difference between trek emonda sl and slr

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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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Trek Emonda SL vs Trek Emonda SLR

dstev55 wrote: Completely up to you. You obviously know the technical differences so only you can decide whether it's worth the extra outlay. I'd personally always go for the best frame I could afford.

w00dster wrote: As someone who has had both my preference was the SLR. You can always upgrade groupset at a later date. The SLR is a stiff frame, I found it doesn’t soak up road buzz, but it’s just such a fun frame to ride. I really enjoyed mine, it felt light and fast, I don’t think it is noticeably faster than the SL, but it just felt more lively. If you got the SL do you think you may always wonder how good the SLR could be?

MazPt wrote: But is the difference really noticeable?

smithy21 wrote: He's right you know.

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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

Émonda SLR 9

(descending)

Based on build material and quality level of the frame, fork, wheelset, groupset, suspension system, and more.

Émonda SL 6 Pro Ridden and Reviewed

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

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

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

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

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

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

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

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

Initial impressions

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

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

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

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

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

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

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

Ride impressions after 4 rides

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

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

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

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

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

Upgrade pOTENTIAL

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

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

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

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

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

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

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

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

words and pictures by Barry Scott

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

Ultralight and Aero - the new Trek Émonda

Trek have unveiled their new generation Émonda, bringing all the climb-focused light weight you'd expect (sub-700g for the SLR frame) together with new aero benefits. We've...

New Project One ICON paint schemes

Trek's Project One programme offers a world of custom colour options. They've marked the launch of the new Émonda with some very special editions in their ICON series.

All New Trek Domane

Trek have unveiled a very fresh take on their ever-popular Domane, with an all new design for the 2020 model year.

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2021 Trek road bikes - explore the complete range with our guide

Updated february 24, 2021.

While the US firm has a huge range that covers virtually all areas of cycling, Trek road bikes fall into three families: Madone, Emonda and Domane. There are also the Checkpoint gravel bikes and a couple of cyclocross models.

Madone has an emphasis on aerodynamic efficiency, Emonda is all about lightweight, Domane has a focus on comfort and ride quality and Checkpoint (disappointingly not Daemon to keep with the anagram theme) is for dirt roads and mixed-surface riding. There are many models at different price points within each of those categories.

Here are the highlights of the range available to UK consumers.

The Emonda (pronounced eh-mon-dah) is the lightweight Trek road bike and the carbon-fibre Emonda SLR and Emonda SL frames have had huge updates for the 2021 model year, whereas the aluminium Emonda ALR is unchanged.

The carbon-fibre Emondas are disc brake only platforms. You can still buy an Emonda ALR frameset that takes rim brakes, but complete bikes are disc brake only.

Back in June 2020, Trek announced new versions of both the Emonda SLR and the Emonda SL, adding features designed to improve aerodynamics for the first time, including tube profiles shaped to reduce drag.

Check out our news story on the launch of the new Trek Emonda SLR range here

The top-level Emonda SLR has a frame that weighs a claimed 698g, made from a new material that Trek calls OCLV 800 Series. The brand says that the Emonda SLR is 60 seconds per hour faster than its predecessor on flat roads, and 18 seconds per hour faster going up an 8% gradient (get details on those claims in our news story).

All of the Emonda SLR and Emonda SL bikes are now built to Trek’s H1.5 geometry, which is designed to be efficient while remaining accessible and comfortable for most riders.

New Bontrager Aeolus wheels and a one-piece Aeolus RSL VR-C handlebar/stem are central to the range.

Previous Emondas featured Trek's BB90 bottom bracket system with the bearings pressed into the BB shell, but all the new Emonda SLR and SL models use T47, which is a threaded design that the brand already uses on its Domanes.

The Emonda SL and SLR bikes have clearance for 700c x 28mm tyres.

There are five Trek Emonda SLRs in the 2021 range, starting with the Shimano Ultegra-equipped Emonda SLR 6 (£6,000, above).

The two top models in the Emonda SLR range, each at £10,700. The Emonda SLR 9 (above) is equipped with Shimano Dura-Ace components while the Emonda SLR 9 eTap has SRAM’s Red eTap AXS groups.

Buy if: You’re after a fast road bike with a focus on light weight… and now aerodynamic efficiency too.

The Emonda SL is identical to the Emonda SLR from a frame shape perspective; it uses the same tube profiles and the same geometry, the only difference being the composite used. Whereas the SLR uses 800 Series OCLV Carbon, the SL features 500 Series.

Reviewed: Trek Emonda SL 6 Pro 2021

This makes a significant difference to weight: the Emonda SL's frame is 1,142g and the fork is 380g – a total of 459g heavier overall.

The Emonda SL bikes also use a separate handlebar and stem rather than the one-piece Aelous RSL VR-C handlebar/stem.

There are five Trek Emonda SLs for 2021, ranging from the £2,500 Emonda SL 5 – with a mid-range Shimano 105 groupset – to £5,800 for the Emonda SL 7 eTap – that’s SRAM Force eTap AXS.

When we reviewed the £3,700 Trek Emonda SL 6 Pro (above) here on road.cc we said, “the latest iteration of the Trek Émonda focuses on aerodynamics more than ever before, which makes this SL 6 Pro one very quick and efficient road bike. The stiff frameset offers a firm yet fun ride, while the component choice keeps the weight down to exploit that stiffness on the climbs. It's a very good all-round package.

Read our Trek Emonda SL 6 Pro review

All of the SRAM-equipped Emonda SL and Emonda SLRs are fitted with Quarq power meters.

Buy if: You’re interested in a quick, lightweight road bike with the aero efficiency of the Emonda SLR at a lower price.

The Emonda ALR frame is among the very best aluminium options out there at the moment. Although the frameset is available in a rim brake version, complete bikes are disc brake only. Each of them gets a full-carbon fork.

There are thee rim brake Emonda ALR bikes in the range, each based on the same 300 Series Alpha Aluminium frame with virtually invisible welds and a tapered head tube that helps to provide accurate steering.

The Emonda ALR 4 is the cheapest model at £1,600. This gets you a Shimano Tiagra groupset with virtually everything else coming from Bontrager.

If you can afford more, the £2,000 Emonda ALR 5 is tempting with its Shimano 105 groupset. That looks a great buy.

When we reviewed a previous version of this bike we said, “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.”

Read our review of the Trek Emonda ALR 5

The Emonda ALR 6 (£2,450, above) shares the same frame, built up with Shimano’s second tier Ultegra groupset components.

Buy if: You want one of the best lightweight aluminium road bikes out there.

The Madone (pronounced mad-own) is a long-standing Trek road bike, although it has changed massively over the years. These days all of the Madones are high-end; you can’t get a complete bike for less than £4,600. They all use disc brakes (although you can still get your hands on a rim brake Madone SLR frameset).

The Madone range had a major redesign for the 2019 model year with the introduction of the top-end SLR models and a slightly more accessible SL version. That structure remains the same today.

Madones feature Trek’s adjustable IsoSpeed, a design that “maintains the diamond-shaped frameset geometry but ‘decouples’ the seat tube from the top tube, allowing the seat tube to flex with the forces of the road” (Trek’s words). The idea is that it smooths the ride, adding comfort and reducing fatigue.

The 2021 Madone SLR switches to Trek’s new OCLV 800 carbon material and layup, saving a claimed 80g over the OCLV 700 carbon used previously. Trek has also switched the Madone to the T47 threaded bottom bracket standard.

Find out about the changes has made to the Madone for 2021

The least expensive model is the Trek Madone SLR 6 at £6,900. It uses a Shimano Ultegra groupset and Bontrager’s 50mm deep Aeolus Pro 5 wheels.

The Madone SLR 7 (£8,250) takes you up to the electronic version of Shimano Ultegra while the Madone SLR comes with top-level Shimano Dura-Ace Di2 – but it’ll set you back £12,500.

There are two SRAM-equipped Madone SLRs. The Madone SLR 7 eTap (£9,050) has a Force eTap AXS groupset while the Madone SLR 9 eTap (£13,250, above) is fitted with top-level Red components.

Buy if: You want a top-level race bike and you have a lot of money to spend.

The Madone SL also offers adjustable top tube IsoSpeed although the frame is made using Trek’s OCLV 500 carbon fibre which is said to be a little heavier and less stiff than OCLV 800.

Whereas the Madone SLRs use aero handlebar and stem systems with internal cabling, the SLs are fitted with standard bars and stems with the cables running externally before entering the top of the head tube.

The Madone SL 6 (£4,600, above) is fitted with Shimano Ultegra components while the Madone SL 7 (£6,000) gets Shimano Ultegra Di2 electronic shifting.

The Madone SL 7 eTap is the most expensive model in the range at £6,600. This gets you a SRAM Force eTap AXS wireless shifting and a Quarq power meter

Buy if: You’re looking for a proven aero road bike that offers a smooth ride.

Trek broke new ground when introducing its IsoSpeed decoupler on the Domane (pronounced dough-mar-nay) endurance road bike back in 2012. Essentially, it’s a design that allows the seat tube to pivot relative to the top tube and seatstays, so the saddle can move downwards (and a little backwards), providing more give and adding comfort to the ride.

Then Trek introduced a front IsoSpeed system to some of its models in 2016 to increase comfort and control, and added adjustment to the rear IsoSpeed decoupler.

The Domane SLR features both adjustable rear IsoSpeed with the spring lever sitting under the top tube and front IsoSpeed.

“Front IsoSpeed, located at the top of the headset, is captured in a rocker cup similar to rear IsoSpeed,” says Trek. “This allows the flex of the steerer tube, providing additional compliance at the front of a bike. The rocker cup of the upper steerer has zero lateral movement, allowing the bike to steer and handle with precision.”

Find out more about the Trek Domane SLRs here

The Domane SLR is made from 700 Series OCLV carbon and Trek says that aero improvements over the previous model will save you the 12W at 25mph. The cables enter the frame behind the steerer to keep them out of the wind as much as possible.

Trek offers IsoCore bars, which feature an elastomer in the bar itself, and IsoZone kits which use gel/EVA padding under the bar tape.

The Domane SLR has a removable plate where the bottle cage sits; flip a lever and you can access space inside the tube. The cover has a multitool slot, and Trek also offers a tool roll specifically designed for the space.

The least expensive model is the Shimano Ultegra-equipped Domane SLR 6 AT £6,150. There are also Ultegra Di2 (£7,000) and Dura-Ace Di2 (£11,000) builds.

There are two SRAM models as well, each equipped with a power meter. The £7,650 Domane SLR 7 eTap has SRAM Force AXS components while the £11,200 Domane SLR 9 eTap (above) has top-level Red equipment.

Buy if: You’re after an endurance road bike that offers a really smooth ride.

The Domane SL features front IsoSpeed and non-adjustable rear IsoSpeed, and it’s made from Trek’s 500 Series OCLV, which isn’t as light as the 700 Series OCLV used for the Domane SLR.

Priced £2,325, the Domane SL 4 (above) is the most affordable model, featuring a mostly Shimano Tiagra groupset, including hydraulic disc brakes.

The £2,850 Domane SL 5 is a similar bike but with a Shimano 105 groupset.

The highest Shimano-specced model is the Domane SL 7 (£5,600), equipped with an Ultegra Di2 groupset and Bontrager Aeolus Pro 3 V Disc Tubeless Ready wheels.

The £5,650 Domane SL 7 eTap comes with SRAM Force eTap AXS wireless shifting and a crank-based power meter.

Buy if: You’re looking for a road bike with an endurance-friendly geometry and a smooth character

There are five aluminium Domane AL bikes for 2021, four of them with disc brakes and one with rim brakes. None of them have the decouplers found on the carbon-fibre models.

The most affordable model is the £695 Domane AL 2 (above). It's built to an endurance fit that's designed for comfort. The AL 2 is built up with a Shimano Claris 8-speed groupset.

For model year 2021 Trek has a new range of Domane AL Disc aluminium endurance bikes with claims of all-road suitability thanks to 35mm tyre clearance.

Find out about the new Domane AL Disc bikes here

These bikes are made using Trek's 200 Series Alpha Aluminium, rather than the 100 Series used for the AL 2. As well as a generous amount of tyre clearance, they come with mounts for mudguards, front and rear racks, three bottle cages, and a top tube-mounted bento box. They also have internal cable mounts.

The least expensive model is the Domane AL 2 Disc at £895, with a mostly Shimano Claris groupset. The Domane AL 3 Disc (£995) is equipped with 9-speed Shimano Sora, the Domane AL 4 Disc (£1,495) has 10-speed Shimano Tiagra, and the Domane AL 5 Disc (£1,775, above) is fitted with 11-speed Shimano 105 components.

Buy if: You’re after an endurance road bike that offers exceptional value for money.

Trek's 2021 range includes carbon and aluminium Checkpoint gravel bikes featuring the IsoSpeed decoupler from the Domane (see above), and with space for up to 45mm tyres, umpteen water bottle mounts plus mudguard and rack eyelets, 12mm thru-axles and flat mount disc brakes. Checkpoints cost from £1,700 right up to £5,100.

Trek first showed its cards with the Domane Gravel, a slightly modified version of the company’s endurance bike but with wider tyres. It's fair to say we were all a bit surprised by the effort, but it now looks like it was a stopgap for real gravel bike enthusiasts before the arrival of the company’s first dedicated foray into this growing category, the Checkpoint.

Compared to the Domane Gravel, Trek says the new Checkpoint offers much improved off-road capability and general versatility, with bigger tyre clearance, adjustable dropouts and geometry and lots of accessory mounts the key differences. Why they didn't just launch the Checkpoint in the first place is anyone's guess.

Read our first look at the Checkpoint range

Trek offers the Checkpoint in both an aluminium or a carbon-fibre frame. The carbon bikes have the IsoSpeed decoupler that Trek introduced on the Domane in 2012, while the aluminium bikes are rigid.

IsoSpeed is a mechanism that allows the top of the seat tube to move a little, independently of the rest of the frame, to provide a small amount of bum-cosseting shock absorption.

The top of the range is the Checkpoint SL 7 (above), which boasts a 1x (single chainring) SRAM Force/Eagle 12-speed groupset and hydraulic brakes for an RRP of £5,650.

The highest-specced Shimano model is the Checkpoint SL 6 (£3,600), with a GRX RX800 groupset.

"If you want a bike that is comfortable and provides space for wide tyres for mostly road riding, with lots of versatility whether for winter training and commuting or touring and bikepacking, the Trek is a good choice," we said in our review of a former version of the Checkpoint SL 6. "But it's not the most capable bike when the going gets rough and bumpy.

"Sure, the rear IsoSpeed decoupler works its magic, filtering out the harshness and giving your bum and back a smooth ride, but the front end is simply too harsh in comparison.”

We criticised Trek for not fitting wider tyres and a lower range drivetrain. However, the 2021 version has wider tyres (40mm rather than 35mm) and lower gear ratios.

Read our review of the Checkpoint SL 6

If you can live without carbon fibre and Isospeed, £2,150 gets you the Checkpoint ALR 5 (above) with Shimano GRX RX 800 and RX 600 components.

The least expensive bike in the range is the Checkpoint ALR 4 at £1,875 in a Shimano GRX RX400 and RX600 build.

Buy if: You want a gravel/adventure bike that's also capable of moving fast over asphalt.

We've mainly focused on Trek road bikes here, but the company also offers two cyclocross platforms: Crockett and Boone.

The Crockett frame is disc-specific and it’s made from 300 Series Alpha Aluminium. The Crockett 5 Disc (£2,050, above) comes with a largely SRAM Rival groupset, including hydraulic disc brakes.

Check out our review of a past Trek Crockett disc bike here

The Boone is made from 600 Series OCLV carbon fibre and, like the Crockett, it is disc-specific.

The £3,450 Boone 6 Disc (above) comes with a 1x Shimano GRX groupset – mostly RX800 although the hydraulic disc brakes are RX400.

Buy if: You want a cyclocross race bike with cross-specific geometry and gearing.

www.trekbikes.com

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The aim of road.cc buyer's guides is to give you the most, authoritative, objective and up-to-date buying advice. We continuously update and republish our guides, checking prices, availability and looking for the best deals.

Our guides include links to websites where you can buy the featured products. Like most sites we make a small amount of money if you buy something after clicking on one of those links. We want you to be happy with what you buy, so we only include a product if we think it's one of the best of its kind.

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

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11 comments.

Presumably the Speed Concept TT bike isn't a road bike? Really surprised this wasn't included.

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Good luck getting hold of one in 2021

Nice article, I even felt a vague stirring in the loins for the Madone which is quite something considering the rest of the range is as dull as dishwater. You're wrong about the pronunciation though, it's pronounced "Mad One" after the sociopathic bully who made the model famous.

I'm sure they're all great bikes, but why oh why do they have to be so ugly?

shouldnt that table title read  2018  trek  ?

john1967 wrote: shouldnt that table title read  2018  trek  ?

Yes, and now it does. Ta.

subtitle wrote: Everything you need to know before you buy a Trek

DaveE128 wrote: subtitle wrote: Everything you need to know before you buy a Trek

Ha! Now added that in. 

wingmanrob wrote: Yeah but they're Amercian Too bad they're not American. Stupid git.  

reliablemeatloaf wrote: wingmanrob wrote: Yeah but they're Amercian Too bad they're not American. Stupid git.  

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Emonda SL or SLR

I am in the market for an N+1 as a new race bike and I somewhat decided on an Emonda due to sizing reasons (and I like the look). I am either looking to get an SL6 and upgrade the wheels right away or should I go with the SLR6 . It gets hard for me to justify paying 6.5k € for it just to safe 500g on the frame but then again biking is the only thing I do. Background : I am 182cm at round about 69kg with an FTP of 340-350w currently . More of a TT kind of effort rider than anything. Would you take the SLR over the SL Model for the 3k (- wheel upgrade) price difference ?

I have an older SL and while I love it, if I was going for a new model it would 100% be the SLR. It’s not just saving weight but adding stiffness, my FTP is around 330 and I weigh closer to 80kg and the bike at times doesn’t feel very stiff, not really when im out of the saddle or anything but more-so when I’m sitting and putting out something like 400w on a climb, not sure if this is more of the frame or the wheels but its definitely there. In other scenarios I find the SL to be just fine, and its very compliant, but the back end at least on my older bike can be a little wiggly/squishy at times.

I would always prioritize the frame over components, because you can upgrade components but you can’t upgrade the frame, so if the budget allows it, I would go SLR all day. The wheels on the SLR are actually very decent, there are several folks here running them aftermarket, and Jeff Linder from Norcal Cycling youtube channel bought the older version, the Aeolus Pro 5, for his crit bike.

If you can afford it go for the SLR. I’ve got a Madone SLR and it just feel special every time I ride it. The integrated bar/stem on the SLR Emonda look awesome, way better then standard stuff. It will also cure any upgradeitis you might have, nothing on the bike can be upgraded because it’s all integrated and top-shelf anyway.

That’s a tough one.

These days the stiffness between higher and lower frames are more or less equivalent. You just get a lighter frame with higher modulus carbon (exception being something like the Aethos).

That being said, I have a newer Emonda SL as a travel bike that I keep at my mom’s house and I wouldn’t describe it as stiff. It’s not noodly and overall it’s a pleasant bike to ride, but I’m always happy to get back to my Tarmac at home for properly hard efforts.

I’m about the same weight/FTP as you.

If you are set on the Emonda, I’d spring for the SLR. It really is a great looking bike.

Thank you guys for the insight . I may just hold off then until I see a good deal on an SLR

I’ve got a 2017 Emonda SL5, I can put out VOmax efforts of about 390 watts and I weigh 90 kilos. I don’t think I can notice any lack of stiffness. I have some really strong aftermarket wheels, with 32 spokes rear and 28 front, because I was tired of having to true the wheels every few months. It might be the wheels in your case? Or maybe I am just not perceptive enough to notice the lack of stiffness.

Another bump rather than new post…

Any more comments/info regarding performance differences between the SL and SLR? I have a Scott Addict RC 10 (2020) Sram Force AXS eTap with Quarq and went to get it serviced by my buddy today. The store has a 2022 Emonda SL built with Shimano 105 for 3k. I was thinking of swapping groups and wheels to get a Emonda eTap, quarq, Aeolus Pro51 build for next to zero (given I can sell the Scott with new 105 and whatever carbon wheels come with the Emonda…

I have my heart set on the SLR which is not available for a while unfortunately. I should know better but, here I am asking silly questions. Completely don’t need a new bike. Just opportunity knocking. And I’m hopelessly cheap.

What are you looking for in the Edmonda that the Scott doesn’t have.

I don’t think the Scott or Trek will be noticeable better or worse. I’m perfectly happy with the Scott. Our team gets a good deal with Trek. With covid I was unable to get in when I came to the team…bikes/frames still tight but, this opportunity just jumped out. A good opportunity to not lose money building a newer bike (SL). If I went with the SLR I’d lose but, get a how much nicer frame? Impossible to answer I know. Sort of funny how we look for opinions to back up what we already know but, that’s where I am. Just human.

I’ve been reading/watching all day and some not great reports with the SL being not as stiff as they’d like. That’s not necessarily a bad thing but, just want to tease that out before I buy. My Scott is a level down from their top o the line HMX carbon and it does feel a bit dull comparatively. I don’t think that translates to much performance loss if any.

Edit: and reading watching others doesn’t make or break it for me. Most including myself probably don’t know the difference if we were truly blindfolded. I’m sick and super bored so this is all helping pass the time…

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Trek Emonda 2021 - ALR or SL

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Hi There From Switzerland and looking to change my 5 years old Canyon Endurace AL 6.0, the Trek Emonda seems to me to hit the right spot. The budget is what it is and the max I could afford is the SL 5. Maybe the SL 6 but the I don’t really see the benefit of the Ultegra groupset over 105. Another solution is to buy the ALR 5 or 6 and add a good set of wheels, like the Zipp 303s or DT Swiss ARC 1100. The open point for me is to understand if the carbon frame is really better than the aluminium one? And if yes, how and why? Cheers folks Sam  

For road/gravel, I ride 3 main bikes. 2 are aluminum and 1 is carbon. I think they are all great bikes, personally don't feel much ride difference between them if at all. On a good day I can set a PR on my aluminum road bike even though it's alloy and 8 years older than my carbon bike. But in your case... I believe the Emonda is supposed to be a first-rate climbing bike which should be light... so almost certainly the carbon one fits that bill better. Yeah, the components and wheels offset that... but your next upgrade down the line could be wheels. There are always good deals to be found.  

Thanks for your answer [emoji120] As you, i dont care about the frame material. The ride characteristics, the ride feeling I should say as the weight, is more important to me. The aluminium frame is lighter than the carbon OCLV 500 one ... if it’s more aerodynamic (but at my speed and I’m not riding at 40 km/h) or more comfortable, then I’ll take it. I’m riding mostly on ondulated, wavy roads and sometimes goes for a big alpine ride. And I want just a bike to ride everywhere, anytime.  

It will be an Emonda SL 5. Wheel upgrade in a few months, when the temperature will rise a bit. Should be here for the week-end.  

Interesting choice. I’d be interested to know the weight out of the box - you know, before pedals and accessories, but including saddle and bars.  

Good choice. Most of the pro riders on the Trek teams (men and women) use the Emonda, which is Trek’s lightest bike. Those riders have a choice of the Madone (go fast aero), Domane (all-rounder, Spring classics) and Emonda (tour, climber). Enjoy! Sent from my iPhone using Tapatalk  

It’s a size 54 and it weights 8.7 kg. I will change the tires for tubeless ready and mount it without tubes for sure in the next weeks. As it is now, and due to a miserable weather here in Switzerland (I rode 30 km yesterday with a medium temperature of zero celsius), it has only seen 130 km in total.  

SamCH said: It’s a size 54 and it weights 8.7 kg. Click to expand...

Great choice. I guess... as I had been looking at Emonda Al as a winter / travel bike too. I decided to dedicate my BMC Road Machine Two for the winter. It’s carbon and I mounted mud ( crud ) guards. I look at it like this. .. if i’m going to have the discipline to consistently ride the road in cold of winter; I want the best ride I can get . A harsh aluminum road frame does not meet that criteria. I also want a decent group, 105 and a comfortable carbon frame. Let’s see your new bike 🚲 if you get the right pic . What Winter Road shoes are you wearing? Hint: Tubeless flats in the winter are a no fix on the road side. Better think tube.  

rudge66 said: I look at it like this. .. if i’m going to have the discipline to consistently ride the road in cold of winter; I want the best ride I can get . A harsh aluminum road frame does not meet that criteria. I also want a decent group, 105 and a comfortable carbon frame. Click to expand...

You should really be happy with your SL5. I got the blue version back in June with the intent of upgrading wheels, handlebar and components as they become available. So far I've only been able to upgrade the wheels to full carbon and the seatpost to carbon. The aluminum wheels that come stock are fine, but on the heavy side. The 105 groupset works just fine, but is not as refined as Ultegra, mind you I was coming from an older Dura Ace 9000 groupset on an aluminum framed bike. I think it is definitely a bike you can grow with (as in upgrading as your budget allows). I wanted a bike with disc brakes and I'm not disappointed. Hope you don't have to wait long for it, if you haven't already gotten the bike.  

hunstamash said: You should really be happy with your SL5. I got the blue version back in June with the intent of upgrading wheels, handlebar and components as they become available. So far I've only been able to upgrade the wheels to full carbon and the seatpost to carbon. The aluminum wheels that come stock are fine, but on the heavy side. The 105 groupset works just fine, but is not as refined as Ultegra, mind you I was coming from an older Dura Ace 9000 groupset on an aluminum framed bike. I think it is definitely a bike you can grow with (as in upgrading as your budget allows). I wanted a bike with disc brakes and I'm not disappointed. Hope you don't have to wait long for it, if you haven't already gotten the bike. Click to expand...

Back after almost 300km ridden. And I will buy new wheels ASAP. I’m not convinced yet I need mid-height aero wheels such as Zipp 303 S. I will maybe go for a nice light pair of aluminium wheels (yes it’s also a matter of budget). For example DT Swiss PR 1400 db. I asked a few people if mid-height aero wheels are worth the price and the weight penalty if I’m not riding faster than a 30 km/h average. Until now, no definitive answer to this question.  

Lookin at gettin a Sl-5 or 6, any updates on weight(wheels) & any other things about the bike, all the dealers here are tellin me to pay in full & wait till poss. november - december for delivery which is crazy to tie up that much & possibly run into problem gettin a refund for whatever reason,thanx  

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Specialized Tarmac SL7 vs Trek Emonda: Which Bike is Better?

Trying to decide whether the Trek Emonda or the Specialized SL7 Tarmac is better for you? Read for a detailed comparison of the geometry, design, and components of these two premium, lightweight carbon fiber bikes so you can find out which one suits your riding style and preference.

Similarities Between the Specialized Tarmac SL7 and the Trek Emonda

Let’s start with what these two racing bikes have in common—after all, they’re designed to fit the same all-around performance-oriented road bike market niche.

The Tarmac SL7 and the Trek Emonda are both manufactured in Taiwan for the American companies Trek and Specialized, so you can expect a similar build quality between the two. They are both manufactured in Giant’s factory, in fact.

Both the Tarmac SL7 and the Trek Emonda are outfitted with disc brakes and have no rim brake options. This is typical of modern road bikes. Since these bikes are at the higher end of the market in terms of price, disc brakes’ increased cost won’t add much to the already high price tag.

Both bike frames are available in two levels of carbon layup. The highest-grade carbon options for both the Tarmac SL7 (Fact 12r carbon) and the Trek Emonda (OCLV 800) are about the same weight—but the Emonda SLR is ever slightly lighter. The lower-grade Tarmac SL7 (Fact 10r carbon) is lighter than Emonda’s lower-grade carbon frame (OCLV 500).

The two bikes’ maximum tire width is also nearly the same, with the Emonda’s official tire rating coming in at 28 mm and the Tarmac’s at 30 mm. Unofficially, both the Emonda’s and the SL7’s wheels can accommodate up to 32 mm tires with at least 2 mm of tire clearances on each side, so the maximum tire widths between the two bikes are virtually the same.

Tarmac SL7 vs Emonda: Frame Geometry

The geometries of the Tarmac SL7 and Emonda are true to a road racing bike design, being longer and lower to the ground on the front end, with a short wheelbase.

The Emonda has a more comfortable geometry than the Tarmac SL7, with a higher stack and lower reach. However, its RSL integrated barstem handlebar has a longer total reach at 100 mm, 25 mm more than the SL7’s Roval Rapide handlebar at 75 mm.

If you compare the two bikes in the same frame and handlebar/stem size, the Emonda’s frame and handlebar together come out a bit longer than the SL7’s—9 mm to be exact.

The Emonda offers one more frame size option than the SL7, offering eight sizes to the SL7’s seven frame size choices. However, the SL7 frame is available in smaller sizes than the Emonda frame, making it a better choice for shorter cyclists.

The distance between the two wheel centers or wheelbase is roughly the same between the two bikes, and so is the trail measurement. This means that the SL7 and the Emonda handle in roughly the same manner—they both feel agile and aggressive.

Bottom Bracket Comparison

While both bikes use press fit bottom brackets in the last generation, this generation’s Specialized Tarmac SL7 and the Trek Emonda both use threaded bottom brackets.

In theory, press-fit bottom brackets are lighter and stiffer than threaded ones. But in practice, threaded bottom brackets have gained favor among cyclists over press-fitted ones because press-fitted bottom brackets often become loose inside the frame’s housing, making a telltale creaking sound.

The two bikes use different standardized threaded bottom brackets: the Emonda has a T47 bottom bracket, while the SL7 has a BSA bottom bracket.

T47 bottom brackets have a larger diameter than BSA, so Emonda’s frame has a larger housing. The T47 threaded housing has its bearings inside the bike frame, while the BSA has external bearings. This means that the T47 bearings are held more stiffly in the carbon frame housing because of its internal bearings.

When buying a new crank or spindle set, make sure that its diameter and length are compatible with the T47 or BSA housing on your SL7 or Emonda bike. Both the T47 and BSA housing are compatible with mainstream spindle and crank measurements.

Tarmac SL7 vs Emonda Complete Bike Components

Here’s a side-by-side comparison of the components each of these bikes will have if you buy a pre-built Emonda or Tarmac SL7. 

The Emonda comes with a Bontranger Aeolus RSL integrated barstem, while a Roval Rapide two-piece handlebar set comes with the SL7. The Emonda’s one-piece, integrated barstem has a cleaner, sleeker look, and is lighter than the Roval Rapide handlebar set. On the other hand, a two-piece handlebar and stem set allows for more customization of your handlebar rotation angle setup.

Both the Emonda and the SL7 use proprietary Trek and Specialized seatposts respectively. The Specialized seatpost is D-shaped, while the Trek seat mast cap is round.

The D-shaped seatpost should, in theory, make the SL7 a more comfortable ride. In reality, SL7 is stiffer and harsher than the Emonda.

There’s no real difference between the two bikes here. You can outfit either one with a Shimano groupset or an SRAM groupset. The only main difference here is that you can’t buy the Tarmac SL7 S-Works bike equipped with lower-level groupsets like SRAM Force and Shimano Ultegra. You need to buy a frameset and customize the components by yourself for that.

The Tarmac SL7’s Roval Rapide is only available in one size (51 mm front depth, 60 mm rear depth) compared to the Emonda’s Bontrager Aeolus which is available in four sizes of rim depth (37 mm, 51 mm, 62 mm, and 75 mm).

That said, depending on the bike shop where you buy the Tarmac, they might allow you to swap the Roval Rapide with a much shallower Roval Alpinist (33 mm depth) if you prefer it.

The Specialized Tarmac SL7 comes fitted with Turbo or Turbo Cotton tires, while the Trek Emonda comes with the Bontranger R3 or R4 tire. The Turbo and Turbo Cotton tires have a lower rolling resistance than the Bontranger R3 and R4 respectively. The lower rolling resistance leads to less energy loss as the tire moves along, making you faster. However, the Bontranger R3 and R4 tires are more durable and long-lasting than Turbos which are known to be very fragile.

The Emonda and the SL7 are both racing bikes. True to this purpose, they’re equipped with short, snub-nose saddles that put the rider in an aerodynamic position angled forward towards the ground. The Emonda uses the Bontranger Aeolus saddle and the SL7 uses the Specialized Power saddle. Both saddles are very popular on the market.

Tarmac SL7 vs Emonda Paint Job

The paint job you choose to put on your bike is, of course, a personal choice that doesn’t affect performance. 

That said, if you’re dead set on a certain color for your bike or if you value your bike’s looks highly, the Trek Project One program has far more customization options than the Specialized bike brand has on offer. Color personalization from Trek Project One does come at a higher cost.

Personalizing your bike may not have anything to do with performance, but it can be one of the most fun aspects of riding—it feels great to show off a cool, tricked-out bike to your riding buddies.

Another notable difference is the side logo on the highest-grade Tarmac SL7 frame that reads “S-Works” vs the lower-grade Tarmac SL7 which has the normal “Specialized” text. This is a little dirty trick by Specialized to differentiate their highest-grade carbon even though they share the same shape.

The fact is that these bikes have very similar geometry, so their ride feel is quite similar too. If you select the same handlebar and stem dimensions on both bikes, they feel virtually the same to ride.

The Emonda and the Tarmac SL7 are meant to be lightweight, maneuverable, and fast with a reasonably high aerodynamic performance. They make tough climbs easier and offer stability and safety on fast descents.

Since they both use threaded frames to hold the bracket in place, they both lack stiffness in that area. Press-fitted frames like the Cannondale SuperSix EVO and the Giant TCR outcompete the Emonda and SL7 in this aspect. Between the SL7 and the Emonda, the SL7 feels stiffer during pedaling when the same crankset is installed.

Overall, neither the Emonda nor the SL7 shine in terms of the comfort on the front end. However, the SL7 has a beefier stem handlebar setup, making it better for sprinting than the Emonda. In another win for the SL7, the Emonda’s lighter barstem transfers more vibrations from uneven terrain, making it less comfortable on a rough road surface. 

The SL7’s D-shaped seatpost is theoretically stiffer during the side-to-side motion that cyclists do during pedaling out of the saddle. The D-shaped design is also meant to increase comfort on rough riding surfaces. In reality, while the SL7 does feel stiffer than the Emonda the Emonda’s back-end is more comfortable.

Which is the Better Bike?

Both the Trek Emonda and the Specialized Tarmac SL7 offer superior performance, responsive handling, and low weight. The bikes are so similar that the choice between them comes down to which one is a better fit for your body.

The frame geometry of the Emonda is better for riders who need a higher and shorter front end (though, you shouldn’t get the Bontrager RSL integrated handlebars), while the Tarmac SL7’s frame is lower down on the front end. The lower front on the SL7 means that many riders will need to add spacers below the stem so they can get a comparable stack height with the Emonda.

The performance difference between the two bikes skews slightly in favor of the SL7. If you’re absolutely set on the most aggressive, stiff, high-performance bike, the SL7 is better suited to your needs. If you’re comfortable with sacrificing a tad of performance for the sake of comfort, the Emonda may be the way to go for you.

The Project One Program from Trek gives the Emonda a clear advantage over the SL7 in customization options. Through Project One, Trek gives riders control of almost every aspect of their bike, offering a wide range of colors and letting them choose almost every component.

The Emonda SLR, a high-grade, lightweight, composite frame, is lighter than Specialized’s high-grade S-Works frame, giving Trek a slight edge in high-end frame choice. If you’re after a low-cost frame, however, Specialized has a lighter low-grade frame. The low-grade Emonda SL frame is heavier than the corresponding low-grade Tarmac SL7 frame.

The overall appearance of both bikes will appeal more or less to different riders’ tastes, and the differences between the two are slight enough that personal taste is a fine basis to make your choice. Both of these bikes are excellent for road cyclists and are great examples of modern bike design. Whichever choice you make, you won’t end up dissatisfied. 

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Trek bikes range: which model is right for you?

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The humble beginning of Trek bicycles took place in the "red barn" - once a carpet warehouse - in Waterloo, USA. The first bikes were steel touring frames , but within three years the brand had expanded substantially.

Eventually outgrowing the barn, Trek moved into a much larger headquarters - still in Waterloo - in the year 1980. From there it began to manufacture road racing bikes, then in 1983 created its first mountain bike before moving into accessories come 1984.

Having started out in steel, Trek moved into developing aluminium bikes in 1985. The first Trek branded full carbon frame came in 1989 - the Trek 5000 had a frame weight of 1.5kg. It was built by an outside manufacturer and discontinued after a year. Trek made its own efforts at carbon, with an in-house production, in 1992 to much greater success.

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

Now, Trek offers the Madone (aero bike), Domane (endurance bike), Emonda (lightweight race bike) and Checkpoint (gravel bike) as well as the Boone cyclocross and Speed Concept time trial machine.

Trek's OCLV Carbon

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

Trek's carbon bikes have always used their own patented 'OCLV carbon' - this stands for Optimum Compaction Low Void. It believes this carbon creates the best compromise between low weight and high strength and stiffness.

Optimum Compaction refers to the way sheets of carbon are layered into the mould, and optimised via heat and pressure - in Trek's opinion the two treatments are administered to the perfect ratio. Low Void refers to the minimisation of space between the layers of carbon, which might otherwise reduce strength and durability.

In 1995, Trek opened an independent facility inWhitewater, Wisconsin. The idea being that the Waterloo factory would work in frame development only. For those who want to customise their ride, the'Project One' custom paint programme arrived in 2001.

Trek's pro cycling support

Trek supported now disgraced American cyclist, Lance Armstrong, through his peak years. In 1997, it helped him sign with their sponsored team, US Postal Service Pro Cycling. He won his seven editions of the Tour de Frances on bikes bearing the brand name, but all of said wins were later taken from him following doping violations.

In 2014, the brand sponsored the Trek Factory Racing Team, now calledTrek–Segafredo. In that role, it provided bikes for high profile winners such as Fabian Cancellara and Alberto Contador,as well as Jens Voigt, and notably his Hour Record in September 2014.

In 2020, Trek continued to support the Trek-Segafredo men's and women's race outfits, two highly successful teams.

Trek's acquisitions

Over the years, Trek has made a number of high profile acquisitions. The most famous, perhaps, Gary Fisher bicycles - the mountain bike brand which it took over in 1993.

Later came Bontrager Cycles in 1995 and Electra Bicycle Company in 2014. Bontrager, now Trek's component and apparel brand, maintains the same name as does Electra, the creator of leisure bikes and accessories.

Useful links for road bike shoppers…

Trek's road bike models

Trek is able to offer a wide range of different bikes, each tuned to a slightly different purpose. Some model families are available in a selection of standards (SLR premium carbon, SL carbon, ALR premium aluminium and AL aluminium), and then these come with assorted levels of componentry to suit your price bracket.

To add even more depth to the range, Trek offers many models in two different 'fits'. The Madone and Émonda come as standard in an H2 (traditional) fit, but there are versions in what it calls 'H1' fit. This is more aggressive, shaving off about 30mm on the head tube to create a longer, lower ride. The Domane comes in an H2 'Endurance' fit, with a few models in 'Pro Endurance', again with a longer and lower stance on offer.

Here's a look at the key model families...

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Trek Domane

Our expert review:

Reasons to buy

Reasons to avoid.

The Trek Domane was introduced in 2012. It was created to offer a comfortable ride, the key feature being an IsoSpeed decoupler which separated the seat tube from the top tube, thus reducing vibrations and fatigue.

In 2016 it gained theFront IsoSpeed, which helps to reduce vibrations at the front end without impacting handling. This came alongside a new slider, which alters the level of dampening offered by the rear.

In its most recent update , the Domane took notes from the Madone with an aero fork profile, whilst becoming more versatile thanks to clearance for 38mm tyres (without mudguards, 35mm with). It also gained a downtube compartment for stashing tools (or snacks!).

Though comfort is important to the Trek Domane, it's still a racing frame, and its prowess has been demonstrated by UCI WorldTour riders at major one-day Classics, such as Strade Bianche and the Tour of Flanders. The top Domane bikes come with an H1.5 fit, which was developed with the Trek-Segafredo teams to offer the optimal balance between aerodynamics and endurance.

The Trek Domane - available as a men's build or with women's specific componentry - is a fast selling model, which comes in a range of frame materials.

The Domane SLR uses the lightest carbon Trek offers, the SL is one step down, whilst the AL uses aluminium and is the cheapest of the range.

Trek Madone

The Trek Madone is quite another beast, and the bikes come built for men and women; the latter's models with women's saddles and narrower handlebars . With an aggressive geometry and stiffness to boot, it's a road race hero, and aerodynamics have become part of its lifeblood. When we tested five aero bikes , head to head, the Trek Madone came out fastest.

Modern Trek Madone's feature a high level of integration, with the cables tucked away yet reachable via an access point at the top of the down tube.Wind tunnel testing has helped Trek to create theirKVF (Kammtail Virtual Foil) tube shapes, used on the frame and fork. These unconventional tube shapes are designed to further reduce drag, helping the rider/bike unit to slice through the air efficiently.

Because being bumped around doesn't make you faster, the Madone also features an IsoSpeed decoupler at the seat tube and more recently an adjustable one at the head tube, which offers greater compliance whilst still being integrated to prevent adding drag.

The newest model, according to Trek, can offer 17 per cent more compliance through to 21 per cent more stiffness, depending upon your chosen setting. A damper at the seatpost is also said to cut rebound by 13 per cent. All of these stats add up to a bike that can be comfortable and stiff at the same time - and one that earned a place in our 2018 Editor's Choice awards.

The majority of the bikes come in a more relaxed 'H2' geometry, save for the Madone SLR, which is in an 'H1.5' fit - this is designed to allow riders to achieve an H1 fit or an H2, depending upon their set up.

Trek Émonda

Adding more depth to the Trek family is the Trek Émonda, launched in 2014. Designed to be a climbing bike, newer adaptations are capable of negotiating mixed terrains - with disc brakes available and tyre clearance to 28mm.

>>> Trek Émonda range explained

Trek continues to work on developing the Émonda, dropping the weight of the top end Trek Émonda SLR to 640g in a size 56cm (665g with discs) and 1091g for the Trek Émonda SL (1149g with discs). The weight difference is largely achieved by the use of700 Series OCLV carbon on the SLR, as opposed to 500 series on the SL.

The aluminium model has seen some major work and the result earned it a place in the Editor's Choice 2019 awards. The key characteristic we loved was the way it simply didn't look, or ride, like aluminium. A lot of this is down to Trek's 'Invisible Weld Technology' which increases the surface area of the frame, adding to strength and reducing weight. The ALR model's frame weight comes in at a competitive 1112g, or 1131g with discs, and it uses the brand's 300 Series Alpha Aluminium.

The carbon models are available in 'SLR' build or 'SL', the former being the lightest and the latter more affordable. The majority of Trek Émonda bikes cone in an 'H2' fit, but they can be purchased in an 'H1' geometry, if you choose the top end 'Race Shop' version.

There are a few nods to neatness and integration around, such as the use of 'Blendr Integration' which seamlessly mounts Bontrager’s cycling computer, Ionbike lights or even Garmin computers directly to the handlebars. On SLR versions there's ‘Control Freak Cable Management’ which allows for shifter and brake cables to be housed through the frame.

Trek Checkpoint

With gravel and adventure bikes a fast growing category, the Checkpoint is Trek's offering to fill that sector. The crucial element here is that both the SL and ALR frame options come fitted out with 35c gravel tyres, and can accommodate rubber up to 45c. They've all got internal cable routing, to ensure much stays out, whilst the higher end models use 'Control Freak' routing which is neater.

>>> Best gravel bikes: the top models reviewed

If you opt for the carbon SL model, you get vibration dampening from an IsoSpeed decoupler at the rear, too.  To provide stability and confidence on light trails as well as comfort on all-day adventures, the geometry is not as aggressive as the road bikes elsewhere in the range. Such all-day rides warrant plenty of kit, so there's mounts for racks and mounts. Similar to elsewhere in the range, there's AL, ALR and SL models.

Trek Speed Concept

Trek's Speed Concept time trial bike has been raced by the pros yet is still seen on the amateur race scene as a popular option.

>>> Check out Fabian Cancellara's 2016 Speed Concept

The frames use 500 Series OCLV Carbon, boasting the KVF (Kammtail Virtual Foil) tube shapes described in the Madone, plus a carbon fork with integrated brake and stem - the key goal being cutting through the air quickly.There's space to fit Trek's SC Draft Box and SC Sped Box, largely used by triathletes carrying snacks.

Trek Boone 5

Trek's got plenty of experience in the muddy realm of off-road cycling - and they've got a selection of cyclocross bikes. The Trek Boone 7 model comes with hydraulic disc brakes, a one-by crank and 12-speed cassette and they've all got Bontrager's own 33c cyclocross tyres.

The frame material is Trek's 600 series OCLV carbon, and there's front and rear IsoSpeed decouplers to help riders negotiate the mud without excess transfer of vibration. Combining the mud ready tyres, disc brakes, 'cross focused cable routing and geo into an aluminium package is the Trek Crockett family.

They key differentiation is the frame material, which is300 Series Alpha Aluminium, and there's no decoupler. However, it's still a performance bike that's ready to race.

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Michelle Arthurs-Brennan the Editor of Cycling Weekly website. An NCTJ qualified traditional journalist by trade, Michelle began her career working for local newspapers. She's worked within the cycling industry since 2012, and joined the Cycling Weekly team in 2017, having previously been Editor at Total Women's Cycling. Prior to welcoming her daughter in 2022, Michelle raced on the road, track, and in time trials, and still rides as much as she can - albeit a fair proportion indoors, for now.

A solid, no-frills helmet from American brand Giro with a fun bit of history behind it.

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The 2023 Trek Domane is now official: SL, SLR, and RSL options explained

The endurance road bike returns to its endurance road purpose..

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Trek hasn’t exactly been shy about the fact a new Domane was imminent. We saw the endurance-come-all-road bike earlier in the year at the Classics, and Elisa Longo Borghini even rode it to victory at Paris-Roubaix Femmes. 

Now Trek has lifted the translucent curtain from the new bike, revealing all the finer details and model options. We have the new Domane SLR in hand for review but we need a little more time on it before we can offer an informed opinion. In the meantime, here’s what we know about the newly updated endurance road platform that consists of the Domane SL, the top-tier Domane SLR, and the return of a pro-friendly Domane RSL.

Simpler = lighter 

In many ways, the new Domane returns to the roots of the endurance road platform. When it was first released a little over a decade ago, the Domane was a fully-fledged road bike, just with added ride comfort and more relaxed geometry. A subtly modified version was Fabian Cancellara’s pick for conquering the cobbles, and Trek surely sold a lot of bikes off that imagery. 

However, more recent years have seen the Domane get increasingly more complicated, and that complexity came with added mass. For example, Trek took its original IsoSpeed concept from a simple flexible seat tube decoupled at the top tube via a bearing-based pivot and turned it into a system (at least at the high-end) that split the seat tube around a sliding mechanism that allowed you to tune the seated comfort. Meanwhile, the once ordinary front-end of the bike earned a de-coupled headset that allowed the fork steerer to flex more freely.

All impressive features, but also things that made the Domane heavier than a bike of its price should be.  

And so we come to the newest version of the Domane. This bike waves goodbye to both the adjustable rear IsoSpeed and front IsoSpeed and instead moves to Trek’s fourth iteration of the comfort-inducing feature. Similar to the original introduced in 2012, this new and rear-only IsoSpeed isn’t adjustable and the only moving components are isolated to the pivot point that sits between the seat tube and top tube. 

The reasons to walk away from front IsoSpeed are closely related to what was seen with the latest Checkpoint gravel bike . It comes down to modern tyre technology and trends toward going wider in volume. The front IsoSpeed is said to have been beneficial when tyres were 28 mm in size and run at high pressures but is too stiff to make an appreciable difference with a wider-volume tyre system, such as the 32 mm tubeless tyres supplied with the bikes.  

Meanwhile, Trek has claimed that the return to its top tube-based IsoSpeed is more effective across the full-size range versus the previous seat tube-based IsoSpeed, which was unintentionally stiffer in smaller sizes. That non-adjustable flex is now said to match the most comfortable setting of the previous generation and is size-specific in the compliance provided.  

What’s new is that Trek has moved away from its almost signature upside-down seatpost topper or post-within-a-post designs, and instead adopted its own telescoping D-shaped carbon post. Securing it is a binder wedge that’s integrated with the new IsoSpeed system. The binder is hidden beneath a magnetic cover plate and is designed to work with common pre-set 5-5.2 Nm torque wrenches (or any style of torque wrench). Meanwhile, the proprietary carbon seatpost is being produced in two different set-back versions. 

With fewer moving parts the new Domane SL and SLR framesets are approximately 300 grams lighter than before. Additionally, the new SLR version is the lightest Domane Disc yet. Trek quotes 56 cm framesets for the Domane SL (OCLV 500-series carbon) and Domane SLR (OCLV 800-series carbon) at 2,500 g and 1,700 g, respectively. However, precisely what those framesets include is somewhat unclear. Add in some refined Bontrager wheels and the formerly porky base-level Domane SL5 complete bike is now a claimed 700 g lighter – although it’ll still sit above 9 kg with pedals. 

The two tiers of Domane share the same moulds and are therefore visually and feature-wise identical. The weight difference is merely down to the Domane SL using a lower modulus “OCLV 500-series” carbon fibre lay-up. In contrast, the Domane SLR uses Trek’s high-modulus “OCLV 800-series” blend (the highest grade of carbon used in the Domane to date) that carries quite the premium pricing. Trek’s entry-level aluminium endurance road bike, the Domane AL – a bike we reviewed in 2021 – remains unchanged. 

Not unlike what we’ve seen with other bikes in this category, Trek claims improved aerodynamic performance through features already seen with its Emonda , including revised Kammtail (aka truncated airfoil) shaping and an integrated-ish cockpit with semi-concealed cable routing. That cockpit consists of a two-piece handlebar and stem, where the brake hoses and mechanical gear cables (if applicable) are routed outside of the bar and underneath the new RCS Pro stem, which features a removable cover. The cables/hoses then flow into Trek’s proprietary headset spacers/top cap before being fed through the top headset bearing. And while it’ll look less seamless, the system allows regular stems and handlebars to be used. 

Spanning a generous range, the nine available frame sizes point to the popularity of this platform. The Domane SL and SLR keep with Trek’s ‘endurance’ geometry which offers shortened reaches and raised stacks compared to its race-focussed Emonda and Madone offerings. Steering geometry remains on the quicker side for the endurance road category, while the wheelbase is a tad longer than some. 

Still ready for all-road use

Trek claims the new Domane is a “road first” platform, but simultaneously talks to its versatility provided by the class-leading 38 mm tyre clearance. That massive tyre clearance remains unchanged from the previous generation and is based on a 6 mm window all the way around the tyre. The figure is based on what Trek considers to be the largest 38 mm-measured tyre width on the market, so there’s plenty of tolerance in here to go bigger than what is officially recommended. All Domane complete bikes come stock with 32 mm tyres. 

If I had a way to bang a gong and shout this news, I would. The new Domane spells the end of Trek’s BB90 press-fit system, and the American company’s entire road range now features a threaded bottom bracket. Like we’ve seen with the Madone and Emonda, the Domane uses Trek’s take on the T47 ‘internal’ threaded bottom bracket, one that has open compatibility with all aftermarket T47 bottom brackets and modern crank spindle systems. 

Like previous generations, the hidden fender mounts remain, and using those allows for up to a 35 mm tyre to be fitted. Also continuing over is the down tube storage hatch that hides beneath the bidon cage. Within it you’ll find the same tool and tube wrap. Meanwhile, the mounts for a top-tube feed bag remain, too. Another minor and overlooked detail is Trek’s integrated 3S chain keeper which works admirably well. 

The RSL, a return of the pro version

Go back to the days of Fabian Cancellara skipping across the cobbles and you’ll find that his Domane wasn’t like the one you’d find in your local Trek store. Rather it was a Race Shop Limited (RSL) version from Trek’s Project One range. Sold only in the sizes needed by the key riders of WorldTour team, this pro version combined a race-specific geometry with the wider tyre clearance and smoother frame that the Domane sought to offer. Now Trek has brought the pro version back as a frameset-only option in the form of the Domane RSL. 

While the regular Domane SL and SLR come in a choice of nine sizes, the RSL version is offered in just five sizes spanning from 52 through to 60 cm. Those five sizes feature Trek’s H1.5 fit which offers more aggressive stack and reach figures in line with its Emonda and Madone bikes. Meanwhile, steeper head angles result in super short trail figures that should equate to a quicker steering characteristic. 

There are a few other differences that expand beyond the geometry. Pro riders tend to push bigger gears and the RSL version is designed to clear up to 54/40T rings, or a 54T if run 1x. By comparison, the Domane SL/SLR will only fit a maximum of 52/36T gearing or a 50T single ring. That chainring clearance comes with the trade-off of reduced tyre clearance, with the RSL designed to fit up to 35 mm rubber. And while the SL/SLR framesets can use either electronic or mechanical groupsets, the RSL is electronic-only. 

Made with racing in mind, the Domane RSL also drops the down tube storage hatch, the top tube bag mounts, and the fender compatibility. As a result, it’s approximately 100 g lighter than the SLR version. 

Models and pricing 

There are many complete bike options within the new Domane SL and SLR ranges. Excluding the top-tier SLR 9 eTap (which has Trek-Segafredo team look-a-like Pirelli tyres), all models come equipped with tubeless-ready wheels (hooked bead), Bontrager R3 32 mm tubeless-ready tyres, and tubeless valves and sealant are also provided. 

The premium-priced SLR starts with the expected Shimano Dura-Ace Di2 and SRAM Red AXS options, and goes down to models with new Shimano 105 Di2 and SRAM Rival AXS. There are five stock frame colours choices shared amongst the SLR bikes and framesets. A frameset is also available for US$4,200 / €5,000 / £4,500 / AU$NA. 

Meanwhile, the lower-cost Domane SL frame is available at the base level with Shimano 105 mechanical, and goes up to models with either Shimano Ultegra Di2 or SRAM Force AXS. And being cheaper doesn’t mean any less choice in paint, with options spanning from boring through to sparkle-drenched. And somewhat unexpectedly, Trek will offer the Domane SL as a bare frameset for US$2,500 / €3,000 / £2,700 / AU$NA.

And as already mentioned, the pro-edition RSL is available only as a frameset, priced at US$4,200 / €5,000 / £4,500 / AU$5,600.

Review to come 

CyclingTips’s head of tech, James Huang, recently received a new Domane SLR for test, and I plan on borrowing one in October. You can expect a deep-dive review on this new endurance road bike in the coming months. 

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