trek emonda alr bluetooth

TOUR DE FRANCE

Don't miss a moment with our daily Tour de France newsletter.

Powered by Outside

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.

Popular on Velo

\n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/sepp-kuss-exits-criterium-du-dauphine-in-precautionary-move-ahead-of-tour-de-france\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"sepp kuss exits crit\u00e9rium du dauphin\u00e9 in precautionary move ahead of tour de france\"}}\u0027>\n sepp kuss exits crit\u00e9rium du dauphin\u00e9 in precautionary move ahead of tour de france\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"everything you need to know about netflix \u0027tour de france: unchained\u0027, season 2","url":"https:\/\/velo.outsideonline.com\/road\/road-culture\/ultimate-guide-to-netflix-tour-de-france-unchained-season-2\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-culture\/ultimate-guide-to-netflix-tour-de-france-unchained-season-2\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"everything you need to know about netflix \u0027tour de france: unchained\u0027, season 2\"}}\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-culture\/ultimate-guide-to-netflix-tour-de-france-unchained-season-2\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"everything you need to know about netflix \u0027tour de france: unchained\u0027, season 2\"}}\u0027>\n everything you need to know about netflix \u0027tour de france: unchained\u0027, season 2\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"\u0027they can either believe in me or not\u0027: is tom pidcock a tour de france problem for ineos grenadiers","url":"https:\/\/velo.outsideonline.com\/road\/road-racing\/is-tom-pidcock-a-tour-de-france-problem-for-ineos-grenadiers\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/is-tom-pidcock-a-tour-de-france-problem-for-ineos-grenadiers\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"\u0027they can either believe in me or not\u0027: is tom pidcock a tour de france problem for ineos grenadiers\"}}\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\/is-tom-pidcock-a-tour-de-france-problem-for-ineos-grenadiers\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"\u0027they can either believe in me or not\u0027: is tom pidcock a tour de france problem for ineos grenadiers\"}}\u0027>\n \u0027they can either believe in me or not\u0027: is tom pidcock a tour de france problem for ineos grenadiers\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"\u0027my helmet saved me today\u0027: evenepoel, rogli\u010d involved in massive crash at crit\u00e9rium du dauphin\u00e9, stage neutralized","url":"https:\/\/velo.outsideonline.com\/road\/road-racing\/evenepoel-roglic-among-riders-in-massive-crash-at-dauphine\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/evenepoel-roglic-among-riders-in-massive-crash-at-dauphine\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"\u0027my helmet saved me today\u0027: evenepoel, rogli\u010d involved in massive crash at crit\u00e9rium du dauphin\u00e9, stage neutralized\"}}\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\/evenepoel-roglic-among-riders-in-massive-crash-at-dauphine\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"\u0027my helmet saved me today\u0027: evenepoel, rogli\u010d involved in massive crash at crit\u00e9rium du dauphin\u00e9, stage neutralized\"}}\u0027>\n \u0027my helmet saved me today\u0027: evenepoel, rogli\u010d involved in massive crash at crit\u00e9rium du dauphin\u00e9, stage neutralized\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"these guys finished unbound gravel on beach cruisers from walmart","url":"https:\/\/velo.outsideonline.com\/gravel\/gravel-racing\/these-guys-finished-unbound-gravel-on-beach-cruisers-from-walmart\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/gravel\/gravel-racing\/these-guys-finished-unbound-gravel-on-beach-cruisers-from-walmart\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"these guys finished unbound gravel on beach cruisers from walmart\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/gravel\/gravel-racing\/these-guys-finished-unbound-gravel-on-beach-cruisers-from-walmart\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"these guys finished unbound gravel on beach cruisers from walmart\"}}\u0027>\n these guys finished unbound gravel on beach cruisers from walmart\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"the best photos from unbound gravel","url":"https:\/\/velo.outsideonline.com\/gravel\/gravel-racing\/unbound-gravel-photo-gallery-2024\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/gravel\/gravel-racing\/unbound-gravel-photo-gallery-2024\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"the best photos from unbound gravel\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/gravel\/gravel-racing\/unbound-gravel-photo-gallery-2024\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"the best photos from unbound gravel\"}}\u0027>\n the best photos from unbound gravel\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"before unbound, laurens ten dam and thomas dekker spent the night in an oklahoma jail","url":"https:\/\/velo.outsideonline.com\/gravel\/gravel-racing\/laurens-ten-dam-and-thomas-dekker-spent-the-tuesday-before-unbound-in-an-oklahoma-jail\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/gravel\/gravel-racing\/laurens-ten-dam-and-thomas-dekker-spent-the-tuesday-before-unbound-in-an-oklahoma-jail\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"before unbound, laurens ten dam and thomas dekker spent the night in an oklahoma jail\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/gravel\/gravel-racing\/laurens-ten-dam-and-thomas-dekker-spent-the-tuesday-before-unbound-in-an-oklahoma-jail\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"before unbound, laurens ten dam and thomas dekker spent the night in an oklahoma jail\"}}\u0027>\n before unbound, laurens ten dam and thomas dekker spent the night in an oklahoma jail\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"crit\u00e9rium du dauphin\u00e9 stage 7: primo\u017e rogli\u010d beats matteo jorgenson on race\u2019s queen stage","url":"https:\/\/velo.outsideonline.com\/road\/road-racing\/criterium-du-dauphine-stage-6-primoz-roglic-beats-matteo-jorgenson-on-races-queen-stage\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/criterium-du-dauphine-stage-6-primoz-roglic-beats-matteo-jorgenson-on-races-queen-stage\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"crit\u00e9rium du dauphin\u00e9 stage 7: primo\u017e rogli\u010d beats matteo jorgenson on race\u2019s queen stage\"}}\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\/criterium-du-dauphine-stage-6-primoz-roglic-beats-matteo-jorgenson-on-races-queen-stage\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"crit\u00e9rium du dauphin\u00e9 stage 7: primo\u017e rogli\u010d beats matteo jorgenson on race\u2019s queen stage\"}}\u0027>\n crit\u00e9rium du dauphin\u00e9 stage 7: primo\u017e rogli\u010d beats matteo jorgenson on race\u2019s queen stage\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"power analysis: how lachlan morton won unbound gravel","url":"https:\/\/velo.outsideonline.com\/gravel\/gravel-racing\/power-analysis-how-lachlan-morton-won-unbound-gravel\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/gravel\/gravel-racing\/power-analysis-how-lachlan-morton-won-unbound-gravel\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"power analysis: how lachlan morton won unbound gravel\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/gravel\/gravel-racing\/power-analysis-how-lachlan-morton-won-unbound-gravel\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"power analysis: how lachlan morton won unbound gravel\"}}\u0027>\n power analysis: how lachlan morton won unbound gravel\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"tour de suisse: mark cavendish set for key pre-tour de france test monday, yves lampaert wins opening tt","url":"https:\/\/velo.outsideonline.com\/road\/road-racing\/tour-de-suisse-mark-cavendish-set-for-key-pre-tour-de-france-test-monday-yves-lampaert-wins-opening-tt\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/tour-de-suisse-mark-cavendish-set-for-key-pre-tour-de-france-test-monday-yves-lampaert-wins-opening-tt\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"tour de suisse: mark cavendish set for key pre-tour de france test monday, yves lampaert wins opening tt\"}}\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\/tour-de-suisse-mark-cavendish-set-for-key-pre-tour-de-france-test-monday-yves-lampaert-wins-opening-tt\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"tour de suisse: mark cavendish set for key pre-tour de france test monday, yves lampaert wins opening tt\"}}\u0027>\n tour de suisse: mark cavendish set for key pre-tour de france test monday, yves lampaert wins opening tt\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"notebook: dauphin\u00e9\u2019s tour de france lessons, jorgenson\u2019s rising stock, and where\u2019s gc kuss","url":"https:\/\/velo.outsideonline.com\/road\/road-racing\/notebook-dauphines-tour-de-france-lessons-jorgensons-rising-stock-and-wheres-gc-kuss\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/notebook-dauphines-tour-de-france-lessons-jorgensons-rising-stock-and-wheres-gc-kuss\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"notebook: dauphin\u00e9\u2019s tour de france lessons, jorgenson\u2019s rising stock, and where\u2019s gc kuss\"}}\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\/notebook-dauphines-tour-de-france-lessons-jorgensons-rising-stock-and-wheres-gc-kuss\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"notebook: dauphin\u00e9\u2019s tour de france lessons, jorgenson\u2019s rising stock, and where\u2019s gc kuss\"}}\u0027>\n notebook: dauphin\u00e9\u2019s tour de france lessons, jorgenson\u2019s rising stock, and where\u2019s gc kuss\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"5 years after the crash: chris froome holding out for a tour de france return","url":"https:\/\/velo.outsideonline.com\/road\/road-racing\/tour-de-france\/5-years-after-the-crash-chris-froome-holding-out-for-a-tour-de-france-return\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/tour-de-france\/5-years-after-the-crash-chris-froome-holding-out-for-a-tour-de-france-return\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"5 years after the crash: chris froome holding out for a tour de france return\"}}\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\/tour-de-france\/5-years-after-the-crash-chris-froome-holding-out-for-a-tour-de-france-return\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"5 years after the crash: chris froome holding out for a tour de france return\"}}\u0027>\n 5 years after the crash: chris froome holding out for a tour de france return\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"the great american wheel race is the coolest new thing on gravel","url":"https:\/\/velo.outsideonline.com\/gravel\/gravel-racing\/the-great-american-wheel-race-is-the-coolest-new-thing-on-gravel\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/gravel\/gravel-racing\/the-great-american-wheel-race-is-the-coolest-new-thing-on-gravel\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"the great american wheel race is the coolest new thing on gravel\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/gravel\/gravel-racing\/the-great-american-wheel-race-is-the-coolest-new-thing-on-gravel\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"the great american wheel race is the coolest new thing on gravel\"}}\u0027>\n the great american wheel race is the coolest new thing on gravel\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"how thymen arensman gained 5 kilos while racing the 3,500km giro d\u2019italia","url":"https:\/\/velo.outsideonline.com\/road\/road-training\/how-thymen-arensman-gained-5-kilos-while-racing-the-3500km-giro-ditalia\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-training\/how-thymen-arensman-gained-5-kilos-while-racing-the-3500km-giro-ditalia\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"how thymen arensman gained 5 kilos while racing the 3,500km giro d\u2019italia\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-training\/how-thymen-arensman-gained-5-kilos-while-racing-the-3500km-giro-ditalia\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"how thymen arensman gained 5 kilos while racing the 3,500km giro d\u2019italia\"}}\u0027>\n how thymen arensman gained 5 kilos while racing the 3,500km giro d\u2019italia\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"\u2018i leave here super happy\u2019: matteo jorgenson stuns at crit\u00e9rium du dauphin\u00e9, scares primo\u017e rogli\u010d","url":"https:\/\/velo.outsideonline.com\/road\/road-racing\/i-leave-here-super-happy-matteo-jorgenson-stuns-at-criterium-du-dauphine-scares-primoz-roglic\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/i-leave-here-super-happy-matteo-jorgenson-stuns-at-criterium-du-dauphine-scares-primoz-roglic\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"\u2018i leave here super happy\u2019: matteo jorgenson stuns at crit\u00e9rium du dauphin\u00e9, scares primo\u017e rogli\u010d\"}}\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\/i-leave-here-super-happy-matteo-jorgenson-stuns-at-criterium-du-dauphine-scares-primoz-roglic\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"\u2018i leave here super happy\u2019: matteo jorgenson stuns at crit\u00e9rium du dauphin\u00e9, scares primo\u017e rogli\u010d\"}}\u0027>\n \u2018i leave here super happy\u2019: matteo jorgenson stuns at crit\u00e9rium du dauphin\u00e9, scares primo\u017e rogli\u010d\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"\u0027turn the cameras off\u0027: the juiciest revelations from netflix \u0027tour de france: unchained\u0027 season 2","url":"https:\/\/velo.outsideonline.com\/road\/road-culture\/juiciest-reveals-of-netflix-tour-de-france-unchained-season-2\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-culture\/juiciest-reveals-of-netflix-tour-de-france-unchained-season-2\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"\u0027turn the cameras off\u0027: the juiciest revelations from netflix \u0027tour de france: unchained\u0027 season 2\"}}\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-culture\/juiciest-reveals-of-netflix-tour-de-france-unchained-season-2\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"\u0027turn the cameras off\u0027: the juiciest revelations from netflix \u0027tour de france: unchained\u0027 season 2\"}}\u0027>\n \u0027turn the cameras off\u0027: the juiciest revelations from netflix \u0027tour de france: unchained\u0027 season 2\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"criterium du dauphin\u00e9 stage 8: primo\u017e rogli\u010d saves jersey by seconds after thrilling matteo jorgenson surge","url":"https:\/\/velo.outsideonline.com\/road\/road-racing\/criterium-du-dauphine-stage-8-primoz-roglic-saves-jersey-by-seconds-after-thrilling-matteo-jorgenson-surge\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/criterium-du-dauphine-stage-8-primoz-roglic-saves-jersey-by-seconds-after-thrilling-matteo-jorgenson-surge\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"criterium du dauphin\u00e9 stage 8: primo\u017e rogli\u010d saves jersey by seconds after thrilling matteo jorgenson surge\"}}\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\/criterium-du-dauphine-stage-8-primoz-roglic-saves-jersey-by-seconds-after-thrilling-matteo-jorgenson-surge\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"criterium du dauphin\u00e9 stage 8: primo\u017e rogli\u010d saves jersey by seconds after thrilling matteo jorgenson surge\"}}\u0027>\n criterium du dauphin\u00e9 stage 8: primo\u017e rogli\u010d saves jersey by seconds after thrilling matteo jorgenson surge\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"\u2018i think i\u2019m passing the test\u2019: matteo jorgenson soars to second overall in crit\u00e9rium du dauphin\u00e9","url":"https:\/\/velo.outsideonline.com\/road\/road-racing\/i-think-im-passing-the-test-matteo-jorgenson-soars-to-second-overall-in-criterium-du-dauphine\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/i-think-im-passing-the-test-matteo-jorgenson-soars-to-second-overall-in-criterium-du-dauphine\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"\u2018i think i\u2019m passing the test\u2019: matteo jorgenson soars to second overall in crit\u00e9rium du dauphin\u00e9\"}}\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\/i-think-im-passing-the-test-matteo-jorgenson-soars-to-second-overall-in-criterium-du-dauphine\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"\u2018i think i\u2019m passing the test\u2019: matteo jorgenson soars to second overall in crit\u00e9rium du dauphin\u00e9\"}}\u0027>\n \u2018i think i\u2019m passing the test\u2019: matteo jorgenson soars to second overall in crit\u00e9rium du dauphin\u00e9\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"tour de suisse preview: big names square off in major tour de france tune-up","url":"https:\/\/velo.outsideonline.com\/road\/road-racing\/tour-de-suisse-2024-preview\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/tour-de-suisse-2024-preview\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"tour de suisse preview: big names square off in major tour de france tune-up\"}}\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\/tour-de-suisse-2024-preview\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"tour de suisse preview: big names square off in major tour de france tune-up\"}}\u0027>\n tour de suisse preview: big names square off in major tour de france tune-up\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"crit\u00e9rium du dauphin\u00e9 stage 6: primo\u017e rogli\u010d powers to win, drops evenepoel to prove he\u0027s back","url":"https:\/\/velo.outsideonline.com\/road\/road-racing\/criterium-du-dauphine-stage-6-primoz-roglic-powers-to-win-lead-to-prove-hes-back\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/criterium-du-dauphine-stage-6-primoz-roglic-powers-to-win-lead-to-prove-hes-back\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"crit\u00e9rium du dauphin\u00e9 stage 6: primo\u017e rogli\u010d powers to win, drops evenepoel to prove he\u0027s back\"}}\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\/criterium-du-dauphine-stage-6-primoz-roglic-powers-to-win-lead-to-prove-hes-back\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"crit\u00e9rium du dauphin\u00e9 stage 6: primo\u017e rogli\u010d powers to win, drops evenepoel to prove he\u0027s back\"}}\u0027>\n crit\u00e9rium du dauphin\u00e9 stage 6: primo\u017e rogli\u010d powers to win, drops evenepoel to prove he\u0027s back\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.

• Clean Eating
• Vegetarian Times
• Yoga Journal
• Fly Fishing Film Tour
• National Park Trips
• Warren Miller
• Fastest Known Time
• Trail Runner
• Women's Running
• Bicycle Retailer & Industry News
• FinisherPix
• Outside Events Cycling Series
• Outside Shop

© 2024 Outside Interactive, Inc

Trek Emonda ALR Disc 5 review

Trek has launched an updated aluminium bike in 2018. The new Trek Emonda ALR is a super lightweight machine that rides really well

• Sign up to our newsletter Newsletter

Trek has raised the game in my eyes when it comes to aluminium and offers something truly amazing for £1,750. Aluminium has never looked so good and a disc-brake bike weighing in under 8kg is just what you need.

Quality feel

Handling not as sharp as rivals

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.

An entrant for the second year in a row is the Trek Emonda ALR. It still performs incredibly well for the price and looks totally badass, especially for an aluminium bike. Trek has done an amazing job with its welds, the ride and the price and that is why it is in Editor’s Choice again.

Has Trek helped make aluminium sexy again? Well, I'm my eyes it has – just look at how good this bike looks! It has turned many heads, even in this black colour way. I'm just upset I didn't get the shiny purple colour in the Trek Emonda ALR range.

Trek call its new bike "lightweight aluminium perfection" and it is hard to disagree with that statement, especially as the disc brake-ready frameset weighs a claimed 1,131g for a 56cm, and the 52cm build you see here only weights 7.8kg – possibly even claiming the title for the lightest aluminium bike on the market currently.

>>> Aluminium road bikes: five of the best

This is very good for a sub £1,800 bike, great for an aluminium bikes, let alone one with disc brakes.

Part of this weight saving is down to what Trek claims is its most optimised structure ever which, via hydroforming, has allowed the  Trek  engineers to manipulate, stretch and design complex shapes from the 300 series Alpha aluminium.

This itself is said to offer great ride quality as well as a strong structure and a carbon-like aesthetic. It also means that each tube can fit to its neighbour perfectly, resulting in less material being required around the welds – thus saving weight without losing strength at the joins. This is where its slender 7.8kg comes in.

What makes the bikes look like carbon is what Trek call its “Invisible Weld Technology” and it ultimately increases the surface area of the frame which adds to strength and cuts down weight.

I rode the purple piece of perfection (called purple flip) in Waterloo, Trek's base at home. Get up close and you can really see that Trek has done a stellar job at making the Trek Emonda ALR as close as an aluminium can be to looking like carbon. It really does look that good.

I have the black version here, which comes in Trek's Emonda ALR 4 guise, but it's been built up with Shimano 105 hydraulic disc which means it is really the Emonda ALR 5 – the frameset stays the same. It still looks great though and on our industry ride from the Cycling Weekly office the other day, it turned a lot of riders' heads, followed by a "no way!" when I told them the price.

Trek Emonda ALR: the ride

My lasting memory of the Trek Emonda ALR was a good one. I got to ride the Emonda ALR 5 disc for 60 or so kilometres around Trek’s home in Waterloo, Wisconsin. On relatively well paved roads on a very warm summer’s evening the bike performed amazingly well and did one thing that I like for an aluminium bike: that is to not to ride like an aluminium bike. But did the Emonda ALR live up to it at home on UK roads?

I think so!

What I like the most here is that you are getting the best from the brakes and the best from the tyres thanks to the clearance, without the weight penalty that a sub-£1,800 bike would normally give.

Right now the lanes are in pretty poor condition and it was no issues on the ALR: those chunky 28c tyres cushioned the road well enough and the frame did a fantastic job at reducing the buzz. Look at those slender and long rear stays with no brake arch to help compliance!

The geometry is based on Trek’s H2 formula, which gives a more relaxed fit. It basically means the front of the bike is slightly higher in a more endurance style. H1 is more aggressive and racier and can be found on the Emonda SLR, the top-end carbon version of the bike raced by the pros.

This slowed the bikes handling down a little and is where I'd say the Cannondale  CAAD12 performs better. If the endurance market is where Trek wants the bike to be aimed, then it has got it right, but compared to the Cannondale it doesn't feel as fun.

It does, however, ride better than its rival and for the price, weight and spec (yes, you can get Shimano Ultegra mechanical around this price point) it's pretty unrivalled thanks to the performance of the new Shimano 105 disc brake groupset.

Braking is effortless, shifting is quick and precise, more so than the previous version of 105, and you don't get much of a weight penalty for it.

Ultimately the Trek Emonda ALR is a great bike for those looking to get a ride on the well equipped machine that rides more like carbon than aluminium. For an aluminium bike it feels assured and comfortable which is one thing that this material in particular can struggle with and it looks great!

Buy now: Trek Emonda ALR Disc 5 from Rutland Cycles for £1649.99

Trek seems to have got this right with the Emonda ALR: is this aluminium making a strong comeback once again? It seems so.

Thank you for reading 20 articles this month* Join now for unlimited access

Enjoy your first month for just £1 / $1 / €1

*Read 5 free articles per month without a subscription

Join now for unlimited access

Try first month for just £1 / $1 / €1

Get The Leadout Newsletter

The latest race content, interviews, features, reviews and expert buying guides, direct to your inbox!

Symon Lewis joined Cycling Weekly as an Editorial Assistant in 2010, he went on to become a Tech Writer in 2014 before being promoted to Tech Editor in 2015 before taking on a role managing Video and Tech in 2019. Lewis discovered cycling via Herne Hill Velodrome, where he was renowned for his prolific performances, and spent two years as a coach at the South London velodrome. 

The SD Worx-Protime rider takes back-to-back stage wins in Villars-sur-Ollon and extends her overall lead

By Joseph Lycett Published 16 June 24

TV chef says helmet 'saved his life' during recent crash

By Tom Davidson Published 15 June 24

The UAE Team Emirates duo complete the three-peat with their third one-two finish in a row

By Joseph Lycett Published 15 June 24

Useful links

• Tour de France
• Giro d'Italia
• Vuelta a España

Buyer's Guides

• Best road bikes
• Best gravel bikes
• Best smart turbo trainers
• Best cycling computers
• Editor's Choice
• Bike Reviews
• Component Reviews
• Clothing Reviews
• Contact Future's experts
• Terms and conditions
• Privacy policy
• Cookies policy
• Advertise with us

Cycling Weekly is part of Future plc, an international media group and leading digital publisher. Visit our corporate site . © Future Publishing Limited Quay House, The Ambury, Bath BA1 1UA. All rights reserved. England and Wales company registration number 2008885.

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

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

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

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

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

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

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

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

Sensor Ready

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

Magic Paint

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

Hidden From View

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

Modern Standards

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

The Émonda Family

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

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

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

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

A Lot of Bike for the Money

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

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

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

Émonda Geometry

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

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

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

Émonda ALR Disc Ride Impressions

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

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

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

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

3 Inexpensive Essentials For Your New Bike

Track Your Rides

Wahoo Elemnt

Track speed, distance, and time then upload to Strava

$100 | Competitive Cyclist

Adjustments On The Go

Topeak Mini 10

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

$17 | Competitive Cyclist

Great for Midride Flats

Park Tool Mini Pump

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

$20 | Competitive Cyclist

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

.css-1t6om3g:before{width:1.75rem;height:1.75rem;margin:0 0.625rem -0.125rem 0;content:'';display:inline-block;-webkit-background-size:1.25rem;background-size:1.25rem;background-color:#F8D811;color:#000;background-repeat:no-repeat;-webkit-background-position:center;background-position:center;}.loaded .css-1t6om3g:before{background-image:url(/_assets/design-tokens/bicycling/static/images/chevron-design-element.c42d609.svg);} Bike Reviews

The 13 Best Electric Bikes, Tested by Our Editors

The Best Folding Electric Bikes

The 10 Best Mountain Bikes You Can Buy Right Now

The Best Beach Cruisers for Leisurely Rides

The Best Hardtail Mountain Bikes

Best Hybrid Bikes You Can Buy Right Now

The 14 Best Road Bikes of 2024

These Folding Bikes Can Go Everywhere

Smoother and Faster: The New Pivot Switchblade

The Best Beginner Mountain Bikes

Reviewed: Colnago's Italian Made C68 Gravel

• off.road.cc
• Dealclincher
• Fantasy Cycling

Support road.cc

Like this site? Help us to make it better.

• Sportive and endurance bikes
• Gravel and adventure bikes
• Urban and hybrid bikes
• Touring bikes
• Cyclocross bikes
• Electric bikes
• Folding bikes
• Fixed & singlespeed bikes
• Children's bikes
• Time trial bikes
• Accessories - misc
• Computer mounts
• Bike bags & cases
• Bottle cages
• Child seats
• Lights - front
• Lights - rear
• Lights - sets
• Pumps & CO2 inflators
• Puncture kits
• Reflectives
• Smart watches
• Stands and racks
• Arm & leg warmers
• Base layers
• Gloves - full finger
• Gloves - mitts
• Jerseys - casual
• Jerseys - long sleeve
• Jerseys - short sleeve
• Shorts & 3/4s
• Tights & longs
• Bar tape & grips
• Bottom brackets
• Brake & gear cables
• Brake & STI levers
• Brake pads & spares
• Cassettes & freewheels
• Chainsets & chainrings
• Derailleurs - front
• Derailleurs - rear
• Gear levers & shifters
• Handlebars & extensions
• Inner tubes
• Quick releases & skewers
• Energy & recovery bars
• Energy & recovery drinks
• Energy & recovery gels
• Heart rate monitors
• Hydration products
• Hydration systems
• Indoor trainers
• Power measurement
• Skincare & embrocation
• Training - misc
• Cleaning products
• Lubrication
• Tools - multitools
• Tools - Portable
• Tools - workshop
• Books, Maps & DVDs
• Camping and outdoor equipment
• Gifts & misc

If anything, Bontrager's Montrose Comp saddle is a little too soft and flexible for my taste, especially through the cutaway central section – when it comes to squidginess, I'd prefer a scoop less – but as ever with saddles, that comes down to a matter of taste.

If you want more comfort you can always swap the Bontrager R1 Hard-Case Lite 25mm tyres for 28s – there's easily enough clearance from the frame and fork.

The disc brake-specific Bontrager Affinity rims are tubeless-ready if you wanted to run lower pressures for a more cosseted feel, although the tyres aren't tubeless so they'd need changing.

Full 105 groupset

The Emonda ALR 5 Disc comes equipped with a full Shimano 105 groupset and it performs exactly as you'd want it to. As you probably know, 105 is Shimano's third tier road groupset, and it's hard to beat in terms of value. It just works really, really well. I've been riding this bike every day for several weeks and the only tweak I've had to make is the usual turn of the rear derailleur barrel adjuster to sort out the indexing after a few rides.

I won't go into every aspect of 105's performance here, but the shifting is reliable, the hydraulic disc brakes are superb whatever the conditions, and the shape of the dual control levers is almost as good as that of the mechanical/rim brake version, with just a small bulge where the hose exits. That's positioned in such a way that it's unlikely you'll ever feel it.

Some people might quibble with the choice of compact 50/34-tooth chainsets throughout the Emonda range (unless you go for a Project One version of a carbon fibre Emonda, in which case you can spec what you like), but you could always ask the dealer if they'd be kind enough to swap over to standard chainrings if you'd prefer (it would be down to the discretion of the individual dealer).

All round, 105 is lovely stuff, only really suffering in comparison to more expensive Ultegra and Dura-Ace when it comes to weight.

Frame and weight

I don't like to go on about weight too much because it really isn't as big a deal as some people would have you believe, but Trek markets the Emonda as its lightweight road bike – as opposed to the Madone that's designed for aerodynamics and the Domane that's designed for comfort and endurance – so we need to cover it.

Trek hydroforms the aluminium tubing – the process of injecting fluid into a cylindrical frame tube and stretching it to its capacity. This allows complex shapes to be formed in order to tune the ride and keep the weight low. Trek also says that hydroforming allows it to produce tubes that fit together perfectly, reducing the amount of weld material. This, it says, allows for larger continuous surface areas on the frame, which increases strength and cuts weight.

Trek claims that the rim brake version of the Emonda ALR frame weighs 1,112g (56cm model) while the disc brake version is just 19g heavier at 1,131g. Of course, when you factor in the brakes themselves (the callipers, rotors, shifters, hoses and brake fluid), the weight difference is greater, our complete 58cm Emonda ALR Disc bike coming in at 9.16kg (20lb 3oz).

That's a fair chunk heavier than the rim brake Trek Emonda ALR 6 we reviewed last year . That bike, equipped with a Shimano Ultegra groupset – a level higher than the 105 on the Emonda ALR 5 Disc – was 7.89kg. We're not comparing apples with apples there; disc brake bikes are always heavier than rim brake bikes of a similar (ish) standard.

Does 1.27kg (under 3lb) make any difference out on the road? Not much. The bike feels a little less chuckable and physics says that accelerating and climbing is slightly dulled, but we're talking about marginal differences. All other things being equal, you'd rather have the lighter weight, but all other things aren't equal – the flip side is that you're getting the added performance of disc brakes. It's up to you if you think it's worth it, of course.

All of the Emonda ALR bikes are built to Trek's H2 geometry, which is a little less low and stretched than its H1 or H1.5 setups but still focused on speed. If you want an Emonda in anything other than an H2 fit, you need to go through its Project One customisation system (the carbon fibre Emonda SLR 6 is the cheapest option, currently priced from £3,450). Trek is really dedicated to H2 these days and I guess it knows what its customers want.

"It's the perfect fit for most road riders because it's not overly aggressive but still puts you in the right position for power," says Trek.

To put some figures on it, we have the 58cm frame here with a 53.3cm seat tube, 57.3cm effective top tube, 19cm head tube and 73.8-degree head and 73-degree seat angles. The stack is 596mm and the reach is 391mm (giving a stack/reach ratio of 1.52).

For comparison, Trek's Madone SLR Disc in an H1.5 fit has a stack of 581mm and a reach of 396mm (giving a stack/reach of 1.47). Don't get the wrong idea, the riding position isn't nearly as upright as that of an endurance bike. Trek's Domane ALR Disc frame, for example, has a higher stack (611mm on the 58cm model) and a shorter reach (380mm on the 58cm model). The stack/reach ratio on the 58cm model is 1.61.

In other words, the H2 geometry splits the difference between an aggressive road bike and an endurance bike, and that's how it feels when you're in the saddle.

If you're used to a traditional race setup there's the possibility that you'll find the H2 geometry a bit too upright. I was happy with the position once I'd shifted the stem as low as it could go on the steerer, but we're all different. I did find myself down on the drops in search of efficiency a little more than normal, but that's not a bad thing. A lot of people buy a super-aggressive road bike, slam the stem and then never move their hands off the hoods, which kind of defeats the purpose.

Of the bikes that we've reviewed on road.cc recently, the £1,400 Pearson Allmodcons is vaguely similar to the Trek Emonda ALR 5 Disc in that it is built around an aluminium frame and has a Shimano 105-based spec, although one big difference is the use of TRP Spyre C cable-operated disc brakes.

As the name suggests, the Merlin Cordite 105 R7000 Disc Carbon is equipped with a Shimano 105 groupset too, although here you get a carbon fibre frame. That bike is discounted from £1,850 to £1,279 and Merlin tells us that it's a permanent reduction.

> Buyer's Guide: 16 of 2019’s hottest disc brake-equipped race bikes

The Trek does compare well with other big brand offerings. It's £50 more at rrp than Cannondale's aluminium CAAD12 Disc 105 at £1,700, while Specialized's Allez Sprint Comp Disc, which also comes with an aluminium frame and a Shimano 105 groupset, is more expensive at £1,900. BMC's Teammachine ALR Disc One is also £1,900, with an aluminium frame, carbon fork and Shimano 105 groupset including hydro disc brakes. And while Bianchi doesn't do an equivalent road bike, its Impulso Allroad also has an aluminium frame, carbon fork and 105 groupset, including hydro disc brakes, for £1,900.

Giant's Contend SL 1 Disc looks good value at £1,249. We reviewed the rim brake version last year . Bear in mind, though, that the fork is carbon/aluminium rather than full carbon and although most of the groupset is Shimano 105, the chainset is a downgrade. The disc brakes are Giant's Conducts which use a cable-actuated master cylinder rather than being a full hydraulic setup.

There isn't a carbon fibre Trek Emonda SL 5 Disc in the range, the closest carbon equivalent being the Emonda SL 6 Disc with an upgrade to a Shimano Ultegra groupset and Bontrager's Paradigm Disc wheels. This model is £2,700.

The Emonda ALR 5 Disc is one of those bikes that manages to be greater than the sum of its parts. Check out the spec sheet and everything says that it should be solid, but the ride quality is comfortably above that. If you're expecting a harsh ride you're in for a lovely surprise here.

Disc brake equipped aluminium road bike that offers a great ride at a competitive price

road.cc test report

Make and model: Trek Emonda ALR 5 Disc

Size tested: 58cm

About the bike

List the components used to build up the bike.

Trek lists:

Frame Ultralight 300 Series Alpha Aluminium, Invisible Weld Technology, tapered head tube, BB86.5, flat mount disc brakes, 12mm thru-axle, internal cable routing, DuoTrap S compatible

Fork Emonda carbon disc, carbon tapered steerer, flat-mount disc brakes, 12 mm thru-axle

Front hub Bontrager alloy sealed bearing, 12 mm thru-axle

Rear hub Bontrager alloy sealed bearing, 12 mm thru-axle

Rims Bontrager Affinity Tubeless Ready Disc

Tyres Bontrager R1 Hard-Case Lite, 700x 25c

Max tyre size 28 c Bontrager tyres (with at least 4 mm of clearance to frame)

Shifters Shimano 105, 11-speed

Front derailleur Shimano 105, braze-on

Rear derailleur Shimano 105

Crank Shimano 105, 50/34 (compact)

Bottom bracket Press Fit BB86.5

Cassette Shimano 105, 11-28, 11-speed

Chain Shimano 105

Pedals Not included

Saddle Bontrager Montrose Comp, chromoly rails

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

Handlebar Bontrager Comp VR-C, 31.8 mm

Grips Bontrager tape

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

Headset Integrated, cartridge bearing, sealed, 1-1/8in top, 1.5in bottom

Brakeset Shimano 105 flat-mount hydraulic disc

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, "Emonda ALR 5 Disc is a light and responsive road bike with an advanced alloy frame that gives it the sleek looks and handling of a far more expensive carbon bike. Paired with big upgrades on parts, like a dependable Shimano 105 drivetrain and powerful hydraulic disc brakes that stop in any weather, this bike is built to perform on club rides and races alike."

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

The Emonda ALR is available with either direct-mount rim brakes or disc brakes. Here's the range:

* Emonda ALR 4 (rim brake), Shimano Tiagra, £1,200

* Emonda ALR 4 Disc, Shimano Tiagra, £1,400

* Emonda ALR 5 (rim brake), Shimano 105, £1,350

* Emonda ALR 5 Disc, Shimano 105, £1,750

* Emonda ALR (rim brake) frameset, £800

* Emonda ALR Disc frameset, £800

In other words, this is the top level Trek Emonda ALR. There's then a whole range of carbon-fibre Emondas with prices starting at £1,800.

Frame and fork

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

The build quality is high. The frame incorporates what Trek calls Invisible Weld Technology which it claims is "revolutionary weld technology [that] creates a better connection with each tube junction, increasing strength while using less material".

You can't see most of the welds unless you go looking for them.

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

The frame is made from what Trek calls 'Ultralight 300 Series Alpha Aluminium'.

The fork is carbon, including the tapered steerer.

Tell us about the geometry of the frame and fork?

All of the off-the-peg Emondas (as opposed to the Project One models that you can customise) are built to Trek's H2 geometry. This sits somewhere between a traditional race geometry and an endurance geometry.

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

As billed, the H2 geometry is a little more relaxed than a traditional-style race geometry.

Trek says, "It's the perfect fit for most road riders because it's not overly aggressive but still puts you in the right position for power."

It'll work for most people, although if you're used to a very aggressive setup there's a chance you'll find the front end a little high.

Riding the bike

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

Trek doesn't shout about it but this bike is surprisingly comfortable.

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

The frame has a claimed weight of 1,131g, which is light for a disc brake aluminium frame, but there are no issues with flex.

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

It feels stiff and efficient.

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

A little, but not a worry.

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

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

The bike feels assured in use. It handles imperfect road surfaces well without transferring too much buzz up to you.

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

The shifters feel as good as Shimano's 105 mechanical shifters, with just a slight bulge where the hose exits. Because of the positioning of that exit point, you probably won't feel it in use.

Bontrager's own Montrose Comp saddle is a touch too soft for my taste thanks to a generous amount of padding and quite a flexible shell. Of course, some people will love it for those same features – that's the way with saddles!

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?

I'd imagine most people will like the compact (50/34-tooth) chainset although it would be nice if Trek offered standard options in the Emonda range without the need to use the Project One custom programme.

Wheels and tyres

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?

The Bontrager Affinity rims are disc brake-specific while the hubs use sealed bearings with 12mm thru-axles front and rear, which has become the norm for disc brake road bikes.

The wheels have stayed perfectly true throughout testing - no need for any little tweaks with the spoke key.

In the longterm, I'd swap them for something lighter or, rather, I'd keep these for everyday use and have some lighter wheels ready and waiting for special occasions.

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 R1 Hard-Case Lite tyres aren't particularly light but I've found them to offer a decent balance between grip and durability and you get reasonable puncture resistance.

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

Shimano 105 dual controls are among the best out there at a reasonable price.

Anything else you want to say about the componentry? Comment on any other components (good or bad)

Apart from the Shimano 105 groupset, everything is from Trek's Bontrager brand. That's not a bad thing; it's all good stuff.

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?

The Merlin Cordite 105 R7000 Disc Carbon is equipped with a Shimano 105 groupset. You get a carbon fibre frame here. That bike is discounted from £1,850 to £1,279.

Cannondale's aluminium CAAD12 Disc 105 is £1,700 while Specialized's Allez Sprint Comp Disc (which also comes with an aluminium frame and a Shimano 105 groupset), is £1,900.

Giant's Contend SL 1 Disc is £1,249. It has an aluminium frame and 105 groupset but the chainset is a downgrade and the disc brakes are Giant's Conducts which use a cable-actuated master cylinder rather than being a full hydraulic setup. The fork is carbon/aluminium rather than full carbon too.

Use this box to explain your overall score

A very good performance and solid value make this an easy 8.

Overall rating: 8 /10

About the tester

Age: 48   Height: 190cm   Weight: 80kg

I usually ride:    My best bike is:

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

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

Help us to fund our site

We’ve noticed you’re using an ad blocker. If you like road.cc, but you don’t like ads, please consider subscribing to the site to support us directly. As a subscriber you can read road.cc ad-free, from as little as £1.99. 

If you don’t want to subscribe, please turn your ad blocker off. The revenue from adverts helps to fund our site.

Help us to bring you the best cycling content

If you’ve enjoyed this article, then please consider subscribing to road.cc from as little as £1.99. Our mission is to bring you all the news that’s relevant to you as a cyclist, independent reviews, impartial buying advice and more. Your subscription will help us to do more.

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.

Add new comment

As per previous comments, why would you put mudguard mounts on a lightweight climbing/race bike? Trek have the Domane for mudguards.

I have the 2017 rim brake model and its light, comfortable and fairly responsive. Probably not as sharp as alu Giant TCR SLR and Kinesis Aithein that I have previously owned though.

I wonder how much rubbing discs as much as the weight dull the feel of disc bikes? It's just inevitable isn't it when clearances are so tight.

• Log in or register to post comments

mtbtomo wrote: I wonder how much rubbing discs as much as the weight dull the feel of disc bikes? It's just inevitable isn't it when clearances are so tight.

If we're talking half-decent hydraulic disc brakes, then you really shouldn't notice any difference at all. What occassional small contact you get is pretty much nudged out straight away - unless there's something really out of wack. If it's mechanical then you can get a pad stuck against a disc, like a brake block against a rim, and it's a drag in all meanings and will likewise feel like crap - but more faff to sort.

My summer bike is 1.2kg lighter than my winter bike, combination of mudguards and cheaper components (105 vs Ultegra).

Summer bike rides noticeably lighter, encourages silly efforts in climbs and sprints and is just more fun in general.

I wouldn't be discounting that sort of weight difference casually, would REALLY have to want discs (irrelevant side note, was amazed at the extra power of the Ultegra brakes vs. the cheap Tektros on the winter bike...)

IanEdward wrote: My summer bike is 1.2kg lighter than my winter bike, combination of mudguards and cheaper components (105 vs Ultegra). Summer bike rides noticeably lighter, encourages silly efforts in climbs and sprints and is just more fun in general. I wouldn't be discounting that sort of weight difference casually, would REALLY have to want discs (irrelevant side note, was amazed at the extra power of the Ultegra brakes vs. the cheap Tektros on the winter bike...)

There isn't that sort of weight difference though, as far as published weights go - it's a couple of hundred grammes.

I’m sure it’s a great feeling bike, but 1800 is a lot these days for an aluminium bike. At this price range most people will be demanding carbon. 

And at 9.2 kgs it is very heavy for nearly 2 grand. Disks at blame there, improvements we’re sold by marketing don’t always add up. I’d challenge at 1.3kg against a rim model is massive that even ordinary people would notice. I don’t know why anyone would buy this. 

Prosper0 wrote: I’m sure it’s a great feeling bike, but 1800 is a lot these days for an aluminium bike. At this price range most people will be demanding carbon.  And at 9.2 kgs it is very heavy for nearly 2 grand. Disks at blame there, improvements we’re sold by marketing don’t always add up. I’d challenge at 1.3kg against a rim model is massive that even ordinary people would notice. I don’t know why anyone would buy this. 

Quick look around at the weights seem to indicate there's something a bit odd, e.g. comparing a 2019 Emonda ALR 5 and a 2019 Emonda ALR 5 Disc shows a 110g difference in the links below (8.75 vs 8.86kg in a 56).

https://www.leisurelakesbikes.com/310176/products/trek-emonda-alr-5-road...

https://www.leisurelakesbikes.com/310178/products/trek-emonda-alr-5-disc...

That's more towards what i'd expect the differences to be (i'd have guessed 2/300g tops) but safe to say it's probably the 'disks at blame there' -  to be frank though, i'd be fucked if I could seriously say i'd be able to tell the difference side-by-side and nowhere near 1.3kg if we're comparing apples with apples.

Edit : CyclingWeekly had a black ALR 4 with 105 (so ALR 5 basically) reviewed at the end of last year which weighed in at 7.8kg for a 52.

Ideal winter bike. Just get myself some compatible mudguards and we're away.

Zermattjohn wrote: Ideal winter bike. Just get myself some compatible mudguards and we're away. Oh....

I was thinking exactly the same thing.

bike_food wrote: Zermattjohn wrote: Ideal winter bike. Just get myself some compatible mudguards and we're away. Oh....

That's a bit like thinking I'll buy a mini convertible and stick a roof rack on it.

The ALR is an alloy version of a climbing bike. That's what it's for. There are plenty of alloy disc equipped bikes you can stick guards and panniers to.

I have the non-disc version and unless they've updated the bike since two years ago I'd disagree with the comment on this being a 'planted' bike. The lightweight alloy frame has flex in it and you can feel it when descending and even during normal riding. It's not like a Canyon Endurace or CAAD 12 in this regard. The latter is the better bike, the Endurace is more solid but that leads to a harder ride. It's light though, and comfortable.

Latest Comments

Oh ho ho ho!...

Does he have a SIPP pension?

Maybe police shouldn't participate in this kind of stich-up elsewhere then...

That's a bit nonsensical (the code's language, not you) because clearly there are rules that apply to drivers and not to cyclists, most obviously...

OK, thanks. It seems like it's perhaps employer-dependent then.

Four legs better?

looks like a Spec Roubaix he was riding, possibly on some off road trail his helmet doesnt look that badly damaged fwiw, just road rash damage imo...

Yep, people are very...snooty about indoor trainers and seem to look down on those who don't get outside at every hint of an opportunity....

Marginal gains.

He says he knows the rules. Well, anyone who really knows the rules knows that the UCI will always enforce what they believe was their intention...

Related Reviews

Scott Addict RC 30 2024

Screaming out for some better wheels, but a brilliant frameset in terms of stiffness and ride quality

Sonder Prima Al 105 Di2

Fun, fast and great value, though not the most refined aluminium frame on the market

Orbea Orca Aero M10iLTD 2024

Stunningly fast without sacrificing versatility, handling or comfort

Boardman SLR 8.6

Comfortable, lively ride, an excellent gear range and well-chosen components – one of the best entry-level bikes you can buy

Welcome to Escape Collective. Please select your language.

Please note that this is an automated translation and it will not be perfect. All articles have been written in English and if anything appears to not make sense, please double check in English.

Review: Trek Emonda ALR 5, the bike that disc brakes almost broke 

Are the days of the aluminum race bike over? Not quite yet.

I dream of aluminum race bikes. Sturdy, fast, cheap. They’re what most amateur bike racers should be on, if you ask me, but the options are vanishingly few. 

There’s the Specialized Allez Sprint, the current king of the castle, but it’s a $1,700 frameset and is often out of stock. The Cannondale CAAD13 is lovely too, but has been taken about two steps too far away from its racing roots for my liking. Now there’s a third big-brand aluminum option: the Trek Emonda ALR 5. 

I hoped for a bike I could feel confident in recommending to any young or aspiring racer. Something nimble and light, with the right gearing, a ride comparable to carbon, a few nods to modern-day aerodynamic understanding, and clever spec. Not a first road bike, perhaps, but something worth graduating to. Trek came so very close.

This is a bike that will roll off showroom floors for just over $2,000 and looks every bit like a bike three or five times that. The integrated front end, the shapely tubes – from across the street it looks like carbon. 

The Emonda ALR is a cool aluminum race bike. Looks good and rides well. It needs a few tweaks if you really want to get the most out of it, but it’s 90% of the way there straight out of the box. It only misses in a few spots, and that might not even be its own fault. 

The short of it: A good argument for not buying a cheap carbon road bike instead Good stuff: Superb ride quality, excellent handling, great looks Bad stuff: Weight  Total weight: 9.12 kg/20.1 lbs Price: USD $2,300 / AUD $3,000 / £2,150

As aluminum frames go, this one is both good-looking and well-thought-out. It uses Trek’s 300-series Alpha Aluminum and what Trek calls “Invisible Weld Technology,” which smooths out the welds themselves and provides a decidedly carbon-like look. More than one person thought I was on a carbon bike. 

The tubes are hydroformed, a technology that has now been in the bike industry for well over a decade but is crucial to creating the types of tube shapes Trek uses on the Emonda. There are nods to aerodynamics, including a truncated seat tube, big and shapely down tube, deeper head tube, and dropped seatstays. The intention isn’t to compete with the best aero bikes on the market, but a bit of aero efficiency never hurts. 

The frame is light, around 1,260 grams, plus a 400-gram carbon fork. That makes it roughly the same weight (within 50 grams) as the carbon fiber Emonda SL, which sits on the lower end of Trek’s carbon spectrum. And a complete Emonda ALR 5 bike costs as much as the Emonda SL frameset. Behold, the power of aluminum.

Down at the bottom bracket, Trek has gone with the threaded T47 standard, which we have no real problems with. James Huang is a big fan. Dave Rome is sort of ambivalent. I just know it didn’t creak over the last 6 months.

I wish the Emonda ALR had more official tire clearance. This may partly be a limitation of aluminum, but in the end, it’s a decision. The aluminum Domane fits a 40 mm tire. The Emonda ALR will officially only take a 28 mm tire. Now, if you know Trek, you know they have an exceptionally conservative legal department, and you can generally go 4+ mm wider than claimed. But the rear end, in particular, is tighter than I’d prefer on the Emonda ALR. I wouldn’t be comfortable with anything over a 30 (measured). The fork has plenty of room for a 30 or slightly larger. Just know that you’re running afoul of Trek’s official recommendation if you do this, potentially harming things like warranty, which is a shame.

Any modern disc road bike should clear a 30 with no concerns whatsoever. Only 28 is just not enough. Not when pros are winning Milan-San Remo on tires that measure closer to 32. A race bike can and should have clearance for 32s these days. 

Aaargh, integration

I appreciate the thought and care Trek put into bar/stem/brake line integration on this bike. If integrated front ends are truly what consumers are looking for – and the fact that every single road brand is integrating more and more suggests that purchase data shows people want it – then why should we limit such things to the realm of the carbon fiber bourgeoise?

The plebs down here plowing fields in Aluminum Land deserve a clean cockpit too. The Emonda ALR looks great, it looks expensive, and part of that is the fact that Trek bothered to put the front end together with as much thought as they do for bikes five times the price. 

The Emonda ALR runs its brake and shift lines through an entryway at the front of the headset and then down through the frame. All the lines and housing exit right before the bottom bracket and then re-enter behind it. The headset routing is very similar in concept and execution to the design found on the Allez Sprint, though everything stays internal near the bottom bracket on the Specialized.

There are six full pages in the manual dedicated to the headset, brake line routing, proprietary spacer stacking, and all the rest. The fact that James trusted me, the Hammer, to sort this out and put things together properly is a testament to both his trust and his foolishness. Or perhaps this was his plan all along, to put the design to the ultimate test. 

Mercifully the Emonda came mostly built. Unmercifully, it also came with a kinked brake hose right out of the box, which required replacing. And, of course, I would have to do some basic fit adjustments. The kinked line ended up being quite annoying but the fit changes were no big deal. 

The brake lines run down in front of the steerer tube, in between the slightly bulbous head tube and the steerer itself. There are proprietary split spacers to be used instead of round ones. Pulling it all apart and getting it back together is finicky but not impossible, and dropping the bars two cm took less than five minutes. The spacers are annoying relative to some good old-fashioned round ones, but they also allowed me to play with stack without having to run new brake lines.

As internal brake and shift lines go, this is about as good and easy as it gets.

In the end, I ditched all of the spacers and ran the stem “slammed” because the H1.5 geometry (more on this later), in addition to the height necessitated by the cable-entry cap, meant that slammed wasn’t actually that aggressive.

You can use standard round spacers above the stem as you move the stem clamp down the steerer, should you so choose. The sleeker look obviously requires cutting the steer at the new stem height, but for the purposes of setting fit – and because this isn’t my bike – it was nice to be able to throw the ol’ roundies I had floating around my toolbox on the section of steerer above the stem. 

Now, the kinked line. This isn’t really Trek’s fault, except that I’m pretty sure a line that had more than a few short centimeters exposed between the frame and stem probably wouldn’t have had this problem during shipping. Keep that in mind if you travel with this bike: anything with this level of integration needs added care in packing because with such short exposed sections of brake line, the margin for error is smaller. 

Replacing the line was quite straightforward. Lines run down the front of the head tube, inside the upper headset bearing, and then, in this case, down to the front brake via a port in the steerer itself. It all guided through pretty easily. Re-attach, bleed, and I was off to the races. The rear brake would take slightly more effort, as it needs to be fished through a hole near the bottom of the down tube and then on through another set of holes to the caliper, but it’s no worse than any other integrated bike out there right now.

Geometry chart

The Emonda ALR uses the same H1.5 geometry as the latest Madone SLR and carbon Emonda options. It sits, as the name implies, about halfway in between the race-focused H1 geometry and endurance H2 geometry. 

It also sits right in between two of its competitors in this space, the Specialized Allez Sprint and the Cannondale CAAD13. The Allez is more aggressive, the CAAD a bit less so. 

Here’s the full chart: 

I’ll talk about the ride and handling in a moment, but a couple of things to note. The trail is a very standard 56-62 mm for most sizes. The smallest riders, as usual, get absolutely hammered with a 68 mm trail that I’m sure makes the bike feel absolutely nothing like the one I rode (a 56 cm). Sorry, anybody riding a 47 cm.

Wheelbase is about one cm longer than the Allez Sprint, trail is a bit higher, reach is shorter, stack is higher. All these things point to a less race-oriented machine. And that is the case, though not to the point that the Emonda isn’t totally race-worthy. It absolutely is.

Models and pricing

Normally, we drop all the other build options for a given frameset in this section, but because this is an aluminum bike and so few people apparently want aluminum bikes anymore, there are no other build options.

At least, that’s true in the US. The UK market has the ALR 6, which upgrades the 105 mechanical to 105 Di2 for a marginal increase in cost to £2,400. And in the US you can buy framesets on their own for USD $1,200. These have some great paint jobs and would be a fun project.

In fact, if you’re comfortable building bikes from scratch, that’s probably how I would do it. These are really cool frames, extremely well thought out, light, and quite beautiful. But the stock build kits are uninspiring, because Trek had to hit a price point. I would love to take one of these and slowly build it with higher-end second-hand parts over the course of a winter. Total cost would be similar, but you’d end up with a much cooler end product.

As a brief experiment, I put myself into character. The character: me, 20 years old, racing crits every weekend, living on like $700 a month plus race winnings, with $3,000 left over from my student loans. Decison-making: Generally terrible. Acknowledgment that the future exists: Never. FTP: High as it’ll ever be. I popped around the usual buy/sell sites and checked out some deals on groups to see what I could build. This is what I came up with in less than 30 minutes (all prices USD):

Frame : Emonda ALR in one of the cool colors – $1,200 Drivetrain and brakes : Shimano 105 7000 – $700 Wheels : Something carbon that makes a good whoosh noise – $650 on eBay or similar if you’re willing to buy something that isn’t tubeless compatible (go latex tubes for racing instead) Handlebar : Ritchey WCS Neoclassic drop – $99 (eBay) Stem : Ritchey WCS 4-axis – $25 (eBay) Seatpost : Ritchey WCS – $74 (eBay) Saddle : Bontrager Aeolus Comp: $90 Tires : Vittoria Corsa Control 30mm – $35 (not the tubeless version)

Total: $2873 plus $100 or so for cables/housing/other odds and ends. This bike is easily 2.5 pounds lighter than the stock ALR5, makes a better noise, looks cooler, and leaves me about $100 of student loan funds to spend on a week’s worth of post-ride burritos.

Build kit breakdown

My collegiate-racer fever dreams aside, the ALR 5 has a solid, reliable build. It’s a good platform to upgrade off of, if that’s your jam, and it’s perfectly serviceable right out of the box.

I have zero complaints about the Shimano 105 7000 mechanical drivetrain. It shifts, it’s quiet, it’s relatively cheap. There’s absolutely nothing wrong with it. 

I do dislike the rotors, which are the RT70 from Shimano. They are ugly and look cheap. Give me some of that finned goodness. This is 90% aesthetic but aesthetics matter.

The stock gear ratios should be enough for most, but could perhaps go a bit lower if you live somewhere hilly. A 50/34 front chainring setup is matched with an 11-30 cassette. Ten years ago, that would have been ludicrously low, but the bike industry has since realized we’re not all riding around at pro watts all the time, and these days I’d prefer a 32 or even 34 low gear on the back unless I’m racing.

If I am racing, I probably want a 52/36 with that same 11-30 cassette. But that’s a low priority and can be upgraded later.

The rest of the build is uninspiring but adequate. Trek’s component brand Bontrager provides the seatpost, saddle, stem, and handlebars. All are alloy, all are a bit heavy. The Comp VR-C bars have quite a nice bend to them, on the shallow end of the spectrum but not silly-shallow. The transition from hoods to tops is nice and smooth and the drop curvature is superb. I found them very comfortable.

There are no surprises, integration headaches, or odd standards, just a 27.2 seatpost, 1 1/8″ steerer, and round bars. All of it can be easily upgraded or swapped out.

The Bontrager Verse Comp saddle is too heavily padded for my liking. I did a couple of rides on it and it wasn’t terrible; it just wasn’t great. It’s also quite long, and I’m used to short saddles these days. Bontrager’s excellent Aeolus would have been a better match for the bike and its ambitions.

The Bontrager Paradigm wheels are heavy (roughly 1,750 g claimed) but do feature a nicely modern 21 mm internal rim width, which spreads the 700×25 hotpatched tire out to just under 28mm. The tires are Bontrager R1 Hardcase-Lite with a wire bead. They are hot garbage that should be removed immediately.  Wire bead ? Are you kidding me? Bontrager makes some nice tires these days; the R1 Hardcase is decidedly not one of them.

I took them off, riding only once on those turds of tires before swapping them out to a set of Vittoria Corsa Controls. I went from disliking the bike to liking it with that one switch. Tires are important. Granted, Corsa Controls aren’t cheap.

Ride report

That brings us to the ride. All of the figures and facts above combine in sometimes unexpected ways, mixing and melding into a ride quality that is genuinely quite impressive (once you take the terrible tires off).

I tested this bike with three sets of tires/wheels. First, the stock Bontragers. Awful. Second, the Corsa Controls and butyl tubes on the stock Paradigm wheelset. Great! A better bet would have been a good tubeless tire, since the Paradigm rims are tubeless-ready, but I didn’t have any handy that were narrow enough.

Finally, I put on a set of Continental GP5000s with latex tubes in on a set of Roval Alpinist carbon wheels. The Corsas alone dropped over 200 grams off the stock tire weight, and the Roval setup dropped more than a pound (626 grams, to be precise) off the stock setup. The overall change in ride quality from both changes was dramatic.

As a result, I’m going to ignore the stock tires for this ride quality analysis. The R1s are so bad, and tires are so important, that it feels unfair to besmirch an otherwise-good bike with their wire bead stink. If you’re reading this review, you care enough to swap them out. My opinions here are based on the stock wheelset + Vittoria Corsa Control + butyl tube setup. 

This is a comfortable aluminum bike. Trek has lots of marketing copy on its website about how its hydroforming processes and the Invisible Weld Technology combine to allow its engineers to create a frame with significantly more compliance than the aluminum of old. I would say they aren’t lying. 

The rear end, in particular, cuts road buzz nicely. The 27.2 seatpost helps, and if you upgraded to a carbon post it would further improve flex and thus comfort. The big aluminum handlebars are stiff and the front end feels harsher than the rear. I’m sort of OK with this; a stiff front end feels like it wants to race, to me, and I like that.

The size 56 I tested has a 73.5º head angle and 58 mm of trail. Both figures are about spot on for a bike that wants to be race-worthy but not race-only. The handling is therefore as I expected: predictable, on the twitchy end of the spectrum these days but nothing extreme. Ten years ago, this would have been called endurance bike geometry. But now we know better. 

This is supposed to be a race bike, and nothing in the handling would prevent it from finding success there. It is not a pure crit machine in the way that the Allez Sprint is (that bike has a more aggressive trail figure of 55 mm, plus a lower BB and longer reach). The Emonda ALR is a road racer. It’s well-balanced and goes where you point it. 

The rich get richer, the poor get heavier

Behind this generally positive review is an unshakeable feeling that something is missing. I’m not sure the bike I dream of, and that I was hoping the Emonda ALR would be, really exists anymore. In riding the Emonda ALR and perusing the other options currently available in the same price range, the only conclusion I can draw is that it’s very, very difficult for a big bike brand to build a cheap race bike these days. 

The bike I want is a Cannondale CAAD10 from around 2015. The model with Shimano 105 went for about US$1,700 – roughly US$2,200 in today’s inflated money. In other words, nearly identical to the Emonda ALR 5. That bike weighed in the low-17 pound (7.7 kg) range. It had decent wheels and snappy handling and pretty much everybody who reviewed one or raced one called it some version of a superbike killer. It was so good. 

The Emonda ALR is better in some ways. It’s more comfortable, for one. It’s probably more aerodynamic, simply because of the integrated front end, though we don’t have any figures to prove this. It fits a much bigger tire (albeit not big enough). But it also weighs closer to 20 pounds, has pigs for wheels, and comes stock with the worst road tires I’ve ridden in years. The geometry is a bit softer, a bit more forgiving; the handling is good but I would personally prefer it to be snappier for racing. 

There is one obvious culprit for many (though not all) of these ills, of course. Disc brakes.

I’m about as far from a disc hater as you can find, and would prefer them on almost any bike I build and ride. But there is a reality to them: to build a light, nimble-feeling road race bike with disc brakes costs a lot of money. You can get to 6.8 kg, or well under, but it will cost significantly more than it did back when a rim-brake CAAD10 could get there for $1,700 plus a few smart upgrades. 

Again, the Allez Sprint – the spiritual heir to the old CAADs – is $1,700 for the frameset alone. 

Trek’s little tagline for this bike is “Never heavy. Always metal.” Which is true – if you look at the frameset. Sub-1,300 grams is superb. But the various parts needed to build a bike at this price point, with discs and thru axles and all the other complications of the modern road bike, mean that heavy is exactly what the stock version of the ALR 5 is.

None of this is directly Trek’s fault, unless you prescribe to the Big Disc conspiracy that holds that all big bike brands hoisted discs on us only to sell more bikes (which I do not). But there is no question that discs have made it harder to build a bike I would want to race for a price I could have afforded when I was racing. We have $8,000 bikes with 105 now; where does one turn if you’re racing collegiate crits, living on microwave pizzas, and want to go fast as hell? The Emonda ALR may be among the best of a dwindling bunch, but even it doesn’t quite get there. 

What did you think of this story?

😐 Meh 😊️ Solid 🤩 Excellent

Read Comments

escapecollective regowall Review Trek

• MAGAZINE OFFERS
• BIKE INSURANCE
• Best Products
• Maintenance
• Accessories
• Long-Term Reviews
• BikeRadar Podcast
• First Look Friday
• Bike of the Week
• Tech Features
• Routes and Rides
• Bike Galleries
• BikeRadar Bargains
• Buyer's Guides
• Fitness & Training
• Sizing & Fit
• Mountain Biking UK
• Cycling Plus
• Bike of the Year 2024

Trek Émonda ALR 4 review

A great fun frameset with kit to match

Robert Smith

Matthew Loveridge

Outstanding ride, quality finish

No mudguard mounts

Almost three years ago, Trek launched what it claimed to be the world’s lightest production bike, the incredible carbon Émonda SLR. The Émonda ALR is its more affordable aluminium counterpart, and it offers an experience that’s closer to the big daddy than you might think.

• Bike of the Year 2017: Specialized Roubaix wins Road Bike of the Year
• Bike of the Year 2017: Canyon Endurace WMN AL 6.0 wins Women’s Budget Road Bike of the Year

The Émonda ALR’s frame is everything you’d hope for from a modern aluminium bike in tech terms.

It’s dainty in key areas for comfort, with slim seatstays and a 27.2mm seatpost promising compliance. The press-fit bottom bracket won’t warm the cockles of your mechanic’s heart, but it (probably) contributes to a stiff pedalling platform, and as you move to the front of the bike there’s more beefiness as the top tube and down tube broaden to meet a head tube with a big 1.5in lower bearing.

Cabling is fully external and I'm fine with that. I wish Trek had stuck mudguard mounts on, but you can’t have everything.

At every tube junction, the welds are nicely smoothed, and the overall finish is excellent. I sometimes lament the ubiquity of sombre-toned bikes, but the ALR’s “black pearl” paint is indeed pearlescent and looks rather luxurious up close, sparkling in direct sunlight.

As an added bonus, the grey logo and additional highlights are reflective — safety first! If you’re not convinced, there’s a matt red version too.

Shimano’s shiny 10-speed Tiagra groupset seems to have become the go-to for bikes like this, and it’s not at all unwelcome. Its glossy grey finish is strongly reminiscent of Ultegra and its shifting feel is remarkably close too. The most noticeable difference is in the brakes — the calipers are stiffer than the budget alternatives found on some of the competition and braking is fine, but the pads are basic one-piece items.

As you’d expect on a Trek, all the finishing kit is from in-house brand Bontrager, and it’s all good stuff, albeit not particularly eye-catching.

The Montrose saddle may be a little bit soft for some riders, but it does have a decent pressure relief cut-out. The wheels are Bontrager too and whilst basic, they do offer tubeless compatibility, although you’ll need new tyres if you want to ditch your inners.

The Émonda ALR’s real selling point is its ride, which is nigh-on perfectly judged. If this is your first road bike, you’ll be blown away by how stiff and alive it feels; and if you’re accustomed to more exotic fare you’ll marvel at a bike this affordable being so good.

Even with relatively modest rolling stock, the Émonda feels stiff and alive, rewarding aggressive out-of-the-saddle riding. It doesn’t have any fancy bump-taming technology and it’s not as comfy as a dedicated endurance bike, but it’s still commendably smooth.

What’s really impressive is how taut and together the whole frameset feels. It’s the sort of bike that encourages you to lean hard on the outside pedal and fling it through sweeping bends. It’s racy enough for actual competition, but not so extreme that novices won’t enjoy it.

The reality is that this budget Émonda is 95 percent as good as the Ultegra-equipped version. It’s a little bit heavier and the brakes aren’t as good, but the ride quality is identical and it’s a lot cheaper.

Share this article

Contributor

• Terms & Conditions
• Subscribe to our magazines
• Manage preferences

• Subscribers
• EDITORS PICK // TOP TWO CYCLING LIGHTS FOR 2023
• TOP TWO CYCLING LIGHTS FOR 2023
• TECH TUESDAY: DEALINGS WITH SHIMANO DI2
• ALL ABOUT WIND TRAINERS AND INDOOR CYCLING
• WHAT YOUR PRESTA VALVE CAPS ARE ACTUALLY FOR
• BIKE TEST: ALLIED ECHO
• ALL ABOUT AIR & HOW-TO FIGHT FLAT TIRES
• PINARELLO F SERIES – WHAT TO KNOW ABOUT THE ALL-NEW RACE BIKES

CANNONDALE UNVEILS SLEEK 2023 ROAD LINE-UP

• THROWBACK THURSDAY, 2015: ALEX DOWSETT BREAKS THE HOUR RECORD

Shootout: Trek Emonda ALR vs. Cannondale CAAD 12

With every pro racer contesting Grand Tours on carbon fiber bikes and manufacturers devoting more resources, catalog space and SKUs to developing carbon frames at nearly every price point above $1500, it’s no secret that today’s road bike market is dominated by composite frames. By comparison, aluminum frames are often looked upon as a relic of road bike technology that’s past its prime. But that point of view couldn’t be more wrong. Meet the latest examples of the aluminum resurgence: the all-new Cannondale CAAD12 and the Trek Emonda ALR.

TREK EMONDA ALR 5 Trek made headlines back in the middle of 2014 when it unveiled the Emonda carbon line of road bikes that included the lightest production bike in the world (the Emonda SLR 10 that weighed under 11 pounds and cost over $15,000). It was the Wisconsin brand’s final phase of segmenting its road bike line into a trifecta of categories that already included the more aero-focused Madone and the endurance-minded (rear-suspended) Domane. Stiffness-to- weight was the name of the game for the Emonda, and now Trek has trickled the Emonda name down into the lowerpriced realm of aluminum. But just how much is the aluminum Emonda related to its carbon cousin?

THE FRAME For starters, our size-50cm test bike features the exact same geometry as an equivalent 50cm carbon Emonda (this is Trek’s H2 Fit, which has less aggressive positioning than its optional H1 Fit available on pricier models). And there’s clearly some visual DNA that’s shared among the two bikes’ tube shapes. So although the Emonda ALR is crafted from Trek’s 300 Series Alpha aluminum, it features the carbon Emonda’s same 1 1/8- to 1 1/2-inch tapered head tube that’s mated to a carbon fork with a carbon steerer. From there, large-diameter top and down- tubes taper slightly as they make their way towards the seat tube junction and bottom bracket, respectively. The nerve center of the Emonda ALR is the BB86.5 bottom bracket, an ultra-wide and stiff platform that’s not normally found on aluminum frames.

The chainstays are straight with a slight bowing design to accommodate tires up to size 28mm. And, they’re also noticeably asymmetrical; the non-driveside chainstay is slightly thicker than its counterpart, a design intended to help better balance pedaling forces at the rear wheel, but also to house Trek’s signature DuoTrap S ANT+/ Bluetooth sensor. This will work in conjunction with all major ANT+ computers and smartphones to let you measure speed, distance, cadence and other ride metrics. The Emonda ALR also features Trek’s Invisible Weld technology, a manufacturing process that results in extremely minimal welds that the company says also increases frame strength.

THE PARTS There are three complete bikes in the Emonda ALR line, starting with the $1309.99 Emonda ALR 4, which comes with a 10-speed Shimano Tiagra group. The top-of-the-line Emonda ALR 6, which retails for $2199.99, is spec’d with a full Shimano Ultegra 6800 group. The Emonda ALR frameset can also be had by itself for $989.99. Our Emonda ALR 5 test bike is the midrange model at $1679.99, and it’s built with an 11-speed Shimano 105 groupset, and a cockpit component collection comprised of Bontrager alloy parts, including a 27.2mm seatpost topped with a Bontrager Paradigm Race saddle. Like all of the complete bikes in the Emonda ALR line, the ALR 5 comes with Bontrager tubeless-ready rims.

THE RIDE Weighing in at just over 18 pounds, the Emonda ALR 5 can’t lay claim to the lightweight pedigree of its carbon namesake. Likewise, its overall level of comfort is good, on par with other aluminum bikes in its class. The same can be said for its stiffness; it’s what you’d get from most other modern aluminum frames. Where the Emonda ALR shines, however, is in its fit and finish. The smooth lines of Trek’s Invisible Weld technology had countless folks on the group rides guessing it was a much pricier carbon frame.

And, the overall component list is a solid offering for the Emonda ALR 5’s sub-$1700 price point, with Shimano’s 105 groupset proving that reliable shifting needn’t cost an arm and a leg. This build does come with a set of heavier Bontrager aluminum wheels, though, which, despite offering the added benefit of tubeless, we would recommend placing atop your upgrade list to help improve the ride quality and lower the bike’s overall weight. Also, the bike’s tapered head tube and stiff front end help give it some aggressive handling characteristics that surpass most aluminum bikes in its price range. We let the Emonda ALR loose on some fast, technical descents, and the bike tracked extremely well and inspired plenty of confidence.

PUNCH LINES • Light and stiff for the price, great handling • Impeccable build quality • Nine sizes, three builds priced from $1309.99 to $2199.99

CANNONDALE CAAD12 DISC ULTEGRA By leaps and bounds, no other bike brand’s history and success is as firmly tied to aluminum as Cannondale. The American company built its first aluminum bike back in 1983 and has seen immeasurable success with their CAAD (Cannondale Advanced Aluminum Design) series for multiple decades. The last edition, the CAAD10, was launched back in 2011 and was lauded for its performance credentials and ride quality. And now Cannondale has released their latest aluminum steed, the CAAD12, so named because the brand says that the technologies utilized in the new bike warranted a dramatic leap in nomenclature, hence the non-existence of a “CAAD11.” Marketing machinations aside, here’s what you need to know about the new CAAD12.

THE FRAME Cannondale designed and built the CAAD12 using what they call Tube Flow and SmartForm technologies. Tube Flow modeling is accomplished via engineering software to help determine the ideal characteristics for each part of the aluminum frame with the final design brought about through hundreds of computer-generated trial-and-error versions. SmartForm technology refers to the construction method that Cannondale employed, and it’s made up of a combination of hydroforming, machining, welding and tapering techniques in order to achieve things like strength, low weight and pedaling stiffness.

What all of this ultimately means is that Cannondale set out to ensure that the CAAD12 is the most advanced aluminum road bike they’ve ever built. Cannondale’s numbers game calls out a claimed 10-percent increase in front-end stiffness, 13-percent increase in bottom bracket stiffness and a whopping 50-percent increase in compliance at the saddle over the previous generation. To achieve this enhanced compliance, the CAAD12 utilizes an undersized 25.4mm seatpost, along with Cannondale’s own Speed SAVE technology at the fork and the rear triangle. Meanwhile, performance-oriented geometry that includes a non-sloping top tube also help gives the CAAD12 added street cred as a race-worthy ride.

THE PARTS Starting off with the Shimano 105-equipped version that retails for $1680 and going up to the high-end, Shimano DuraAce-equipped Black Inc. version that sells for $5860, there are seven bikes in the CAAD12 line. Three of the bikes feature disc brakes, including our test model, which sits right in the middle of the whole lot and retails for $2660. The CAAD12 Disc Ultegra includes Cannondale’s own HollowGram Si crankset with mid-compact 52/36 chainrings, as well as Shimano Ultegra 6800 derailleurs and R685 mechanical shifters that work in conjunction with the Shimano hydraulic disc brakes. The bike rolls on a set of Mavic Aksium Disc wheels wrapped in 25mm Mavic Yksion tires, while the rest of the build is made up of Cannondale’s own alloy handlebar and stem combination, and a carbon seatpost topped with a Fizik Arione R7 saddle.

THE RIDE When setting up the CAAD12 for our first ride, we were immediately taken aback by the tall seat tube, which could dictate whether or not a rider with a short inseam should size down to a smaller frame size. It measured 54.5cm, which is significant because Cannondale markets our particular test bike’s size as a “50cm” frame that also includes a 52.2cm top tube. For comparison, Cannondale’s carbon SuperSix EVO sports a 51.2cm seat tube length in an equivalent size. Beyond any setup surprises, though, we fell in love with the CAAD12’s ride quality instantaneously. The previous CAAD10 model was one of our favorite test bikes, and the CAAD12 raises that bar even higher.

No, the CAAD12 doesn’t mitigate road chatter as well as a quality carbon frame, but it is noticeably smoother than any other contemporary aluminum bike we’ve ridden, particularly at the saddle where we suspect the undersized seatpost helps out quite a bit. There’s plenty of stiffness at the bottom bracket for most every rider and even those looking to race the CAAD12. Its handling characteristics are solid, with a steering feel that’s neither too heavy nor too light. Our particular build with Shimano Ultegra and disc brakes was a bit on the heavy side to call the CAAD12 a terrific climber, but for the price, its component selection and ride quality make it a terrific value.

PUNCH LINES • Among the best-riding aluminum bikes ever • Optional disc brakes • Seven sizes, seven builds priced from $1680 to $5860

THE VERDICT Due to the $1000 price difference between them, it would be unfair to pit these two particular bikes head to head. But our experiences with the CAAD12 and the Emonda ALR have led us to conclude that aluminum is still a viable frame material. In fact, in this day and age of an incredibly broad road bike marketplace with countless options to choose from, aluminum is more relevant than ever for those looking to maximize their spending power. Cannondale’s CAAD12 offers a ride quality that is superior to any other aluminum frame on the market, with enough steering agility and pedaling stiffness to suit the needs of fast group rides and racers alike. Three disc brake-equipped options among seven total builds gives it the nod in the choice category as well.

The Trek Emonda ALR may not be able to match its carbon forebear in the weight or ride quality categories, but it’s a terrific example of Trek’s attention to detail when it comes to manufacturing. There are only three builds to choose from, but most cyclists looking for a value-laden bike that’ll get the job done should give it a gander. And for those looking to run some wider rubber, note that both the CAAD12 and the Emonda ALR can accommodate size-28mm tires.

STATS: CANNONDALE CAAD12 Price: $2660 Weight: 18.1 pounds Sizes: 48, 50 (tested), 52, 54, 56, 58, 60cm www.cannondale.com STATS: TREK EMONDA ALR 5 Price: $1679.99 Weight: 18.25 pounds Sizes: 47, 50 (tested), 52, 54, 56, 58, 60, 62, 64cm

Get real time updates directly on you device, subscribe now.

Vuelta a Espana Report, Stage 3

Vuelta a Espana Report, Stage 4

CANNONDALE’S LTD. ED. SUPERSIX EVO LEICHTBAU

WHAT ABOUT THAT FSA 64 TOOTH CARBON CHAINRING?

2023 TREK MADONE SLR BREAKS NEW GROUND

Comments are closed.

• Émonda ALR Frameset

"Direct and responsive"

"...a machine with a ton of gritty performance and no small amount of defiant flair."

"It's an incredible update from Trek"

"The updated Emonda packs one helluva punch, and Trek has a winner on its hands. The integrated cockpit is nice and all, but the real win is the H1.5 fit, which makes the Emonda feel more stable while maintaining the aggression and responsiveness of previous Emondas. That, coupled with a lightweight construction, comfortable ride, and aerodynamic shaping, brings Trek's top of the line climber from a very good bike to an excellent one."

"The Emonda is still light, and it’s still stiff, but now there’s an extra dose of free speed"

"Overall, Trek has done a solid job here of updating the Emonda, infusing meaningful improvements in several key areas, but without breaking the basic formula that has made the bike so popular."

Lizzie Deignan takes monumental win at Liège-Bastogne-Liège

A decisive solo victory for the Briton as teammate Ellen van Dijk takes third.

Tips for commuting by bike

Eight tips for fun, stress-free bike commutes.

How to wrap your handlebars

Tips, tricks, and insider knowledge to get a perfectly wrapped road bike handlebar every time you change your bar tape.

How to: Fix a flat tire

Flat? Fixed. Our simple how-to video will show you how to get back on two wheels in no time flat.

Product features

H2 is the optimal fit to put most riders, including many of our Pro Team athletes, in the right position for power and performance.

Invisible weld technology

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

Direct brake mount

Direct brake mounts connect directly to the frame to reduce redundant parts and increase overall braking performance.

Blendr-compatible stem

Bontrager Blendr stem technology lets you clip your gear directly to the stem for clean looks, maximum user friendliness.

How tall are you?

To measure your height, stand straight up, barefoot, with your back, heels, shoulders and head all touching a wall. While looking straight ahead, place a book or straight edge on your head and slowly push it against the wall. Your straight edge should be parallel with the floor. Mark the spot where the bottom of the book is touching the wall. The distance from the marked spot to the floor is your height.

What is your inseam?

How to measure: Stand barefoot with your back straight and against a wall. Tuck a ruler or something that extends to the floor between your legs. Using both hands, and keeping it level, pull the ruler up into your crotch as if you were sitting on the saddle. Measure the distance from the top edge of the ruler to the ground to find your inseam measurement. Your inseam is very important to your final bike size so please measure carefully.

• Go! E-bikes
• Accessories
• Find a retailer

ABOUT ELECTRA

• Electra history
• Flat Foot Technology
• Brand partners
• Electra Funbassadors
• Work at Electra
• Customer care
• Bike registration
• Manuals & user guides
• Shipping & delivery
• Newsletter signup
• Global distributors
• How to shop safely
• Privacy policy & terms of use
• Accessibility
• Cookie policy
• California Transparency Act

United States / English

• © Electra Bicycle Company 2024

日本最大級のスポーツサイクル専門店！サイクルライフサポート！　川崎で自転車をお探しならY's Road 川崎店

ワイズロード川崎店 Y'sRoad kawasaki

[英語対応可] Available in English

ディスクロード強化店！！グラベルロードやクロスバイクも豊富にございます！！

TREK bike Powered by Ys’road

エントリーから頂点までトータルコーディネート！

イタリアを代表する高級ブランド“ピナレロ”専用ルームを設置

• 【お客様の1台】スタッフを唸らすこだわりのバイクたち
• 【定休日のTech便り】
• アジア初【PINARELLOルーム】
• 【PINARELLOオーナーズ】
• 【PINARELLOインプレ】
• 【PINARELLO24-25ラインナップ】
• 【PINARELLO商品情報】
• 【TREK】bike powered by Y'sRoad
• 【CIPOLLINI】ステーション川崎
• 【CANNONDALE】
• 【GARMIN TACX】
• 【CDJ Carbon Dry Japan】
• 【ONIベアリング JTEKT】
• ミニベロ/フォールディング
• Khodaa-Bloom
• 商品紹介　-ITEM-
• 【TREK】ALアルミRレーシングモデル！EMONDA ALR 5の店頭在庫ございます！！
• イベント　-EVENT BLOG-
• 火曜＆水曜ラン　　　　　04/08～09

2024/06/15 06:59

【TREK】ALアルミRレーシングモデル！EMONDA ALR 5の店頭在庫ございます！！ by: 石田

• 1.1 NEWカラー＆NEWコンポーネント
• 2.1 300 ALPHA ALUMINUM
• 2.2 インビジブルウェルドテクノロジー
• 3.1 Kammtail形状
• 3.2 SLRと同じH1.5ジオメトリー
• 3.4 T47ボトムブラケット
• 4.1 今作からの小さな変更点
• 6 SLATE / BLACK

TREK 24 EMONDA ALR 5

NEWカラー＆NEWコンポーネント

フレーム形状は昨年から変更無し、フレームカラーは変更有り！

コンポーネントは同じ105グレードですが、23年モデルがR7000系の11速だったのに対して24年モデル新型105のR7100系12段変速のコンポーネントとなっています！

 2023年ラインナップからモデルチェンジが行われたTREKのEMONDA AL R 5は アルミロードバイク という枠組みを超越し、レースシーンでも通用するハイスペックなロードバイクとして誕生！まさにアルミロードのフラグシップモデルです！コストに対するパフォーマンスがとてつもなく優秀な軽くて速い万能ロードです！

300 ALPHA ALUMINUM

 TREKの入門モデルに採用されている100 ALPAHA ALUMINUMシリーズとは異なり、EMONDA ALRは300シリーズのALUMINUMが使われています！メーカーHP内のスペック表ににも“Ultralight 300 Series Alpha Aluminum”と記載があり、軽量であることが分かります！この300 ALPHA ALUMINUMが採用されている点は前作と共通！

インビジブルウェルドテクノロジー

 まるでカーボンロードバイクかのように溶接痕が目立たず滑らか！ワイヤー類が内装化されたことでその滑らかなヘッド周りが今まで以上に際立ちます！見た目の良さも自転車選びにおいては重要な要素であることをTREKは分かっています♪

ただ、分かっていいるだけでは製品化できず、TREKの場合はそれを実現するための研究と開発が日々行われているのです！

Invisible Weld Technologyは互いのチューブが完璧に組み合うよう加圧成形し、チューブ同士を溶接しやすくし、それに伴う溶接材の量を大幅に減少させ軽量化にも一役かっています！

2022年モデルまでも人気だったEMONDA ALRですが23年でモデルチェンジしパワーアップ！実際に私が23年モデルを購入した決め手はモデルチェンジしたあらゆる項目が購入動機です！その各項目を見ていきます！

 昨今の 速いロードバイク の共通項目であるカムテイル形状、断面がアルファベットのＤ型形状をしたチューブを指し、空力性能、軽量化、横風の影響の軽減、ロードバイクのチューブの形状において現在最も理にかなった形状、今回のモデルチェンジによってEMONDA ALRもSLRやSLと同様にダウンチューブの形状がカムテイル形状へと変更になりました！

強度だけだったり軽さだけであればこの形状にすることは容易いのですが、それぞれを両立しながらこの形状にするのは素材と開発力の賜物です！

SLRと同じH1.5ジオメトリー

 今回のモデルチェンジでジオメトリーも変更されています！従来のEMONDA ALRはTREKのH2というジオメトリーでしたが、今回からはH1.5、簡単にいうならヘッドチューブ長が短くなりレーシーなポジション、最上位モデルであるEMONDA SLRと 同じ ジオメトリーとなっています！

2023 EMONDA ALR H1.5

 H1.5ジオメトリーはTrek-Segafredo(世界最高カテゴリーのUCIワールドチーム)の選手たちと共同で開発されたジオメトリー、ライダーの受ける空気抵抗に対してもエアロなライディングポジションでありながらパワーの出力も考えられたTREKの最新レーシングバイクに与えられるジオメトリーです！

 上位モデル同様にEMONDA ALRも遂にワイヤー内装式へ！ただ内装式になっただけではなくEMONDA SL、EMONDA SLRとは異なる点として、ハンドル切れ角に制限が無くなったりました！

 そして上でも触れましたがEMONDA ALRが持つ美しい外観、溶接痕が目立たぬ綺麗なヘッドチューブ周りがより際立ちます！外観がスッキリしていて綺麗イコール整流効果あり！あながち間違いでもない！見た目も大事！

T47ボトムブラケット

 ALRはプレスフィット式のBBからT47ボトムブラケットへと変更、ボトムブラケットの種類としては新しい規格！最大の違いは ねじ式 か否か、ボトムブラケットの交換やクランクを交換するにあたってボトムブラケットの交換を伴う際などねじ式の安心＆フレームへの負担の少なさは段違い！

 TREKのNEW EMONDA ALR 5のカタログスペック値はサイズ56の場合で9.00㎏、EMONDA SL5(カーボンフレームに105)でカタログ値8.87kg(23年モデルのメーカーHPに記載されているスペック値)

カーボンロードバイクに匹敵する超級アルミロードバイクなのです！勿論重量だけでなく空力や剛性なども備わったアルミロードバイクです！

今作からの小さな変更点

アッセンブルされているドロップハンドルが若干変更されています！

グラベルほどではないけども少しフレア形状(上ハンドルのハンドル幅よりも下ハンドルの幅が広い)のドロップハンドルが採用されています！昨今の最上級ハンドルなどで見かけることが多くなってきた形状で、完成車に最初から採用されているのは注目ポイントかとおもいます！

CRIMSONカラーの車体にアッセンブルされているホイールに関しましてはハブが赤！黒いハブ以外が採用されることって非常に少ないため特別感がありますね！

SLATE / BLACK

EMONDA ALR 5はレースまで視野に入るスペックを持ち合わせた上級アルミロードバイクです！！

フェードカラーのフレームも所有欲を満たしてくれることでしょう！！個人的にもワイズロード川崎店的にもオススメの１台です！！

わからないことは遠慮なくご質問ください。 チャットにて対応可能でございます。 ※リアルタイム返信ではございませんのでご回答までお時間をいただく場合がございます。 会員ログインをしていただいた状態でご質問いただくと質問ログを残すことが可能でございます。

ご検討、ご質問、お待ちしております。

※提携駐車場はございません。近隣の有料のパーキングをご利用ください。 近隣駐車場の検索はこちら（外部サイト）

土・日・祝 12:00-19:00 月・木・金 12:00-20:00 　　水　　 15:00-20:00 定休日：火（祝日除く）

スタッフ一同お客様のご来店をお待ちしております。

044-221-1531 ご予約の電話はこちらへ

Y'sRoad kawasaki

※ブログの商品情報は掲載当時の情報です。 完売していたり、価格やポイント還元率、商品の仕様が変更されていることもありますので、予めご了承ください。 在庫状況等の最新情報は、大変お手数ですが店舗へお問い合わせください。

▸ プライバシーポリシー

Copyright c Y.International inc. All rights reserved

Expedia Rewards is now One Key™

Elektrostal, visit elektrostal, check elektrostal hotel availability, popular places to visit.

• Electrostal History and Art Museum

You can spend time exploring the galleries in Electrostal History and Art Museum in Elektrostal. Take in the museums while you're in the area.

• Cities near Elektrostal

• Places of interest
• Yuri Gagarin Cosmonaut Training Center
• Central Museum of the Air Forces at Monino
• Peter the Great Military Academy
• Ramenskii History and Art Museum
• Bykovo Manor
• Pekhorka Park
• Balashikha Arena
• Malenky Puppet Theater
• Balashikha Museum of History and Local Lore
• Saturn Stadium
• Orekhovo Zuevsky City Exhibition Hall
• Noginsk Museum and Exhibition Center

• Bahasa Indonesia
• Eastern Europe
• Moscow Oblast

Elektrostal

Elektrostal Localisation : Country Russia , Oblast Moscow Oblast . Available Information : Geographical coordinates , Population, Altitude, Area, Weather and Hotel . Nearby cities and villages : Noginsk , Pavlovsky Posad and Staraya Kupavna .

Information

Find all the information of Elektrostal or click on the section of your choice in the left menu.

• Update data

Elektrostal Demography

Information on the people and the population of Elektrostal.

Elektrostal Geography

Geographic Information regarding City of Elektrostal .

Elektrostal Distance

Distance (in kilometers) between Elektrostal and the biggest cities of Russia.

Elektrostal Map

Locate simply the city of Elektrostal through the card, map and satellite image of the city.

Elektrostal Nearby cities and villages

Elektrostal weather.

Weather forecast for the next coming days and current time of Elektrostal.

Elektrostal Sunrise and sunset

Find below the times of sunrise and sunset calculated 7 days to Elektrostal.

Elektrostal Hotel

Our team has selected for you a list of hotel in Elektrostal classified by value for money. Book your hotel room at the best price.

Elektrostal Nearby

Below is a list of activities and point of interest in Elektrostal and its surroundings.

Elektrostal Page

• Information /Russian-Federation--Moscow-Oblast--Elektrostal#info
• Demography /Russian-Federation--Moscow-Oblast--Elektrostal#demo
• Geography /Russian-Federation--Moscow-Oblast--Elektrostal#geo
• Distance /Russian-Federation--Moscow-Oblast--Elektrostal#dist1
• Map /Russian-Federation--Moscow-Oblast--Elektrostal#map
• Nearby cities and villages /Russian-Federation--Moscow-Oblast--Elektrostal#dist2
• Weather /Russian-Federation--Moscow-Oblast--Elektrostal#weather
• Sunrise and sunset /Russian-Federation--Moscow-Oblast--Elektrostal#sun
• Hotel /Russian-Federation--Moscow-Oblast--Elektrostal#hotel
• Nearby /Russian-Federation--Moscow-Oblast--Elektrostal#around
• Page /Russian-Federation--Moscow-Oblast--Elektrostal#page
• Terms of Use
• Copyright © 2024 DB-City - All rights reserved
• Change Ad Consent Do not sell my data

• Émonda ALR 5 - 2023, 58cm