trek emonda sl 6 2023 review

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The New Trek Émonda Is Faster Than Ever

Already one of the fiercest climbing bikes available, the new Émonda is even faster thanks to a dose of aero.

The Takeaway: The Émonda SLR is a benchmark pro race bike—and it’s surprisingly rider friendly.

• It has 183 grams less drag than the previous generation, but the frame is only 33 grams heavier
• There are 10 models starting at $2,699
• SL models ($2,699 to $5,999) have the aerodynamic shaping and features but in a frame that’s about 400 grams heavier than the SLR
• SLR models ($6,699 and up) use a new carbon fiber composite that’s 30 percent stronger than Trek’s previous top-of-the-line carbon.

For Émonda SLR bicycles, Trek will provide an individual handlebar and stem until an updated handlebar/stem combo is available.

Additionally, all customers who bring in their handlebars for replacement will also receive a $100 in-store credit that can be used toward any Trek or Bontrager merchandise through December 31, 2022.

Remember professional road racing ? It’s that thing where super skinny people go unbelievably fast up and down hills and fly over flat roads for hours at a time. It’s been a while since the pros have beat up on each other for our entertainment, but there might, hopefully, be some races on the horizon. When the races do resume, Trek’s pro riders will be aboard its new third-generation Émonda climbing bike. The new Émonda isn’t lighter, but it is faster thanks to a dose of aerodynamic tuning.

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Now With Aero

The new Émonda gets a major drag reduction with a tiny weight gain.

Simple Seat Mast

The seat mast has lots of adjustment range, and an easy-to-use saddle clamp.

Light and Slippery

The new Bontrager Aeolus RSL 37 wheels are light, sleek, and stable.

Wide and Threaded

The T47 bottom bracket has a wide stance, and user-friendly threads.

A built-in chain watcher prevents unwanted derailments.

Making the new Émonda frame more aerodynamic wasn’t exactly a tough hurdle as the previous Émonda had virtually zero aerodynamic optimization. But adding meaningful aerodynamic benefit while achieving the frame stiffness expected of a pro-caliber race bike, maintaining the well-regarded handling properties of the previous Émonda, and adding rider-friendly features like a threaded bottom bracket—all with adding only 33 grams (SLR frame, claimed)—is quite a feat.

Below you’ll find my review of the Émonda SLR—I’ve been on it since early March—followed by a dive into the technology and features of the new bike, and a brief model breakdown.

Ride Impressions: Émonda SLR 9 eTap

The Émonda SLR is a tool made to fulfill the needs of some of the world’s best road racers. This bike will never be as comfortable or versatile as a gravel bike. Going fast on pavement and climbing performance are its only goals. These are obvious facts, but that’s the lens through which it must be viewed. And through this lens, it is one of the very best.

The new Émonda was born out of a request from Trek’s pro racers and pitched as the company’s “fastest climbing bike ever.” So little surprise they set me up with the lightest model (the SLR 9 with SRAM Red eTap ), which also has a build kit almost identical to the team’s bikes. It’s also, excepting customized Project One builds, the most expensive model at a buck under 12 grand.

That massive pile of clams gets you an aerodynamic frame with disc brakes, power meter, and wireless electronic shifting that weighs less than 15 pounds (54cm). And that’s with a hefty T47 threaded bottom bracket unit, lustrous paint , clincher wheelset, a chain-watcher, standard butyl tubes, 37mm deep rims, 160mm disc rotors front and rear, and SRAM’s largest Red cassette (10-33). That’s “Holy shit!” impressive.

By cutting drag a ton without adding much weight, it’s hard to argue with Trek’s claim that the new Émonda is faster than the outgoing generation. But if you have any doubts, they’ll be erased when you ride it. This is an explosive bike: it feels as light as a feather and as solid as a steel girder at the same time.

Trek’s Émonda has always been a raw and rowdy bike that feels a little wild and a bit dangerous in precisely the ways you want a race bike to feel: That’s not lost with the added aerodynamics. If anything, the new Émonda is even crisper and punchier than before, which is saying something.

A small downside to all this fury is the Émonda’s smoothness. Light and stiff race bikes aren’t a smooth-riding lot to begin with, but even measured against a stiffer riding genre, the new Émonda is on the firmer end of the scale. Still, it escapes harsh or punishing labels—I did a six-hour ride on the Émonda on the stock 25 tires and didn’t feel worn down by its ride. Swapping to 28s helped a lot (no surprise) and were on the Émonda for the bulk of my testing. I’d suggest reserving the lighter and more aerodynamic stock 25s for racing or PR attempts—assuming good roads—and use 28s as daily drivers.

The Émonda’s handling is excellent. Well, let me caveat that: Road racing geometry is pretty uniform, so whether I’m on a current race bike from Trek, Specialized, Cannondale, Cervélo, Canyon, Colnago, Wilier, Pinarello, BMC, Giant (etc., etc.), I find the broad strokes of their handling feel and performance quite similar. There wasn’t anything about the Émonda’s handling or cornering performance that set any new benchmarks for me, but there wasn’t anything to dislike either.

It was quick and accurate, diving into corners with a light touch. It offered great feedback, so I always knew where I was relative to its and my limits, and I could count on it to be consistent and predictable. It was maybe a touch less settled in bumpy corners than the Specialized Tarmac, but the Émonda never broke traction or skipped. Overall, for such a light bike, the Émonda is remarkably solid and drama free. I’d have no qualms barreling down a technical alpine descent on the Émonda.

I received this test bike in early March, giving me plenty of time to ride it back to back with its primary competition—a Specialized S-Works Tarmac , what I consider the benchmark for aero-ized lightweight bikes. The Tarmac is smoother over the bumps and has a silkier feel overall, but the new Émonda feels more efficient, like it can go faster more easily.

I’ve also ridden a good slice of the Émonda’s competition, including the Canyon Ultimate CF SLX , Colnago V3Rs, Cannondale SuperSix Evo , Cervélo R5, Wilier Zero SLR , Pinarello Dogma F12 . These are all superb bikes, but I feel the Émonda is the class leader. It feels sharper and more explosive than all of them. It feels faster, and that’s what matters most in a race bike. But I also like that the Émonda is pretty straightforward and rider-friendly.

For example, I swapped the stock one-piece bar/stem for a standard stem and round bar. One, I could run a standard bar and stem on this bike, which you can’t say about every modern race bike. And two, I didn’t have to pull any cables, wires, or hoses to make the swap: Again, something you can’t say about all race bikes. For the record, the shape of the one-piece Aeolus bar/stem is great, and the tops are the most comfortable to grab of all the aero-topped bars I've used. The only reason I swapped is my preferred length and width combination (110x40) wasn't available yet.

The BB is threaded, which makes it easier to service and replace than a press-fit (however, I was getting some noise out of the BB area, which I never resolved). The wheels employ standard offset, and it uses regular thru-axles. It’s compatible with pod-style power meters and mechanical shifting. Its signature seat mast is pretty much the only non-standard thing about this frame, and even then, it’s pretty user-friendly. There’s no cutting necessary, height adjustment is ample, the saddle clamp is easy to use, and it’s travel-case friendly.

I expect so much from a modern high-end pro-level road racing bike that it’s hard to exceed those expectations. It’s rare when a bike does: The Émonda SLR is one of those rare bikes.

Team Request

The new Émonda is partially a result of a request from the Trek-Segafredo race team. “They are one of our primary customers,” said Jordan Roessingh, Trek’s director of road product. “And they started to realize that it’s not just weight, it’s not just stiffness and responsiveness, there’s this other thing—aerodynamics and speed—that’s also really important to be competitive and be faster on the bike. They had been one of the loudest voices saying, ‘We need the lightest-weight, stiffest bike possible.’ And now they started coming back saying ‘We need those things, but we also need the bike to be faster in order for us to be really competitive.’ ”

It is (comparatively) easy to make a light frame, it is easy to make a stiff frame, it is easy to make an aerodynamic frame. Making a frame that’s two of those three things is more challenging: Making a bike more aerodynamic usually makes it heavier, making a bike lighter typically makes it less stiff, etc. Making a frame that is light AND stiff AND aerodynamic enough to satisfy the demands of a top-level professional race team is extremely difficult.

But not impossible. Many brands already make a light, stiff, and aero bike. The Specialized Tarmac is one, as are the Canyon Ultimate, the Cannondale SuperSix Evo, the Cervélo R5, the Wilier Zero SLR, the Pinarello F12, the Scott Addict, and the new Giant TCR . All of them seek to balance the three qualities—light, stiff, and aero—in the pursuit of the ideal race bike, and they all manage the balance differently. The common thread between these bikes: They’re all used by teams that compete against Trek-Segafredo.

Still Light, Now With Aero

The previous generation Émonda SLR Disc , launched in 2017, was an extremely light frame at 665 grams (claimed). But when a frame is already that light, it is much harder to make it even lighter. At least lighter enough to make a meaningful difference.

So, Trek took a different approach to making its climbing bike faster—instead of lighter, it made it more aerodynamic. The new Émonda frame is a touch heavier—yet still extremely light at 698 grams—but the bike has 183 grams less drag than the previous generation.

The important thing to note here is that, though the frame is more aerodynamic, the 183 gram drag reduction is not from the frame only. New wheels and a new aero bar (more info on both below) play a role. The specific setups Trek used to get that 183 gram number are: 2018 Émonda with 28mm-deep Bontrager XXX 2 wheels, and Bontrager XXX Bar/Stem Combo compared to the 2021 Émonda with 37mm deep Bontrager Aeolus RSL 37 Wheels and Bontrager Aeolus RSL Bar/Stem Combo.

Another drag saving upgrade: the housing, hoses and wires for the controls are almost fully inside the frame. They dive into the frame at the head tube passing through the upper headset bearing. The front brake hose runs into the fork steerer and down the left leg before popping out just above the brake caliper. The fork steerer’s flattened sides provide room for the rear brake hose and derailleur control lines to travel down and into the frame. Though it has flattened sides, the fork steerer is still compatible with standard 1 1/8” stems.

The overall drag reduction results in a bike that is 18 seconds per hour faster when climbing an 8.1 percent grade (the average grade of Alpe d’Huez ), and 60 seconds per hour faster on flat roads than the previous Émonda. Trek also claims the new Émonda is 13 seconds per hour faster than a Specialized Tarmac when climbing an 8.1 percent grade (all assuming the rider maintains a constant 350 watts).

Eight Point One Percent

With three qualities—aero, stiffness, weight—that work in opposition to each other, how do you decide how much to optimize one quality when you know it will negatively affect the other two? How aero is aero enough? At what point is improved aerodynamics offset by the weight added to get there?

The team behind the Émonda used a legendary climb to help them decide: Alpe d’Huez. “It represents an extreme example of what most people see on a regular basis when they’re doing a big climbing ride,” said Roessingh, “It’s around an 8 percent grade, and it’s about an hour-long climb for the pros—amateurs might go a little slower. It gives us a good understanding of what the benefit of a drag savings is relative to a weight savings.”

By optimizing the weight and aerodynamic balance around this climb, Roessingh claims the Émonda is faster on Alpe d’Huez and also faster on everything shallower than the famous climb, “which is the vast majority of the environments that most riders are going to ride in, including the team,” said Roessingh. “So if we can say it’s faster up Alpe d’Huez, it’s going to be significantly faster everywhere because the flatter it is, the more aerodynamics benefit you.”

Computer-Aided Optimization

Achieving the weight to the aerodynamic balance of the new Émonda required careful design of each tube shape. Aiding the Émonda’s team was supercomputing horsepower. The abridged and simplified version of the process goes like this: into the computer was fed a rough draft of the shape based on Trek’s aerodynamic experience and other information like UCI regulations. The program then varies the tube’s parameters within a predefined range and spit back several iterations of the shape, each with a different weight to aerodynamic balance. The Émonda’s team evaluated the alternatives and picked the one most suited to its location in the frame and best able to help the frame achieve its overarching goal.

Roessingh says that Trek cannot afford to buy the computing hardware necessary to run the CFD and FEA optimizations (in a timely manner) that helped shape the new Émonda’s tubes. The processing happens in the cloud where Trek rents time on Google, Microsoft, or Amazon’s supercomputers. It’s more affordable than buying a supercomputer. Even so, it is not cheap, “Cloud computing is becoming a relatively significant budget line item for us because we’re doing so many of these optimizations in CFD and FEA and all that processing happens in the cloud.”

The new Émonda’s fork legs, head tube, down tube, seat tube, and seat stays all use a variation of a truncated airfoil. The top tube and chainstays, which have virtually no effect on drag, are optimized almost entirely for stiffness to weight.

In Trek’s line, the new Émonda’s aerodynamic performance is equal to the third generation Domane ; the Madone is still significantly more aero. But while the more aerodynamic Madone is faster in flatter terrain, once the climb hits about 5.5 percent, the lighter Émonda becomes the faster bike. And for many of the Trek-Segafredo team riders—and many amateurs—that means the Émonda is fastest when it matters most: the hardest part of a race or ride, which is almost always on a steep climb.

OCLV 800 Carbon

Getting the new Émonda SLR to be as light as it is while adding aerodynamic shaping would not be possible without employing a new carbon-fiber composite, said Roessingh. The new OCLV 800 composite is 30 percent stronger than Trek’s previous top-of-the-line composite (OCLV 700). Because it is stronger, they can use less: By using OCLV 800, Trek’s team was able to make the Émonda SLR frame 60 grams lighter than if they used OCLV 700.

The Émonda SLR is very cool, but it’s also very expensive (bike prices start at $6,699). For the 99 percenters, there’s the Émonda SL (models start at $2,699).

The SL uses OCLV 500 composite, and the frame is quite a bit heavier than the SLR’s. The SL’s frame comes in at 1,142 grams, with a 380-gram fork (SLR fork weight: 365 grams).

But material (and weight) are the only difference between the SL and SLR.

Aeolus Bar Stem

While a ton of work made the Émonda’s frame tubes faster, a big chunk of the new bike’s drag savings comes from the one-piece Aeolus bar stem. It alone is responsible for 70 grams of the Émonda’s 183-gram drag reduction. This means that if a traditional stem and round bar are installed on the new Émonda, its drag advantage over the previous-generation bike drops to 113 grams. And it means that you can make any bike with a round bar and traditional stem significantly more aerodynamic by merely installing the Aeolus. Retail price is $650.

The integrated Aeolus is made of carbon-fiber composite, of course, with a claimed weight of 297 grams (42x120). It’s offered in 14 length and width combinations, from 44x120 to 38x80. Hoses, housing, and wires run externally for easier service and repairs, but in a groove that keeps them out of the wind. A bolt-on plate keeps the control lines tucked and organized where they turn off the bar tops to run in line with the stem.

The Aeolus employs a mount that works with Bontrager’s line of Blendr accessories for mounting computers and lights.

Aeolus 37 Wheels

Another new Bontrager product rolling out with the Émonda is the Aeolus 37 wheelset. It comes in two models: the Aeolus RSL 37 (1,325 grams/pair, $2,400) and the Aeolus Pro 37 (1,505 grams/pair, $1,300).

The RSL 37 is claimed to be lighter than Zipp’s 32mm-deep 202, yet more aerodynamic and more stable than Zipp’s 45mm-deep 303. Both wheels are disc brake only (only Center Lock interface), tubeless compatible, use DT-Swiss internals, have no rider weight limit, and come with a lifetime warranty.

Surprisingly Rider Friendly

Though the new Émonda is clean and integrated looking and uses high-performance standards, it is also remarkably rider-friendly. Cables, hoses, and housing run externally on the one-piece Aeolus bar/stem for easier repair and service (with one exception: wiring for a Shimano Di2 or Campagnolo EPS bar-end junction box runs partially inside the bar). If you prefer a more traditional cockpit, it can be run with a standard bar and stem with 1⅛-inch steerer clamp.

The bottom bracket uses the threaded T47 standard , which is compatible with almost all common crank-axle standards.

Front and rear thru-axles are standard 12x100 and 12x142mm, and the wheels employ a standard dish. The standard flat mounts for the brake calipers are compatible with 140, 160, or 180mm rotors.

Tire clearance is officially 28mm, but that’s with a ton of extra space. I fit 32mm tires in the Émonda with ease.

And though all models do use a seat mast, it’s a no-cut variety with lots of adjustment range.

H1.5 Geometry

Trek did offer its top-of-the-line race bikes in the aggressive H1 geometry for riders seeking an ultra-long and low geometry, or H2 which was an endurance fit. The new Émonda is offered only in H1.5, which splits the difference between H1 and H2. The result is pretty typical dimensions for a modern race bike—a 54cm Émonda H1’s geometry is remarkably similar to a 54cm Specialized Tarmac.

There are eight sizes starting at 47cm and topping out at 62cm.

There are 10 models of the new Émonda. SL models start at $2,699 and are priced up to $5,999. SLR models start at $6,699 and go up to $11,999.

Only SLR models come with the Aeolus integrated bar/stem stock; and only the Émonda SL 7 ($5,499) and up come with the Aeolus 37 wheelset.

The new Émonda is a disc brake-only platform.

Project One

The new Émonda is in Trek’s Project One paint and parts personalization program. If that’s not luxe enough for you, Trek’s Project One Ultimate program allows you to work with a designer to come up with a one-of-a-kind finish, and Trek will source any parts you want for your new bike.

Trek Émonda SLR 9 eTap

A gear editor for his entire career, Matt’s journey to becoming a leading cycling tech journalist started in 1995, and he’s been at it ever since; likely riding more cycling equipment than anyone on the planet along the way. Previous to his time with Bicycling , Matt worked in bike shops as a service manager, mechanic, and sales person. Based in Durango, Colorado, he enjoys riding and testing any and all kinds of bikes, so you’re just as likely to see him on a road bike dressed in Lycra at a Tuesday night worlds ride as you are to find him dressed in a full face helmet and pads riding a bike park on an enduro bike. He doesn’t race often, but he’s game for anything; having entered road races, criteriums, trials competitions, dual slalom, downhill races, enduros, stage races, short track, time trials, and gran fondos. Next up on his to-do list: a multi day bikepacking trip, and an e-bike race. 

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Trek 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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Unique in offering a heads up display for cyclists, but not without a few areas for improvement

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Berd impressed with its unconventional yet exceptionally light, uncommonly smooth and aero-be-damned gravel wheelset

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First up, the comfort.

I picked up on the fact that the SL6 Pro has quite a firm ride – a little bit old school, dare I say. By that I mean that a lot of carbon fibre frames have become much more comfortable over the years as designers and manufacturers have learnt about carbon fibre grades, tube profiles and, more importantly, the layup of the composite material.

The Cube Attain GTC SL I tested recently highlighted this in the way that it really managed to reduce road buzz while retaining plenty of feedback through the frame and fork.

This isn't a criticism of the Trek at all, it just wasn't quite what I was expecting. I like it; I'm a big believer in ultimate performance over comfort when it comes to race bikes, and that is exactly what the Émonda delivers.

Stiffness throughout the fork and the lower half of the frame is very impressive, and means the Trek is responsive to your inputs. The wide bottom bracket shell allows for a large down tube and chunky chainstays to reduce flex when you are really nailing it, while the front end backs this up via the tapered head tube and firm fork legs. Sprinting and climbing are all taken in the Émonda's stride.

As you'd expect from a race bike, the riding position can be set up to be pretty aggressive – with a relatively short 151mm head tube length on this 56cm model I could achieve a low handlebar-to-saddle drop to aid the aerodynamics, especially when in the drops.

The rest of the geometry follows the same theme with a 73.5-degree head angle and a relatively short wheelbase for a disc-equipped frame (the chainstays are often a fair bit longer than those on rim-braked frames because of the extra axle width at the rear dropouts) at just 983mm.

Trek has achieved a good balance here with the Émonda I reckon.

The shorter wheelbase makes it nippy, which allows for snappy direction changes at high speed, yet it's managed to tame the handling just enough that the Émonda never becomes a handful unless you do something really stupid.

In my First Ride piece I mentioned that I hadn't managed to point the Trek at my favourite test hill, one that is fast and twisty with off-camber bends and chicanes. It really tests every part of a bike's handling in a blur.

Well, I have now, about five or six times, and the Émonda really impressed. It has the quickness in the steering and the overall agility to be pushed very hard into the corners.

After a night of heavy rain, gravel had been washed out into the lane slightly out of sight as I went into a fast left-hander at about 45mph; I dabbed the brakes a little, but seeing the grit and stones spanning the entire road there was no real way out of it. Letting the bike hit the gravel and predicting where the slide was probably going to end was the only option, and it was a sketchy couple of seconds.

As the front tyre regained grip on the asphalt there was a second where the still-sliding rear wanted to get in front, but the Trek's well-balanced handling allowed me to quickly regain control and blast to the bottom of the hill.

In less extreme circumstances the Émonda is an absolute hoot to ride downhill, with just slight adjustments to body position and the handlebar allowing you to flow from corner to corner.

On longer rides the Trek is just as well mannered; it is a very easy bike to ride quickly even when fatigue can kick in or when you are on unfamiliar roads.

The stiffness I mentioned earlier doesn't come through as a negative on higher mileage jaunts, especially if you get on with the saddle and have a decent pair of shorts on. The three- to four-hour rides I used the Trek on were a lot of fun. Unleash the power for the fun bits and then when you are on the flat, straight slogs you can just hunker down and keep the pedals turning over.

The only thing I needed to do was to shift the saddle 5mm closer to the bar than I would normally have it, because of the width of the top tube as it flows into the seatstays either side of the seat tube. I have quite large thighs and I could feel them rubbing on the frame every pedal revolution when I first started riding the Trek.

Frame and fork

The Émonda has always been the lightweight bike of Trek's road range, leaving outright speed to the Madone, but for this latest model Trek has incorporated more aerodynamic profiles in the Émonda's design.

Unlike most aero bikes, though, the Émonda's frame doesn't focus on being fast in a straight line or at high speed, it is a climbing bike after all. Instead the engineers have focused on 'unsteady aerodynamics', which fit in with the much lower speeds found when ascending.

Most of the attention has been placed on the front end, including the head tube and down tube. The top-end SLR models use the Bontrager XXX aero handlebar/stem combo which further increases the benefits, but that isn't available on the SL options.

The SLR models also use a new OCLV 800 grade carbon fibre while the SLs use the 500 series, which increases the weight a bit, although a claimed frame weight of 1,142g and 380g for the fork is far from shabby.

If wind cheating is your main goal then it's worth noting that the Émonda is optimised for 25mm tyres, as that is the most common size used for racing, but if you want something a bit wider 28mm will fit while still allowing 6mm of space around the tyre.

As you'd expect on an aero-based bike, the Émonda has full internal cable routing but this is taken to an extra level compared with most frames, with the cables and hoses leaving the handlebar and entering the frame through the spacers rather than the head tube or down tube. This gives much cleaner lines at the front.

You won't find a standard seatpost either. The Émonda's seat tube continues up past the top tube by a fair old way and then an external seat mast is placed over the top; you tighten the hex bolt to clamp it into place at the right saddle height.

The Émonda range is now completely disc brake-equipped which to my mind is a bit of a shame as I am a big fan of rim brakes, and it would certainly bring the weight down for a bike aimed at climbing.

Many manufacturers are seeing sales of disc models outstripping rim options by a large margin, though, so it is kind of inevitable. There is also the cost – the Émonda is available in seven sizes so that'd be 14 different moulds required if Trek offered both brake options.

The Émonda comes with flat mounts, as you'd expect, and 12mm thru-axles front and rear.

I mentioned the wide bottom bracket shell earlier and this is normally only achievable by using a press-fit BB, where the bearing cups are pressed into the frame. If tolerances aren't adhered to, creaking can occur, especially after water or grit gets between the mating faces, which is why we've seen many brands return to external threaded options.

Trek has gone for what is possibly the best of both worlds with the T47 system. First introduced by Chris King and Oregon's Argonaut Cycles , they thread into the bottom bracket shell which allows it to be wider, increasing stiffness without affecting the width between the pedals (Q-factor).

If you want a more in-depth look at what changes and design tweaks were made to achieve this new Émonda frameset then it'd be worth checking out Mat's full breakdown here .

Wheels and tyres

Trek says that the SL 6 Pro comes with all the lightweight components you need as standard, so there is no need to upgrade. You could save a few grams here and there, but overall it is a pretty complete package.

This model is the first carbon bike in the line-up that comes with a set of carbon fibre wheels. The 35mm Bontrager Aeolus Elite 35s are 35mm deep and are tubeless ready.

It's a good set of wheels for a whole range of riding styles: shallow enough to work on the climbs and just about deep enough to give you a small aerodynamic gain without being affected by crosswinds. Comparing the price of the near-identical SL 6 suggests you are getting them for just £450 too.

Reliability isn't an issue as they took on everything that was put in their way over the test period, and should anything happen and they get damaged Trek will replace or repair them for free in the first two years of ownership.

Wrapped around the wheels are a pair of Bontrager R2 Hard-Case Lite tyres. They are all right in terms of rolling resistance, grip and durability, but their 60tpi casing does give them a bit of a 'wooden' feel. You aren't getting a whole lot of suppleness which would really benefit the frameset, so I'd definitely upgrade when they wear out.

I've been using the R3 Hard Case Lites recently and they are a much better tyre, so something like that would be a good upgrade if you want to keep the Bonty/Trek theme going.

Drivetrain and brakes

On the SL 6 Pro, Trek is giving you a full Shimano Ultegra hydraulic/mechanical groupset and it suits the bike very well. You are getting near-Dura-Ace performance but at a much reduced price.

Trek has specced a 52/36-tooth semi-compact chainset and an 11-30 cassette, which is a great choice of gear ratios for a bike of this style. There are plenty of top end gears for speed work while the 30-tooth sprocket will give you an extra bailout gear over the more usual 28T found on the majority of race bikes.

The gear shifts from Ultegra are top notch. You get quite a light feel at the levers, but one that also gives a very nicely defined click so you can be sure that the shift has taken place.

When it comes to the braking, Trek has chosen to fit 160mm rotors front and back, which give more than enough power for a bike of this type.

Shimano's hydraulic systems are very powerful but also easily modulated thanks to loads of feel through the levers, allowing you to stop quickly without the fear of locking up the front tyre, even in the wet.

Finishing kit

All of the finishing kit is supplied by Bontrager, Trek's in-house parts department, and it's all decent quality stuff.

The handlebar is the Bontrager Elite VR-C which is an aluminium alloy model with a short reach and a shallow drop, making it ideal for a whole host of different riders' proportions. Helping that is the fact that different size frames get a different width bar, ranging from 38cm up to 44cm.

It's the same for the Bontrager Pro stem: the smallest 47cm bike gets a 70mm unit, with the 62cm extending that out to 110mm. The stem on each frame size seems to come up a bit shorter than most bikes of this type, but it seems to work.

I got on fine with the Aeolus Comp saddle. Its shape is well suited to riding hard and fast, and I like the firm padding which gives you a good platform to push against when you are really hammering it. (There's a separate review of it here .) 

This SL 6 Pro model has an rrp of £3,350, which isn't a bad deal for what you are getting here with the aero carbon frame, fork and deep-section wheels.

> Buyer’s Guide: 21 of the best 2020 aero road bikes

The similarly themed Scott Addict RC 30 is £3,199 and also come comes with an Ultegra groupset, but it is begging for an upgrade to the wheelset. It is light, though, at just 7.88kg.

If it's aero that you want then there is the Orro Venturi . The closest model in price is £3,299.99; you only get alloy wheels, but you are getting Ultegra Di2 for the gear shifting.

Overall, the Émonda is a very good bike. The aero tweaks have turned it into a very fast and efficient bike that still manages to deliver on the weight front and this SL 6 Pro model is so well specced there's no need to update anything when it comes to the components, just the tyres when they wear out.

A quality frameset that works both on the flat and the climbs, and well specced for the money

road.cc test report

Make and model: Trek Emonda SL 6 Pro 2021

Size tested: 56cm

About the bike

List the components used to build up the bike.

Trek lists:

Front wheel Bontrager Aeolus Elite 35, OCLV Carbon, Tubeless Ready, 35 mm rim depth, 100x12 mm thru axle

Rear wheel Bontrager Aeolus Elite 35, OCLV Carbon, Tubeless Ready, 35 mm rim depth, Shimano 11-speed freehub, 142x12 mm thru axle

Tyre Bontrager R2 Hard-Case Lite, aramid bead, 60 tpi, 700x25 c

Max tyre size 28c

*Shifter Size: 47, 50, 52

Shimano Ultegra R8025, short-reach lever, 11-speed

Size: 54, 56, 58, 60, 62

Shimano Ultegra R8020, 11-speed

Front derailleur Shimano Ultegra R8000, braze-on

Rear derailleur Shimano Ultegra R8000, short cage, 30T max cog

*Crank Size: 47

Shimano Ultegra R8000, 52/36, 165 mm length

Size: 50, 52

Shimano Ultegra R8000, 52/36, 170 mm length

Size: 54, 56, 58

Shimano Ultegra R8000, 52/36, 172.5 mm length

Size: 60, 62

Shimano Ultegra R8000, 52/36, 175 mm length

Bottom bracket Praxis, T47 threaded, internal bearing

Cassette Shimano Ultegra R8000, 11-30, 11-speed

Chain Shimano Ultegra HG701, 11-speed

Max. chainring size 1x: 50T; 2x: 53/39T

Saddle Bontrager Aeolus Comp, steel rails, 145 mm width

*Seatpost Size: 47, 50, 52, 54

Bontrager carbon seat mast cap, 20 mm offset, short length

Size: 56, 58, 60, 62

Bontrager carbon seat mast cap, 20 mm offset, tall length

*Handlebar Size: 47, 50

Bontrager Elite VR-C, alloy, 31.8 mm, 100 mm reach, 124 mm drop, 38 cm width

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

Bontrager Elite VR-C, alloy, 31.8 mm, 100 mm reach, 124 mm drop, 42 cm width

Bontrager Elite VR-C, alloy, 31.8 mm, 100 mm reach, 124 mm drop, 44 cm width

Handlebar tape Bontrager Supertack Perf tape

*Stem Size: 47

Bontrager Pro, 31.8 mm, Blendr-compatible, 7-degree, 70 mm length

Bontrager Pro, 31.8 mm, Blendr-compatible, 7-degree, 80 mm length

Size: 52, 54

Bontrager Pro, 31.8 mm, Blendr-compatible, 7-degree, 90 mm length

Bontrager Pro, 31.8 mm, Blendr-compatible, 7-degree, 100 mm length

Size: 58, 60, 62

Bontrager Pro, 31.8 mm, Blendr-compatible, 7-degree, 110 mm length

Brake Shimano Ultegra hydraulic disc

Brake rotor Shimano RT800, 160 mm, CenterLock

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

Trek says, "Émonda SL 6 Disc Pro is the first carbon road bike in the line-up that gives you lightweight carbon wheels to match your lightweight frame. Aero tube shaping, disc brakes and a high-performance drive train make it a great option for roadies who value great handling and lots of speed."

Where does this model sit in the range? Tell us briefly about the cheaper options and the more expensive options

There are five models in the range starting with the SL 5 which comes with a Shimano 105 groupset for £2,725, finishing off with the SL 7 with SRAM eTap at £5,250.

A frameset is also available for £2,200.

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

A well made and finished frame and fork.

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

Frame – Ultralight 500 Series OCLV Carbon, Ride Tuned performance tube optimisation, tapered head tube, internal routing, DuoTrap S-compatible, flat-mount disc, 142x12 mm thru axle

Fork – Emonda SL full carbon, tapered carbon steerer, internal brake routing, flat-mount disc, 12x100 mm thru axle

Tell us about the geometry of the frame and fork?

The geometry is race orientated with a steepish head angle and a short head tube length.

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

The stack and reach figures are pretty typical for this size and kind of bike. This 56cm comes with a stack of 563mm and a reach of 391mm.

Riding the bike

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

Overall it's fine, although it does have a firmer ride than a lot of new carbon fibre frames.

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

Stiffness is very impressive, especially around the bottom bracket area.

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

Efficiency is very impressive, it is a proper point and shoot bike.

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

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

Tell us some more about the handling. How did the bike feel overall? Did it do particular things well or badly?

The handling is very well balanced, making the Trek easy to ride whether you are just cruising along or pushing it hard through the bends.

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

I liked the saddle, it was firm yet comfortable for all sorts of rides.

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

The Bontrager wheels offer loads of stiffness even when riding hard, out of the saddle.

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

I'd change the tyres for something a little more supple which would help you achieve higher speeds in the bends.

The drivetrain

Tell us some more about the drivetrain. Anything you particularly did or didn't like? Any components which didn't work well together?

The Shimano Ultegra groupset can't really be faulted. Gears and brakes offer great performance and reliability.

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

It's good to see a quality set of carbon wheels on a bike as standard at this price. They performed well in all sorts of conditions and seem to be durable.

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

The Bontrager R2s aren't bad, but the SL 6 Pro deserves something faster and grippier.

Tell us some more about the controls. Any particularly good or bad components? How would the controls work for larger or smaller riders?

Decent quality in-house kit that suits the bike well.

Your summary

Did you enjoy riding the bike? Yes

Would you consider buying the bike? Yes

Would you recommend the bike to a friend? Yes

How does the price compare to that of similar bikes in the market, including ones recently tested on road.cc?

For a semi-aero bike the Émonda is pretty well priced, like against the Scott and Orro mentioned in the review.

Use this box to explain your overall score

The Émonda's new aero frameset means that not only is it a good climber, it also works well on the flat sections too. The overall quality is very good and you are getting a well chosen spec. The firm ride might not be ideal for those who focus more on comfort, though.

Overall rating: 8 /10

About the tester

Age: 41   Height: 180cm   Weight: 76kg

I usually ride: This month's test bike   My best bike is: B'Twin Ultra CF draped in the latest bling test components

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

I regularly do the following types of riding: time trialling, commuting, club rides, sportives, fixed/singlespeed,

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As part of the tech team here at F-At Digital, senior product reviewer Stu spends the majority of his time writing in-depth reviews for road.cc, off-road.cc and ebiketips using the knowledge gained from testing over 1,500 pieces of kit (plus 100's of bikes) since starting out as a freelancer back in 2009. After first throwing his leg over a race bike back in 2000, Stu's ridden more than 170,000 miles on road, time-trial, track, and gravel bikes, and while he's put his racing days behind him, he still likes to smash the pedals rather than take things easy. With a background in design and engineering, he has an obsession with how things are developed and manufactured, has a borderline fetish for handbuilt metal frames and finds a rim braked road bike very aesthetically pleasing!

Add new comment

Quote: The Émonda has always been the lightweight bike of Trek's road range

8.23kg isn't 'lightweight'... that's porky. 1.4kg over the UCI minimum!

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Not a big fan of the way the cables and hoses run at the front of the bar in order to fit under the stem like that, I'm surprised they haven't gone for a system where they run intrnally then under a stem cover etc

Quite a lot of money for an 8.2 kilo bike. 

"Comparing the price of the near-identical SL 6 suggests you are getting them for just £450 too."

The side by side comparison of the SL6 and the pro makes them identical bar the wheels. Which listed on the trek website retail at a price difference of £250, not £450. So either the stock wheels on the SL6 are over priced on their own (then maybe the bike is too) or the only reason to buy the pro is if the Aeolus are the wheel upgrade you want over everything else on the market.

I'm still more inclined to the RC30.

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Trek Émonda SL 6 AXS

• AUS $ NZD $ USD $ CAD $ GBP £ EUR €

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

At a glance

Where to buy.

Specifications

• Frame Ultralight 500 Series OCLV Carbon, Ride Tuned performance tube optimization, tapered head tube, internal routing, DuoTrap S compatible, flat mount disc, 142x12mm thru axle
• Fork Émonda SL full carbon, tapered carbon steerer, internal brake routing, flat mount disc, 12x100mm thru axle
• Wheels Front: Bontrager Aeolus Elite 35, OCLV Carbon, Tubeless Ready, 35mm rim depth, 100x12mm thru axle Rear: Bontrager Aeolus Elite 35, OCLV Carbon, Tubeless Ready, SRAM XD-R driver, 142x12mm thru-axle
• Tires Bontrager R2 Hard-Case Lite, aramid bead, 60 tpi, 700x25c
• Chain SRAM Rival, 12 speed
• Crank Size: 47, SRAM Rival AXS w/ power meter, 48/35, DUB, 165mm length; Size: 50, 52, SRAM Rival AXS w/ power meter, 48/35, DUB, 170mm length; Size: 54, 56, 58, SRAM Rival AXS w/ power meter, 48/35, DUB, 172.5mm length; Size: 60, 62, SRAM Rival AXS w/ power meter, 48/35, DUB, 175mm length
• Bottom Bracket SRAM DUB, T47 threaded, internal bearing
• Front Derailleur SRAM Rival eTap AXS, braze-on
• Rear Derailleur SRAM Rival eTap AXS
• Shifters SRAM Rival eTap AXS, 12 speed
• Brakeset SRAM Rival hydraulic disc, flat mount
• Handlebar Size: 47, 50, Bontrager Elite Bontrager Elite VR-C, alloy, 31.8mm, 100mm reach, 124mm drop, 38cm width; Size: 52, Bontrager Elite Bontrager Elite VR-C, alloy, 31.8mm, 100mm reach, 124mm drop, 40cm width; Size: 54, 56, 58, Bontrager Elite Bontrager Elite VR-C, alloy, 31.8mm, 100mm reach, 124mm drop, 42cm width; Size: 60, 62, Bontrager Elite Bontrager Elite VR-C, alloy, 31.8mm, 100mm reach, 124mm drop, 44cm width
• Saddle Bontrager Aeolus Comp, steel rails, 145mm width
• Seatpost Size: 47, 50, 52, 54, Bontrager carbon seatmast cap, 20mm offset, short length; Size: 56, 58, 60, 62, Bontrager carbon seatmast cap, 20mm offset, tall length
• Stem Size: 47, Bontrager Pro, 31.8mm, Blendr compatible, 7 degree, 70mm length; Size: 50, Bontrager Pro, 31.8mm, Blendr compatible, 7 degree, 80mm length; Size: 52, 54, Bontrager Pro, 31.8mm, Blendr compatible, 7 degree, 90mm length; Size: 56, Bontrager Pro, 31.8mm, Blendr compatible, 7 degree, 100mm length; Size: 58, 60, 62, Bontrager Pro, 31.8mm, Blendr compatible, 7 degree, 110mm length

Q: How much is a 2023 Trek Émonda SL 6 AXS?

A 2023 Trek Émonda SL 6 AXS is typically priced around $5,299 USD when new. Be sure to shop around for the best price, and also look to the used market for a great deal.

Q: Where to buy a 2023 Trek Émonda SL 6 AXS?

The 2023 Trek Émonda SL 6 AXS may be purchased directly from Trek .

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

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Émonda SL 6 Pro Ridden and Reviewed

Filter by category:, an early contender for "bike of the year".

Trek's launch of the new generation Émonda is a big deal. The previous generation was a very good bike but I felt it was out-classed by its arch rival the Tarmac SL6 (no harm there as the Tarmac was exceptional, but Trek and Specialized products are much closer in abilities in the aero road and endurance categories).

So a new Émonda is an exciting prospect; especially when the hype coming from the Pro teams has been so loud - this bike is aero enough that it will apparently replace the Madone as the main stage race weapon. That's some welcome extra versatility for a very light bike.

Being a bike tart I was initially focused on the top of the range Émonda SLR series (and I do have one on order).

But when we looked at the specs we realised the SL series (made with OCLV 500 carbon vs the 800 on the flagship range) looked a cracking bike for the money, and the pick of the bunch was the SL 6 Pro at £3350. A lightweight climbing bike with aero advantages, Ultegra disc groupset and carbon wheels. That's a heck of a bike for the money.

And it comes in a super smart Lithium Grey / Brushed Chrome finish (well, these things matter too!) that belies the price point.

In the first week it was launched we sold 10 of the SL 6 Pros; everyone loved it and I said to Dan that based on spec and first impressions this was a (very) early contender for 2020 Bike of the Year. And so, in the interests of editorial thoroughness, I decided to buy one myself and see how it performed.

I have wheelsets that cost more than this entire bike; so I was really keen to see how it performed vs the £9000 super bikes I kid myself I 'need'.

Initial impressions

On unboxing my first impressions were immediately very positive; it looks very smart indeed. I have always loved dark grey (slightly darker than Nardo grey if you are a car geek) and the chrome decals really set it off. Its a really good looking bike, with a sleek look from the aero tubes that still manages to be quite 'classic' in profile.

The SL range don't have the trick one piece bar/stem that features on the SLR models. Instead it comes with a separate alloy stem and an alu bar with Bontrager's VR-C shape. This is the first time I have ridden them and they are long - 100mm reach when most bars are 75-80mm; so my maths shows that all things being equal you need to lose some stem length. My bike comes with a 110mm stem in 58cm, and truth be told I might go down to 100mm (which hurts the ego... but fit matters!). But the bar shape overall is great, and the drops are super useful.

The saddle is the new Aeolus shape; with a massive pressure-relieving cut out in the middle, running almost the full length of the saddle. It comes in a posh one at £150 (with carbon rails and shell), a middle range one at £90, and this 'budget one', the Comp, which retails on its own at £49. The Comp is relatively heavy at 280g, thanks to steel rails, but that's my only issue with it; the shape is great and £49 for a saddle this good is outrageous value for money.

I like mechanical Shimano; I have Dura Ace 9000 and 9100 on other bikes; but this was the first time I have ever owned a bike with a mechanical disc groupset. As ever with Shimano shifting is flawless, and I really like the shape of the hoods (whisper it, but more than the Di2 version) as there is a lot to grab hold of; its closer in size to AXS than Di2 (and to me, thats a good thing).

My only change from the stock bike is to put my SRM power meter crankset on the bike, replacing the stock Ultegra crank. Everything else is 'as is'.

Those carbon Aeolus 35 wheels look the part, the only thing I would recommend changing from stock immediately is the Bontrager R2 tyres which are decidedly 'budget' in feel and don't roll that well. You can feel the stiffness in the casing, and a more supple tyre would improve the ride and handling at little cost.

I popped on a set of my favourite Specialized Turbo Cotton 320TPI in 28mm and it really made the ride come alive. Sacrilege, I know, but they're what I had to hand. Something like the Vittoria Corsa would also be a superb option when you're looking to upgrade from the stock tyres, that supple casing makes all the difference.

Ride impressions after 4 rides

It's still early days; but I have tested enough bikes to know that good bikes rarely become bad, but sometimes bikes you don't immediately gel with can come good with some small positional or component tweaks.

I am pleased to say the Emonda SL 6 Pro is simply a very good bike from the off. I had to keep reminding myself it was 'only' £3350; apart from some small weight gain and cheaper tyres it rides like a bike that costs double this. Swap the tyres out and it's even better.

Trek have mirrored the Madone geometry. There's no longer the choice of H2 (moderately relaxed) or H1 (Pro aggressive), but instead they've gone to H1.5 across the range. This to me is a welcome development - it's a Goldilocks geometry; aggressive enough to be racey but not so low or long as to need lots of spacers.

It's hard to 'feel' the aero gains of the new Émonda; I am coming off a Venge with 65mm wheels so that's setting a pretty high benchmark. But it doesn't feel slow on the flat by any means; it's certainly competitive (especially vs the old Émonda which was a bit of a brick wall aerodynamically). Where it does shine is uphill; the thing just flies.

I have read some people think the SL 6 rides 'harsh'; I certainly don't agree. Direct and responsive yes, but definitely not harsh, and swapping out to 28mm tyres (vs the stock 25mm) has improved things further, without any downsides.

Upgrade pOTENTIAL

Trek offer the Émonda SL 6 as standard in two variants; the SL 6, at £2900 with Bontrager Paradigm alloy rims and the SL 6 Pro at £3350, which is the same bike but equipped with Bontrager's Aeolus Elite 35 carbon wheels.

Both wheelsets are tubeless ready, but the Paradigm are a fairly "entry level" wheelset, tough and durable but not especially matching the light weight of the frame (at approx 1750g per pair). So for the relatively small uplift in price it's no surprise that the SL 6 Pro is proving to be vastly more popular, it's a really cost effective way to get some decent carbon wheels from the offset.

I was really impressed with the 35mm deep Aeolus Elite carbon wheelset in my testing, it packs a lot of punch for the money, part of the new generation of superb value wheels that have reduced the cost of entry to carbon.

The Émonda SL though is a bike that makes a perfect platform for upgrading over time, it's such a strong base to build on. I couldn't resist trying it with some of my other wheelsets (some of which are £2000+ and thus 2/3rds of the bike's price!). You can tell a good bike when good wheels "lift" it further.

That's certainly the case here, and as seen in my photos I've been putting in some miles on the ENVE SES 5.6 and my Rovals, both of which take things up a notch further still. With a high-end wheelset the SL 6 really flies, it can hold its own with bikes costing much more.

As you can tell, overall I really liked the bike. It's an outstanding privateer's race bike; for £3350 it offers everything you need; an aero climbing bike, with disc brakes and carbon wheels. The pace of technology is such that this is better than a £10,000 bike was a generation ago...

Of course me being me, I can't help but wonder when I get the SLR frame (rumoured to be 400gm lighter than the SL one) just how good it will be! But that'll get its own review, I'll just have to wait...

In the meantime the SL 6 is already proving to be a justified sales success for Trek, and has got the revamped Émonda line off to a superb start. If you're looking for an exceptionally capable race day bike and this fits your budget, it's got to be on your (very) shortlist. Its the most impressive new bike I have ridden in 2020.

words and pictures by Barry Scott

• At Bespoke we offer the full Trek range, perfectly fitted. For more info and to discuss your own Émonda, get in touch

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2021 Trek Emonda SL Pro 6 road bike review: for the climb lovers

The first review from our 2021 road bike field test. we review and compare the mid-priced version of trek's newly overhauled emonda race bike..

Heading out the door? Read this article on the new Outside+ app available now on iOS devices for members! >","name":"in-content-cta","type":"link"}}'>Download the app .

When it was first released, the Emonda was a climber’s dream that Trek claimed as the world’s lightest production offering. Dealer events would have the ultra-premium 4.6 kg (10.25 lb) SLR 10 hanging from large helium balloons, and the American company made a big deal of it providing a benchmark stiffness-to-weight ratio. 

In many ways the Emonda back-filled the void left by the once round-tubed and low-weight Madone that was then becoming more aero. And as the Madone further trended to becoming Trek’s full aero racer (with an obvious element of comfort, too), the Emonda kept to its round tubes and stiff hill-attacking personality.  

That changed for 2021 with Trek overhauling the Emonda in a similar way to how almost every other brand has overhauled its lightweight race machine. The Emonda, now disc-only, gained a little weight by moving to slippery truncated airfoil tubes and a wholly new approach to cable routing in an effort to make it sleeker all-around. Additionally it should run quieter with a new threaded bottom bracket format, too. 

All of those techy details (and more) were covered in James Huang’s review of the top-tier Emonda SLR . And while James went pretty deep with that review, he left a few unanswered questions in relation to the more affordable 2021 Emonda SL. And so it’s exactly this more-affordable, second-tier version – specifically the Shimano Ultegra-equipped Emonda SL 6 Pro – that we took to our Field Test in Victoria’s High Country .

Emonda SLR vs Emonda SL

Story highlights.

What: A second-tier version of Trek’s all-round lightweight race bike. ||Key updates: Aero frame design, a more performance-oriented geometry, sleek semi-concealed cable routing, T47 threaded bottom bracket||Weight: 8.01 kg for the Emonda SL 6 Pro as tested (54 cm, without pedals), claimed frame weight is 1,142 g (56 cm).  ||Price: US$3,800 / AU$5,500 / £3,350 / €3,880-4,000||Highs: Obviously a race bike with geometry to match, agile handling, high-end looks, more tyre clearance than claimed, threaded bottom bracket, Shimano Ultegra is hard to fault, great saddle. ||Lows: Stiff ride quality, weight penalty in frame versus premium option, heavy carbon wheels, bend of handlebar is too tight.

There’s no denying that the Emonda SL (starting from US$2,700 / AU$4,000 / £2,275 / €2,580-2,600) is substantially cheaper than the pro-level SLR (starting from US$6,700 / AU$9,300 / £5,450 / €6,200), but what are you giving up in the process? Simply, it’s a matter of weight. 

An unpainted 56 cm Emonda SLR frame has a claimed weight of 698 g, while the matching fork adds 365 g. By comparison, the Emonda SL frame sits at 1,142 g, with the fork at 380 g. This 450-gram difference is simply attributed to the carbon composite layup used (in Trek marketing speak, that’s OCLV 800 vs OCLV 500), and simply less material is needed when the more expensive fibres and resins are stiffer and stronger.

That 1,142 g figure for the Emonda SL isn’t terribly heavy, but it is noticeably plumper than many other second-tier racing frames on the market. For example, the new Giant TCR Advanced frame offers a claimed weight of just 850 g, while Canyon’s comparable Ultimate CF SL frame has a figure of 980 g. And the Emonda SL’s higher frame weight is of course reflected in the complete bike weight, too, with our 54 cm SL 6 Pro tester tipping the scales at 8.01 kg (without pedals). 

Beyond the weight, the Emonda SL and SLR framesets are remarkably similar. They share the same moulds, and therefore the geometry and aero tube profiles are identical. Trek claims the stiffness profiles, and therefore ride quality is effectively equal. The way the cables are funnelled through the front of the head tube is the same, the new threaded T47 bottom bracket is mirrored, and likewise for the use of Trek’s reverser topper seatpost design. And heck, even the paint of our SL 6 Pro was an almost exact match to the SLR 9 that James tested. 

Beyond the frame there are some more apparent differences. The SLR models feature a wonderfully light Bontrager one-piece carbon handlebar and stem, while the SL models use a more traditional bar and stem setup. And it’s a similar story for the other components which are lighter (and more expensive) on the SLR models. 

A race-ready geo and ride

The Emonda of old had two geometry options. There was the low and aggressive “H1” pro fit (offered in the SLR level only), and then the more mainstream “H2” with its more accessible and upright stack figure. For 2021 Trek combined those two fits into one with “H1.5” being used across all Emonda models. 

That means the new Emonda SL is more aggressive than the last, and relatively speaking the reach figures are on the long side and the stack figures are fairly low. For example, our 54 cm tester offers reach and stack figures of 386 mm and 541 mm respectively, right in the realm of where many race-focused machines sit.

The handling is equally as sporty, with a traditional 73º head angle and 45 mm fork offset combining for a 58 mm trail figure with the control 28 mm Continental GP500 tyres fitted (25 mm Bontrager tyres are fitted as stock). And the wheelbase is kept fairly tight, too. 

Trek balances that longer reach by fitting a shorter-than-usual stem (90 mm on the 54 cm), and as a result the bike fits a little more upright than the figures may suggest. At the same time, that shorter stem produces a bike that handles even quicker and with less input than other race bikes with comparable trail figures. 

And it’s this quick-feeling attitude that will reward a rider with good handling skills. The Emonda can dive into turns and jump back out of them with little input. And it does that without an inkling of instability at speed. 

Further rewarding a good handler is the stiff frame that pounces when called on and lets you feel what the tyres are doing through your hands and bum. No doubt, this was the firmest-riding bike we had at our small Field Test, and despite the wider 28 mm tyres, I could still feel the cracks and inconsistencies in the road surface. Thankfully that stiffness manages to find the right side of the line between a bike that speaks to you and one that skips about. 

Both Andy van Bergen and I agreed the Emonda was the most impressive under power when directly compared to the Giant TCR Advanced Pro and Canyon Ultimate CF SL , and similarly it beats the Specialized Tarmac SL6s that we both have sitting at our respective homes. I’d most liken the ride to BMC’s recently updated and stiffened Teammachine SLR01 . 

That stiffness is great for riders who like out-of-the-saddle attacks and to feel their energy reach the rear wheel, but it’s less ideal for those seeking a smooth and compliant machine. And while many other brands utilise flexible seatposts to achieve more comfort through the saddle, Trek’s own reverse topper seatpost design just rides stiffer than the company claims and there are no options to change it for something more flexible – a somewhat surprising element given the company has gone to great lengths with its IsoSpeed technology to produce seated flex in its aero race and endurance platforms. 

Instead your best bet to add comfort to the Emonda is through the tyres. Trek officially states the Emonda can fit up to a 28 mm tyre, however that figure is extremely conservative. I trialled some 32 mm GP5000s (measured 32 mm width) in the frame without any sign of issue. 

Compared to the previous version, living with the new Emonda frameset has some wins and losses. The new internal cable routing sees the brake hoses and shift cables enter through a funnel at the proprietary headset top cap, and then squeeze between the squared-off fork steerer and top headset bearing. It looks wonderfully clean, but as James previously covered, it does introduce some servicing difficulty, and that’s especially true for this model that uses mechanical shift cables.

Perhaps offsetting that servicing pain is the new T47 threaded bottom bracket , something that’s more universally compatible with oversized crankset spindles and surely simpler to service than Trek’s previous BB90 design that saw bearings pressed directly into the carbon frame. And while that new bottom bracket (made by Praxis) does require a unique tool, servicing it is vastly more accessible than with the former press-fit design.        

I won’t get into the nitty-gritty of the aerodynamic design – we’ve done that – but I will say that the lines of this bike are quite stunning. The aero head tube is just so distinct, the wide and concave top tube offers a wonderfully interesting curvature, and similar can be said for where the long and flowing seat stays connect.  

The paint is also well done and makes this look far more expensive than it is. And as an added bonus there’s a second choice of colours, too (dark grey with chrome lettering). Although, perhaps Trek could have been a little more subtle with its logo, rather than turning the down tube into a rolling billboard. 

Carbon wheels aren’t always light

The tested Emonda SL 6 Pro sits smack bang in the middle of the Emonda’s range and features a full Shimano Ultegra R8020 mechanical groupset matched with a smorgasbord of Bontrager components (Trek’s own component and accessory brand).  

Below the SL 6 Pro (US$3,800 / AU$5,500 / £3,350) is the SL 6 (US$3,300 / AU$n/a / £2,900). The two bikes are effectively the same with the exception of the rolling stock. The cheaper SL 6 features Bontrager’s aluminium Paradigm Disc wheelset shod with the company’s R2 Hard-Case Lite tyres in a 28 mm size, whereas the tested Pro version moves to the carbon-rimmed Aeolus Elite 35 Disc wheels wrapped in a 25 mm version of the same tyre model. 

Adding US$500 to the bike’s price, those carbon rims offer a relatively shallow 35 mm aero-profiled rim that handles remarkably well without any sign of the flutter often present with deeper wheels in crosswinds. They offer a fairly modern profile, with an inner width of 19.2 mm and an outer width at 27.7 mm. However, the material is somewhat misleading and these wheels aren’t as light as you may expect. I weighed my sample set at 1,740 g for the pair (770 g front, 970 g rear).

That weight doesn’t sound like much, but it impacted how the bike felt when attacking steep slopes, with Andy remarking that it made the bike feel sluggish to respond. Carbon isn’t always an upgrade. 

Another area that left Andy and I underwhelmed was the Bontrager Elite VR-C handlebar. We just didn’t get along with the ultra compact shape of the drops which left me complaining of wrist clearance issues, while Andy found that he was unable to make comfortable use of the drops due to his hand sitting proud within the tight radius. We both agreed that the handlebar would be the first thing we’d change.

Thankfully that’s the extent of our issues, and the rest of the build kit is hard to fault. Bontrager’s basic alloy stem works with its Blendr series of computer and light attachments (some of which are supplied), while the new Bontrager Aeolus Comp saddle features a modern short-nose design with a generous centre channel. And all the smaller details, including the proprietary headset top cap and seat post topper, add to a premium look and feel. 

And finally there’s the Shimano Ultegra groupset. One thing James wasn’t able to test in his review of the SLR 9 was how the internal cable routing impacted mechanical shifting quality. I can confirm that it doesn’t. The shifts were just as snappy and consistent on this bike as they were on other bikes, and they should remain that way for a fair while with full-length housing used from shifter to derailleur. And that full-length housing should ease future repairs, although it does add to the bike’s total weight. 

Champagne tastes on a (craft) beer budget

Despite the lower price, Trek has done a solid job of bringing the Emonda SLR’s attributes to the SL. It offers the same handling, stiffness and aesthetic of its pro-level sibling, and that makes for an impressively enjoyable bike to ride.

However where the more expensive Emonda jumps with joy at every thought of an attack, the extra mass of the SL sees it hesistate somewhat. That difference may not be reflected on the clock, but it sure can be felt and it’s a constant reminder of the price tag attached to this ride. 

The new Emonda SL will be a good fit for the rider wanting a well-rounded race bike that handles and behaves like a WorldTour machine. However it’s best to avoid this one if you’re seeking an opulent ride quality or the lightest bike for the given sticker price. 

trekbikes.com

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\n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"amstel gold notebook: pidcock\u2019s redemption, vos\u2019 old-school lesson, and van der poel\u2019s mia mystery","url":"https:\/\/velo.outsideonline.com\/road\/road-racing\/amstel-gold-notebook-pidcocks-redemption-vos-old-school-lesson-and-van-der-poels-mystery\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/amstel-gold-notebook-pidcocks-redemption-vos-old-school-lesson-and-van-der-poels-mystery\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"amstel gold notebook: pidcock\u2019s redemption, vos\u2019 old-school lesson, and van der poel\u2019s mia mystery\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/amstel-gold-notebook-pidcocks-redemption-vos-old-school-lesson-and-van-der-poels-mystery\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"amstel gold notebook: pidcock\u2019s redemption, vos\u2019 old-school lesson, and van der poel\u2019s mia mystery\"}}\u0027>\n amstel gold notebook: pidcock\u2019s redemption, vos\u2019 old-school lesson, and van der poel\u2019s mia mystery\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"chris froome \u2018comes to reality\u2019 that winning a fifth tour de france is \u2018very, very difficult\u2019","url":"https:\/\/velo.outsideonline.com\/road\/road-racing\/pogacar-vs-froome-in-his-prime-who-would-have-won-it-would-have-been-interesting\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/pogacar-vs-froome-in-his-prime-who-would-have-won-it-would-have-been-interesting\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"chris froome \u2018comes to reality\u2019 that winning a fifth tour de france is \u2018very, very difficult\u2019\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": 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"},{"title":"lorena wiebes rues celebration slip-up: \u2018i will lose some sleep on that one\u2019","url":"https:\/\/velo.outsideonline.com\/road\/road-racing\/lorena-wiebes-rues-celebration-slip-up-i-will-lose-some-sleep-on-that-one\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/lorena-wiebes-rues-celebration-slip-up-i-will-lose-some-sleep-on-that-one\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"lorena wiebes rues celebration slip-up: \u2018i will lose some sleep on that one\u2019\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/lorena-wiebes-rues-celebration-slip-up-i-will-lose-some-sleep-on-that-one\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"lorena wiebes rues celebration slip-up: \u2018i will lose some sleep on that one\u2019\"}}\u0027>\n lorena wiebes rues celebration slip-up: \u2018i will lose some sleep on that one\u2019\n \n \n \n \n \n\n \n \n \n \n \n\n \n "}]' > >", "name": "footer-menu", "type": "link"}}'>advertise >", "name": "footer-menu", "type": "link"}}'>privacy policy >", "name": "footer-menu", "type": "link"}}'>contact >", "name": "footer-menu", "type": "link"}}'>careers >", "name": "footer-menu", "type": "link"}}'>terms of use >", "name": "footer-menu", "type": "link"}}'>site map >", "name": "footer-menu", "type": "link"}}'>my newsletters manage cookie preferences privacy request healthy living.

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Trek Emonda SL6 Pro review

Trek’s race bike updated

Warren Rossiter

Wonderful ride position, handling

Not the record-breaking ultra-light SLR chassis

Trek made the headlines with the launch of its new Émonda. In its top-flight SLR guise the OCLV (Optimum Compaction Low Void) carbon frame weighs an astonishingly light 640g, while the disc version weighs an equally impressive 665g. Unfortunately for most of us, that superlight frame only starts on bikes that retail at £4,000 / $4,400 / AU$7,000 and above.

• Bike of the Year 2018
• Best bike: our buyer's guide to which bicycle type you should buy in 2018
• The Trek Émonda SL6 Pro is one of our Bike of the Year bikes for 2018. To read reviews of the other contenders and the categories tested across road, mountain and women's bikes, visit our Bike of the Year hub .

Anything below that and it’s the SL version of the frame made with 500 Series carbon, so my SL frame is closer to 1,019g. On the face of it, that doesn’t seem quite so impressive, but when you consider that the Émonda’s design incorporates most of the seatpost — the Émonda uses a carbon topper instead of a full-length post — that accounts for around 150g-plus on a ‘normal’ frame design.

The SL6 comes in two guises, the standard SL6 with Bontrager’s mid-range alloy Paradigm wheels and this Pro version, which adds a set of excellent tubeless-ready Aeolus Pro 3 carbon wheels.

The SL6 rides beautifully. Trek seems to have hit the sweet spot across its whole range — the Domane is as plush as you’ll ever need and the Madone sets new standards for comfort on an aero road bike.

The Émonda was always the firmest in Trek’s lineup, and that still rings true, but the firm feel and super-stiff lower half of the bike makes power transfer impressive. Where the new Émonda scores over the previous generation is that the firmness never encroaches into harshness. The chassis feels wonderfully balanced, subtly smoothing out road noise, without having to resort to a high-end carbon bar or big volume tyres.

Trek Émonda SL 6 Pro - Road Bike of the Year Over-£2000 Winner

The SL6 conforms to Trek’s more endurance-biased H2 fit. It’s still pretty racy compared to out and out sportive bikes, but I love the way it fits. Trek has done a lot of research into biometrics, and bike fits are an ever-growing part of its business. It’s paying dividends, rarely have I felt so at home immediately after getting on board a bike.

The Émonda feels perfectly poised when barrelling along on rolling terrain, and when you get into the climbs the rigidity of the chassis and the 1,500g wheelset combine to make the SL6 a wonderful companion. It’s a bike that wills you to get out of the saddle and attack.

The handling is very much like Cannondale’s Evo and Cervélo’s R3D, but slightly less rapid to turn. That’s no bad thing as both the Evo and R3D need your full-on attention at all times, but with the Émonda you can have those moments to cruise, relying on the stability it exudes.

Brake performance from the Bontrager Speed Stops felt much better than the previous instances I'd tried them, a lot of that is down to Bontrager’s switch to (Bontrager-branded) Swiss Stop Black Prince pads. Also Trek sent over a more detailed instruction document on the correct way to set up the skeletal Speed Stops.

With the direct-mount brakes properly set and centred, they hold some serious power. I had no issues scrubbing speed in wet or dry conditions. I’d still give Shimano’s direct-mount brakes the edge, like those found on the Specialized Tarmac, as they match the Speed Stops for power but have an extra level of feel at the lever. The Speed Stops do look suitably trick and at 95g they’re also lighter.

The SL6 is a damn fine road bike. If you’re not sold on discs just yet and want to stay with standard rim brakes, you’d be hard pushed to find a bike that combines a classy ride with such a fine level of equipment. Not even the likes of direct-sale brand Canyon can put together a bike with carbon wheels this good for under £3,000.

I know how ridiculous it would to describe a £2,850 / $3,500 / $4,499 bike as great value, but when you are spending so much, you want to spend smart, and with the SL6 Pro it would be very difficult to buy smarter.

If you thought 2018 was the beginning of the end for the humble rim brake, you’re mistaken, with a bike like this, the Specialized Tarmac and Cannondale Evo, there seems to be a renaissance afoot for the humble caliper brake.

Also consider...

Interested in what else is available at this price point? Have a look at the following list of tried, tested and reviewed bikes.

• Cannondale SuperSix Evo Dura-Ace
• Cervelo R3D Ultegra
• Specialized Roubaix Comp
• Giant Propel Advanced Disc
• Argon 18 Krypton CS
• Specialized Tarmac Expert
• Willier Cento 1 Air Ultegra
• BMC Team Machine SLR02 Disc Two
• Simplon Kiaro
• Canyon Ultimate CF SL Disc 8.0 Di2
• Lapierre Pulsium 500 Disc
• Bergamont Grandurance Elite
• Genesis Zero Disc 3
• Sensa Guilia Evo Ultegra
• Ridley Helium X 105
• Orbea Orca Aero M20 Team
• Settle down, your rim brakes are here to stay
• BikeRadar would like to thank Life Cycle Adventures , Sanremo Bike Resort , MET Helmets , Le Col , Mercedes Benz and Brittany Ferries for their help and support during our Bike of the Year test.

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• Rider Notes

2023 Trek Émonda SL 6 eTap

A carbon frame race bike with upper mid-range components and hydraulic disc brakes.

For This Bike

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Based on frame geometry and build specs.

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

Émonda SL 6 eTap

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Nov 2023 · Charlotte Head

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

Read Review

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

A great riding aluminum frame with dialed fit and geometry

Mostly easy to service, adjust, and upgrade

Official max tire clearance is 28mm

Through the headset cable routing

Oct 2022 · Warren Rossiter

A climb-friendly bike with aero styling

Snappy handling

Fast to respond through the pedals

Power meter included in a fine package

Faster tyres would enhance its ride further

Apr 2022 · Stu Kerton

The Émonda is a classic all-rounder, fun, fast and stiff, although this model isn't the lightest

Internal cable routing gives a very clean look

A great all-rounder

Good finishing kit

Not exactly light

Aug 2020 · James Bracey

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

Efficient power transfer

Excellent handling prowess

Compliant ride

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

Heavy for a 'climbing' bike

July 2020 · Dan Cavallari

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

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

June 2020 · Benjamin Topf

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

Light-footedness and speed in every situation

High precision

Race-level stiffness when attacking

Coherent overall concept

Tidy look with excellent attention to detail

Race-level stiffness all the time

Last updated 18 April

日本最大級のスポーツサイクル専門店！池袋で自転車をお探しなら特価サイクルパーツ王国Y's Road 池袋チャーリー店

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• 【TREK FEST】24年モデルの人気軽量オールラウンダーがフェス価格♪『TREK EMONDA SL5』検討中ならチャンスです‼【SALE】
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• 火曜＆水曜ラン　　　　　04/08～09

2024/04/19 22:37

【TREK FEST】24年モデルの人気軽量オールラウンダーがフェス価格♪『TREK EMONDA SL5』検討中ならチャンスです‼【SALE】 by: 津森 弘晃

本日よりスタートのTREK FEST SALE！ 池袋チャーリーにFEST対象の人気軽量オールラウンダーございます♪

• 1.1 メカニカル12sコンポ搭載のオールラウンドに活躍できる軽量モデル
• 1.2 TREK FEST SALE販売価格
• 1.3 ご案内可能な在庫カラー/サイズ
• 1.4 SALE期間は6/9まで!!ですが・・・
• 1.5 所有欲も満たしてくれる洗練デザイン

【TREK】EMONDA SL5

メカニカル12sコンポ搭載のオールラウンドに活躍できる軽量モデル

TREKロードラインナップのなかではそのオールマイティーに楽しめる特性から人気高いEMONDA SLシリーズ。

ケーブル内蔵システムやカムテール形状のエアロ特性をふんだんに取り込み1台で何でもこなせてしまう、他のモデルの得意分野まで霞ませてしまうセミエアロオールラウンダーとして評価も高いですよね。

最新12sコンポ搭載ながらリーズナブルなメカニカル(機械式)を採用する事で、ベースとなる販売価格も40万円以内とミドルクラスとしては比較的お求めやすい範囲内でしたが、今回のTREK FEST SALEでさらにお求めやすくなりました♪

TREK FEST SALE販売価格

通常販売価格￥399,190-(税込) ↓ TREK FEST SALEプライス￥319,352-(税込)

ご案内可能な在庫カラー/サイズ

カラー：ホワイト プラズマティック

サイズ：52(適応身長：約170㎝前後) ※他サイズの在庫確認も承っておりますのでお気軽にお聞きください。

SALE期間は6/9まで!!ですが・・・

TREKバイクがお得にご購入できるTREK FEST SALEの期間は6/9までとなっておりますが、対象車体が売れてしまったらそれまで。

ご案内のEMONDA SL5のように人気モデルは早々に完売してしまう可能性がございますのでお早めに。

所有欲も満たしてくれる洗練デザイン

人気色であるWHT塗装とカーボン地を活かした塗分けがカッコ良く、TREKロゴのまわりをキラキラなプリズムカラーが縁取りし高級感漂う洗練デザインは所有欲を満たしてくれること間違いなし。

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Moscow Travel Guide

• Guide to Russia
• Russian Destination Guide

Why travel to Moscow

Contrasts: 12th century monasteries and some of the tallest skyscrapers in Europe can be found side-by-side in this complex and captivating city. The diversity of this mega-city is astounding. Only a few steps away from the solemn red facade of the Kremlin and the sounds of righteous church bells, a buzzing night scene and alternative-fashion boutiques can be found.

Culture: In Moscow only the best goes. Be it a theatre, restaurant or gallery, the standards are certain to be world-class. The Bolshoi ballet company is reputed to be even better than the Mariinsky’s and “MMOMA” (Moscow’s museum of modern art) exhibits works of art as profound as any that could be found in the famed MOMA.

Convenience: Unlike the rest of Russia, it’s easy enough to get by with just English in Moscow and, driving excepted, it is surprisingly safe: the murder rate is lower than in some of America’s major cities.

Top Sights in Moscow

St. Basil’s

Novodevichy Convent

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Why visit Moscow

It would take more than two days to walk around the perimeter of the biggest city in Europe, Moscow. Many of its inhabitants barely know what’s beyond the few blocks around their flat and there are so many attractions that it’s almost impossible to know where to start. If there is such a thing as an antidote to boredom, Moscow City is it. The mind-boggling range and diversity of things to do, places to eat, parks, historical monuments and more means that a vacation in Moscow has a wealth of activities to offer for every type of traveler, from young families to retirees.

Reasons to Vacation in Moscow in 2022

The Bolshoi theatre is familiar to almost everyone as Russia’s grandest theatre, but what people don’t know is that there are many more bolshoi (big) sites in Moscow that are worth travelling all the way to Moscow to see. For more than 100 years, the world’s biggest bell has been hidden behind the Kremlin’s walls and inside Moscow’s main park (which is bigger than some countries!) there is the world’s largest outdoor ice-rink. Travelers that visit Moscow can stay at the Izmailovo, Europe’s biggest hotel, then eat at the largest and most historic McDonald’s in Europe and after that have fun at the largest European indoor theme park!

Ancient Past & Stunning Architecture:

As those who travel to Moscow will see, just because Moscow is a city of record-breaking, glitzy high-rises doesn’t mean that there is no history. On the famous Arbat street, time-worn, wooden storehouses and century-old churches are squashed up against grey, soviet blocks which are then towered over by 21st century office-blocks. Unlike its much younger sibling, St Petersburg, Moscow’s roots stretch way back to the 12th century. Within the walls of the Kremlin, the city’s oldest building the Cathedral of Assumption can be admired in all its 500+ years of age.

Culture & Convenience

For a foreigner who has never visited Russia, Moscow is the perfect stepping stone into this great land of mystery. From the country’s best classical ballet troupes to snow-white troikas trotting through the parks, all the highlights of Russian culture can be had in Moscow without any of the complications that would be expected in other, less developed regions of Russia.

Cheap as Caviar

In Moscow, everything is bargain when with the current foreign exchange rates being what they are. Even caviar doesn’t seem so dear when the exchange rate is at 60rub to the dollar, so go on indulge yourself! Take your 2022 vacation in Moscow and have the best of both worlds, with European luxury at very affordable prices.

Lena, our guide in Moscow was excellent. She was very knowledgable and could answer any question we had for her. We liked that she could pick up on our interests and take us places we might not have thought of to go. When we realized that one of the places we had chosen to see would probably not be that interesting to us, she was able to arrange entry to the Diamond Fund and the Armoury for us. Riding the Metro with Lena was a real adventure and a lot of fun. In Saint Petersburg we found Anna well versed in the history of the Tsars and in the Hermitage collection. Arkady in Veliky Novgorod was a very good guide and answered all of our questions with ease. Novgorod was perhaps a long way to go for a day trip, but we did enjoy it. Vasily was a great driver to have and kept us safe with good humour and skill. We enjoyed ourselves so much, my daughter says she is already planning to return. We would both have no hesistation to recommend ExpresstoRussia to anyone we know.

Just wanted to let you know that My grandson Bruno and I couldn´t have been more pleased with our week in Moscow (6/15 - 6/21). We were absolutely enchanted with the whole experience, including getting lost a couple of times in the Metro during our free time. Although both our guides (both Eleanas) were excellent, I would particularly commend the first one (she took us to the Tatiakov, the KGB tour, and to that beautiful cemetery where so many great Russian artists, authors, composers, musicians, militarists, and politicians are buried). Her knowledge is encyclopedic; and her understanding of today´s Russia as a product of its past was, for us, truly enlightening. I will be taking another tour in Russia, with my wife, within the next two or three years. I will be in touch with you when the time comes. Meanwhile, I will refer you to other potential visitors to Russia as I meet them.

We had a great time both in Moscow and St Petersburg. Your travel agency was excellent in coordinating the whole trip. Everything worked like clockwork. The guides assigned to us were very nice and friendly. They had a great knowledge of their subjects. The cars and the drivers were great. The hotels were good and the itinerary was good. All in all, it was a wonderful experience. It was nice dealing with you and your company. Thank you very much for a great Russian experience. Have a great future ahead

• 31 reviews of Express to Russia Moscow Tours in Moscow

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• Payware Airports and Scenery Reviews

Scenery Review : Moscow City XP by Drzewiecki Design

• drzewiecki design

By Stephen September 24, 2016 in Payware Airports and Scenery Reviews

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You fly for hours, anticipating your arrival, wanting to take in the area and the views of another country far away from your departure airport. The airport and the area you leave from is detailed and visually full, and you know you have a great airport scenery waiting for you at the other end of the flight, then when you arrive...

...  Nothing, but flat plain emptiness and the same boring standard X-Plane basic scenery, worse there is no OSM (Open Street Map) data in the tile either, so there is no road or autogen detailing in there as well, just well nothing.

When Drzewiecki Design released their UUEE Sheremetyevo Airport XP , I loved it because it was like a visitor from the Cold War past, the Soviet era, and it was also great scenery and great choice of a destination to fly to from any of the capitals of Europe...  but that was it, just this great airport in the middle of nothingness, bland....   zero ville.

Now Drzewiecki Design has released "Moscow City"  a scenery package to compliment their UUEE Sheremetyevo, and boy how much a difference this release has done to this totally boring area.

To get the full first impression effect I flew JARDesign's A320neo from EFHK Vatnaa, Helsinki to UUEE Sheremetyevo which is flight Finnair AY153 which is a daily 9.25am service.

First Impressions

I was surprised to start picking up scenery still quite away out from central Moscow, as I approached my 6000ft transition altitude. Here there was buildings and houses and the physical visual notes you were arriving somewhere.

Looking hard at the horizon through the A320's windows and you could see the iconic silhouette of Moscow city.

The scenery provides lite versions of all Moscow's Airports, this is UUWW Vnukovo, which was easily recognisable as you flew over. As you fly closer to the centre of the city the density of the objects below becomes quite heavy as the landscape fills in. You have all kinds of infrastructure including, blocks of flats, tower blocks, factories, housing, skyscrapers and almost everything that makes up an urban landscape, in all there is 2000 custom-made buildings that makes up this impressive scenery.

A note here in that you don't get that rolling as you move feeling effect where as it just suddenly appears in front of you and then quickly disappears behind as soon as you have flown out over the area. There is a slight effect of that as there has to be, but only in the far distance and as you can see from the images the views in every direction are widespread and visually it is very good to excellent.

The "Seven Sisters" or "Stalinist skyscrapers" built from 1947 to 1953 are all in the scenery with their "Wedding Cake" architecture or officially  Russian Baroque               - Gothic style. Most famous is the Moscow State University, front and centre of the image below.

Central Moscow is excellent and extremely realistic, and you really need a travel guide to pick out the landmarks and detail, but it is hard to miss the Red Kremlin complex  and St Peter's square from the air.  Both sides of the aircraft is visually full until you have crossed right over the city.

I am not a fan of the generated 3d OSM scenery, but this is very good in blending in perfectly with the X-Plane default scenery and giving you a smooth transition from country to urban and back again with great realism.

Over the city and turning north towards Sheremetyevo, another Moscow airport UUMU Chkalovsky is represented on the turn.

The city skyline is now easily visible on landing at Sheremetyevo, and that really helps in the arrival factor, more so in that the cities building infrastructure spread now comes up and around the airport to fill the gaps to the city itself, and making the original  Sheremetyevo scenery that was so open and lonely in the old X-Plane view is now a big part of the whole in this combination. No doubt it really brings this always good scenery now alive and very usable.

Sheremetyevo Airport

Before we move on to the city itself. It is important to note the area around UUEE Sheremetyevo itself.

Compare the large image above to the earlier image at the start of this review to see the amount of change there is around UUEE Sheremetyevo with the addition of this Moscow City package. The two sceneries are of course meant to be used together, and in reality it would look odd if you had Moscow City scenery installed without the Sheremetyevo scenery included to fill out the northern areas. A highlight is that both sceneries together form a single whole, as the areas between the airport and the central city area are well filled in and that gives you a huge area of coverage and the full visual aspect.

To get a closer lower look at the Moscow Center I commandeered Dreamfoil's lovely Bell 407.

There is a 4.000km² total area covered with this scenery here, and you have expect some sort of building replication to cover all that ground. There is of course but as well in the fact there is also enough variations as to not keep it all interesting and not obviously visually obvious.

The closer you go to the central area, the variations in the buildings change there in style and density as well. And then more of the iconic buildings start to appear as you get closer in again to the middle. The business district is excellent, with a lot of business towers and the more modern futuristic skyscraper architecture that stands out in every view point in eye scans across the city.

The more recent is in tune with the more older Stalinist era that makes up the Moscow skyline.

The Kremlin Complex and the Cathedral of Vasily the Blessed (St Basil's) is excellently represented and so is "Red Square"

There are Orthodox churches everywhere and all the big icons in the Moscow Cathedral Mosque, Cathedral of Christ the Savior, Grand Arena of the Central Lenin Stadium, Otkrytive Arena and department stores, museums and power stations and more....

I did have issues with many buildings floating, including the Kremlin. I tried both "Runways follow terrain contours" on and off with no flattening of the objects and there is no information in the manual either on how to fix the problem.

Night lighting is very good, yes there is again a repeatable pattern to the majority of the hundreds of the apartment blocks that does stand out, but the more individual buildings do all have that personal touch and some buildings look really very good.

The highlight here is the business district which looks magnificent and is very realistic from any direction at night as is the lit Stadium.

Although away from the central area the Ostankino Tower that stands 540.1 metres (1,772 ft) tall, and is the tallest freestanding structure in Europe and it looks great at night and is a very good position indicator from the air from any direction.

Included Moscow Airports

As noted also included in the scenery are seven airports and several helipads.

UUWW Vnukovo

The futuristic Vnukovo International is very good for a lite version, with great terminals and lots of small detailing. Only thing missing is the static aircraft and a bit more ramp equipment, but otherwise it is highly usable.

UUDD Domodedovo

The oldest of Moscow's International airports is Domodedovo. Again it is quite devoid of static aircraft and I am not crazy about the blue terminal glass work, but it is still a very workable scenery to use and has a lot of well made objects.

UUBW Zhukovsky

Zhukovsky was a major aircraft testing facility since the  cold war years, with most of the major Russian Experimental Design Bureau's having facilities here. It is also now used by the Ministry of Emergency Situations! and cargo carriers. It was also used as a test site for the Soviet Buran  reusable Spacecraft because it has the world's second longest pubic runway at at 5,402 m (17,723 ft). Mostly it is a collection of very large hangars but has a lot of static aircraft in storage.

UUMO Ostafyevo International Business Airport

A former military airbase. Ostafyevo features a new modern glass terminal, and caters primarily to business aviation.

UUMU Chkalovsky

Chkalovsky is a military logistics airport that is famous for it's support for the Russian Space program and transport to Star City and the Yuri A. Gagarin State Scientific Research-and-Testing Cosmonaut Training Center. Yuri Gagarin left here on his final flight before crashing by the town of Kirzhach.

UUBM Myachkovo Airport

Myachkovo is a small General Aviation Airport that is owned by the Finpromko company. Cargo aircraft up to the size of the Ilyushin ll-76 freighter can also use the airport.

UUMB Kubinka

Kubinka has been a significant Russian military airbase and large airshows are held here to show off the Russian military might.

There is also provided UUU1 Kremlin Airport, within the Kremlin walls, but I couldn't get it to work? There are two pads in H1 and H2.

Your first thoughts after reviewing this excellent Moscow scenery is not with this actual package. You then wish that you could have this extensive scenery at London, Rome, Madrid, Berlin and the list could go on with any of your favorite European Cities, and don't count a load in the Middle East and Asia. But a London scenery like this would certainly be a godsend in our X-Plane world. Drzewiecki Design has already done Warsaw and Manhattan, so there is always hope.

It is not cheap either and you need to add in their UUEE Sheremetyevo scenery package on top of that as well. But you get an awful lot of ground covered here for your money, with the area covered here that is extensive...  huge and flying into Moscow will never be the same again.

A few areas to note in one that in my case a few of the buildings floated, the download is huge load at 1.4gb and this Russian area is not the best for navigation aids and programming FMS units as most waypoints are not recognised. Most of the airports ILS coordinates also have to checked and recalibrated (Drzewiecki Design do provide all the correct coordinates) so there is a little work to do to set up repeat services but the work is worth the results.

Not only is the actual Moscow city and all it's buildings supported, you also get seven (if lite versions) of Moscow's other airports included as well, but the framerate processing of all this huge amount of objects and scale is pretty good to excellent. Framerate does hurt more on a lower (helicopter) level and certainly you need a computer with a little extra power is in no doubt required, but overall for the size of the area the scenery is extremely efficient.

Yes I was impressed by this Moscow City Scenery, as this once very barren area of X-Plane is now a very attractive repeat destination as nothing can give you a greater fulfilment than seeing your destination appear in the distance and then give you a huge visual experience as you fly over and approach your destination.

Moscow City certainly delivers that and more...  Just more sceneries like this please!

Moscow City XP by Drzewiecki Design is NOW available! from the X-Plane.Org Store here :

• Extremely detailed model of Moscow metropolitan area in Russia
• Almost 2000 custom-made buildings and other objects, all high quality, FPS-friendly and with night textures
• Whole Moscow center done in 3D as well as all other important landmarks - museums, palaces, skyscrapers, towers, bridges, railway stations, Zara stores...
• Trains, ships, 3D people, cars, airport vehicles, static aircraft - anything you can imagine
• About 4000 sq.km of photoreal 0,5-1m/pix terrain with autogen
• Sceneries of all surrounding airports including UUWW Vnukovo, UUDD Domodedovo, UUBW Zhukovski, UUMO Ostafyevo, UUBM Myachkovo and UUMB Kubinka, with all airport buildings, detailed layouts, people, airport vehicles and more
• Very detailed Kremlin model with newly constructed heliport

Requirements

_____________________________________________________________________________________

Installation and documents:

Download for the Moscow City XP is 1.47gb and the unzipped file is deposited in the "Custom Scenery" as four files:

DDZ Moscow City XP (3.99gb) - Yes GIGABYTES!

DDZ Moscow City XP Layer 2 (30.20mb)

DDZ Moscow City XP Documents (1.0 mb)

ZZZ_DDZ Moscow City XP Terrain (20.10mb)

Installation for Windows comes with an .exe installer that deposits the files in the correct order required (however I still moved the ZZZ- folder to the bottom via the INI text install list.

Installation Instructions are provided for Mac and Linux

You need to check all airports ILS coordinates are correct, instructions are provided.

Documents: Two documents include

Moscow City XP MacLinuxinstall

Moscow City XP Manual (seven pages)

Review System Specifications:

Computer System : Windows  - Intel Core i7 6700K CPU 4.00GHz / 64bit - 16 Gb single 1067 Mhz DDR4 2133 - GeForce GTX 980/SSE2 - Samsung Evo 512gb SSD 

Software :   - Windows 10 - X-Plane 10 Global ver 10.50

Addons : Saitek x52 Pro system Joystick and Throttle : Sound - Bose  Soundlink Mini

Plugins: JARDesign Ground Handling Deluxe US$14.95 : WorldTraffic US$29.95

Scenery or Aircraft

- Airbus A320neo by JARDesign ( X-Plane.OrgStore ) - US$59.95 : A320neo Sound Packs by Blue Sky Star Simulations ( X-Plane.OrgStore ) - US$19.95

- Bell 407 by Dreamfoil Creations ( X-Plane.OrgStore ) - US$34.95

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• 7 months later...

Thank you for this very thorough (as always) review. I just bought it (it's on sale) and have only one disappointment so far: Red Square has no ILS or any landing aids at all for that matter. And what a nightmare of an approach! Also I was hoping the package would include an add-on that gives my c172 a big cup holder for my Stoli. Otherwise the scenery is gorgeous. What a country!

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Is Moscow Safe? Crime Rates & Safety Report

On Feb. 24, 2022, Russia invaded its neighbor country Ukraine, starting a war between these two countries.

This act of invasion caused many Ukrainians to flee their country and seek shelter in places like Poland, Hungary, Slovakia, etc…

At this time, we recommend no travel to Russia or Ukraine, or any neighboring countries for your own safety.

Russia : Safety by City

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Moscow, the capital of Russia, is a political, scientific, historical, architectural and business center of this huge country.

It’s one of the most visited places in Russia, and for good reason.

The best-known parts of Russia are concentrated precisely in the urban areas and cities like Moscow and Saint Petersburg.

Moscow’s history attracts the most tourists, as they are fascinated by it is a surreal and sometimes brutal but nevertheless thrilling and jaw-dropping national story.

In this city, visited by 17 million tourists annually, the history, told in its numerous museums, some of which are the world’s greatest, interacts with modernity.

For example, in the Garden of Fallen Monuments (Fallen Monument Park), you can see entire clusters of modern art contrasting with the very non-conceptual Communist monuments.

• Warnings & Dangers in Moscow

OVERALL RISK: MEDIUM

Generally speaking, Moscow today is safe as much as other cities in Europe, despite its problematic history with criminal activity in the 90s. However, if you’re planning on traveling to Moscow, keep in mind that you should always keep your guard up and remain aware of your surroundings, just in case.

TRANSPORT & TAXIS RISK: LOW

Generally speaking, transportation in Moscow is safe, but you should bear in mind that kidnappings have been known to happen, mostly in unlicensed taxis, so be careful when hailing one on the streets. Keep in mind that the most dangerous areas where small crime tends to occur are the underground walkways, called “perekhods”. Only use official services like Yandex Taxi, Uber or Gett taxi.

PICKPOCKETS RISK: HIGH

Pickpocketing is very common in Moscow, and surprisingly it is mostly performed by groups of children. Pay attention to your belongings, don’t leave them in plain sight and be especially careful in crowded places like stations or near tourist attractions.

NATURAL DISASTERS RISK: LOW

Moscow isn’t particularly susceptible to natural disasters. Some blizzards and snowstorms are possible during winter which can affect the traffic and delay your flights. During winter, be prepared to face the below-freezing temperatures.

MUGGING RISK: MEDIUM

The situation improved drastically when it comes to kidnappings and muggings. Generally, never accept free drinks or food when you’re in a club or a bar. Drink spiking and then attacking and robbing the victim have been reported on numerous occasions.

TERRORISM RISK: HIGH

After the recent terrorist attack in the subway in St. Petersburg the probability of this situation happening again in Moscow is very high.

SCAMS RISK: HIGH

There are many scams in Moscow, usually performed by children trying to distract you and then steal some money from you. Never talk to strange kids on the street. Also, you should avoid playing street gambling games.

WOMEN TRAVELERS RISK: LOW

Women are generally safe in Moscow, though you should avoid finding yourself alone in clubs or bars, and of course, apply all normal precaution measures like avoiding remote and poorly lit streets and areas.

• So... How Safe Is Moscow Really?

Moscow experienced a rise when it came to crime rates during the 1990s.

Violent crime, as well as petty crime and scams,  had increased, but the biggest part of the violence was within the criminal groups themselves, and it didn’t affect foreigners that much.

However, it decreased since the 90s, so right now, for tourists, Moscow isn’t more dangerous than any other European city, it’s even less so.

The crime rate in Moscow is fairly lower than one in New York, London or Paris, so you should feel safe here.

Also, you can count on the officials to be uncorrupted – don’t ever try to bribe them: you will be charged with bribery.

Bear in mind that if you are a member of the LGBT community, there is no reason to avoid Moscow altogether but you should refrain from any public displays of affection.

As of June 2013, “homosexual propaganda to minors” is prohibited, which means that any discussion of gay rights or homosexuality issues in the presence of minors is punishable by law.

While you walk around Moscow, you might encounter police officials that may demand to see your papers to check if you have been registered within 7 business days of your arrival into Moscow.

You shouldn’t have any problems with this, because if you stay in a hotel then you are automatically registered and will be handed a confirmation paper.

• How Does Moscow Compare?
• Useful Information

Most countries do need a visa to enter Russia, and if you’re a U.S. citizen you must possess both a valid U.S. passport and a bona fide visa issued by a Russian Embassy or Consulate. None of the nationals that do need a visa can acquire one upon arrival, so make sure you apply for your visa in advance. If you are not sure about your visa status, visit www.doyouneedvisa.com which will let you know whether or not you need visa based on your nationality and the country you want to visit.

The Russian ruble is the official currency in Moscow. ATMs are widespread throughout the country and credit cards are accepted everywhere.

Moscow has a highly continental influenced climate characterized by warm to hot and dry summers and extremely cold, freezing winters with temperatures as low as -30°C – sometimes even lower, with heavy snowfall.

Sheremetyevo International Airport is the Russian busiest international airport. It is located in Molzhaninovsky District, Northern Administrative Okrug, in Moscow, about 29 km northwest of central Moscow.

Travel Insurance

Just like anywhere else, we advise getting travel insurance when traveling to Moscow, because it would cover not only medical problems but also theft and loss of valuables.

Moscow Weather Averages (Temperatures)

• Average High/Low Temperature

Russia - Safety by City

• Where to Next?

9 Reviews on Moscow

That's just not true.

The person who wrote the text obviously have never been in Moscow and in Russia at all. This is ridiculous. Even about pickpocketing, the risk at most is medium, mugging is zero in historical places but is pretty high in sleeping quarters

Your rating is only two stars for safety though? So I am confused. Are you rating the article to be in poor taste?

I went to Moscow in 2021. I enjoyed the trip. I felt there were “unsafe areas” so I avoided them. So long as you know where you are going and don’t insult the locals, you should be fine.

51% safe?! Is this out of date?

Moscow and Russia in general are MUCH SAFER than Paris or London, yet those latter are more than 15 points ahead?!

Hell, it’s even admitted in the above text: “Moscow isn’t more dangerous than any other European city, IT’S EVEN LESS SO.” Yeah, you bet! And then: “the crime rate in Moscow is fairly lower than one in New York, London or Paris, so you should feel safe here.” So why the low rating? I don’t get it.

Also, the latest terrorist attack in Moscow happened in 2010… so how can you honestly say that the risk is still “high”? Especially for the fact Russia is very much on the edge when it comes to fighting terrorism domestically and over the world.

Sure, it might not be ideal everywhere in Moscow, but it’s WAY SAFER than in Paris, especially at night. You just can’t go out in Paris after the evening anymore, in most areas (I got assaulted for no reason at Châtelet-les-Halles and taking the RER train at dark is becoming more and more risky)… while in Moscow, chances are that you’ll see girls in miniskirts walking home while quietly singing. Or maybe you’ll stumble upon some gorgeous lady asking you for a lighter and then giving you her number for a coffee the next day. So very dangerous!

I sense a serious bias, here. Is it because of that LGBT thing? Could you pick a more extreme case? Yeah, you can totally be gay in Russia, just be so in private. There even are transsexuals, but this is a traditional and respectable country, so you should respect their choice of not publicizing various sexual lifestyles.

Moscow and Saint Petersburg are safe

Moscow and Saint Petersburg are very safe in my opinion! I’ve been to both cities visiting family! There are so many people out on the streets and on public transportation- I felt very safe! You need to change your ratings!!

Any update on Covid-19 to visit Moscow

I visited 118 country and Moscow one of the safest city I have been, st Petersburg as well, I read this article hoping to find any update on covid-19 restrictions upon arrival, so if anyone can update I’m planning to visit Moscow again but I need to know if quarentain is required or mandatory, anyone can share, cheers.

In Russia nobody cares, masks off. I dont know if fiew thousands of infected per day are high for you though. I was never arrested for not wearing mask, but you have to have it on you. Sometimes cops ask to put mask, you just do that and everything ok, some shops can refuse to do service if you dont have mask. I assume they pressured by boss, so just put on mask, they can give you gloves and dont cause any problems.

Written by someone who never visited Russia

A veer biased review. Moscow or St. Petersburg for being such brilliant truly cosmopolitan cities are extremely safe. Pickpocketing in Russia?! By children?! Who wrote this? Clearly by someone who has never been to the great country of Russia.

Have never been there. But wish me well

Bias review, Moscow is much safer than that!

This review is so bias and just wrong! First of all apart from being a political, scientific and etc center, it is an absolutely beautiful city and a very culturally rich city. For tourists there’s a huge range of delicious food, amazing shopping, a lot of cultural activities, and all sorts of entertainment. I’ve travelled there in December 2019, and most of the time I spent walking around and exploring by myself, be it during day time or night, nothing happened to me once. I mostly used subways and sometimes taxi, both safe. Just have a common sense when it comes to safety and you’ll be fine. You need to travel there at least once in a lifetime, it’s a completely different experience and it’s a beautiful one, NOT a communistic terrorist epicenter as some describe it to be.

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Article Contents

• Moscow : Safety by City
• Overall Risk
• Transport & Taxis Risk
• Pickpockets Risk
• Natural Disasters Risk
• Mugging Risk
• Terrorism Risk
• Women Travelers Risk
• Weather Averages (Temperatures)
• User Reviews
• Share Your Experience

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