trek emonda alr 6 2018 geometry

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Trek Émonda ALR 6 2018 Review

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

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

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

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

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

The Trek Émonda ALR 6 in detail

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

The geometry of the Trek Émonda ALR 6

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

   But that is an aluminium bike, right?

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

Conclusions

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

– Integrated DuoTrap Sensor – Pro look – Top craftsmanship

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

Uphill | Downhill | Sprint

For more info head to: trekbikes.com

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

This article is from GRAN FONDO issue #009

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

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Words: Photos: Valentin Rühl

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

> Check out our review of the Émonda SL 5 here

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

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

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

Well equipped

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

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

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

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

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

Comfortable ride

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

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

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

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

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

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

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

> Check out the Shimano Ultegra 8000 groupset here

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

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

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

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

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

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

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

road.cc test report

Make and model: Trek Émonda ALR 6

Size tested: 58cm

About the bike

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

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

Fork Émonda carbon, carbon E2 steerer

Wheels Bontrager Aeolus Comp 5 Tubeless Ready

Tyres Bontrager R2 Hard-Case Lite, 700x25c

Shifters Shimano Ultegra, 11-speed

Front derailleur Shimano Ultegra, braze-on

Rear derailleur Shimano Ultegra

Crank Shimano Ultegra, 50/34 (compact)

Bottom bracket Press Fit BB86.5

Cassette Shimano Ultegra, 11-28, 11-speed

Chain Shimano Ultegra

Saddle Bontrager Montrose Comp, chromoly rails

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

Handlebar Bontrager Race VR-C, 31.8 mm

Handlebar tape Bontrager

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

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

Brakeset Shimano Ultegra

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

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

It lists these attributes:

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

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

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

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

Frame and fork

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

The build quality is very high.

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

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

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

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

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

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

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

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

The fork legs and steerer are carbon..

Tell us about the geometry of the frame and fork?

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

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

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

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

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

Riding the bike

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

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

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

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

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

Yes, it's stiff through the bottom bracket.

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

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

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

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

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

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

Everything feels pretty efficient to me.

The drivetrain

Wheels and tyres.

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

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

Your summary

Did you enjoy riding the bike? Yes

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

Would you recommend the bike to a friend? Yes

Use this box to explain your score

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

Overall rating: 8 /10

About the tester

Age: 47   Height: 190cm    Weight: 75kg

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

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

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

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Trek's Émonda ALR Disc Is a Sleek, Affordable Race Rocket

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

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

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

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

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

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

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

Sensor Ready

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

Magic Paint

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

Hidden From View

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

Modern Standards

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

The Émonda Family

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

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

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

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

A Lot of Bike for the Money

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

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

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

Émonda Geometry

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

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

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

Émonda ALR Disc Ride Impressions

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

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

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

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

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

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

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

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

The Emonda ALR by the numbers

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

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

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

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

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

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

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

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

Invisible Weld Technology

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

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

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

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

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

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

Off-the-shelf, or build to suit

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

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

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

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

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

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

Bones, shaken

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

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

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

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

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

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

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

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

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

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

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time trial national title, triathlete taylor knibb upsets field\"}}\u0027>\n mcnulty defends us time trial national title, triathlete taylor knibb upsets field\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"alexey vermeulen has to miss unbound gravel. his backup plan qualifying for the olympics.","url":"https:\/\/velo.outsideonline.com\/road\/alexey-vermeulen-time-trial-nationals\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/alexey-vermeulen-time-trial-nationals\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"alexey vermeulen has to miss unbound gravel. his backup plan qualifying for the olympics.\"}}\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\/alexey-vermeulen-time-trial-nationals\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"alexey vermeulen has to miss unbound gravel. his backup plan qualifying for the olympics.\"}}\u0027>\n alexey vermeulen has to miss unbound gravel. his backup plan qualifying for the olympics.\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"team car hits cyclist in french junior national championships","url":"https:\/\/velo.outsideonline.com\/news\/team-car-hits-cyclist-french-junior-national-championships\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/news\/team-car-hits-cyclist-french-junior-national-championships\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"team car hits cyclist in french junior national championships\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/news\/team-car-hits-cyclist-french-junior-national-championships\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"team car hits cyclist in french junior national championships\"}}\u0027>\n team car hits cyclist in french junior national championships\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"giro d\u0027italia stage 10: paret-peintre denies tratnik for mountaintop win, poga\u010dar fends off late gc pressure","url":"https:\/\/velo.outsideonline.com\/road\/road-racing\/giro-ditalia\/giro-ditalia-stage-10-paret-peintre-denies-tratnik-for-mountaintop-win-pogacar-fends-off-late-pressure\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/giro-ditalia\/giro-ditalia-stage-10-paret-peintre-denies-tratnik-for-mountaintop-win-pogacar-fends-off-late-pressure\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"giro d\u0027italia stage 10: paret-peintre denies tratnik for mountaintop win, poga\u010dar fends off late gc pressure\"}}\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\/giro-ditalia\/giro-ditalia-stage-10-paret-peintre-denies-tratnik-for-mountaintop-win-pogacar-fends-off-late-pressure\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"giro d\u0027italia stage 10: paret-peintre denies tratnik for mountaintop win, poga\u010dar fends off late gc pressure\"}}\u0027>\n giro d\u0027italia stage 10: paret-peintre denies tratnik for mountaintop win, poga\u010dar fends off late gc pressure\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"wheels continue to come off visma-lease a bike: cian uijtdebroeks exits giro d\u0027italia","url":"https:\/\/velo.outsideonline.com\/road\/road-racing\/giro-ditalia\/wheels-continue-to-come-off-visma-lease-a-bike-cian-uijtdebroeks-exits-giro-ditalia\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/giro-ditalia\/wheels-continue-to-come-off-visma-lease-a-bike-cian-uijtdebroeks-exits-giro-ditalia\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"wheels continue to come off visma-lease a bike: cian uijtdebroeks exits giro d\u0027italia\"}}\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\/giro-ditalia\/wheels-continue-to-come-off-visma-lease-a-bike-cian-uijtdebroeks-exits-giro-ditalia\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"wheels continue to come off visma-lease a bike: cian uijtdebroeks exits giro d\u0027italia\"}}\u0027>\n wheels continue to come off visma-lease a bike: cian uijtdebroeks exits giro d\u0027italia\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"opinion: tadej poga\u010dar might be king of the hill, but fortune and favor can prove 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king of the hill, but fortune and favor can prove fleeting\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"new shimano patent details 13-speed wireless drivetrain","url":"https:\/\/velo.outsideonline.com\/road\/road-gear\/new-shimano-patent-details-13-speed-wireless-drivetrain\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-gear\/new-shimano-patent-details-13-speed-wireless-drivetrain\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"new shimano patent details 13-speed wireless drivetrain\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-gear\/new-shimano-patent-details-13-speed-wireless-drivetrain\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"new shimano patent details 13-speed wireless drivetrain\"}}\u0027>\n new shimano patent details 13-speed wireless drivetrain\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"notebook: cavendish rediscovers mojo, stelvio snowed in, poga\u010dar being too greedy","url":"https:\/\/velo.outsideonline.com\/road\/road-racing\/cavendish-rediscovers-mojo-stelvio-snowed-in-pogacar-being-too-greedy\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/cavendish-rediscovers-mojo-stelvio-snowed-in-pogacar-being-too-greedy\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"notebook: cavendish rediscovers mojo, stelvio snowed in, poga\u010dar being too greedy\"}}\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\/cavendish-rediscovers-mojo-stelvio-snowed-in-pogacar-being-too-greedy\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"notebook: cavendish rediscovers mojo, stelvio snowed in, poga\u010dar being too greedy\"}}\u0027>\n notebook: cavendish rediscovers mojo, stelvio snowed in, poga\u010dar being too greedy\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"inside the placebos, half-percenters, and performance science of giro d\u0027italia recovery","url":"https:\/\/velo.outsideonline.com\/road\/road-racing\/giro-ditalia\/the-placebos-and-sport-science-of-giro-ditalia-recovery\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/giro-ditalia\/the-placebos-and-sport-science-of-giro-ditalia-recovery\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"inside the placebos, half-percenters, and performance science of giro d\u0027italia recovery\"}}\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\/giro-ditalia\/the-placebos-and-sport-science-of-giro-ditalia-recovery\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"inside the placebos, half-percenters, and performance science of giro d\u0027italia recovery\"}}\u0027>\n inside the placebos, half-percenters, and performance science of giro d\u0027italia recovery\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"pogacar\u0027s pink colnago v4rs for the giro d\u0027italia","url":"https:\/\/velo.outsideonline.com\/road\/road-racing\/giro-ditalia\/pogacars-pink-colnago-v4rs-for-the-giro-ditalia\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/giro-ditalia\/pogacars-pink-colnago-v4rs-for-the-giro-ditalia\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"pogacar\u0027s pink colnago v4rs for the giro d\u0027italia\"}}\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\/giro-ditalia\/pogacars-pink-colnago-v4rs-for-the-giro-ditalia\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"pogacar\u0027s pink colnago v4rs for the giro d\u0027italia\"}}\u0027>\n pogacar\u0027s pink colnago v4rs for the giro d\u0027italia\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"defending champions chlo\u00e9 dygert, quinn simmons both skipping us nationals","url":"https:\/\/velo.outsideonline.com\/road\/road-racing\/defending-champions-chloe-dygert-quinn-simmons-both-skipping-us-nationals\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/defending-champions-chloe-dygert-quinn-simmons-both-skipping-us-nationals\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"defending champions chlo\u00e9 dygert, quinn simmons both skipping us nationals\"}}\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\/defending-champions-chloe-dygert-quinn-simmons-both-skipping-us-nationals\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"defending champions chlo\u00e9 dygert, quinn simmons both skipping us nationals\"}}\u0027>\n defending champions chlo\u00e9 dygert, quinn simmons both skipping us nationals\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"elisa balsamo suffers fractures in high-speed crash into barriers in burgos opener","url":"https:\/\/velo.outsideonline.com\/road\/road-racing\/elisa-balsamo-suffers-fractures-in-high-speed-crash-into-barriers-in-burgos-opener\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/elisa-balsamo-suffers-fractures-in-high-speed-crash-into-barriers-in-burgos-opener\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"elisa balsamo suffers fractures in high-speed crash into barriers in burgos opener\"}}\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\/elisa-balsamo-suffers-fractures-in-high-speed-crash-into-barriers-in-burgos-opener\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"elisa balsamo suffers fractures in high-speed crash into barriers in burgos opener\"}}\u0027>\n elisa balsamo suffers fractures in high-speed crash into barriers in burgos opener\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 ALR6 review

Stellar spec and classy alloy find sweet harmony

Oli Woodman / Immediate Media Co

Robin Wilmott

Good value, light, quick and compelling handling

Narrow tyres lack bite and cushioning

Trek’s Emonda chassis joins the likes of Cannondale’s CAAD12 and Rose’s Pro-SL as an alloy bike to be taken seriously, very seriously. When the weights are comparable to carbon at the same money, yet the equipment levels are significantly higher, the case becomes compelling for going with metal over more fashionable composites.

• Cannondale CAAD12 105 wins Bike of the Year 2016

It's no surprise then that the Emonda ALR6 made it onto the shortlist for our sister mag Cycling Plus 's 2016 Bike of the Year awards.

The sculpted hydroforming of the top tube, which flows into the defined ridge on the tapered head tube, is just one element of a truly handsome chassis. The cowled dropouts sit at the end of highly asymmetric chainstays; these are bridge-free allowing for plenty of tyre room should you want to fit larger rubber.

The more you look, the more pleasing detail you’ll find.

It's a seriously lovely chassis

The full-carbon Emonda fork matches the classy alloy of the main frame beautifully. It's this base that means the ALR6 tipped the scales at an impressive 7.75kg for our size 58cm test bike.

The ride position follows the rules of Trek’s middle-ground H2 fit. That means a top tube length of 57.3cm, which gives a reasonable length to the ride position – the stack height of 59.6cm is tall, though not overly so, and the reach of 38.7cm is on the short side of racy.

Eager accelerator

The impression from the minute you get on board is one of a real willingness to accelerate. The ride position from the mid-compact alloy race bar further encourages you to stretch your legs and up the velocity, while the 99.2cm wheelbase means it’s as quick to change direction as it is to go forwards.

Helping get you up to speed is the flawless shifting coming from the Ultegra groupset. We like that Trek hasn’t deviated from Ultegra at all throughout the bike, and avoiding often-encountered downgrades to the likes of brakes and crankset adds a layer of class – not to mention bags of value. That’s not something we’ve said that often about Treks of the past – and is even more impressive when you consider this bike has had a price tag trim since we first got on board one last year.

Climbing and acceleration on the alloy Emonda are impressive

Elsewhere it’s a mix of Trek’s component brand Bontrager parts. The cockpit of a Blender stem and alloy race bar is solid enough: the stem's design, which flows into the spacers smoothly looks classy, and the well shaped bar is a great example of a mid-range alloy item.

The Bontrager Race wheels may sit well down in the range, but even so they’re equipped with tubeless-ready rims and are neatly designed and built with an asymmetric rear rim laced to a narrow flange hub. That creates a wheel with very little dish (so the spoke angles and lengths are more equal). It creates a solid platform that’s low on energy-sapping flex, making sure your power is transmitted effectively.

Including an unadulterated Ultegra groupset is a classy move from Trek

The tyres are on the whole okay – the puncture protection is welcome though they do feel a little hard-edged, never quite giving the levels of cornering grip you get from the best around. Their narrow 23c profile also means less cushioning over bad surfaces than we’d ideally like, and we’d love for Trek to switch up to a softer, smoother 25c, as the difference made would set the Emonda further apart from the competition.

Climbing on an Emonda is as positive on the cost-effective ALR as it is on the carbon SLR superbike. The wide BB shell, rock-solid chainstays and taut front end mean when you rise from the saddle to stomp up a climb the sensation is of a bike working in unison with you. It feels less like you trying to get a bike up hill; it's more akin to running up hill without the stress of your feet hitting the floor.

The Bontrager cockpit is solid stuff

Through twists and turns of fast rolling terrain or on descents the ALR feels nimble yet assured, never tipping into twitchiness often found on sharp-handling, shorter-wheelbased bikes. In all we're hugely impressed by the ALR – in this guise it's light, well equipped, exciting to ride and relatively forgiving on your wallet.

With a better set of rubber it’d be the complete package. But even as it is, it’s one of this year's truly standout bikes.

Also consider:

Giant defy advanced 2.

The Defy Advanced 2 is a superb endurance machine with ability to spare and a great ride feel. Read our full Giant Defy Advanced 2 review.

Focus Cayo 105 Mix

Sporting a carbon frame proven at the elite level of riding, the Cayo 105 is a worthy canvas for inevitable upgrades. Read our full Focus Cayo 105 Mix review.

Cannondale CAAD12 105

With wonderful handling, a composed and smooth ride, the lightweight CAAD12 105 is the pinnacle of alloy road machines. Read our full Cannondale CAAD12 105 review.

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Trek Émonda 2018 range: lightweight all-rounders now disc equipped

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The Trek Emonda is the featherweight, all rounder in the brand's stable and the recently released 2018 models are the lightest yet.

The carbon bikes within the Trek Emonda range come in two standards: the SL and SLR – the latter being the lighter of the two. Both frame standards now come with the option of disc brakes.

>>> Trek bikes: which model is right for you?

The range also contains lightweight aluminium bikes in the Emonda ALR collection, though the only 2018 version currently available is the Shimano Ultegra equipped Trek Emonda ALR6.

2018 Trek Emonda: lightest ever and disc brake equipped

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

The newest Trek Emonda SLR frame comes in at 650g, in a size 56cm, with the disc version tipping the scales at 665g. The slightly heavier SL versions are still hardly hefty, at 1091g and 1146g with disc brakes.

>>> Trek Emonda SL6 review

For 2018, Trek also increased the tyre clearance of the Emonda SL and SLR models to 28mm – going as far as to say that this addition, along with disc brakes, made the bikes fully capable of gravel and adventure riding duties. This is quite a claim on a bike that’s been tried and tested for pro racing by Trek Segafredo riders.

To cater for racers after adequate power transfer, developers of the lightweight frame have ensured that it continues to remain stiff.

Indeed, the newest 2018 model is said to be stiffer than previous versions across the frame, head tube, bottom bracket thanks to the use of the OCLV carbon layup which has been tested extensively by pro riders.

Trek Emonda Reviews

• Trek Emonda SL5
• Trek Emonda ALR 6
• Trek Emonda SL6 2018

Alberto Contador's Trek Emonda SLR

Special features of the Trek Emonda SL and SLR

The disc models use a flat mount system. The non-disc brake models come with Trek’s own rim brakes: Bontrager Speed Pro Brakes.

They say these direct mount, tuneable rim brakes are lighter than other options. At 95g thanks to their hollow arms and titanium components, this is hard to argue with.

In terms of computer technology, Trek has centralised it all into its cockpit. Accordingly to the company, "Blendr Integration" seamlessly mounts Bontrager's cycling computer, Ion bike lights or even Garmin computers directly to the handlebars.

All of the bikes in the Emonda range also boast a ‘ride tuned seatmast’ which is created to be light whilst promoting comfort, dampening out rough roads.

The SLR models are lighter than the SL bikes, and use 700 Series OCLV carbon as opposed to 500 Series OCLV. They also feature ‘Control Freak Cable Management’ which allows for shifter and brake cables to be housed through the frame and they’re available with a Project One custom pain job.

Whilst the Emonda is race tested, most built bikes come in the H2 fit, which is the slightly more relaxed geometry when compared to more aggressive H1. However, SLR frames are available with H1 fit if you choose the 'Race Shop Limited' version.

Trek Émonda SLR weights and technical specs:

• Émonda SLR frame = 640g
• Émonda SLR disc frame = 665g
• Émonda SLR fork = 313g
• Émonda SLR disc for = 350g
• 28c tyre clearance
• H1 and H2 fit possible
• Specs from Emonda SLR6 with Shimano Ultegra at £4,400 to Emonda SLR9 in Shimano Dura Ace Di2 for £8,500

Trek Émonda SL weights and technical specs:

• 500 series OCLV carbon
• Trek SL frame = 1019g
• Trek SL disc frame = 1149g
• Trek SL fork =313g
• Trek SL disc fork = 350g
• Émonda SL 5 (women's model) fork = 436g
• Women's model available as Émonda SL 5
• Specs from Emonda SL4 with Shimano Tiagra at £1,500 to Emonda SL7 with Shimano Dura Ace Di2 at for £4,400

TrekÉmonda ALR:

• 300 Series Alpha aluminium
• Specced with Shimano Ultegra on the ALR6 for £2,000

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AI-enabled leaderboard checks just one of a suite of coming updates to the training app

By Adam Becket Published 16 May 24

Giro stage victory in Fano sees former two time road world champion become 108th man to win stages in all three Grand Tours

By Tom Thewlis Published 16 May 24

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• Rider Notes

2018 Trek Émonda ALR 5

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

Manufacturer Price

For This Bike

View more similar bikes →

Based on frame geometry and build specs.

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

Émonda ALR 5

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Outstanding ride, quality finish

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Last updated February 15 Not listed for 2,277 days

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

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

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

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

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

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

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

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

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

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

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

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

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

TrekBikes.com

Tyler Benedict is the Founder of Bikerumor.com . He has been writing about the latest bikes, components, and cycling technology for almost two decades. Prior to that, Tyler launched and built multiple sports nutrition brands and consumer goods companies, mostly as an excuse to travel to killer riding locations throughout North America.

Based in North Carolina, Tyler loves family adventure travel and is always on the lookout for the next shiny new part to make his bikes faster and lighter.

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looks like a rebadged Allez

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

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

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

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

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

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

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

Aluminum, how quaint.

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

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

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

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

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

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

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

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

Aluminum is the new carbon.

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

@Durianrider, you’re killing me! Lol

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Sincerely, Worlds longest head tube.

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

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

I think this will make a GREAT race frame.

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

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

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

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

uhhh… the allez actually looks good

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

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

i had a domane and the headtube was too tall.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

This bike compared with the new caad 12 is nothing …

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

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

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

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

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

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

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