trek emonda slr segafredo

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Check out Trek-Segafredo’s Trek Emonda for 2023

First Published Jan 31, 2023

The Trek-Segafredo men’s and women’s teams will be dividing the vast majority of their time between the Trek Madone SLR aero road bike and this lightweight Trek Émonda SLR in 2023. Let’s take a closer look at the Émonda…

The current Émonda has been around for over two years now – doesn’t time fly? – with Trek calling this incarnation its fastest-climbing bike ever.

> Check out our story from when the current Trek Emonda was launched

The Émonda has always been the lightweight road bike in Trek’s range, but the US brand also focused on aerodynamics in the development of the latest model. 

> Trek releases radical Madone SLR, its “fastest road race bike ever”

The designers say they spent most time working on the front end of the bike – the bar/stem, head tube and down tube – because that’s where you can make most aero gains, testing both with and without a water bottle in place.

Trek says that the flagship Émonda SLR platform is 60 seconds per hour faster than its predecessor on flat roads – in other words, on the older bike it would take you 61 minutes to ride as far as you could in 60 minutes on the newer one – and 18 seconds per hour faster on an 8% gradient (Trek’s notional rider upon which these figures are based is 70kg and puts out 350 watts for the hour). 

Trek says that the Émonda SLR isn’t as aerodynamically efficient as its Madone platform but that it's marginally ahead of the Domane endurance bike.

Using deep-section tubes adds weight over round tubes so the current Émonda SLR that Trek-Segafredo riders use is slightly heavier than the previous model, but the frame still comes in under 700g. The designers say that the slight weight penalty is still worth it for the net gain in speed in most circumstances thanks to improved aero efficiency.

In order to hit its weight, strength and stiffness targets for this bike, Trek says it had to use a new kind of carbon fibre within the layup – which it calls 800 Series OCLV carbon.

Trek isn’t keen on giving away too many secrets but says that from a fibre-type perspective, OCLV 800 is 30% stronger than the material it uses for its OCLV 700.

Trek-Segafredo riders use handlebars, stems, seat posts and saddles from Trek’s in-house Bontrager brand.

The bar and stem are separate units here and the hoses for the hydraulic disc brakes run externally before entering the frame at the top of the head tube.

There are no gear cables or wires to worry about because Trek-Segafredo riders use SRAM Red eTap AXS groupsets with wireless shifting. They also use Quarq SRAM Red AXS Power Meters.

Team riders can choose between 48/35, 50/37, 52/39 and 54/41-tooth chainsets and 10-28 or 10-33 12-speed cassettes.

> Check out our SRAM Red eTap AXS First Ride Review

The wheels are from Bontrager: RSL37, RSL51 or RSL62, depending on the terrain, conditions, and rider preference. The number in the name refers to the rim depth in millimetres. All of these wheels use DT Swiss 240s internals with Ratchet EXP 36-point engagement.

The wheels are fitted with Pirelli P-Zero tyres. The team uses tubeless, clinchers, and tubulars.

The team use Time XPro-10 pedals, Time being a brand that’s now owned by SRAM, and Wahoo Elemnt Bolt and Roam bike computers.

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

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Interesting to see the pro team bikes are sans integrated bars. I know people who have started to get replacement bars from trek after the recall. I decided to keep mine instead of getting the temp replacement but to see the team with a different set up raises eyebrows. 

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It's possible that the reason is that many pros will use 150-170mm stems with narrow bars, it's not worth tooling up to manufacture the whole assembly for that size, which hardly anyone will buy, whereas it's possibly cheaper/easier to do smaller runs of longer stem & narrow bars separately.

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The New Trek Émonda Is Faster Than Ever

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

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

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

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

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

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

.css-1hhr1pq{text-align:center;font-size:1.1875rem;line-height:1.6;font-family:Charter,Charter-roboto,Charter-local,Georgia,Times,Serif;}.css-1hhr1pq em{font-style:italic;font-family:Charter,Charter-styleitalic-roboto,Charter-styleitalic-local,Georgia,Times,Serif;}.css-1hhr1pq strong{font-family:Charter,Charter-weightbold-roboto,Charter-weightbold-local,Georgia,Times,Serif;font-weight:bold;} —Five Cool Details—

Now With Aero

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

Simple Seat Mast

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

Light and Slippery

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

Wide and Threaded

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

A built-in chain watcher prevents unwanted derailments.

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

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

Ride Impressions: Émonda SLR 9 eTap

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

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

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

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

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

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

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

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

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

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

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

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

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

Team Request

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

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

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

Still Light, Now With Aero

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

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

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

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

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

Eight Point One Percent

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

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

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

Computer-Aided Optimization

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

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

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

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

OCLV 800 Carbon

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

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

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

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

Aeolus Bar Stem

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

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

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

Aeolus 37 Wheels

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

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

Surprisingly Rider Friendly

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

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

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

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

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

H1.5 Geometry

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

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

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

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

The new Émonda is a disc brake-only platform.

Project One

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

Trek Émonda SLR 9 eTap

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

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Kenny Elissonde’s Trek Emonda SLR | Trek - Segafredo’s Lightweight Climbing Bike

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Current Trek - Segafredo pro rider and Vuelta a España stage winner Kenny Elissonde is a cult hero in cycling. At just 169cm, he's one of the smallest riders in the peloton, but his attacking style always makes him stand out! We recently got our hands on his awesome Trek Emonda SLR with its special Tokyo 2020 paint job, so here is what sets this pro-bike apart from any other!

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Frame and forks: Trek Emonda SLR Wheels: Bontrager Aeolus RSL37 Disc Tubular Tyres: Pirelli P Zero Tubular SL Groupset: SRAM RED eTap AXS with wireless shifting Brakes: SRAM 160mm (front) / 140mm (rear) disc rotors Chainset: SRAM Carbon 52x39 chainrings Power meter: Quarq (incorporated with chainrings) Cassette: 10x33T Handlebar: Bontrager Aeolus RSL Saddle: Bontrager Verse Pro Pedals: Shimano Dura-Ace R9100 Head unit: Wahoo Roam with K-Edge Out Front Alloy Mount

Bike weight: 6.84 kg Saddle height: 67 cm Reach: 48 cm Handlebar width: 380 mm Stem: 90 mm Crank arms: 170 mm

What do you make of Kenny's Trek Emonda SLR? Let us know in the comments below 👇

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Vincenzo Nibali's Trek Emonda SLR 9 eTap Disc - Gallery

The bike the Italian will use throughout the 2021 season as he targets the Giro d'Italia, Tour de France and Olympic Games

Two years into his Trek-Segafredo contract and Vincenzo Nibali has fully embraced the disc-brake concept after sticking primarily with rim brakes while racing for his previous team, Bahrain-Merida. The Italian has been using the disc-brake-only Trek Émonda SLR since its global launch in June last year but has experienced mixed success on the racing front including a disappointing 2020 Giro d'Italia where he finished 7th, over eight minutes behind winner Tao Geoghegan Hart. 

Nibali opened his 2021 account at the first European stage race of the season, Etoile de Bessèges before bagging more valuable racing miles at UAE Tour as he hopes to reach peak form ahead of the Giro d'Italia , Tour de France and Olympic Games later this year.

As a team, Trek-Segafredo will have access to four bikes throughout the season: the Madone, Domane, SpeedConcept and the Émonda pictured here. Adorned in the team's new signature two-tone colour swatch, Trek-Segafredo Navy Smoke/Viper Red, Nibali's Émonda is constructed from the company's OCLV 800 Series carbon fibre - a higher-modulus carbon-fibre layup that is said to 30 per cent stronger than the OCLV 700 used on the previous model.

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Visually, the bike is garnished in a balanced compendium of graphics ranging from sponsor logos from Pirelli and SRAM to the bikemaker's name emblazoned across the downtube. It certainly is a beautiful machine and follows the contemporary road-bike design cues of cable integration to the max.

At 1.81m tall, Nibali straddles the lines in terms of Trek's recommended bike sizing fit system and has naturally opted to use a 56cm frame owing to the responsive character of the shorter headtube's lower cockpit arrangement - no surprises given his descending ability and extraordinary bike-handling skills.

In terms of build, the Émonda SLR features a full SRAM RED eTap AXS 12-Speed groupset complete with 172.5mm carbon cranks that propel a 52/39T, 10-33T chainset configuration. Braking performance is handled by SRAM's top-of-the-range Red eTap hydraulic brake system which bites down onto 160/140mm front/rear Centreline X Road two-piece rotors. 

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The build differs somewhat from the off-the-shelf version as Nibali is known for being very meticulous when it comes to his setup and component choices. As a result, the stock integrated bar-stem has been ditched in favour of a Bontrager Pro IsoCore VR-CF handlebar (most likely 40cm in width) and a slammed 110mm XXX Blendr stem combo, with satellite shifters neatly integrated into the drop bar tape assembly. In a surprise move the Shark has also elected to use the now-discontinued Bontrager Montrose Pro carbon saddle in place of the standard-issue Aelous Pro perch.

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Representing a change for 2021, Trek-Segafredo has looked to Wahoo to take care of all their GPS and data harvesting needs with Nibali opting for the brand's Elemnt Roam cycling computer. In the current configuration, the bike rolls on deep-section 60mm Bontrager Aeolus XXX 6 Disc tubular wheels shod in 25C Pirelli P-Zero tubular tyres. The 12mm front/rear thru-axles feature removable levers, which make for a clean and integrated aero aesthetic. 

Ancilliary build elements comprise Shimano Dura-Ace PD-R9100 pedals, a brace of Bontrager XXX bottle cages and Enervit-branded Elite Fly bidons.

Click through the gallery above for a closer look at Vincenzo Nibali's Trek Émonda SLR 9 eTap Disc.

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Aaron was the Tech Editor Cyclingnews between July 2019 and June 2022. He was born and raised in South Africa, where he completed his BA honours at the University of Cape Town before embarking on a career in journalism. Throughout this career, Aaron has spent almost two decades writing about bikes, cars, and anything else with wheels. Prior to joining the Cyclingnews team, his experience spanned a stint as Gear & Digital editor of Bicycling magazine, as well as a time at TopCar as Associate Editor. 

Now based in the UK's Surrey Hills, Aaron's life revolves around bikes. He's a competitive racer, Stravaholic, and Zwift enthusiast. He’s twice ridden the Cape Epic, completed the Haute Route Alps, and represented South Africa in the 2022 Zwift eSports World Championships.

Height: 175cm

Weight: 61.5kg

Rides: Cannondale SuperSlice Disc Di2 TT, Cannondale Supersix Evo Dura-Ace Rim, Cannondale Supersix Evo Ultegra Di2 Disc, Trek Procaliber 9.9 MTB 

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Émonda SLR is a stunner. Our lightest road bike, now with additional gains in aerodynamic performance. Whats new? A lot! New aero tube shapes in OCLV 800 carbon, new cable routing, and the new H1.5 geo.

All this paired with our highest end carbon wheels make Émonda SLR the team’s fastest climbing bike. Plus, it’s incredibly fun to ride.

A team favorite? Most definitely. A fan favorite? We’re betting yes.

It's right for you if...

You’re looking for the perfect balance of speed and light weight. If you want to climb, really fast. If you’re looking for a performance upgrade, you can’t go any higher than the  Émonda SLR .

Crazy light. Crazy fast.

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• Rider Notes

2019 Trek Émonda SLR 7 Disc

A carbon frame race bike with high-end components and hydraulic disc brakes.

Manufacturer Price

For This Bike

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Based on frame geometry and build specs.

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

Émonda SLR 7 Disc

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Aug 2020 · James Bracey

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

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

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Mar 2019 · Philippe Tremblay

Sleek looking and smart riding sparkling purple frame makes a strong case to build a dream machine with an aluminium frameset

Oct 2018 · Warren Rossiter

Wonderful in every respect and the price ensures exclusivity. Buy if you want the lightest disc chassis around and you’ve got deep pockets or a lottery win

Beautifully balanced handling, low, low weight

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May 2018 · Matt Wikstrom

Trek recently updated its lightweight racing chassis, the Émonda, with a variety of refinements for 2018, including the addition of a disc-brake version. We had a look at the Émonda SLR Disc when it was launched last year, so for this review, we follow that up with a closer look at the more affordable mid-range […]

Apr 2018 · Manuel Buck, Robin Schmitt, Benjamin Topf

With a weight of just 6.89 kg and the slightly more relaxed H2 geometry, the Trek Émonda SLR 8 Disc Project One is in line to take over the endurance throne. With its “Radioactive Yellow” finish it definitely stands out in our test field – the ultimate Safety-First look. But will it still shine at […]

Feb 2018 · Mat Brett

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

Trek pares down its Émonda SLR race bike, resulting in a super-light frame that still handles wonderfully. Plus, it now is available with disc brakes.

Last updated 20 August Not listed for 1,726 days

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"One of the fiercest climbing bikes available, the new Émonda is even faster thanks to a dose of aero"

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

"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."

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