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

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

The Emonda ALR by the numbers

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

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

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

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

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

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

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

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

Invisible Weld Technology

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

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

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

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

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

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

Off-the-shelf, or build to suit

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

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

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

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

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

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

Bones, shaken

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

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

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

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

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

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

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

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

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

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

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\n\n \n \n \n \n \n\n \n "},{"title":"what will red bull-bora-hansgrohe look like blue kits but no pidcock, van aert for incoming mega-team","url":"https:\/\/velo.outsideonline.com\/road\/road-racing\/what-will-red-bull-bora-hansgrohe-look-like-blue-kits-but-no-pidcock-van-aert-for-incoming-mega-team\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/what-will-red-bull-bora-hansgrohe-look-like-blue-kits-but-no-pidcock-van-aert-for-incoming-mega-team\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"what will red bull-bora-hansgrohe look like blue kits but no pidcock, van aert for incoming mega-team\"}}\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\/what-will-red-bull-bora-hansgrohe-look-like-blue-kits-but-no-pidcock-van-aert-for-incoming-mega-team\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"what will red bull-bora-hansgrohe look like blue kits but no pidcock, van aert for incoming mega-team\"}}\u0027>\n what will red bull-bora-hansgrohe look like blue kits but no pidcock, van aert for incoming mega-team\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"f1 driver valtteri bottas spotted riding an unreleased canyon road bike","url":"https:\/\/velo.outsideonline.com\/road\/road-gear\/f1-driver-valtteri-bottas-spotted-riding-an-unreleased-canyon-road-bike\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-gear\/f1-driver-valtteri-bottas-spotted-riding-an-unreleased-canyon-road-bike\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"f1 driver valtteri bottas spotted riding an unreleased canyon road bike\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-gear\/f1-driver-valtteri-bottas-spotted-riding-an-unreleased-canyon-road-bike\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"f1 driver valtteri bottas spotted riding an unreleased canyon road bike\"}}\u0027>\n f1 driver valtteri bottas spotted riding an unreleased canyon road bike\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"crit\u00e9rium du dauphin\u00e9 stage 3: derek gee dazzles with first worldtour win, nabs race lead","url":"https:\/\/velo.outsideonline.com\/road\/road-racing\/criterium-du-dauphine-stage-3-results-report\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/criterium-du-dauphine-stage-3-results-report\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"crit\u00e9rium du dauphin\u00e9 stage 3: derek gee dazzles with first worldtour win, nabs race lead\"}}\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-3-results-report\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"crit\u00e9rium du dauphin\u00e9 stage 3: derek gee dazzles with first worldtour win, nabs race lead\"}}\u0027>\n crit\u00e9rium du dauphin\u00e9 stage 3: derek gee dazzles with first worldtour win, nabs race lead\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"\u2018we are going to stick with road racing\u2019: bad luck undoes matej mohori\u010d in unbound gravel","url":"https:\/\/velo.outsideonline.com\/gravel\/gravel-racing\/we-are-going-to-stick-with-road-racing-bad-luck-undoes-matej-mohoric-in-unbound-gravel\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/gravel\/gravel-racing\/we-are-going-to-stick-with-road-racing-bad-luck-undoes-matej-mohoric-in-unbound-gravel\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"\u2018we are going to stick with road racing\u2019: bad luck undoes matej mohori\u010d in 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\/we-are-going-to-stick-with-road-racing-bad-luck-undoes-matej-mohoric-in-unbound-gravel\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"\u2018we are going to stick with road racing\u2019: bad luck undoes matej mohori\u010d in unbound gravel\"}}\u0027>\n \u2018we are going to stick with road racing\u2019: bad luck undoes matej mohori\u010d in unbound gravel\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"crit\u00e9rium du dauphin\u00e9 stage 2: magnus cort outmuscles rogli\u010d, jorgenson in uphill sprint","url":"https:\/\/velo.outsideonline.com\/road\/road-racing\/criterium-du-dauphine-stage-2-results-and-report\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/criterium-du-dauphine-stage-2-results-and-report\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"crit\u00e9rium du dauphin\u00e9 stage 2: magnus cort outmuscles rogli\u010d, jorgenson in uphill sprint\"}}\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-2-results-and-report\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"crit\u00e9rium du dauphin\u00e9 stage 2: magnus cort outmuscles rogli\u010d, jorgenson in uphill sprint\"}}\u0027>\n crit\u00e9rium du dauphin\u00e9 stage 2: magnus cort outmuscles rogli\u010d, jorgenson in uphill sprint\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"notebook: inside visma\u0027s mad tour de france scramble, jorgenson\u2019s big gc chance, quinn\u2019s funky us jersey","url":"https:\/\/velo.outsideonline.com\/news\/inside-vismas-tour-de-france-mad-scramble-jorgensons-big-gc-chance-quinns-funky-us-jersey\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/news\/inside-vismas-tour-de-france-mad-scramble-jorgensons-big-gc-chance-quinns-funky-us-jersey\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"notebook: inside visma\u0027s mad tour de france scramble, jorgenson\u2019s big gc chance, quinn\u2019s funky us jersey\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/news\/inside-vismas-tour-de-france-mad-scramble-jorgensons-big-gc-chance-quinns-funky-us-jersey\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"notebook: inside visma\u0027s mad tour de france scramble, jorgenson\u2019s big gc chance, quinn\u2019s funky us jersey\"}}\u0027>\n notebook: inside visma\u0027s mad tour de france scramble, jorgenson\u2019s big gc chance, quinn\u2019s funky us jersey\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"velo\u0027s 2024 unbound gravel elite race predictions","url":"https:\/\/velo.outsideonline.com\/gravel\/gravel-racing\/2024-unbound-gravel-elite-race-predictions\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/gravel\/gravel-racing\/2024-unbound-gravel-elite-race-predictions\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"velo\u0027s 2024 unbound gravel elite race predictions\"}}\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\/2024-unbound-gravel-elite-race-predictions\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"velo\u0027s 2024 unbound gravel elite race predictions\"}}\u0027>\n velo\u0027s 2024 unbound gravel elite race predictions\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": 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Trek's latest aluminium Émonda ALR is lighter and racier than before

Trek says that new Émonda ALR is ‘affordable, ultra-lightweight and faster than ever

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Trek has today launched a brand new version of the aluminium Émonda ALR. The third iteration of the the aluminium version of the Émonda, which Trek reckons to be the “highest-value road race bike in the line-up”. Trek has made and number of changes to Émonda - it has shaved off weight, hidden cables, added aero features, altered the geometry and switched bottom bracket standards

It claims that it designed the Émonda ALR in order to help riders "fly up climbs, across flats and through the finish line.” Trek says that the frameset on the new ALR is “lighter than ever before,” - the painted frame set is 1257g, while the carbon-fiber fork is 406g for a claimed frameset weight of 1,663grams.  That's a saving of around 250g on the previous model. 

As for complete bikes, the Shimano 105 Di2 equipped Émonda ALR6 is listed at 8.80 kg / 19.41 lbs while the mechanical 105 ALR5 comes in at 9.00 kg / 19.85 lbs.

An additional change from the outgoing bike is the update to the Émonda ALR’s geometry. The previous design utilised the brands H2 fit, while the new bike opts for the more race focused H1.5 fit.   

If you’re on the market for a new machine, and you’re considering an Émonda, the codes used by Trek may seem daunting. However, we can help clear that up for you. Trek’s carbon Emonda SL currently uses the H2 fit, while the race ready SLR frame that WorldTour team Trek-Segafredo uses is available as an H1 fit. 

Therefore the new Émonda ALR sits nicely between both fits, and is available as a solid compromise between the two.

The Émonda ALR5 is nicely colourful

Compared to the outgoing Émonda ALR, riders can also expect a lower headtube by approximately 1.9 cm - dependent on the size you opt for - which makes for a more direct feeling front end, and helps the rider in being able to adopt slightly more aerodynamic positions. 

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The new Émonda also gets new aero profiles on the frame along with integrated cabling. When comparing the framesets between the old and new generation of the bike, it’s soon evident that the new model is a lot more race focused, with straighter, clean lines and pointier angles.

Finally, by swapping out the previous press fit bottom bracket in favour of a threaded T47 unit Trek says that riders can "say goodbye to creaks". The Émonda ALR5 is available for £2,325/$2,300 and the ALR6 is £3150. The frameset is available for £1300/$1200.

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Tom has been writing for Cycling Weekly since 2022 and his news stories, rider interviews and features appear both online and in the magazine. 

Since joining the team, he has reported from some of professional cycling's biggest races and events including the Tour de France and the World Championships in Glasgow. He has also covered races elsewhere across the world. 

As well as on the ground reporting, Tom writes race reports from the men's and women's WorldTour and helps with coverage of UK domestic cycling. 

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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

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

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.

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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

Needs a 10 year driving ban (and front-page condemnation in all the MSM), as do all those selfish fuckers. And immediately prison time if caught...

So, just after the evidence comes out showing that 20mph limits reduce casualties, the Conservatives announce that they will ban them if elected....

I'm giving this post 3 stars as the driver got away after 20 minutes. 

Reminds me of the Vesta meals from the 70s

That's why I'd much rather have a transcript as you can skip any boring bits and read at whatever speed you prefer.

"Drivers" would be my caption - it was called something like "the nature of life" on my FB feed. 

That's why, when I'm walking or riding, I accidentally kick over cyclists dismount signs.

That's a lot of money for cupping your lower fat pads

Also, plenty of military sites wouldn't be enthused about the public wandering around to see where their tax money is being spent.

Exactly what previous generations said about television, rock 'n' roll music, the wireless…there were probably cavemen back in the Stone Age...

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Trek Releases New Aluminum Émonda

Lightweight climbing prowess can be yours at eyebrow-raising prices

The company says that the Émonda ALR is one of the lightest aluminum race bikes out there, claiming that it's even lighter than the similarly Ultegra-spec’d Specialized Allez Comp and Cannondale CAAD10 . To accomplish this, Trek used a new welding process it calls “Invisible Weld,” which it says uses less material while strengthening the bonds between the tubes, allowing designers to minimize the weight of the frames. Claimed frameset weight is 1,408 grams—1,050 grams for a 56cm unpainted frame (the carbon Émonda SLR raced by the pros weighs 700 grams claimed), and 358g for the carbon fork. Claimed weight on a complete Émonda ALR 5 with Shimano 105 is 18.8 pounds; the ALR 6 with Ultegra 6800 weighs 17.3 pounds. At $1,760 for the ALR 5 and $2,250 for the 6, these are definitely respectably light bikes for the price—especially when you get Ultegra on the latter.

      Related Video: 2015 Trek Émonda

The Émonda ALR will eventually come in six builds, starting with the ALR 4 spec’d with Tiagra, and including versions with Dura-Ace Di2 or SRAM Red; but for now, just the ALR 5 and 6 models are available, as well as a frameset ($990). As with the carbon Émonda line, all groups are complete, meaning that the ALR 5 sports Shimano 105 across the board: chain, cassette, brakes, derailleur, etc. All the ALR bikes feature size-specific tubes, to target a similar ride quality across frame sizes. Carbon forks provide some additional front-end stiffness, compliance, and weight savings.

Gloria Liu is a freelance journalist in northern California. 

.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);} Road Bikes

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• Rider Notes

2021 Trek Émonda ALR 4

An aluminum frame race bike with mid-range components and hydraulic disc brakes.

Manufacturer Price

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

Émonda ALR 4

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Last updated 16 April Not listed for 1,144 days

• Émonda ALR 5

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Trek Émonda ALR 5 review

The new alloy Émonda remains a great alternative to carbon

Simon von Bromley / Our Media

Simon von Bromley

Smooth ride quality; confident handling; easily customisable; Shimano 105 groupset continues to impress; wide range of sizes

Low-end tyres slow the bike down; uninspiring wheels

The Trek Émonda ALR is the American brand’s take on the premium aluminium race bike.

Now in its third generation, the Émonda ALR takes the recipe of the 2021 Trek Émonda but substitutes carbon fibre for aluminium.

This helps cut cost significantly, but (as we’ll come to later) doesn’t noticeably impact performance much.

The Trek Émonda ALR 5 (£2,325/$2,300) is the base model in the 2023 Trek Émonda ALR range, offering a suite of relatively affordable components alongside a frameset and groupset worthy of future upgrades.

As with most bikes at this price point, not every stock part sparkles, but the Émonda ALR 5 nevertheless impresses as an alternative to identikit carbon race bikes .

Trek Émonda ALR 5 frameset

As with the latest Specialized Allez Sprint , the updated aluminium frameset is the headline act on the Émonda ALR.

Like its carbon sibling, it features a mix of round tubing and truncated aerofoil – or ' Kammtail' – shapes.

The frame is constructed from Trek’s 'ultra-light' 300 Series Alpha aluminium, while the fork is made from carbon fibre.

Trek says a painted, size-56cm Émonda ALR frame weighs 1,257g, while the fork is said to weigh 406g.

That’s just 34g heavier than Trek’s Émonda SL carbon frameset (£2,950), which uses Trek’s second-tier carbon layup (Ultralight 500 Series OCLV Carbon) and has a claimed weight of 1,245g and 384g for the fork.

If you wanted to drop any serious weight from the frame, you’d need to step up to the Émonda SLR frameset (£4,900), which features a 760g frame and 381g fork.

The Émonda ALR frame is built using Trek’s ‘Invisible Weld Technology’, which (as the name suggests) helps hide the tube joints for a more seamless look.

Those at the rear dropouts aside, the resulting welds are certainly less prominent than those on the Allez Sprint or Cannondale CAAD13 .

The new Émonda ALR frameset also uses a T47 threaded bottom bracket .

Improved aerodynamics

At the front end of the frameset, Trek has adopted an integrated cable-routing solution similar to that on the Allez Sprint and Cervélo Soloist .

This sees the gear cables and brake hoses route externally of the handlebar and stem, and enter the frame through a slotted headset top cap.

This and the aero tubing are claimed to improve the aerodynamic efficiency of the Émonda ALR compared to its predecessor, although Trek doesn’t offer any specific figures to quantify this.

Though I’d prefer Trek to be up-front about the magnitude (or otherwise) of any potential performance boost, I suspect most prospective buyers won’t be overly fussed.

The Émonda ALR isn’t attempting to compete with the best aero road bikes , and the cables and hoses have likely been hidden for aesthetic reasons as much as performance ones.

As I’ve explored before, the performance gains from fully internal cable routing are fairly small and the downsides (such as more complex headset servicing ) can be irritating.

This style of solution does at least allow for a wide range of easy adjustments for bike fit purposes, though, and there’s no denying it lends the bike a premium, modern look.

In fact, it was notable how many admiring comments the Émonda ALR 5 attracted during testing, from cyclists and non-cyclists alike.

While the ‘Azure to Living Coral Fade’ paintjob wouldn’t be my first choice, if you like getting attention for having a 'cool bike', it would seem this is a solid option.

What about mudguards?

One notable omission from the Émonda ALR is mounting points for mudguards or fenders .

While dry-bottom obsessed riders, such as my friend and colleague Jack Luke , have cried foul and made their misgivings on this subject clear, I’m not sure it’s a huge loss.

It’s true that tastefully hidden mounts, such as those on the Trek Domane SLR , don’t add much weight or detract from a bike’s looks when not in use.

However, it’s also fair to say the Émonda ALR (like the Allez Sprint) is intended to be a race bike and – for better or worse – most road racing bikes don’t have mudguard mounts these days.

In any case, if you want an aluminium road bike for year-round riding, Trek also offers the Domane AL , which has a plethora of mounts available for mudguards, extra bottles and more.

Trek Émonda ALR 5 geometry and handling

The Trek Émonda ALR 5 adopts the same H1.5 geometry featured on the latest carbon Émonda and Trek Madone SLR .

This sits in the middle of Trek’s previous pro-style H1 and more relaxed H2 fit geometries. It means most riders should be able to customise the front end to get their preferred fit – whether that’s long and slammed or shorter and more upright.

In terms of its overall aggressiveness, the Émonda ALR sits between the Allez Sprint and CAAD13.

With 391mm of reach and 563mm of stack on my size-56cm test bike, it’s a little higher and shorter than an equivalently sized Allez Sprint.

While the head tube angle is shared with the Allez Sprint at 73.5 degrees, the Émonda ALR has 3mm more fork trail, which slows down the handling slightly.

Overall, the Émonda ALR’s handling still feels light and nimble, though just a touch more mellow than the Allez Sprint’s.

It’s also notable that the Émonda ALR frameset is available in eight sizes, from 47 to 62cm, compared to six sizes (from 49 to 61cm) for the Allez Sprint.

Trek Émonda ALR 5 build

As with most bikes at this price, the Émonda ALR 5’s build is somewhat of a mixed bag.

Trek has wisely specced Shimano 105 R7000 , the Japanese brand’s highly rated 11-speed workhorse groupset.

You get climbing-friendly 50/34-tooth chainrings up front, paired with a short-cage rear derailleur and an 11-30 tooth cassette.

Finishing kit is by Bontrager (Trek’s in-house wheel and component brand), in the form of a basic aluminium seatpost, stem and set of round handlebars.

While it lacks a posh carbon seatpost, the use of a round, 27.2mm post means aftermarket upgrade options are plentiful.

It’s the same story up front – no surprises or odd standards, just a 1-1/8in steerer and a 31.8mm handlebar clamp.

In an era when the use of proprietary parts on road bikes seems to be ever increasing, such simplicity and wide-ranging compatibility feels like a breath of fresh air.

In terms of wheels and tyres, Trek has specced a set of basic Bontrager alloy wheels paired with 700x25c Bontrager R1 Hard-Case Lite clincher tyres.

While the alloy Bontrager hubs and round spokes are fairly run of the mill, the Bontrager Paradigm SL rims are at least tubeless-ready and have a healthily wide, 21mm internal rim width . This helps plump the tyres up to around 28.5mm at 70psi/4.8 bar.

Trek Émonda ALR 5 ride impressions

Out on the road, the Émonda ALR 5 is an easy bike to get along with.

It has a marginally more relaxed personality than the Allez Sprint, but for many this will be a plus (the Allez Sprint is very racy).

Like that bike, though, the Émonda ALR belies its 9.04kg weight, feeling quick to respond to inputs and generally easy to manoeuvre.

Shimano’s 105 R7000 groupset remains as impressive as ever. Shifts are slick and fast at both ends, with excellent braking.

Unsurprisingly, the low-end Bontrager tyres disappoint compared to the best road bike tyres currently available, and make the bike feel sluggish when trying to ride fast. Upgrading these alone would likely do wonders for the whole package.

The Bontrager finishing kit is nothing flashy, but it all does the job and can be replaced easily if you have particular tastes or bike fit requirements.

The only part I didn’t get on with was the Bontrager Verse Comp saddle. It has a lot more padding than I’m used to and I quickly swapped it out for something firmer and shorter (a Giant Fleet SL).

It’s a shame Trek didn’t spec the excellent Bontrager Aeolus saddle, versions of which come with higher-end Émonda and Madone builds, but that’s a minor gripe.

The ride quality is also impressive, especially at the rear end.

While dropped seatstays and carbon seatposts are often lauded for their comfort-enhancing properties, the Émonda ALR manages to achieve a smooth ride without either.

The front end, with its stiff carbon fork and basic alloy bars, is firmer. Careful adjustment of the tyre pressures went a long way to mitigating this, though.

The Émonda ALRs tyre clearance is officially capped at 28mm, as on the previous version , but in practice there’s ample room for more.

Trek Émonda ALR 5 bottom line

The Trek Émonda ALR 5 joins an increasing number of high-quality aluminium road bikes.

Despite its alloy construction, it’s only marginally heavier than the mid-tier carbon Émonda and offers an appealing mix of classic looks and modern tech.

Likewise, if you want a road racing bike with Trek on the down tube, then the Émonda ALR is one of the cheapest entry points and it doesn’t disappoint in terms of performance.

Hitting this price inevitably means compromises in the build, but (tyres aside) everything does a respectable job, and – best of all – can be easily customised to suit your personal tastes.

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Gagarin Cup Preview: Atlant vs. Salavat Yulaev

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Gagarin cup (khl) finals:  atlant moscow oblast vs. salavat yulaev ufa.

Much like the Elitserien Finals, we have a bit of an offense vs. defense match-up in this league Final.  While Ufa let their star top line of Alexander Radulov, Patrick Thoresen and Igor Grigorenko loose on the KHL's Western Conference, Mytischi played a more conservative style, relying on veterans such as former NHLers Jan Bulis, Oleg Petrov, and Jaroslav Obsut.  Just reaching the Finals is a testament to Atlant's disciplined style of play, as they had to knock off much more high profile teams from Yaroslavl and St. Petersburg to do so.  But while they did finish 8th in the league in points, they haven't seen the likes of Ufa, who finished 2nd. 

This series will be a challenge for the underdog, because unlike some of the other KHL teams, Ufa's top players are generally younger and in their prime.  Only Proshkin amongst regular blueliners is over 30, with the work being shared by Kirill Koltsov (28), Andrei Kuteikin (26), Miroslav Blatak (28), Maxim Kondratiev (28) and Dmitri Kalinin (30).  Oleg Tverdovsky hasn't played a lot in the playoffs to date.  Up front, while led by a fairly young top line (24-27), Ufa does have a lot of veterans in support roles:  Vyacheslav Kozlov , Viktor Kozlov , Vladimir Antipov, Sergei Zinovyev and Petr Schastlivy are all over 30.  In fact, the names of all their forwards are familiar to international and NHL fans:  Robert Nilsson , Alexander Svitov, Oleg Saprykin and Jakub Klepis round out the group, all former NHL players.

For Atlant, their veteran roster, with only one of their top six D under the age of 30 (and no top forwards under 30, either), this might be their one shot at a championship.  The team has never won either a Russian Superleague title or the Gagarin Cup, and for players like former NHLer Oleg Petrov, this is probably the last shot at the KHL's top prize.  The team got three extra days rest by winning their Conference Final in six games, and they probably needed to use it.  Atlant does have younger regulars on their roster, but they generally only play a few shifts per game, if that. 

The low event style of game for Atlant probably suits them well, but I don't know how they can manage to keep up against Ufa's speed, skill, and depth.  There is no advantage to be seen in goal, with Erik Ersberg and Konstantin Barulin posting almost identical numbers, and even in terms of recent playoff experience Ufa has them beat.  Luckily for Atlant, Ufa isn't that far away from the Moscow region, so travel shouldn't play a major role. 

I'm predicting that Ufa, winners of the last Superleague title back in 2008, will become the second team to win the Gagarin Cup, and will prevail in five games.  They have a seriously well built team that would honestly compete in the NHL.  They represent the potential of the league, while Atlant represents closer to the reality, as a team full of players who played themselves out of the NHL. 

• Atlant @ Ufa, Friday Apr 8 (3:00 PM CET/10:00 PM EST)
• Atlant @ Ufa, Sunday Apr 10 (1:00 PM CET/8:00 AM EST)
• Ufa @ Atlant, Tuesday Apr 12 (5:30 PM CET/12:30 PM EST)
• Ufa @ Atlant, Thursday Apr 14 (5:30 PM CET/12:30 PM EST)

Games 5-7 are as yet unscheduled, but every second day is the KHL standard, so expect Game 5 to be on Saturday, like an early start. 

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635th Anti-Aircraft Missile Regiment

635-й зенитно-ракетный полк

Military Unit: 86646

Activated 1953 in Stepanshchino, Moscow Oblast - initially as the 1945th Anti-Aircraft Artillery Regiment for Special Use and from 1955 as the 635th Anti-Aircraft Missile Regiment for Special Use.

1953 to 1984 equipped with 60 S-25 (SA-1) launchers:

• Launch area: 55 15 43N, 38 32 13E (US designation: Moscow SAM site E14-1)
• Support area: 55 16 50N, 38 32 28E
• Guidance area: 55 16 31N, 38 30 38E

1984 converted to the S-300PT (SA-10) with three independent battalions:

• 1st independent Anti-Aircraft Missile Battalion (Bessonovo, Moscow Oblast) - 55 09 34N, 38 22 26E
• 2nd independent Anti-Aircraft Missile Battalion and HQ (Stepanshchino, Moscow Oblast) - 55 15 31N, 38 32 23E
• 3rd independent Anti-Aircraft Missile Battalion (Shcherbovo, Moscow Oblast) - 55 22 32N, 38 43 33E

Disbanded 1.5.98.

Subordination:

• 1st Special Air Defence Corps , 1953 - 1.6.88
• 86th Air Defence Division , 1.6.88 - 1.10.94
• 86th Air Defence Brigade , 1.10.94 - 1.10.95
• 86th Air Defence Division , 1.10.95 - 1.5.98

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Savvino-storozhevsky monastery and museum.

Zvenigorod's most famous sight is the Savvino-Storozhevsky Monastery, which was founded in 1398 by the monk Savva from the Troitse-Sergieva Lavra, at the invitation and with the support of Prince Yury Dmitrievich of Zvenigorod. Savva was later canonised as St Sabbas (Savva) of Storozhev. The monastery late flourished under the reign of Tsar Alexis, who chose the monastery as his family church and often went on pilgrimage there and made lots of donations to it. Most of the monastery’s buildings date from this time. The monastery is heavily fortified with thick walls and six towers, the most impressive of which is the Krasny Tower which also serves as the eastern entrance. The monastery was closed in 1918 and only reopened in 1995. In 1998 Patriarch Alexius II took part in a service to return the relics of St Sabbas to the monastery. Today the monastery has the status of a stauropegic monastery, which is second in status to a lavra. In addition to being a working monastery, it also holds the Zvenigorod Historical, Architectural and Art Museum.

Belfry and Neighbouring Churches

Located near the main entrance is the monastery's belfry which is perhaps the calling card of the monastery due to its uniqueness. It was built in the 1650s and the St Sergius of Radonezh’s Church was opened on the middle tier in the mid-17th century, although it was originally dedicated to the Trinity. The belfry's 35-tonne Great Bladgovestny Bell fell in 1941 and was only restored and returned in 2003. Attached to the belfry is a large refectory and the Transfiguration Church, both of which were built on the orders of Tsar Alexis in the 1650s.  

To the left of the belfry is another, smaller, refectory which is attached to the Trinity Gate-Church, which was also constructed in the 1650s on the orders of Tsar Alexis who made it his own family church. The church is elaborately decorated with colourful trims and underneath the archway is a beautiful 19th century fresco.

Nativity of Virgin Mary Cathedral

The Nativity of Virgin Mary Cathedral is the oldest building in the monastery and among the oldest buildings in the Moscow Region. It was built between 1404 and 1405 during the lifetime of St Sabbas and using the funds of Prince Yury of Zvenigorod. The white-stone cathedral is a standard four-pillar design with a single golden dome. After the death of St Sabbas he was interred in the cathedral and a new altar dedicated to him was added.

Under the reign of Tsar Alexis the cathedral was decorated with frescoes by Stepan Ryazanets, some of which remain today. Tsar Alexis also presented the cathedral with a five-tier iconostasis, the top row of icons have been preserved.

Tsaritsa's Chambers

The Nativity of Virgin Mary Cathedral is located between the Tsaritsa's Chambers of the left and the Palace of Tsar Alexis on the right. The Tsaritsa's Chambers were built in the mid-17th century for the wife of Tsar Alexey - Tsaritsa Maria Ilinichna Miloskavskaya. The design of the building is influenced by the ancient Russian architectural style. Is prettier than the Tsar's chambers opposite, being red in colour with elaborately decorated window frames and entrance.

At present the Tsaritsa's Chambers houses the Zvenigorod Historical, Architectural and Art Museum. Among its displays is an accurate recreation of the interior of a noble lady's chambers including furniture, decorations and a decorated tiled oven, and an exhibition on the history of Zvenigorod and the monastery.

Palace of Tsar Alexis

The Palace of Tsar Alexis was built in the 1650s and is now one of the best surviving examples of non-religious architecture of that era. It was built especially for Tsar Alexis who often visited the monastery on religious pilgrimages. Its most striking feature is its pretty row of nine chimney spouts which resemble towers.

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