for multi-day adventures on the tarmac. 

While bikepackers lash their luggage for overnight stays to their bike’s frame in bikepacking bags , a touring bike rider will carry their luggage in panniers attached to a rear rack, often supplemented by a front rack and additional panniers.

The set-up allows for the transport of a lot of luggage but at the expense of weight. Touring bikes will often be fitted with lower spec components which are heavy but durable and easy to replace throughout the world. A dynamo is a popular addition as it avoids having to keep your bike light's batteries topped up and can be used to keep a cycling computer running.

Electric bikes 

We have a separate page dedicated to electric bikes , but it's worth referencing that the majority of the above bike types can be bought with an electric motor. E-bikes are hugely popular, helping riders who want extra assistance to ride farther and faster and making climbing hills easier.

Electric road bikes have a motor housed in the bottom bracket or sometimes in the rear hub. Both provide stable handling and good rear-wheel traction. The battery is usually housed in the bike’s down tube. It may be removable for charging or in some cases may be fully enclosed in the frame and charged via a port near the cranks.

The motor will offer different assistance levels, which can be selected by the rider via a controller which is usually on the handlebars or built into the bike’s top tube. 

The available range varies and is dependent on factors such as the battery capacity, the assistance level chosen, the terrain, the conditions and the rider’s fitness. 

Many electric bikes can be fitted with a second range extender battery, which often fits on a bottle cage mount and plugs into the motor system to provide additional battery capacity and hence range. 

The best electric road bikes can be very low in weight, with many lightweight electric road bikes weighing less than 12kg, which is not a lot more than many non-assisted road bikes.

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Paul has been on two wheels since he was in his teens and he's spent much of the time since writing about bikes and the associated tech. He's a road cyclist at heart but his adventurous curiosity means Paul has been riding gravel since well before it was cool, adapting his cyclo-cross bike to ride all-day off-road epics and putting road kit to the ultimate test along the way. Paul has contributed to Cyclingnews' tech coverage for a few years, helping to maintain the freshness of our buying guides and deals content, as well as writing a number of our voucher code pages. 

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Trek Emonda ALR long-term review

Matthew’s dream alloy eTap build

Matthew Allen / Immediate Media

Matthew Loveridge

Stunning finish, light and lively feel, low weight, intuitive eTap shifting

Disappointing SRAM brakes (later upgraded to Shimano Dura-Ace), firmer than expected front end

Trek’s Emonda ALR is the affordable aluminium version of its lightweight climber’s bike, a dainty alternative to the aero dreadnought that is the Madone .

Trek kindly lent me a frameset and I built it up with SRAM RED eTap and some choice finishing kit from Ritchey. Read on for full details of the build, my thoughts on how it turned out, and video of the bike in action.

• I want to build the world’s nicest Trek Emonda ALR
• Trek’s new Emonda ALR Disc is lighter than its SL carbon counterpart

Trek Emonda ALR long-term review update #2 — final conclusions

I chose the Emonda because I wanted to prove that alloy bikes can be beautiful, desirable things . I think I’ve succeeded.

The ALR passes the look-back test: when I’m walking away from it, I glance back over my shoulder, because it’s downright handsome and its svelte lines give me that fizzy feeling I look for in a bike.

It’s a bike that turns heads and one that people seem to assume is carbon thanks to its luxurious finish.

I’ve enjoyed using SRAM eTap too. While it’s now the ‘old’ version, it remains a very elegant design. I love the minimalism of a bike without gear cables and I really like the simplicity of the shifting arrangement — SRAM deserves kudos for taking a clean-sheet approach to the design rather than simply grafting electronic switches onto DoubleTap shifters.

I appreciate how easy it is to change gear from different hand positions too. In the drops, it’s possible to shift using your knuckles, which is handy on fast descents when you want to maintain a safe grip.

From the hoods, I sometimes click the shifters using my ring or little fingers when I’m climbing out of the saddle.

Incidentally, I’ve now had the opportunity to ride the latest RED eTap AXS groupset too (on a 1×-equipped bike, so I could only assess rear shifting) and, while there is a noticeable improvement to the overall smoothness of the shifting, it’s not night and day. The original eTap remains a bloody good groupset, one I’d happily have on my own bike.

Overall I’ve been very happy with my final build, but I’ve been mulling what I could have done differently.

I think if I were starting from scratch I’d choose a skinny round bar for a bit more front-end flex, and also because that way I could have fitted SRAM’s Blip remote switches, giving me an extra set of shift buttons on the tops.

Inertia meant I didn’t end up switching wheels, but a wider set of rims for more tyre volume would have made sense, and might have been a better match for the 28mm Veloflex rubber.

I didn’t have any particular issue with these tyres — and they look lovely — but I prefer lower pressures (60 to 70psi) and the supple ‘open tubular’ construction seems to favour old-school, tub-like high pressures.

At lower pressures the Veloflexes' soft sidewalls were a bit floppier than I’d like, something that’s noticeable with quick changes of direction.

I can’t really fault the Emonda for the money. It isn’t as good as a £3,000 superbike frameset but it punches way above its weight, and looks stunning to boot.

If I were changing one thing about it, I’d prefer a threaded bottom bracket for long-term ease of maintenance, but I didn’t have any problems with the BB86 press-fit. (As it happens, Trek has been making moves back towards threaded bottom brackets , although it remains to be seen if bikes such as the ALR will make the switch.)

I’m going to miss the Emonda ALR — it’s been an absolute pleasure riding a bike that so perfectly embodies the best qualities of aluminium as a frame material.

Trek Emonda ALR — the highs

The Emonda is born for climbing and that’s really where it shines. Heading uphill there’s little to distinguish it from a much more expensive (or carbon) bike. It’s lovely and stiff and, in this build, super light too.

I know I keep banging on about the looks, but that really is a major selling point for the ALR as far as I’m concerned.

The purple-flip frame is gorgeous and a sympathetic build lets it shine. I love the aesthetics of minimalist climbers’ bikes so that’s what I was aiming for when I chose a wireless groupset and low-profile wheels.

How your bike makes you feel is hugely important, and the Emonda feels special to me because I chose everything on it and built it exactly how I wanted.

Trek Emonda ALR — the lows

SRAM releasing a brand new version of my groupset in the spring cut me deep but, once I’d pulled myself together, I remembered that first-gen eTap is still great.

From a riding perspective, my lowest point was likely the 100km ride I did in March. It came after I’d been off the bike for months for family reasons and, as a result, I was woefully unprepared for the 1,700m of climbing.

Not even the Emonda’s ultra-low gearing could save me, and I fell apart like cardboard in the rain.

The bike itself hasn’t suffered any real problems. A minor shifting issue was easily resolved, while a spot of creaking under load was cured by a judicious application of grease at the rear dropouts.

Previous updates continue below.

Trek Emonda ALR long-term review update #1

It’s been a quiet month for the Emonda between time away and unpleasantly damp weather, but I’ve taken steps to address my one real concern with the bike: the brakes.

The rather generic looking S-900s, SRAM’s sole direct-mount offering, have proved to be a disappointment. That they’re a non-series option perhaps reflects the fact that even SRAM doesn’t consider them groupset-worthy — I certainly don’t think they’re RED-equivalent and I’ve been wanting to replace them since my first ride on the ALR.

My disregard for brand purism should be pretty clear by this point, so I’ve doubled down with it and fitted a set of Dura-Ace R9100 brakes in place of the S-900s. Yes, I’m trolling you. Shall I get some Campagnolo wheels to complete the effect?

The Dura-Ace brakes (product codes BR-R9110-RS and BR-R9110-F if you’re geeky about that sort of thing) are near enough exactly the same weight as the S-900s at 300g, but it’s not mass I care about here.

I haven’t had the chance to test them out properly on the road yet, but even on the workstand it’s obvious that they’re much stiffer, with a more defined bite when you pull the levers gently and less visible flex when you squeeze them hard.

From a pure vanity standpoint, they’re also much nicer looking than the SRAMs, even if they do clash horribly from a brand perspective.

Brakes aside, I’ve not changed much on the Emonda, and while I’m still vaguely mulling wheel options, I don’t feel compelled to make any more big upgrades for the time being.

My most memorable ride on the bike so far was a hilly 56km in the wonderful and aptly-named Peak District. Not far, I hear you cry! But somehow that distance took in almost 1,100m of climbing, vindicating my decision to choose very low gearing.

I’m looking forward to putting more miles on the lovely purple ALR, watch this space.

Trek Emonda ALR build and spec — original post

I’ve already taken a detailed first look at the Emonda ALR’s frameset which you can read here . Suffice to say, it’s made of metal and it’s a very lovely looking thing. At 1,203g including its hanger, cable guides, bottle-cage bolts and seat collar, it’s also reasonably light.

I chose to build the ALR with SRAM RED eTap because I’ve long wanted to get to know the groupset properly. I love the clean-sheet approach SRAM took when it went wireless and I was hugely impressed when I first tried eTap, but I wanted to spend more time actually using it day-to-day.

I opted for super-low gearing by road standards because experience tells me that I wouldn’t regret it — I’m no gear masher.

Of course, since building this bike, SRAM has launched its updated RED and Force eTap AXS 12-speed groupsets. When the news broke I immediately started feeding the Trek into the nearest woodchipper but then I remembered that the bike industry launching new products doesn’t actually render my current kit unrideable .

Incidentally, SRAM doesn’t make a RED direct-mount rim brake, instead it offers the non-series S-900, so that’s what I went with. More on those later…

Finishing kit: Ritchey riches and a hot mess of other things

I chose Ritchey finishing kit because it’s consistently impressed me with its feel and finish.

The WCS Carbon Streem bar is particularly nice (and expensive), with slightly swept wing-profile tops that are very comfortable.

The one issue it presented is that I couldn’t figure out a neat way to mount eTap Blip shifters on the tops as I’d originally intended, so I ended up not using them.

The FlexLogic seatpost is similarly attractive and has a flippable head which gives you a wider-than-normal range of setback adjustment.

The rest of the build is a bit of a parts bin special, using components I had lying around.

The low-profile Shimano Dura-Ace C24 clinchers are an old favourite, albeit ones that are looking a bit dated with a narrow rim profile. I’ve also mislaid the matching skewers, so the bike is currently wearing a set of FFWD QRs.

The saddle is a Specialized Power which, after many, many miles, I still can’t decide if I prefer over my old love, the Romin. Oh, and I had to have tan-wall tyres, because of course I did .

So yes, it’s a SRAM-equipped bike with Shimano wheels and mismatched accessories. Purists, avert your gaze.

Trek Emonda ALR full specification

• Sizes (*tested): 50, 52, 54*, 56, 58 60, 62, 64
• Weight: 7.0kg (including pedals, two bottle cages, Garmin out-front mount)
• Frame: Emonda ALR Ultralight 300 Series Alpha aluminium, Invisible Weld Technology
• Fork: Emonda full carbon
• Shifters: SRAM RED eTap
• Derailleurs: SRAM RED eTAP
• Cranks: SRAM RED 50/34t
• Wheelset: Shimano Dura-Ace 9000 C24 clincher
• Tyres: Veloflex Master 28mm
• Brakes: SRAM S-900 direct-mount
• Bar: Ritchey WCS Carbon Streem 40cm
• Bar tape: WCS Race
• Stem: Ritchey WCS C220 100mm (later changed for 120mm)
• Seatpost: WCS Link Carbon FlexLogic seatpost 27.2×350mm
• Saddle: Specialized Power
• Pedals: Speedplay Zero Stainless
• Accessories: Arundel Stainless bottle cages

Trek Emonda ALR geometry

• Head angle: 73.0 degrees
• Seat angle: 73.7 degrees
• Chainstay length: 410mm
• Seat tube: 540mm
• Top tube: 543mm
• Head tube: 155mm
• Bottom bracket drop: 70mm
• Wheelbase: 981mm
• Stack: 555mm
• Reach: 381mm

Why did I choose this bike?

I’ve been boring people about how good aluminium bikes are for a while now, so it felt like it was time to put my (hypothetical) money where my mouth is.

I really liked the Emonda ALR when I reviewed the first generation model a couple of years ago so the news that there was an updated model designed for my beloved direct-mount brakes got me all in a lather.

I cleave naturally to spindly climber’s bikes rather than rolling billboard aero machines. I’m not built for speed on the flat and my weight means I get blown around on deep section rims anyway.

The fact that the Emonda is sold as a frameset (as well as complete bikes) and comes in a gorgeous purple-flip paint option was very much the cherry on top.

Trek Emonda ALR initial setup

Building a bike with eTap was a welcome novelty. With the derailleurs and shifters bolted on, it’s a process that’s more akin to pairing a Bluetooth speaker with your phone than conventional cable routing. Only the rear brake cable needed to be fed through the frame.

I did manage to break the tiny support shim that sits behind the front derailleur with what I thought was minimal force, but otherwise it was largely trouble free.

I cut the fork to allow for 30mm of headset spacers and with 20mm under the stem, I haven’t seen fit to move it up or down so far.

My intention was always to take advantage of the clearance the Emonda’s direct-mount brakes offer to fit decent sized tyres, and I’ve been running those lovely 28mm Veloflex Masters at around 60psi front / 70psi rear.

I actually set the bike up with latex tubes initially, but immediately destroyed one through incompetence and latex’s preternatural ability to get trapped by a tyre bead. That leaves me with a butyl tube at the back and latex one up front, a sort of rubbery mullet setup that probably won’t ever catch on.

Emonda ALR ride impressions so far

The new ALR is the same taut, lightweight machine I remember and with this dream spec, it’s properly lively. Climbing on a bike as light and stiff as this is a delight and my choice of gearing means I can winch up the nastiest of inclines.

I don’t know if it’s my memory playing tricks or the fact that I now live somewhere with pretty awful roads, but the ride quality isn’t exactly what I was expecting.

The Emonda ALR’s back end is delightfully smooth but the front is firmer than I recall, enough so that on fast descents with a bit of broken tarmac I’ve found myself holding back ever so slightly to maintain composure.

I’m honestly not sure why this is. Was my choice of super-stiff aero bars a mistake? Am I going soft? I need more time to work this out.

I also need to check my hanger alignment because my shifting seems to be very slightly out, but overall the eTap groupset has been a delight so far. The two-paddle shifting is very intuitive and I get on well with the shape of the hoods.

I’m genuinely disappointed with the brakes however. My experience with Shimano and Campagnolo direct-mount calipers has been nothing but positive, but the S-900s feel like a phoned-in afterthought.

Even leaving aside the generic looking finish, a squeeze of the lever produces visible caliper flex and they just don’t have the solidity and modulation of, say, Ultegra direct-mount brakes. I expected better, SRAM.

If it sounds like I'm feeling negative towards the Emonda, don't get me wrong. It's a delightful thing and I'm very much looking forward to putting more miles on it.

Trek Emonda ALR upgrades

While I’m very fond of the Dura-Ace clinchers, a wider, more modern set of wheels would be an obvious upgrade and could add a smidge more comfort. If I do upgrade, I’ll stick with something fairly low profile as I feel it suits the aesthetic of the bike.

The biggest surprise with my build has been those S-900 brakes. They’re remarkably bad and, in keeping with the parts bin theme, I’m very tempted to swap them for Shimanos, although I’m not certain if the lever pull would be optimal.

Should I mix groupsets? Should I seek out some ridiculous weight weenie specials instead? Let me know your thoughts in the comments.

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Deep dive into the 2024-25 Baloise Trek Lions with Sven Nys!

Baloise Trek is bringing back a blazing fast roster on a killer new paint scheme

The Baloise Trek Lions had perhaps their best ever top-to-bottom season in 2023-24. In total, the team racked up 74 podium finishes, which included 24 wins across nine different riders, and a pair of silver medals at World Championships.

In any given week, veterans like Lucinda Brand and Lars van der Haar, or young, spritely stars like Thibau Nys, Shirin van Anrooij and Pim Ronhaar were viable World Cup winners, each complementing the others’ skill sets so well that Baloise Trek was seemingly ever-present at the front of every race it entered, no matter the course or conditions.

The team is largely running back the same roster for 2024-25, with only Joris Nieuwenhuis moving on. The Lions are hoping that another year of maturity and strength for their riders can collectively make up for the loss of the strong Dutch rider.

New paint schemes ready to roll out on the 2024-25 season!

Sometimes repeating success can be even harder than achieving it in the first place, however. With expectations comes pressure. The competition will be even more focused on trying to keep the Lions off the podium. And for riders like Nys, Van Anrooij and Brand, there is also the matter of managing their fatigue coming off strong road seasons with Lidl-Trek.

What’s certain is that this team is going to be a blast to watch. Team manager Sven Nys places a big emphasis on camaraderie within the squad. Team training camp in Belgium late this month will be a chance for the riders to get together and learn from each other. Last season, the team did a brilliant job selflessly working together to win some of the biggest races of the year . And this year, they’ll also be riding gorgeous new green and blue paint schemes on their Trek Boones. 

The Race Shop spoke with Sven Nys to get his take on the 2024-25 Baloise Trek roster. The following conversation has been edited for clarity and length.

Thibau Nys celebrating his big win in Waterloo.

You’ve lost Joris Nieuwenhuis, but otherwise this looks like the same team that had a lot of success last season. Is the team doing anything differently to build on that success?

Sven Nys: We saw during last cyclocross season that we have a great team with results from all of the riders, not just one leader. And we had a really young team outside of Lucinda [Brand] and Lars [van der Haar], with Thibau [Nys], Pim Ronhaar, David Haverdings, Fleur Moors. All those riders are a little bit more experienced, and I think that’s going to help us again to start the season really well. 

We’re always looking forward a bit to how they are going to go from the road season to the cyclocross season, if they have recovered well from those races, and making sure that we take enough time to recover from those races and prepare for the season. 

It seems like everything is going pretty good. Bikes are ready. The riders are step by step, going into the field again. So there are not a lot of changes for the moment. Only Joris, but I think we are strong enough to make up for it.

Up close with the new mean green scheme.

How do you make sure you’re stronger this season? Repeating success can be even harder than having it in the first place.

Nys: Recovery is most important. For example, see Shirin [van Anrooij] and Thibau, they went really fast during the road season, and had great results in the spring classics. With Shirin, she was second in the Tour of Flanders. Then a little bit later, Lucinda and Thibau started, also on a really high level. 

So that’s completely different than what you see with Lars van der Haar, Pim Ronhaar and all the other riders, because they started the season a little bit later. We went to a training camp with them in Spain to bring them together, create a great atmosphere, and talk about the program that we created in summer to prepare them for the cyclocross season. And now we are coming together again in the field with a training camp at the end of September to make sure they are connected with each other, and that we feel that they want to help each other, that they have fun together. That’s the first step to building up a great season.

And now next steps are coming in the next few weeks. We’re communicating with riders to help them make a good road program, so that they can recover after the cyclocross season, both physically and from all the stress and all the races that they’ve done.

Lucinda Brand taking her seventh career Cyclocross World Championships podium last winter.

You’ve talked about Shirin and Thibau and all the success they had on the road. They’re ready to be two of the best riders in the world. So what are their ambitions in cyclocross this year?

Nys: So when you talk about Shirin and Thibau, there is a difference. Shirin is already riding the Tour de France and big stage races. She was selected for World Championships on the road. 

For Thibau, he is building step by step every year, going to bigger races. And what we did this year is create a bigger road season for him than in 2023, with goals to win stages in every stage race he has done. And he did that.

The goal for this cyclocross season with Shirin is to make sure she can also go really fast in the spring classics again on the road. That means that she’s going to have a short cyclocross season, starting in September and ending at World Championships in France in 2025. 

For Thibau it’s different. His goal is to be one of the big guys in cyclocross this season from the beginning of the season. The difference between Thibau and all the other cyclocross riders is that he’s looking for the races that suit him really well. So he’s not going to do all of them, because then you’re talking about 35-40 races. With all the races he’s done on the road, and what’s coming in 2025, we are aiming for 22-24 races this season. But that’s almost every weekend. In December, he’s going to skip a weekend to go to Lidl-Trek training camp again.

Tried and true blue.

We need to think a little bit more about saving some energy for what’s coming next for both riders. With all the other cyclocross riders, we can say, ‘No, no, this is the moment, we’re gonna do everything we can to have a great season. Every race that you are going to start.’ With Thibau and Shirin, it’s thinking about, ‘OK, what’s coming? Let’s talk together with Lidl-Trek and decide what is a good season in cyclocross and what is a good season on the road.’

Lars and Lucinda are the two veteran riders yet again. Both are coming off top-notch seasons. How have they been so good at being so consistent for so long, and how do they keep improving?

Nys: Because they made all the mistakes when they were young [laughs]. 

They have a lot of experience. They know that, OK, sometimes things happen, like a crash, like becoming sick, these are things that they cannot control. But if everything is OK, they know what they need to do to have good results in cyclocross. 

Pim Ronhaar is ready to level up.

And what I feel with Lucinda is that she had a really great road season, better than the previous year. She did an amazing Tour de France. She recovered after the Tour de France for a few weeks on a really high level. I’m convinced that the moment she steps on the bike again, and that happens this week, she’ll already be in really good basic condition, and that she’s going to step up directly to be really good in cyclocross again. So I’m really motivated and looking forward to seeing Lucinda again.

Lars is not always motivated to have good results on the road, but he knows that he needs the road — the speed and the distance — to become a good cyclocross rider. So he’s doing that, helping the team, and he was also a stage winner with the young guys. But for him, the results on the road are not as important. He’s preparing for the cyclocross season. 

And you see him today at cyclocross training: Focus. He’s preparing all the details to be ready at the first race of the season. 

And so with those riders you know what you have, you know what you can expect. They know themselves really well, and that gives a relaxed feeling to the team. For the young guys that are there, if they make a mistake or have bad results, there is no pressure on them, because Lars and Lucinda are there.

Race Shop Limited.

Pim Ronhaar is a fascinating rider. He didn’t do the same road program as Thibau, but his ambitions are probably just as big in cyclocross. How can he take himself to the next level?

Nys: The potential for Pim Ronhaar is becoming one of the three best cyclocross riders in the peloton. That’s what I see. That’s what I feel with his engine, with his mental strength and in the technique he has. 

He’s young. He learned a lot in the last few years about himself, about the riders who he needs to race with. And for the summer season, we are looking more now at what’s the best situation for him, whether that’s a Continental program, or maybe stepping up to the World Tour and trying to have results there. 

He was a stagiaire with Lidl-Trek last month, but he became sick near the end, so he needs to recover a little bit right now. But I’m convinced, and I expect, that he can be at the top three in the world for cyclocross.

Camaraderie is one of the biggest components of Baloise Trek's success.

What’s he like mentally as a competitor? Does he have a focus like Lars? Is he more loose?

Nys: His character is not the same as Lars. Lars is much more structured, looking at things 3-5, months ahead of time. Thibau and Pim, for example, they say a week before they need to do something, ‘Oh, yeah, shit, maybe I need to book a flight because I have a race in Spain.’ [Laughs]

So it’s completely different, and we need to help them make plans ahead of time, which also helps with bringing the stress level down. 

So it’s different than with Lars, but once Pim is in a race, he’s focused as hell, and he can go really over the limit to have great results. He’s a really good runner when the weather becomes really bad. When he needs to use his power coming out of his back in the saddle with a big gear, then Pim Ronhaar is at his best.

Clean machine.

The team has a couple of really exciting young riders in Fleur Moors and Seppe Van Den Boer. What are you excited to see from them this season?

Nys: With Fleur, I think she has the potential to become Belgium’s No. 1 cyclocross rider. And that’s not gonna take long. It’s going to happen really quickly I feel. And I saw it already in the road season. 

That was her first year at the World Tour level. She had the chance to race with young riders not only on the highest level, but also some smaller races without pressure. She was one of the girls who battled with Lotte Kopecky at national championships in Belgium at just 18 years old. That’s amazing.

We’re going to help her become one of the leading ladies in cyclocross in the next few years. I’m convinced that we can do that.

And with Seppe, he is learning. He is looking to Thibau and to Lars and saying, ‘Oh, that’s a huge step up for me.’ He needs to handle the pressure a little bit. He is maybe a little bit nervous, and puts the pressure on himself from the team.

Lars van der Haar on a mission.

But for himself, he won two stages on the road in stage races. He’s really fast, explosive, and strong. So in the U23 category, I expect him to be one of the guys who is always selected for World Cups, and to be one of the riders for European and World Championships, battling for the podium. 

I think he learned a lot last year. He’s one year older right now, and he’s ready to do that.

How do you support riders like that? And what is the benefit of having a big team around them?

Nys: They just see what the older riders are doing. And we have riders like Lars and Thibau who are really good at talking with those young guys just before the race, going to the U23 guys and saying, ‘Hey, I did the recon of the lap, and I just saw these things. Maybe you can add some pressure in your tire. I can help you also with finding the good lines. Let’s ride together a little bit.’ And that helps the young riders become a little bit more relaxed. 

If you can work with and have the support of Thibau and Lars and Lucinda with those young riders, that’s amazing, and that’s what they feel also helps them.

Baloise Trek will be easy to spot in the rain.

Lastly, I’m curious about David Haverdings. I think he’s a rider who some fans may not know as well. Why might he be ready to surprise people this year?

Nys: I’m really looking forward to David Haverdings. He had a really bad summer season last year, and we saw that in the cyclocross season, physically and at times also mentally. 

Now he has recovered after the cyclocross season, and he’s been training really well. He’s working really well with the coach we connected with him. He had a good summer season. He won a stage in a stage race. I saw him today in cyclocross. He’s really excited to start. He’s looking sharp. He’s happy. And as a junior, he was one of the guys who was winning almost all the races, and I think he needs to become one of those U23 guys that’s always battling for the victory. And that’s the skill he has, and I hope we’re gonna see that this year.

Podium bound

In this story.

Discover more

Lucinda Brand and Joris Nieuwenhuis cap brilliant seasons at World Champs

Why this has been Baloise-Trek’s ‘most successful season ever’

Thibau Nys’ Koppenbergcross win extended his father’s legacy

The legend of the Legends Race

• Lars van der Haar
• Lucinda Brand
• Pim Ronhaar
• David Haverdings
• Fleur Moors
• Shirin van Anroiij
• Seppe Van Den Boer

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Reece Wilson is back on a World Cup podium, where he belongs

After two years of setbacks, The Flying Scotsman showed the world that he's still one of the fastest

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