trek alr 2023

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Trek’s Latest Émonda ALR Is as Good as Aluminum Road Bikes Get

Dialed geometry, smooth welds, and an excellent ride feel add up to make the latest aluminum Émonda ALR a great alternative to pricier carbon bikes.

The Takeaway: The updated Trek Émonda ALR is thoroughly modern, yet simple and fully upgradable. Just the way an aluminum road bike should be.

Trek Émonda ALR 5

The Émonda ALR borrows its geometry (down to the millimeter) from its much pricier (and lighter weight) carbon fiber version of the Émonda. This means riders get the same, proven, race-winning geometry of the much pricier carbon model for around one thousand dollars less.

While the cost savings might be the most enticing feature of the ALR for many riders, the updated aluminum frame is the showstopper here. Much like its carbon version, the Émonda ALR features a mix of aerofoil (Kammtail) shaped tubes along with more traditional round profiles. Trek uses its 300 Series Alpha aluminum for the frame, which weighs in at 1,257 grams (claimed), for a painted size 56cm. It’s combined with a full carbon fork that adds 406g to the total package. This is impressive—weighing a mere 34g more than Trek’s carbon Émonda SL variant of the frame (which sells for $1,000 more than the ALR).

The Émonda ALR frame is also refreshingly free from proprietary standards. The bike uses a T47 threaded bottom bracket, a round 27.2mm diameter seatpost, and a completely normal handlebar and stem combination using a 31.8 bar clamp and 1-⅛ steer tube. All of these things make the Émonda ALR an easy-to-live-with bike that can be upgraded and customized as riders see fit.

Alloy-frame aficionados have divided opinions about the appearance of welds. Some prefer to see the handy work of the welder and how tidy they can make the welds, while others prefer not to see the welds at all. Fans of chunky welds will be disappointed as Trek employed its Invisible Weld Technology on the Émonda ALR. This technique creates an incredibly seamless look to the frame. At arm's length (and particularly with the black frame), riders can easily mistake the Émonda ALR for a pricier carbon bike.

Another big change is at the Émonda’s front end. Trek implemented an integrated cable routing setup that’s very similar to the style used on the Allez Sprint. This setup sees the cable housing and brake hoses run externally along the bar and stem and then enter the frame through the top headset bearing. This kind of integration has the advantage of allowing riders to easily swap stem lengths or handlebars while still achieving a rather clean-looking cockpit. While Trek avoids the major headaches of cockpit customization with this cable routing solution, like many other recent road and gravel bikes, it suffers the added complexity and expense of routine service (such as replacing cables and housing or servicing headset bearings).

Unlike high-end bikes with electronic shifting—since the Émonda ALR is only sold with mechanical shifting—there are double the cables routing through the headset. Bikes with similar routing often face more rapid deterioration in shift performance (compared to bikes where things are routed externally) due to the tight bends the derailleur housing must make to fit into the space. It makes replacing cables and housing a major headache and costly if you’re not doing it yourself.

According to Cadence Cycling Center in Philadelphia, Pennsylvania, replacing a single-shift cable on a bike with through the headset routing can cost as much as $200 in labor. This is because shops tend to charge for this work by the hour and the time it takes to complete this service varies based on how complicated fishing the housing and cable is through the frame. To perform the same repair on a bike with externally routed cables, I was quoted a flat $25 labor charge.

Fit and Geometry

The Émonda ALR features the same H1.5 geometry that Trek uses on its Émonda and Madone carbon models. This geometry splits the difference between the aggressive H1 fit and the more relaxed H2 version. Meaning that a majority of riders should be able to find a good riding position regardless of whether they want to be long and low or more upright.

Additionally, Trek offers the Émonda ALR in a whopping eight sizes. The smallest size 47cm frame should be good for riders as short as 5’0”, and the largest size 62cm fits riders up to 6’5”, according to Trek.

The ALR Build

Trek currently offers only one complete bike Émonda ALR build. It features Shimano’s excellent 105 11-speed mechanical groupset, along with a Bontrager alloy bar, stem, and seatpost. Rounding things out is a pair of Bontrager alloy Paradigm SL wheels, which are very traditional with round J-bend spokes laced 2x but feature a 21mm internal width and are tubeless-ready. However, riders need to purchase the necessary items to turn them into tubeless wheels (including tubeless-specific tires, valves, and sealant).

Trek prices the Émonda ALR at $2,300 for the complete bike and $1,200 for the frameset.

Trek confirmed that the Émonda ALR will receive an update to 12-speed 105 in the near future. Unfortunately, Trek representatives have not told us how much it will cost or the complete specification list. (But for reference, a 12-speed 105-equipped Domane AL 5 sells for $2,000)

Ride Impressions

Aluminum road bikes often have a reputation for being overly stiff, harsh, and cheap (in a bad way). However, these traits are generally not found on modern and well-engineered aluminum frames. (And it’s such a pervasive stereotype that my colleague Matt Phillips wrote a whole column about it .)

While some bikes lean into aspects of that reputation (the Allez Sprint is an unapologetically stiff-as-hell criterium racing machine), the Émonda ALR takes a slightly different approach. Since it’s modeled after the carbon Émonda (a bike largely intended to win mountain stages in Grand Tour races), the ALR is designed with all-day comfort in mind. This makes the overall ride more relaxed and comfortable compared to the Allez Sprint and should be a plus for many riders.

Even if some might consider 11-speed 105 outdated (due to the recent launch of the 12-speed 105 R7100 components ), Shimano’s 105 R7000-series drivetrain is an excellent and well-proven groupset. The 11-speed group has precise and crisp shifting front and rear and also impresses with powerful braking at the wheels and excellent control of the levers.

In contrast, the most disappointing part of the Émonda ALR’s build kit is its tires. Which would be the absolute first thing I upgrade. The Bontrager R1 wire-bead road tires weigh 360g per tire and are very much included to help meet the Émonda’s price point. They make the bike feel sluggish in a straight line while also not helping to foster any cornering confidence. A swap to even a mid-range tire from any of the major tire brands will probably drop around 30-40g of rotating weight per wheel and dramatically improve the ride quality of the bike.

I found the rest of the ALR’s Bontrager finishing kit perfectly serviceable. The seatpost, stem, and saddle were nothing flashy but did the job. The handlebar has a rather classic feeling bend, drop, and reach. Best of all, if any of these stock items don’t work for you, it’s simple to swap any of them out for a preferred version.

Out of the box, I found the Émonda’s ride quality quite good but perhaps a bit on the firm side. Lowering the tire pressure to around 68-72 psi range greatly improved the comfort. And once I swapped to a set of Continental GP5000 tires, the Émonda ALR really began to shine on the road.

There’s nothing gimmicky about the Émonda ALR. It’s a classic road bike in the simplest sense of the term. Riding it for the first time felt familiar and reassuring. The geometry didn’t require me to adjust to the bike—I could just get on and go. Even on that first ride, I felt like I could dive into corners with the assurance of knowing what the Émonda ALR would do when I leaned in. The geometry was a perfect mix of stability and responsiveness with a dash of that springiness that good metal bikes have.

On flat and rolling terrain, the Émonda ALR is right up there with almost any non-aero road bike of the last few years. Its dialed geometry makes it a pleasure to descend on, and the frame has the right snap to be a truly wonderful climber.

What holds the ALR back on the uphills, though, are the stock wheels. At 1,800 grams, they’re not as heavy as some wheels on bikes in this price range, but they just feel soft and unresponsive. After upgrading the tires, a new set of wheels would be my next purchase for the Émonda ALR.

One aspect of the Émonda ALR that feels a bit dated for a road bike made in 2023: Trek caps the bike’s maximum tire clearance at 28mm. In practice, there is enough room to comfortably run 30 or even 32mm tires (depending on the tire and rim combination). Still, I would feel better with a bit more official wiggle room, especially as it’s gotten harder to predict the measured width of various tire and rim combinations.

Overall, the Émonda ALR gets way more things right than it does wrong. While it's easy to nitpick things like its tires and wheels, Trek uses these parts to get the Émonda ALR to its modest price. And the ALR is up there with some of the best aluminum race bikes. It’s an impeccably finished and thoroughly well-designed aluminum bike that’s only a few grams heavier than its mid-tier carbon version. Plus, the Émonda ALR shares geometry with its pricier siblings and uses no proprietary standards or parts. With the ALR, Trek made a bike that nails all the things that have always made me love aluminum race bikes.

Test Editor Dan Chabanov got his start in cycling as a New York City bike messenger but quickly found his way into road and cyclocross racing, competing in professional cyclocross races from 2009 to 2019 and winning a Master’s National Championship title in 2018. Prior to joining Bicycling in 2021, Dan worked as part of the race organization for the Red Hook Crit, as a coach with EnduranceWERX, as well as a freelance writer and photographer. 

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Trek Checkpoint ALR 5 review – a confident, capable gravel bike

Trek's updated aluminum checkpoint is a surefooted, confidence-inspiring ride that's perfect for ruined back lanes, byways and well-laden travels.

BikePerfect Verdict

The reshaped Checkpoint frame neatly combines confidence-inspiring stability with a fun, engaging feel which goes well at all speeds on all sorts of surfaces. This might not be the lightest or fanciest build, but the key bits are great and the rest just quietly works.

Stable and predictable

Comfortable

Great shifting and brakes

Gearing a bit tall for the weight

Could use a dropper post

Why trust BikePerfect Our cycling experts have decades of testing experience. We'll always share our unbiased opinions on bikes and gear. Find out more about how we test.

The aluminium-framed ALR models sit at the bottom of Trek's Checkpoint range, with the lighter carbon SL and race-focused SLR bikes above, but in truth that's not a bad place to be. The ALR 5 gets a full set of excellent Shimano GRX components for the drivetrain and brakes, decent tires on tubeless-ready rims and lots of rack and fender mounts. 

The result is a surefooted, confident bike that's ready for exactly what Trek says it's for – gravel riding for fun, commuting or just general adventures. Which is pretty much what most people are after when looking for the best gravel bikes or best cheap gravel bikes .

Design and geometry

For 2023, the Checkpoint frame has seen some changes – basically it's got longer both in the front centre and the chainstays, and the stem is shorter to compensate. I tested a 58cm, and compared to the 2021 model it has 10mm longer chainstays, 20mm more reach and is 26mm longer overall. The 90mm stem and 60.9cm/41.1cm stack and reach figures keep the overall riding position fairly relaxed, with a usefully tall front end and slightly head-down, but certainly not front heavy, bias.

The head angle is the same as before at 72.3 degrees, presumably to keep the steering decently snappy, as is the bottom bracket drop at 7.4cm. 

This might be the 'poor man's' model with its humble alloy frame, but that doesn't mean it's unsophisticated. The various touring-friendly mounts are complimented by internally-routed cables that help a lot when strapping on frame bags or cages, as well as keeping them generally out of harm's way. I did find several of the bungs protecting the mounting/cable holes disappeared overboard on rough trails though, so if you want to keep filth out of your threads/frame you might want to stock up – or wind in some actual bolts where you can.

Components and build

Trek has spent the budget wisely here, speccing the excellent Shimano GRX shifters, levers and hydraulic brakes. The flat-fronted levers are particularly good for grip when it's rough, the shifts are always positive and the two-piston calipers are powerful and easy to modulate on the 160mm discs. Basically, the whole stop and go thing is covered perfectly.

Well, almost perfectly. The 2x11 drivetrain gives a very useable spread of ratios, but for the most serious off-road climbing it's a little high. At the top end it's good for 35mph before you spin out, which is great for the road and fireroad descents, but leaves the lowest gear (30/34t) slightly high for the steepest, techiest climbs. That's especially true if the bike's loaded up.

That's the lowest combination of ratios that will fit, though, so your options there are either to keep the bike as light as possible, fit a 1x crank and lose a fair bit of top speed, or get stronger...

The finishing kit is all in-house Bontrager stuff, and while it's all perfectly good they're pretty easy targets for weight loss upgrades. The Bontrager Elite Gravel bar is 44cm wide on this frame size with a good flare to the drops for extra leverage, and the comfy GRX hoods tilt inwards just enough to encourage a slightly elbows-out stance that's good for control.

The wheels – Switch hubs, 21mm wide Paradigm rims (the SL version on one end, presumably the front) and 24 spokes on each – are similarly utilitarian, being strong, middling for weight and entirely decent for the job. Wearing Aeolus XXX rim strips they're tubeless ready, and so are the Bontrager GR1 Team Issue tires, which is nice – in fact, Trek lists 6oz of its TLR sealant as a 'tire part,' so presumably consumer bikes are supplied already set, just as our test bike was.

The tires are predictable and confidence inspiring on the unusually dry terrain of our test period, as well as on tarmac both damp or dry, but are clearly not designed for mud. There's room in the frame for up to 45mm rubber should you want to go wider.

Oh, and while the front axle looks like you'll need to carry a hex key to get it out, the lever on the rear thru-axle actually pulls out to fit in either one. 

Performance

The Checkpoint has a confident feel – its length and reasonable heft keep it planted, while the steering is stable without being sluggish. It's the same whether you're on gravel or tarmac, and predictable in a friendly but not boring way. The chunky headtube and sizeable welded junctions do a great job of keeping it tracking where it's pointed in the rough.

Despite the chunky, almost box-section seatstays and generally rigid-feeling frame, it's comfortable for long rides, thanks to the high volume tyres, well-cushioned bar tape and a supportive, hammocky P3 Verse Comp saddle you really sit 'in'.

Get up some speed on gravel though and there's no disguising the aluminum build. By 30mph on a fireroad, your hands and feet are taking some serious vibes, and the chatter from sustained speed does reduce comfort. 

Switching to carbon at the bar (and at the Bontrager seatpost) would both increase comfort and reduce weight, and though I found the saddle supportive and comfy both for long rides and hard pedaling efforts, it does have steel rails – it's another easy and relatively cheap target for weight loss and vibe reduction.

Alternatively, if you want more speed whatever the trails do, fit the best dropper post that will suit the 27.2mm seat tube and reap the rewards.

Personally, I would have quite liked the shorter cranks of the smaller sizes instead of the 175mm GRX RX600s fitted here, which would allow an even lower BB for descending confidence, but that's really just preference. The 7.4cm BB drop is pretty low in the scheme of things, cornering feel is predictable, and ground clearance is good.

This is an extremely usable yet still very enjoyable bike. It nails that '2/3rds road bike, 1/3rd XC bike' feel that makes gravel bikes so good for so many things – commuting while avoiding the worst traffic, touring, exploring dilapidated rural lanes, getting in hard climbing efforts away from ANY traffic, or just generally getting out there and enjoying the view. 

It's comfortable and reassuring from the off whatever the surface, and the money's been spent in the right places – this is a really solid base for years of riding fun.

Test conditions

• Temperature: Rarely less than 20 degrees C and up to 35
• Conditions: Dry, hard and dusty with almost zero rain
• Trails: Mountain singletrack, bridleways, forest gravel and crumbling rural lanes

Tech specs: Trek Checkpoint ALR 5

• Price: $2,500 / £2,400
• Discipline: Gravel
• Frame size tested: 58cm
• Seat tube angle: 72.5°
• Head angle: 72.3°
• Effective top tube: 59.7cm
• Bottom bracket drop: 7.4cm
• Wheelbase: 105.8cm
• Reach: 41.1cm
• Frame: 300 Series Alpha Aluminium
• Tires: Bontrager GR1 Team Issue 40mm, Tubeless Ready 
• Drivetrain: Shimano GRX
• Sizes: 49, 52, 54, 56, 58 (tested), 61cm
• Claimed weight: 9.75 kg / 21.5 lb (56cm)

Steve is a highly experienced journalist and rider who's been involved with bikes of all kinds for more years than he would care to remember. Based in South Wales, he has mile upon mile of swooping singletrack, an array of plummet and winch descents and everything in between right on his doorstep.

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Trek Émonda ALR 5 2023

At road.cc every product is thoroughly tested for as long as it takes to get a proper insight into how well it works. Our reviewers are experienced cyclists that we trust to be objective. While we strive to ensure that opinions expressed are backed up by facts, reviews are by their nature an informed opinion, not a definitive verdict. We don't intentionally try to break anything (except locks) but we do try to look for weak points in any design. The overall score is not just an average of the other scores: it reflects both a product's function and value – with value determined by how a product compares with items of similar spec, quality, and price.

Good scores are more common than bad, because fortunately good products are more common than bad.

• Exceptional
• Not so good

The Trek Emonda ALR 5 uses the latest aluminium alloy Emonda frameset, with aero tweaks and a geometry that matches other high-end performance bikes in Trek’s line-up. It showcases the fact that this material still has a place on the racing scene, offering up the sort of stiffness and ride comfort found with carbon, although this build is far from light.

> Buy now: Trek Emonda ALR 5 for £1,999.99 from Triton Cycles

For more options and for different budgets, check out our guide to the best road bikes , from £300 to over £13,000…

I'm a big fan of aluminium frames. When done well, using the right tubing and wall thicknesses, and with well-thought-out geometry, it can result in a bike with excellent ride feel and great levels of feedback – everything a fast rider or racer wants. Trek has done an excellent job with this new Emonda ALR, which ticks all those boxes.

Even with the 25mm tyres pumped up firm, the aluminum tubing shows no signs of harshness, with an almost steel-like ride feel to it; there is a certain smoothness to it.

The frame is still incredibly stiff. Hard efforts out of the saddle don't show any signs of flex around the bottom bracket area, or anywhere else you might not want it. On the whole, it feels responsive and eager to get a shift on when you ask it to.

The only real fly in the ointment is the slightly lacklustre wheelset and the weighty tyres fitted as standard. Both take the overall shine off the performance, and contribute to the all-up bike weight of 9.1kg on our scales, so it's not exactly nippy off the line compared with bikes a kilo lighter.

Swapping the Bontrager tyres out for some Goodyear Eagle F1 Supersport Rs that were in for review dropped 320g from the overall weight, and helped to show just what this bike is capable of. Not just in terms of weight, either, but also better rolling resistance and grip.

The better grip lets you get the best out of the geometry, which is designed to be on the racy side without being overly aggressive. It's a nice balance.

On fast descents you can fling it into the corners and it'll hold its line without feeling twitchy or nervous. In fact, it feels pretty planted, but not at the cost of responsiveness or nimbleness thanks to the sub-metre wheelbase.

It's a confidence-boosting bike, easy to ride even if you aren't giving things your full attention. You don't have to be 'on it' the whole time to ride the Emonda quickly; it'll just as easily let you cover big miles without issue.

Though the ALR has kammtail tube sections, and Trek makes some aero claims, I wouldn't say it feels exceptionally quick in a straight line; it doesn't have the sort of wind-cheating properties of properly aero carbon bikes.

That said, thanks to the riding position that's achievable given the reasonably low stack height, you can certainly get a shift on if you are trying to get out of the wind. It's certainly a bike you can race on, or just ride quickly without any competition involved.

Frame and fork

Trek uses its own range of aluminium grade tubing, which in the ALR 5's case is "ultralight 300 Series Alpha". And thanks to the hydroformed shapes, and what Trek calls invisible weld technology, it looks very much as smooth and shapely as many carbon frames on the market, especially around the head tube area.

That smoothness is enhanced by the integrated cable routing, directed in through the head tube and headset before passing into the frame and exiting just below the bottom bracket.

The welding only has a smooth appearance around the front area and the top of the seat tube, though; move further down where there are bigger loads being applied, such as at the bottom bracket, and the welds are much more pronounced.

The rear of the frame actually has quite a traditional look about it, with mainly round tubes and seatstays that aren't overly narrow or heavily profiled, like you might find manufactured from carbon.

You won't find any integrated seatclamps either, with the Emonda getting a round post and a clamp that sits externally.

As for finishing touches, it's just bolts for two bottle cage mounts and nothing else. This is a performance race bike after all.

Tyre clearance is quite limited for a modern road bike at just 28mm. That's not a huge problem for me – 28mm is the maximum I use for this kind of bike – but with many of the opposition being able to take 30mm or even 32mm now, it's a little bit on the back foot.

The carbon fork, an Emonda SL, blends smoothly into the frame and provides all the stiffness required for hard cornering without suffering from any kind of understeer at all.

For the bottom bracket Trek has specced a T47, a switch it made a little while back. In a nutshell, it uses the larger dimensions of a press-fit system, but the bearings are threaded into the frame rather than being pressed. This provides the stiffness and performance benefits of a press-fit system without the creaking issues that can result if dirt gets in between the cups and frame due to poor manufacturing tolerances.

Geometry-wise, the Emonda ALR 5 uses Trek's H1.5 Race measurements, a balance of angles and dimensions that give the bike a performance edge without going too far into the twitchy, hard-to-handle realm of race bikes. It's the same as used on the higher-end carbon Emonda models.

Even though Shimano is 'charging' ahead with its electronic groupsets, and we've seen 105 Di2 become 12-speed, there is still a lot of life left in this mechanical setup. The shifting is great, with crisp and clean gear changes, and the shape of the levers lets your hands sit naturally and comfortably.

In terms of ratios, the ALR 5 comes with a 50/34-tooth compact chainset mated to an 11-30 cassette. That's a good spread of gears for all kinds of performance riding, with a 50x11 giving more top end than most people need, along with plenty of climbing gears at the lower end, providing you are reasonably strong and fit.

The hydraulic braking performance is top notch too. With 160mm rotors front and rear, you can get it to pull up from high speed to zero with just two fingers whenever you want.

Finishing kit

Trek's in-house component and accessories brand, Bontrager, supplies all of the finishing kit found on the ALR.

The handlebar and stem are both standard alloy components with nothing flash when it comes to their design, but they do the job just fine.

The Comp VR-C bar has a 124mm drop, which is shallow enough that it can be used without the bend in your back needing to be too extreme. The overall width is matched to the frame size.

The seatpost is alloy too, 6061 grade, and is 27.2mm in diameter. It comes with 8mm of offset and on this size bike it is 330mm in length.

The Verse Comp saddle is a little too plush for my liking; I prefer something with less padding for fast riding, but saddles are very much a personal choice. You might get on with it just fine.

Wheels & tyres

As for the wheels, the Paradigm SLs are tubeless ready, and for a wheelset on a bike at this price point they aren't too bad in terms of weight at a claimed 1,800g.

Their shallow rim depth doesn't bring a huge amount of speed to the party, but they are stiff enough for spirited riding, and durability doesn't look to be an issue.

As I've already mentioned, the tyres fitted aren't the best from a performance point of view. They are heavy at over 800g a pair, and with a limited thread count they have quite a 'dead' feeling to them.

Durability and reliability aren't an issue, so they are good training tyres, but they just hamper performance. An upgrade here will bring dividends to overall speed, with better rolling resistance and grip.

The ALR 5 is priced at £2,350, which is similar to Cannondale's highly regarded CAAD 13 : an aluminium road bike with a lot of pedigree. (Mat tested the CAAD13 Disc 105 in 2020.)

The latest model is similarly specced with a 105 groupset and alloy mid-depth rims, so it's no surprise to see a price virtually the same either: £2,300.

Specialized's alloy superbike, the Allez Sprint Comp , takes many cues from the carbon fibre Tarmac SL7 . Liam was impressed with it overall when he tested it last year , and Jamie has bought a frameset, which you can see in our YouTube video comparing it against the ALR 5 . It's much higher priced than the Trek, though, at £2,900, with a 105 groupset and DT Swiss wheels.

Merida has a range of aluminium Sculturas, with the 400 being the most expensive. It too comes with a 105 mechanical groupset and an alloy wheelset, but costs much less at £1,775.

The ride quality and geometry of the ALR 5 makes it a bike I'd highly recommend if you want to race but don't have a massive budget, or you just want a bike you can ride fast without getting beaten up, even on long rides. It's priced in line with key competition like the CAAD13 and is cheaper than the Allez Sprint Comp by quite a long way. Some might baulk at that price for an alloy bike, but there is no denying it has the characteristics to back it up.

The tyres hold it back a bit, but underneath is a comfortable alloy road bike with a great performance

road.cc test report

Make and model: Trek Émonda ALR 5

Size tested: 56cm

About the bike

List the components used to build up the bike.

Hub front Bontrager alloy, sealed bearing, CenterLock disc, 100x12 mm thru axle

Skewer front Bontrager Switch thru-axle, removable lever

Hub rear Bontrager alloy, sealed bearing, CenterLock disc, Shimano 11-speed freehub, 142x12 mm thru axle

Skewer rear Bontrager Switch thru-axle, removable lever

Rim Bontrager Paradigm SL, Tubeless Ready, 24-hole, 21 mm width, Presta valve

Tyre Bontrager R1 Hard-Case Lite, wire bead, 60 tpi, 700x 25 c

Max tyre size 28c

Drivetrain -

Shifter Shimano 105 R7020, 11-speed

Front derailleur Shimano 105 R7000, braze-on

Rear derailleur Shimano 105 R7000, short cage, 30T max cog

*Crank Size: 47

Shimano 105 R7000, 50/34 (compact), 165 mm length

Size: 50, 52

Shimano 105 R7000, 50/34 (compact), 170 mm length

Size: 54, 56, 58

Shimano 105 R7000, 50/34 (compact), 172.5 mm length

Size: 60, 62

Shimano 105 R7000, 50/34 (compact), 175 mm length

Bottom bracket Praxis, T47 threaded, internal bearing

Cassette Shimano 105 R7000, 11-30, 11 speed

Chain Shimano 105 HG601, 11-speed

Max. chainring size 1x: 48T, 2x: 53/39 (Shimano), 48/35 (SRAM)

*Saddle Size: 47, 50, 52

Bontrager Verse Comp, steel rails, 155 mm width

Size: 54, 56, 58, 60, 62

Bontrager Verse Comp, steel rails, 145 mm width

*Seatpost Size: 47

Bontrager Comp, 6061 alloy, 27.2 mm, 8 mm offset, 250 mm length

Size: 50, 52, 54, 56, 58, 60, 62

Bontrager Comp, 6061 alloy, 27.2 mm, 8 mm offset, 330 mm length

*Handlebar Size: 47, 50

Bontrager Comp VR-C, alloy, 31.8 mm, 100 mm reach, 124 mm drop, 38 cm width

Bontrager Comp VR-C, alloy, 31.8 mm, 100 mm reach, 124 mm drop, 40 cm width

Bontrager Comp VR-C, alloy, 31.8 mm, 100 mm reach, 124 mm drop, 42 cm width

Bontrager Comp VR-C, alloy, 31.8 mm, 100 mm reach, 124 mm drop, 44 cm width

Handlebar tape Bontrager Supertack Perf tape

*Stem Size: 47

Bontrager Elite, 31.8 mm, Blendr-compatible, 7-degree, 70 mm length

Bontrager Elite, 31.8 mm, Blendr-compatible, 7-degree, 80 mm length

Size: 52, 54

Bontrager Elite, 31.8 mm, Blendr-compatible, 7-degree, 90 mm length

Size: 56, 58

Bontrager Elite, 31.8 mm, Blendr-compatible, 7-degree, 100 mm length

Bontrager Elite, 31.8 mm, Blendr-compatible, 7-degree, 110 mm length

Brake Shimano 105 hydraulic disc

Brake rotor Shimano RT70, CentreLock, 160 mm

Rotor size Max brake rotor sizes: 160mm front & rear

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

Trek says, "The Émonda ALR 5 gives you the sleek looks of carbon without the sticker shock. Its advanced alloy frame is built to perform, and pairs with disc brakes and a reliable Shimano 105 drivetrain to give it the race-ready edge."

It's a smooth looking bike with an excellent ride quality, and plenty of stiffness.

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

The range is topped with the ALR 6 at £3,150 and starts with the ALR 4 at £1,750. A frameset is available too, from £1,150.

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

It's a high-quality aluminium frame that looks smooth, just like a carbon fibre offering, and the fork is stiff enough for hard riding.

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

The frame is made from Trek's 300 Series Alpha aluminium while the fork is full carbon fibre.

Tell us about the geometry of the frame and fork?

The geometry is on the racy side, but just backed off enough to not create a twitchy speed machine.

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

The height and reach figures are fairly typical for a race bike of this size.

Riding the bike

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

Yes, the alloy frame has a great ride quality.

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

With the oversized bottom bracket shell, and stiff tubing where it needs to be, all is fine in this respect.

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

Power transfer is good throughout the frame and fork.

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

How would you describe the steering? Was it lively neutral or unresponsive? On the quick side.

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

It has fast handling, but not so much so that it becomes twitchy or difficult.

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

I wasn't a huge fan of the amount of padding on the saddle, although it is a decent shape.

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

I found the wheels fine for out of the saddle efforts, and the same with the handlebar – I didn't detect any flex when really pulling on it.

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

A change of tyres would improve overall efficiency a lot, by dropping weight and improving grip.

The drivetrain

Tell us some more about the drivetrain. Anything you particularly did or didn't like? Any components which didn't work well together?

Mechanical Shimano 105 is still an excellent groupset, with awesome shifting performance and braking power.

Wheels and tyres

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

Decent enough wheels for the budget, and not too bad a weight overall.

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

Entry-level tyres from Bontrager; an upgrade would benefit the bike immensely.

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

Personally, I'd change the saddle for something less padded, but on the whole, for the money it's a decent spec.

Your summary

Did you enjoy riding the bike? Yes

Would you consider buying the bike? Yes

Would you recommend the bike to a friend? Yes

How does the price compare to that of similar bikes in the market, including ones recently tested on road.cc?

The similarly specced Cannondale CAAD13 Disc comes in a few quid cheaper at £2,300, but Merida's aluminium Scultura range stops at £1,775 even though you get a 105 mechanical groupset and a spec similar to that of the Trek. Specialized's Allez Sprint is considerably more, though.

Use this box to explain your overall score

Thanks to the quality that can now be achieved by modern aluminium frames, this is a lovely bike to ride, with easily enough stiffness to match that of carbon machines in the real world. It is weighty, and it could do with a few component tweaks, but for the performance it delivers, for the money, it's very good.

Overall rating: 8 /10

About the tester

Age: 44   Height: 180cm   Weight: 76kg

I usually ride: This month's test bike   My best bike is: B'Twin Ultra CF draped in the latest bling test components

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

I regularly do the following types of riding: time trialling, commuting, club rides, sportives, fixed/singlespeed,

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As part of the tech team here at F-At Digital, senior product reviewer Stu spends the majority of his time writing in-depth reviews for road.cc, off-road.cc and ebiketips using the knowledge gained from testing over 1,500 pieces of kit (plus 100's of bikes) since starting out as a freelancer back in 2009. After first throwing his leg over a race bike back in 2000, Stu's ridden more than 170,000 miles on road, time-trial, track, and gravel bikes, and while he's put his racing days behind him, he still likes to smash the pedals rather than take things easy. With a background in design and engineering, he has an obsession with how things are developed and manufactured, has a borderline fetish for handbuilt metal frames and finds a rim braked road bike very aesthetically pleasing!

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>£2k for an aluminium frame?! In the same price bracket, actually cheaper, you can get a carbon frame for that money. Trek seems to be poor vfm really....

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Or steel (if you want). Having become quite inured to these prices, I was slightly shocked recently to see you can get a well-regarded steel-framed 105-equipped ride for £1000 less than this Trek. Not exactly the same sort of bike but - hydraulic brakes apart - you have to wonder where the price difference comes from. www.cyclinguk.org/cycle-magazine/bike-test-cannondale-synapse-sora-and-s...

Coming back to cycling after a number of years off I was shocked at the cost of bikes and in the end plumped for a £500 Triban RC500 from Decathlon, which I'm sure a lot of folks will turn their noses up at, but it's a great bike and does everything I need. But now I'm looking at a better bike the vfm range is incredible. Have to say Ribbles range is looking very attractive.....

I tried one in Decathlon couple of weeks ago and thought it was a great bike especially for the price, now 600 quid I think.

Hornet99 wrote: which I'm sure a lot of folks will turn their noses up at

Anyone who does that is a fool. https://road.cc/content/review/decathlon-triban-rc-500-disc-road-bike-25...

Hornet99 wrote: >£2k for an aluminium frame?! In the same price bracket, actually cheaper, you can get a carbon frame for that money. Trek seems to be poor vfm really....

Your starting point is that aluminium is necessarily inferior to carbon. I'm not sure that's always true.

While this seems expensive for a 105 11-speed bike, it's a Trek and they don't sell bikes cheaply. The ALR 4 with Tiagra is currently £1,575 (reduced from £1,750). That's quite a difference for one extra cog on the cassette. The frameset is £1,150. A Specialized Allez Sprint frameset is £1,800.

These brands spend a lot on marketing, sponsorship and R&D and that money has to come from somewhere. I wonder how the Trek ALR compares to a Giant Contend SL, Cannondale Synapse or Ribble Endurance AL.

If you compare it with the £4,500 Cervelo Soloist reviewed last week which has a low-spec wheelset, so you're looking at £800 or more on top to get something it deserves (no-one buying a Soloist will want those stock wheels). I'd suggest that is a far bigger rip-off.

There is talk of an oversupply of some models so there may be discounts if you shop around.

No mention of that colour scheme! 

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• Rider Notes

2023 Trek Checkpoint ALR 5

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

Manufacturer Price

Checkpoint ALR 5

In Stock: 56, 58, & 61cm

Biloxi Bicycle Works

In Stock: 58cm

Checkpoint ALR 5 - 2023, 52cm

In Stock: 52cm

Checkpoint ALR 5 - 2023, 54cm

In Stock: 54cm

Checkpoint ALR 5 - 2023, 56cm

In Stock: 56cm

Checkpoint ALR 5 - 2023, 58cm

Checkpoint ALR 5 2023, 54cm

Checkpoint ALR 5 2023, 56cm

For This Bike

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Based on frame geometry and build specs.

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

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Nov 2023 · Oscar Huckle

How does the Checkpoint platform translate into aluminium?

Well mannered on tamer terrain

Lots of eyelets

Eschews integration

Clean dropper post actuation

Not the most exciting ride

Harsh through the front end when unloaded

Read Review

Jun 2023 · Calvin Zajac

A comfortable all-purpose weapon, and a premium price –which boxes can the Trek Checkpoint SLR 9 eTap tick? We putit through the wringer to find out!

IsoSpeed system is inconspicuous and functional, providing added comfort at the rear

Storage compartment in the down tube

Round, less ergonomic handlebars

Bontrager GR1 Team Issue TR tires lack grip in damp conditions and tend to bounce

Unbalanced level of compliance between the front and rear

Oct 2022 · Mat Brett

Get all the details of this fiery red gravel/adventure bike with Trek’s gravel-smoothing IsoSpeed

Sep 2022 · Josh Ross

The Trek Checkpoint is the only bike you need to take you on every adventure

SRAM Rival AXS is the perfect groupset for an all-arounder

Mud-guard mounts

Mounting points for every bag you can think of

Non-proprietary seat-post provides options

Internal storage is convenient

Downtube protection eases worry

Threaded bottom bracket

Ideal all-around gearing

Short stem for added stability means handlebar/knee interference

Lacks included protection for the chain stay

Detail behind the fork steerer collects water and is difficult to clean

Sep 2022 · Steve Williams

Trek's updated aluminum Checkpoint is a surefooted, confidence-inspiring ride that's perfect for ruined back lanes, byways and well-laden travels

Stable and predictable

Comfortable

Great shifting and brakes

Gearing a bit tall for the weight

Could use a dropper post

Aug 2022 · Sam Challis

Neat tricks combined with smart design equals good fun. The Checkpoint SL is the sweetspot in Trek's gravel range

Effective geometry

Sensible spec

Neat extra frame features

Non-removable front derailleur mount

Headset cable integration design isn’t watertight

Updated geometry and differentiated models for speed, adventure, and all purpose riding

Sep 2021 · Matthew Pioro

Also, a tour of the revamped Trek Checkpoint lineup of bikes and Adventure bags for mixed-surface adventures

Last updated April 20

2023 Trek Checkpoint ALR 5 Review

Are you looking for an affordable, yet powerful mountain bike? Enter the Trek Checkpoint ALR 5. 

This mid-range road and gravel bike is perfect for exploring paved roads, gravel paths and mild backcountry trails.

Trek is one of the biggest producers of bicycles in the world and they’ve managed to cater to cyclists of all levels by providing an impressive range of options. 

One such option is the Trek Checkpoint ALR 5 – a light weight, well equipped endurance road bike that can tackle any terrain with ease.

If you’re searching for a reliable and comfortable ride for your next adventure, then look no further than the Trek Checkpoint ALR 5. 

In this review, I’ll discuss what makes this bike so great, including its lightweight frame, impressive components, reasonable price point and agile maneuverability.

Trek’s Checkpoint ALR 5 has become a top pick among cyclists looking for adventure riding. 

The bike is designed to deliver a dynamic, efficient experience over a variety of terrain and surfaces, allowing riders to embark on longer adventures while pedaling further and faster. 

In this review, we’ll take an in-depth look at the features of the Trek Checkpoint ALR 5 and examine how it holds up for long rides in tough conditions.

Frame Construction & Design

The Checkpoint ALR 5 is constructed with 300 Series Alpha Aluminum from Trek’s exclusive technology, making it one of the lightest gravel bikes you can find on the market. 

Its frame design is based on Trek’s endurance road geometry for a more comfortable ride when using wider tires than what most road bikes are used to handling. 

The frame also features integrated mudguard and fender mounts, as well as larger headtube clearance spaces that allow you to use tires up to 45mm wide.

The Checkpoint ALR 5 comes stock with Shimano GRX components, including brakes and drivetrain components like shifters, derailleurs and crankset. 

It also includes Bontrager adjustable stem and handlebar that accommodate multiple hand positions while allowing you easily make custom adjustments that fit your body dimensions perfectly. 

Additionally, it offers internal cable routing for seamless shifting performance across all varieties of terrain conditions you may find yourself riding in on your adventures.

Wheels & Tires

This fantastic bike rolls on aluminum Bontrager Paradigm wheels paired with 40mm Bontrager GR1 Team Issue tubeless tires ready for any type of surface or terrain you might be taking it through. 

It also provides optimal traction with its plus-sized tire construction which helps increase grip levels when cornering or climbing technical trails – something many other gravel bikes don’t do as effectively as this one does. 

Plus, its tubeless design means you can take advantage of lower air pressures without fear of flats during long days spent exploring off roads trails or cruising the asphalt avenues back home after another amazing day out on your trusty steed!

Performance

Test rides support what we expected—the Checkpoint ALR 5 delivers an efficient ride with confidence inspiring handling over rough roads thanks to its sturdy carbon construction, plus size wheels and tires combo as well as responsive yet controlled Shimano GRX components package.

Riding this bike across paved surfaces offers smooth stability similar to a road bike but is forgiving enough over dirt paths or rocky terrains without feeling sluggish due to its wider footprint combined with just enough suspension provided by the bigger tires themselves – helping keep your momentum going with minimal effort no matter how rough things get out there!

Order online and have it shipped to your local dealer for final assembly!!

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Trek Checkpoint ALR 5

• AUS $ NZD $ USD $ CAD $ GBP £ EUR €

Size / 49cm, 52cm, 54cm, 56cm, 58cm, 61cm

At a glance

Where to buy.

Specifications

• Frame 300 Series Alpha Aluminum, tapered head tube, Internal cable routing, 3S chain keeper, T47 BB, rack and fender mounts, integrated frame bag mounts, flat mount disc, 142x12mm thru axle
• Fork Checkpoint, full carbon, tapered carbon steerer, rack mounts, fender mounts, flat mount disc, 12x100mm thru axle
• Hubs Bontrager alloy, sealed bearing, centerlock disc, Shimano 11-speed freehub, 142x12mm thru axle
• Wheels Size: 49, 52, 54, 56, 58, 61, Bontrager Paradigm, Tubeless Ready, 24-hole, 21mm width, Presta valve; Size: 49, 52, 54, 56, 58, 61, Bontrager Paradigm SL, Tubeless Ready, 24-hole, 21mm width, Presta valve
• Tires Bontrager GR1 Team Issue, Tubeless Ready, Inner Strength casing, aramid bead, 120 tpi, 700x40c
• Chain Shimano HG601
• Crank Size: 49, Shimano GRX RX600, 46/30, 165mm length; Size: 52, Shimano GRX RX600, 46/30, 170mm length; Size: 54, 56, Shimano GRX RX600, 46/30, 172.5mm length; Size: 58, 61, Shimano GRX RX600, 46/30, 175mm length
• Bottom Bracket Praxis, T47 threaded, internal bearing
• Front Derailleur Shimano GRX RX810, braze-on
• Rear Derailleur Shimano GRX RX810, long cage, 34T max cog
• Shifters Shimano GRX RX600, 11 speed
• Brakeset Shimano RX400 hydraulic disc, flat mount
• Handlebar Size: 49, Bontrager Elite Gravel, 38cm width; Size: 52, Bontrager Elite Gravel, 40cm width; Size: 54, 56, Bontrager Elite Gravel, 42cm width; Size: 58, 61, Bontrager Elite Gravel, 44cm width
• Saddle Size: 49, 52, Bontrager Verse Comp, steel rails, 155mm width; Size: 54, 56, 58, 61, Bontrager Verse Comp, steel rails, 145mm width
• Seatpost Bontrager alloy, 27.2mm, 12mm offset, 330mm length
• Stem Size: 49, Bontrager Elite, 31.8mm, Blendr compatible, 7 degree, 70mm length; Size: 52, 54, Bontrager Elite, 31.8mm, Blendr compatible, 7 degree, 80mm length; Size: 56, 58, Bontrager Elite, 31.8mm, Blendr compatible, 7 degree, 90mm length; Size: 61, Bontrager Elite, 31.8mm, Blendr compatible, 7 degree, 100mm length
• Headset FSA Integrated, sealed cartridge bearing, 1-1/8'' top, 1.5'' bottom

Q: How much is a 2023 Trek Checkpoint ALR 5?

A 2023 Trek Checkpoint ALR 5 is typically priced around $2,499 USD when new. Be sure to shop around for the best price, and also look to the used market for a great deal.

Q: Where to buy a 2023 Trek Checkpoint ALR 5?

The 2023 Trek Checkpoint ALR 5 may be purchased directly from Trek .

Q: What size 2023 Trek Checkpoint ALR 5 should I get?

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Trek Émonda ALR 5 review

The new alloy Émonda remains a great alternative to carbon

Simon von Bromley / Our Media

Simon von Bromley

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

Low-end tyres slow the bike down; uninspiring wheels

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

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

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

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

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

Trek Émonda ALR 5 frameset

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

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

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

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

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

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

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

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

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

Improved aerodynamics

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

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

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

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

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

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

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

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

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

What about mudguards?

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

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

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

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

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

Trek Émonda ALR 5 geometry and handling

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

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

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

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

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

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

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

Trek Émonda ALR 5 build

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

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

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

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

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

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

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

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

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

Trek Émonda ALR 5 ride impressions

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

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

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

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

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

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

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

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

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

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

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

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

Trek Émonda ALR 5 bottom line

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

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

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

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

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First refuelling for Russia’s Akademik Lomonosov floating NPP

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The FNPP includes two KLT-40S reactor units. In such reactors, nuclear fuel is not replaced in the same way as in standard NPPs – partial replacement of fuel once every 12-18 months. Instead, once every few years the entire reactor core is replaced with and a full load of fresh fuel.

The KLT-40S reactor cores have a number of advantages compared with standard NPPs. For the first time, a cassette core was used, which made it possible to increase the fuel cycle to 3-3.5 years before refuelling, and also reduce by one and a half times the fuel component in the cost of the electricity produced. The operating experience of the FNPP provided the basis for the design of the new series of nuclear icebreaker reactors (series 22220). Currently, three such icebreakers have been launched.

The Akademik Lomonosov was connected to the power grid in December 2019, and put into commercial operation in May 2020.

Electricity generation from the FNPP at the end of 2023 amounted to 194 GWh. The population of Pevek is just over 4,000 people. However, the plant can potentially provide electricity to a city with a population of up to 100,000. The FNPP solved two problems. Firstly, it replaced the retiring capacities of the Bilibino Nuclear Power Plant, which has been operating since 1974, as well as the Chaunskaya Thermal Power Plant, which is more than 70 years old. It also supplies power to the main mining enterprises located in western Chukotka. In September, a 490 km 110 kilovolt power transmission line was put into operation connecting Pevek and Bilibino.

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Trek Emonda ALR 6 Disc Road Bike 2023

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The race-ready Trek Emonda ALR 6 Disc Road Bike brings together an advanced 300 Series Alpha Aluminium frame with a carbon fork, and features aerodynamic Kammtail tubes and an integrated cockpit. With this model you get the low weight and sublime handling of the higher-end carbon models at a more pocket-friendly price. The H1.5 race geometry puts you in an aggressive position that's still comfortable for longer rides and races. Cables are all routed internally, not only to sit in line with the sleek aesthetics of this bike but also to extend cable life through reduced contamination.

The bike has been built up with Shimano's 105 Di2 components, bringing electronic shifting to more riders. Shifts are smooth, precise and instant at just the light touch of a lever, and the hydraulic brakes ensure stopping power is consistent in all conditions. The Bontrager Paradigm Comp wheels and Bontrager R2 Hard-Case Lite tyres in a 28mm width make for fast, comfortable rolling and offer excellent protection against punctures. The stem, saddle, crank length and seatpost are all frame size specific, delivering a more personalised feel to the setup. 

• Ultralight 300 Series Alpha Aluminium frame and Emonda SL full carbon fork
• The all-new frame is lighter and sleeker than previous ALR models and features aerodynamic Kammtail tubes with even cleaner cable routing
• Emonda shares the H1.5 race geometry of Trek's highest-end carbon Émonda race bikes, and it gives you a ride quality that stands up in every way to far more expensive carbon bikes
• Wireless Shimano 105 Di2 12-speed delivers faster, smoother and more responsive shifts than ever
• Internal cable routing
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• Tubeless-ready Bontrager Paradigm Comp wheels and Bontrager R2 tyres
• 28mm tyre clearance

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For the first time Rosatom Fuel Division supplied fresh nuclear fuel to the world’s only floating nuclear cogeneration plant in the Arctic

The fuel was supplied to the northernmost town of Russia along the Northern Sea Route.

The first in the history of the power plant refueling, that is, the replacement of spent nuclear fuel with fresh one, is planned to begin before 2024. The manufacturer of nuclear fuel for all Russian nuclear icebreakers, as well as the Akademik Lomonosov FNPP, is Machinery Manufacturing Plant, Joint-Stock Company (MSZ JSC), a company of Rosatom Fuel Company TVEL that is based in Elektrostal, Moscow Region.

The FNPP includes two KLT-40S reactors of the icebreaking type. Unlike convenient ground-based large reactors (that require partial replacement of fuel rods once every 12-18 months), in the case of these reactors, the refueling takes place once every few years and includes unloading of the entire reactor core and loading of fresh fuel into the reactor.

The cores of KLT-40 reactors of the Akademik Lomonosov floating power unit have a number of advantages compared to the reference ones: a cassette core was used for the first time in the history of the unit, which made it possible to increase the fuel energy resource to 3-3.5 years between refuelings, and also reduce the fuel component of the electricity cost by one and a half times. The FNPP operating experience formed the basis for the designs of reactors for nuclear icebreakers of the newest series 22220. Three such icebreakers have been launched by now.

For the first time the power units of the Akademik Lomonosov floating nuclear power plant were connected to the grid in December 2019, and put into commercial operation in May 2020. The supply of nuclear fuel from Elektrostal to Pevek and its loading into the second reactor is planned for 2024. The total power of the Akademik Lomonosov FNPP, supplied to the coastal grid of Pevek without thermal energy consumption on shore, is about 76 MW, being about 44 MW in the maximum thermal power supply mode. The FNPP generated 194 million kWh according to the results of 2023. The population of Pevek is just a little more than 4 thousand, while the FNPP has a potential for supplying electricity to a city with a population of up to 100 thousand people. After the FNPP commissioning two goals were achieved. These include first of all the replacement of the retiring capacities of the Bilibino NPP, which has been operating since 1974, as well as the Chaunskaya TPP, which has already been operating for more than 70 years. Secondly, energy is supplied to the main mining companies in western Chukotka in the Chaun-Bilibino energy hub a large ore and metal cluster, including gold mining companies and projects related to the development of the Baimsk ore zone. In September 2023, a 110 kilovolt power transmission line with a length of 490 kilometers was put into operation, connecting the towns of Pevek and Bilibino. The line increased the reliability of energy supply from the FNPP to both Bilibino consumers and mining companies, the largest of which is the Baimsky GOK. The comprehensive development of the Russian Arctic is a national strategic priority. To increase the NSR traffic is of paramount importance for accomplishment of the tasks set in the field of cargo shipping. This logistics corridor is being developed due regular freight voyages, construction of new nuclear-powered icebreakers and modernization of the relevant infrastructure. Rosatom companies are actively involved in this work. Rosatom Fuel Company TVEL (Rosatom Fuel Division) includes companies fabricating nuclear fuel, converting and enriching uranium, manufacturing gas centrifuges, conducting researches and producing designs. As the only nuclear fuel supplier to Russian NPPs, TVEL supplies fuel for a total of 75 power reactors in 15 countries, for research reactors in nine countries, as well as for propulsion reactors of the Russian nuclear fleet. Every sixth power reactor in the world runs on TVEL fuel. Rosatom Fuel Division is the world’s largest producer of enriched uranium and the leader on the global stable isotope market. The Fuel Division is actively developing new businesses in chemistry, metallurgy, energy storage technologies, 3D printing, digital products, and decommissioning of nuclear facilities. TVEL also includes Rosatom integrators for additive technologies and electricity storage systems. Rosenergoatom, Joint-Stock Company is part of Rosatom Electric Power Division and one of the largest companies in the industry acting as an operator of nuclear power plants. It includes, as its branches, 11 operating NPPs, including the FNPP, the Scientific and Technical Center for Emergency Operations at NPPs, Design and Engineering as well as Technological companies. In total, 37 power units with a total installed capacity of over 29.5 GW are in operation at 11 nuclear power plants in Russia. Machinery Manufacturing Plant, Joint-Stock Company (MSZ JSC, Elektrostal) is one of the world’s largest manufacturers of fuel for nuclear power plants. The company produces fuel assemblies for VVER-440, VVER-1000, RBMK-1000, BN-600,800, VK-50, EGP-6; powders and fuel pellets intended for supply to foreign customers. It also produces nuclear fuel for research reactors. The plant belongs to the TVEL Fuel Company of Rosatom.

Rosatom obtained a license for the first land-based SMR in Russia

On April 21, Rosenergoatom obtained a license issued by Rostekhnadzor to construct the Yakutsk land-based SMR in the Ust-Yansky District of the Republic of Sakha (Yakutia).

ROSATOM and FEDC agree to cooperate in the construction of Russia's first onshore SNPP

ROSATOM and FEDC have signed a cooperation agreement to build Russia's first onshore SNPP in Yakutia.

Rosatom develops nuclear fuel for modernized floating power units

Rosatom has completed the development of nuclear fuel for the RITM-200S small modular reactor designed for the upgraded floating power units.

Life’s got hills. You’ve got Domane+ Domane+ ALR looks and handles like the road bikes you know—but it’s equipped with a hidden Fazua motor for on-demand assist on big climbs, the last hard miles, or anytime you need a boost. This lightweight, high-value electric road bike is built with a dependable parts group and a premium 300 Series Alpha Aluminum frame.

Assist 20 mph

Range 65 miles

Weight 33.3 lbs

More uphill. Less uphill battle.

Domane+ ALR helps you tackle bigger adventures with a subtle boost that gives you the power to explore longer routes and harder climbs.

Premium Fazua drive system Lightweight, discreet, and speedy Domane+ ALR is powered by a sleek, frame-integrated Fazua system and a 250Wh battery that delivers the perfect amount of part-time power for the hardest climbs and fastest group rides. It’s thanks to this lightweight, hidden system that Domane+ ALR has the looks and handling of a standard road bike. For rides where you know you won’t want assist, the whole system can be removed in a matter of seconds, and you can install an available cover to keep the inside of your frame protected.

Electric or analog The Fazua drive system and battery can be removed in seconds for rides where you won’t use assist.

250Wh battery The hidden Fazua battery delivers 250Wh for up to 65 miles of continuous assist on a single charge.

3 hours Go from fully drained to fully charged in under three hours using your standard household outlet.

Top tube controls

The Fazua system's controls are fully integrated into the top tube so you can easily adjust assistance level or check battery status at a glance.

Removeable drivepack

The Fazua system is fully removeable at home, and when it's not installed you can ride Domane+ ALR like a standard road bike.

A tradition of versatility Domane+ ALR is built in the heritage of our award-winning endurance road bike, and it has the same go-anywhere Domane spirit. Hydraulic disc brakes, comfortable Endurance Geometry, and extra tire clearance give deliver stability and confidence on your fastest, farthest, most adventurous road rides.

Premium alloy frame

You'll love the awesome ride quality of 300 Series Alpha Aluminum. Plus, the frame has sleek, smooth welds and mounts for a rack and fenders.

Massive tire clearance

Domane can fit tires up to 38c wide for fast, confident riding on the roughest roads.

Disc brakes

Disc brakes provide superior performance and stopping power under harsh conditions.

Domane+ SLR

Domane+ SLR is our lightest and fastest e-road bike, weighing in at just ~26 pounds with 28mph assist for your biggest adventures. You'll enjoy our highest-level 800 Series OCLV Carbon, smart frame design, compact and whisper-quiet e-system, and newly refined road-smoothing IsoSpeed.

Our highest-value electric road bike lets you take the scenic route without breaking the bank. Domane+ AL features a light and strong aluminum frame and premium features like an integrated top-tube display and hidden mode control buttons on the hoods.