emonda trek sl5

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Trek Émonda SL 5 Disc

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

Trek's Émonda SL 5 Disc is a solid all-round race bike offering great handling, a stiff platform for performance and a comfortable riding position, plus it's all wrapped up in a minimalistic, clean-looking package. This build isn't exactly lightweight though.

Trek launched this latest Émonda design last year, giving what has always been considered its lightweight climbing machine an aerodynamic makeover that takes it into what I consider quality all-rounder territory.

From a ride point of view, I can't fault it. It's firmer than a lot of carbon bikes on the market, and I kind of like that. Getting smashed about isn't fun, but neither is a bike that mutes all the signals from the road below. The Émonda balances this well.

Stand hard on the pedals for a climb or sprint and the bike feels tight everywhere, although most notably around the bottom bracket area. There is no flex anywhere, and it just eggs you on to keep hammering away when your legs are screaming to ease up.

Chubby chaser

The only downside is that this SL 5 build's weight can just take the shine off. This 56cm model weighs in at 9.16kg, which is on the beefy side for a near three-grand bike.

The SL 6 Pro I rode last year came with an Ultegra mechanical groupset and 35mm deep Bontrager Aeolus Elite carbon wheels, and weighed 8.23kg. It felt much nippier than the SL 5 when it matters.

As an experiment I switched the SL 5's wheels for a pair of 1,400g Scribe Élan Wide+ 42-D wheels I had on test, and that unlocked the Émonda's potential. I'm not saying you should go out and blow £1,190 on newwheels, just that you shouldn't be put off by the standard weight of the SL 5. It can be tweaked without spending a fortune in the future.

On all but the steepest of climbs though, the Émonda doesn't feel as heavy as the road.cc scales would suggest. It still feels nippy as you accelerate out of corners or crest those short power climbs, and it always seems to have an eagerness to keep rolling.

Right angles

The geometry helps too. This is a proper race bike with a steepish 73.5° head angle for quick steering, plus a short 151mm head tube to allow a low front end and a short wheelbase. At just 983mm, this certainly gives it a nimble and flickable feeling in the bends.

On the downhills I found I could let the Émonda go even when the road surface was less than perfect. It just feels really planted, and coupled with that firm frame passing through loads of feedback from the tyres, I left me feeling perfectly in tune with it.

The steering is on the fun side of neutral, and allows you to just point the handlebar and aim for the apex. The Émonda is also very responsive to slight changes in body position if you need to tweak your line or get yourself out of trouble. I found this out when riding somewhere I had never ridden before – a descent which was easily 40mph+ in sections.

The Trek just nailed it, even though I didn't know what was around the next corner. With less caution than I probably should use, I could throw the Émonda through the bends while constantly making little tweaks to my position to line it up for the next one.

The SL 5 is also a quality mile muncher. The firm ride didn't seem to fatigue my joints any sooner than normal, and although the position is racy, it isn't extreme either. I could ride on the hoods for hours without discomfort and made good use of the shallow drops too.

Frame and fork

As I mentioned earlier, the Émonda focuses more on aerodynamics now than ever before, but that doesn't mean it has become a rocket ship on the road. The Émonda is a climbing bike after all, so Trek's engineers have honed in on 'unsteady aerodynamics,' which they say give larger effects at lower speeds when ascending, rather than on curves for cutting through at high speeds in straight lines.

For starters the front end has been made as smooth as possible, with all cables and hoses directed through the head tube into the frame and fork, giving a very clean look. The head, down and top tube junction is large and beautifully sculpted for airflow too. As a whole the Trek has been optimised for 25mm tyres, although it will swallow 28mm with 6mm of space around the tyre.

The integrated spacer is designed to line up perfectly with the frame when the handlebar is pointed straight ahead, although it does limit how far the bar will turn in each direction. It can feel a bit daunting at first – I kept worrying I might not have enough lock to negotiate a tight turn at low speed.

It proved an unfounded worry though, and the only time I reached the turning limit was when trackstanding at the lights.

The top-end Émonda SLRs use a carbon fibre all-in-one handlebar and stem to take things even further, but there isn't the budget for that here.

As for the seatpost, Trek has decided to do things a little differently. The seat tube extends high, up past the top tube by some way. An external seat mast slides over the top and clamps into position, and the seat tube inside the mast allows a bit of flex, which aids comfort.

The top tube flares out at the seat tube junction, which I find I often rub my thighs against. I got around it by running the saddle 5mm further forward, but it's worth bearing in mind if you have large legs.

The frame and fork are created using Trek's 500 Series OCLV carbon fibre. It's a bit heavier than the new 800 Series found on the more expensive SLR range, but still gives a reasonable claimed weight of 1,142g for the frame and 380g for the fork. There are a massive eight sizes available, too, ranging from 47cm up to 62cm.

The Émonda range is now disc brake only, which means you're getting 12mm thru-axles and flat mounts for the disc calipers.

Trek has gone down the T47 bottom bracket route. Standard threaded bottom brackets have the bearing cups sitting outside the frame, which limits the width the bottom bracket shell can be without pushing the Q-factor (the distance between the pedals) too wide.

To allow a wider shell, which in turn lets the down tube, seat tube and chainstays all have larger joins for increased stiffness at this crucial point, many brands use press-fit cups. These sit inside the frame, allowing a wider shell while keeping the Q-factor the same. In the past there have been creaking and wear issues due to slack tolerances between the cups and the frame, though, so some people have fallen out of love with them.

The T47 is kind of the best of both worlds, as the bearings sit inside the frame but they are threaded into place rather than pressed. That gives a better (and easier) fit, but still allows for that wide bottom bracket shell.

To finish everything off, the SL 5 is available in two colours: this Quicksilver/Brushed Chrome, or Carbon Blue Smoke/Metallic Blue, which I reckon looks even better.

Finishing kit

The SL 5 is adorned with a Shimano 105 R7000 11 speed groupset, which cannot really be faulted, either from my own experience of riding it for thousands of miles on test bikes, or from Dave's in-depth review from a couple of years ago.

The gear shifting is precise and works well even under load – especially at the chainset – and the feel at the lever is practically the same as Ultegra R8000.

Trek has paired a 50/34t chainset with an 11-30t cassette, which gives a decent spread of gears for a bike with racing intentions. Crank length is determined by frame size, ranging from 165mm to 175mm.

Alongside the flat mount 105 calipers the SL 5 uses 160mm SM-RT70 rotors front and rear.

Stopping power is great, as is the modulation and control.

If you weren't aware, Trek's in-house kit and component brand is Bontrager, so it's no surprise to find this adorning the Émonda throughout. The Comp VR-C Road is a shallow drop bar with a compact design, making it usable for most riders regardless of flexibility.

There is nothing flash about it, but it is comfortable, has a decent length of central section for computer mounts or lights, and its aluminium construction is stiff enough for out-of-the-saddle efforts.

> road.cc Road Bike of the Year 2020/21

The Bontrager Elite Stem is another component that just gets on with its job. On the 56cm frame you get a 110mm, and it comes with Trek's Blendr compatibility.

This means you get a selection of mounts for various accessories, such as lights and computers, to sit out in front of the stem. On Trek's website it's £59.99 (£30 more than the handlebar), so it's certainly not a budget component.

The saddle is called the Verse Comp and it's a good 'un, at least for me. It's got a swoopy shape I found gave me plenty of different position options (I like to slide back to climb, for instance). It's 270mm long and 145mm wide (155mm on the smaller frames) with steel rails and a central cut-out. It's also compatible with Blendr accessories.

The frame itself is compatible with DuoTrap S, which is a Blutooth/ANT+ sensor which can send all sorts of data and works with Garmin, Bontrager, PowerTap and more, though the sensor is sold separately.

Wheels and tyres

As with the rest of the finishing kit, the wheels are Bontrager. Using their sealed alloy hubs mated to Paradigm SL rims, they have an internal width of 21mm and 24 spokes front and rear. As I mentioned earlier, they are a bit weighty, but they rode well enough throughout the test period, and I had no durability or trueness issues. They are tubeless ready for a bit of futureproofing.

> road.cc's Best Cycling Wheels of the Year 2020/21

I'm a fan of Bontrager's tyres. I've ridden a few, and was impressed when I tested the R3 Hard-Case Lite a couple of years back. The SL 5 uses the entry-level R1 Hard-Case Lite, and it's pretty good. With a 60tpi (threads per inch) casing it isn't the most supple, but it doesn't detract too much from the ride quality.

They roll pretty well too, and grip is more than adequate in both the wet and dry. More importantly though, considering the review period took in the end of winter, they seem robust and suffered no punctures.

Still, as with the wheels the SL 5 deserves better in the long term. If you want to keep things in the Bontrager family, those R3s mentioned retail for £42.99 now, or £52.99 if you want to go tubeless.

Bike prices are all over the place at the moment, and there have been some big jumps in Trek's line-up. That SL 6 Pro I reviewed was £3,350 in 2021, and it's now £3,900 with what looks to be the same build. The frameset has gone up from £2,200 to £2,700. Meanwhile this SL 5 has come through relatively unscathed at £2,750, up just £25 over last year's prices.

Around the time this Émonda was released, Specialized launched its new Tarmac SL 7 (I was lucky enough to review the S-Works model), and it's a similar sort of bike to the Trek. For 2022 Specialized has largely used SRAM components on its road bikes though, so there's no direct comparison with the SL 5.

However, the entry-level Tarmac SL 7 is the Comp model, which comes with a Rival eTap AXS electronic groupset and DT Swiss alloy shallow section wheels for £5,000, while Trek's SL 6 eTap comes with the same wireless groupset and the Bontrager 35mm deep carbon wheels for £4,300.

There is some tough opposition out there though, with Canyon's new Ultimate CF SL 7 Disc featuring a 105 groupset, a full aero carbon cockpit and a claimed weight of 8.2kg for just £2,149.

Giant's TCR Advanced Disc 2 doesn't quite have the aero attributes of the SL 5, but it is considered a very good lightweight all-round race bike. For £2,349 you are getting a 105 groupset, full carbon frameset and Giant's own alloy wheels.

The Émonda SL 5 is a great bike to ride, and that's down to the top-notch frame and fork paired to good quality finishing kit. True, the wheels and tyres can take the shine off of the performance a touch, but that is true of many entry-point bikes. This is a bike that will tackle any kind of topography or race and excel at it. The frameset is great and it's ripe for upgrades over time too.

The Émonda is a classic all-rounder, fun, fast and stiff, although this model isn't the lightest

road.cc test report

Make and model: Trek Émonda SL 5 Disc

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

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

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

Spokes: 14 g stainless steel

Tyre: Bontrager R1 Hard-Case Lite, wire bead, 60 tpi, 700x28 c

Max tyre size: 30c

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: Shimano 105 R7000, 50/34 (compact), 172.5 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: 50T, 2x: 53/39T

Saddle: Bontrager P3 Verse Comp, steel rails, 145 mm width

Seatpost: Bontrager alloy seat mast cap, 10 mm offset, tall length

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

Handlebar tape: Bontrager Supertack Perf tape

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

Brake: Shimano 105 hydraulic disc

Brake rotor: Shimano SM-RT70, CenterLock, 160 mm

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, "Émonda SL 5 Disc is a lightweight carbon road bike with a balanced ride quality, superior handling characteristics and the added benefit of free speed thanks to aero tube shaping. It's a great choice for century rides on hilly terrain, windy flats and speedy descents."

I think the SL 5 is a classic all rounder.

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

This SL 5 model kicks off the SL range, sitting just £25 above the price of the frameset. Going up through the models you find the SL 6 and SL 6 Pro (£3,400 and £3,900 respectively), the SL 6 eTap (£4,300) and the Ultegra mechanical SL 7 (£5,350). Finally you get to the 12-speed Ultegra Di2 SL 7 (£5,600) and the SL 7 eTap, which uses SRAM Force for £6,100.

Above the SL range is the SLR line up, and below you'll find the aluminium alloy range, the ALR.

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

A high quality frame and fork. It feels great to ride and the paint finish is high end.

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

Frame: Ultralight 500 Series OCLV Carbon, Ride Tuned performance tube optimisation, tapered head tube, internal routing, DuoTrap S-compatible, flat-mount disc, 142x12 mm thru axle

Fork: Émonda SL full carbon, tapered carbon steerer, internal brake routing, flat-mount disc, 12x100 mm thru axle

Tell us about the geometry of the frame and fork?

With its steepish angles and short wheelbase, this sits very much in the race bike camp.

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

This 56cm model features a stack of 563mm and a reach of 391mm, which is fairly typical for a bike of this size with racing intentions.

Riding the bike

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

It has a firmer ride than a lot of carbon frames, but personally I like that. It feels like a purposeful and aggressive frame without ever feeling harsh and uncomfortable.

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

Plenty of stiffness throughout, most notably at the bottom bracket junction.

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

It does feel efficient, especially considering its weight.

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? Responsive.

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

I found the handling quick with a degree of balance to it – it never feels twitchy.

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

I liked the Bontrager saddle. I found it squidgy enough to absorb the bumps, without being so soft you find yourself bouncing around.

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

The stem and handlebar offer stiffness to match the frame, and there's no real sign of flex from the wheels either.

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

The wheels are a bit weighty, so if you can upgrade to something lighter you'll really unlock the performance of the Émonda.

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?

Performance-wise, 105 is probably all the groupset most of us will ever need from Shimano's catalogue. The shifting is great, as is braking power and modulation, and the value is good.

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

The Bontrager wheels are decent enough. They blunt the SL 5's climbing and acceleration a touch due to their weight, but I can't fault their durability.

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?

Bontrager tyres typically offer decent performance, and so it is with the R1s. Like the wheels though they are a touch heavy and not the most supple.

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

Good quality in-house kit. Upgrade if you want some bling, but there's no real need.

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?

This is well priced against a similar model in Specialized's Tarmac line-up, as mentioned in the review. There is tough opposition from the likes of Giant and Canyon, though.

Use this box to explain your overall score

The Émonda SL 5 is a very likeable bike; it has a solid dependable feel while still maintaining plenty of fun factor. There is some tough opposition out there price-wise, but would I feel shortchanged by the Trek? No. It has a quality ride feel and a quality build, and I enjoyed every mile I covered on it.

Overall rating: 8 /10

About the tester

Age: 42   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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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. 

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

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• Rider Notes

2019 Trek Émonda SL 5

A carbon frame race bike with upper mid-range components and rim brakes.

Manufacturer Price

Émonda SLR 6 - 2019, 58cm

In Stock: LG

For This Bike

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Based on frame geometry and build specs.

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

Émonda SL 5

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• 184cm, size 58cm, Just right
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Aug 2020 · James Bracey

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

Efficient power transfer

Excellent handling prowess

Compliant ride

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

Heavy for a 'climbing' bike

Read Review

Jul 2020 · Dan Cavallari

OCLV 800 launched with Trek's feathery Émonda, but now the brand's flagship aero bike gets this lighter, stiffer carbon — along with a T47 BB.

Have you seen Bontrager’s new Aeolus carbon wheel lineup? Spanning the gap between budget and race ready, the aerodynamic hoops are the perfect complement to another new Trek product launching today – the all new Émonda. Fans of super light, efficient climbing bikes needn’t worry. The Émonda is still as light as ever, but now […]

Mar 2019 · Philippe Tremblay

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

Oct 2018 · Warren Rossiter

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

Beautifully balanced handling, low, low weight

A technical marvel

It’s hard to wrap your head around a 10-grand-plus price tag

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

Aug 2018 · Benjamin Topf

The Trek Émonda ALR 6 is the highest-quality aluminium racer in Trek’s portfolio, but can the performance keep up with the superb looks?

May 2018 · Matt Wikstrom

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

Last updated 29 July Not listed for 1,734 days

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Shop new and used Trek Emonda road bikes for sale at TPC - The Pro's Closet. Find specs, reviews, weight, prices, and more.  Read our Trek Emonda Quick-Take Review below.

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Trek Émonda SLR 6 - Weight, Price, Specs

2023 trek émonda slr review - a tpc quick-take.

• Aerodynamics: Enhanced by truncated airfoil profiles, integrated bar, and stem to minimize drag.
• Lightweight: The complete bicycle in a size 56cm weighs just 14.9 lbs.
• Ride experience: Exceptionally light and agile, ideal for climbing and acceleration.
• Advanced geometry: The H1.5 geometry offers aggressive, upright positions.
• High-quality materials: Uses 800 Series OCLV Carbon for aero profiles without added weight.
• T47 bottom bracket: Offers ease of maintenance and compatibility with oversized crank spindles.
• Price: With a high price tag, it's a significant investment.
• Limited comfort on rough surfaces: More efficient than comfortable, though this can be mitigated with wider tires.
• Complex front cockpit: Adjustments in the front cockpit area can be challenging due to the brake hose setup and integrated stem/bar combo.
• Handling: Requires attention on descents and may not feel as relaxed as more casual bikes.

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Trek Emonda SL 5 Women's review

A carbon-framed race bike that will feel the benefit of future upgrades

Oliver Woodman / Immediate Media

Aoife Glass

Quality carbon frame, great performance for the money

Heavy wheels, lacking aero features compared with similar competitor bikes

The Émonda is the lightweight climbing bike in the Trek family and the SL 5 is its entry-level carbon framed version. The bike comes with good parts and spec for the price and an OCLV carbon frame that is ripe for a few upgrades down the line.

• Bike of the Year 2018
• Women's cycling news, reviews, interviews and more on BikeRadar Women
• Best women's road bikes of 2018: 9 of the best
• The Trek Émonda SL 5 Women's is one of our Bike of the Year bikes for 2018. To read reviews of the other contenders and the categories tested across road, mountain and women's bikes, visit our Bike of the Year hub .

Trek, a long time supporter of women’s cycling, has recently confirmed its stance on the subject of women’s specific geometry, coming down firmly on the side of unisex frame geometry with gender-specific contact points, with the addition of a smaller size (47cm) for shorter riders.

Trek Émonda SL 5 Women's frame

The main selling point of this bike is the frame, Trek says itself: “If you're going to put money into any part of a bike, invest in the frame.”

In this case, the frame you’re investing in is constructed from 500 Series OCLV carbon. It’s not the same carbon as you’ll find in the top-of-the-range Émonda frames, so there is a slight weight penalty here.

Weighing in at 8.43kg for a 54 it sits comfortably around the midrange of bike weights in our test and is a comparable to other bikes in the same price bracket.

Interestingly, it’s also one of the few race-focused frames in our Bike of the Year test not to have aerodynamic elements incorporated into the frame design. Bikes such as the Canyon Ultimate, Specialized Tarmac and Liv Lagma all have features designed to reduce drag, and this is one area where the Émonda SL 5 loses out.

However, if you do want something that’s more aero-focused, Trek does produce a women’s version of the Madone, with unisex frame and women’s specific contact points.

For those riders who aren’t fans of flashy decals, loud logos or lairy colours, the stealthy satin black of the Émonda with subtle gold flashes here and there will be right up your street.

Trek Émonda SL 5 Women's gears, wheelset and finishing kit

The Shimano 105 groupset is a common sight at this price point and the Émonda SL 5 has the expected 50/34t compact crankset with an 11-28t cassette — a classic combo, which offers a good range of gears to cover all manner of terrain.

105 is good, and while it may not be as smooth shifting or light as the pricier Ultegra, it is reliable and durable.

The 105 rim brakes also work well and are reliable, but are noticeably less effective than Ultegra brakes, and in wet conditions or on steep descents I personally would prefer to have disc brakes.

The aluminium Bontrager Comp VR-S handlebars feature practical black tape with a little gold detailing peeking through the holes to match the subtle gold details on the frame, and while the tape does cushion the hands, the stiffness of the frame doesn’t do much to help mitigate road chatter and harsh bumps that transfer straight to hands, wrists, and arms.

It’s more noticeable at moderate speeds, get a good turn of speed and the Émonda flies over the surface, but for anyone planning on riding on rough roads, be aware that you’re going to get a bit knocked about.

However, at the other end of body and bike, the Bontrager Ride Tuned alloy seatmast topper — essentially, a cap on which the saddle is attached that slides over the top of the integrated seatpost — does do a good job of smoothing the road, so while you feel the jolts in your arms, your derrière is more cushioned.

The tubeless-ready alloy Bontrager wheels are noticeably heavy, especially when paired with the Bontrager R1 Hard-Case tyres.

While the added puncture resistance of the tyres is useful for commuting, training and clocking up those winter miles, in a race setting it’s worth switching over for something lighter.

If you want to up the zooms in the future, consider upgrading to a higher spec of alloy wheels or carbon if your budget can stretch to it.

Trek Émonda SL 5 Women's ride impressions

If you’re into fast-paced riding or racing and looking to make your first carbon road-bike purchase, or want a quality frame that’s perfectly placed for future upgrades, then the SL 5 is a good choice.

The spec is reasonable for the price, but it’s a bike that would benefit from a lighter wheelset and certainly some lighter tyres to really fulfil its potential.

It doesn’t have quite the instantaneous acceleration of some of its nearest competitors, such as the Liv Langma Disc, but it does have a noticeably stiffer frame, which comes into its own once you’ve got it up to speed or on longer climbs where the efficiency of its power transfer is a definite plus.

In the corners the Émonda feels stable, steady and fast — put down the power, lean in and feel the confidence this bike inspires.

Steering is responsive, light and agile but not twitchy, and while this is one of the least expensive bikes in our 2018 Bike of the Year test, it certainly holds its own with pricier options.

Trek Émonda SL 5 Women’s specs

• Weight: 8.43kg (54 cm)
• Frame: Carbon
• Fork: Carbon
• Gears: Shimano 105, 50/34 (compact), 11-28
• Brakes: Shimano 105
• Wheels: Bontrager Tubeless Ready Alloy wheels
• Saddle: Bontrager Ajna Comp saddle
• Seatpost: Bontrager Ride Tuned alloy seatmast cap, 10mm offset seatpost
• Handlebar: Bontrager Comp VR-S handlebars
• Stem: Bontrager Elite stem, 31.8 mm, 7-degree, with computer and light mounts

Trek Émonda SL 5 Women’s price, sizes and availability

The Trek Émonda SL 5 Women’s retails at £1,800 / $2,000 / AU$2,499 and is available in sizes 47, 50, 52, 54, 56, which covers a rider height range of 152—180cm or 4ft11.8in–5ft10.9in

While the frame is unisex, the women’s version offers the additional size 47cm, while the men’s versions go up to a 60cm frame size. Women who are taller than the height range offered by the Women’s version can, of course, opt for a unisex bike, though may want to swap the saddle out depending on personal preference.

• BikeRadar would like to thank Life Cycle Adventures , Sanremo Bike Resort , MET Helmets , Le Col , Mercedes Benz and Brittany Ferries for their help and support during our Bike of the Year test.

Also consider...

If you're in the market for a bike and want to know what else is on offer, have a look at the following list of tried, tested and reviewed options.

• Trek Domane SL 6 Disc Women's
• Specialized Tarmac S-Works SL6 Women's
• Endurace WMN CF SL Disc 8.0 SL
• Liv Langma Pro Disc
• Liv Avail Advanced 1
• Specialized Ruby Elite

Want more? BikeRadar Women has loads of women's cycling news, reviews, interviews and advice and more.

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Trek Émonda SL5 vs SL6 (Comparison)

Bikes , Other , Riders , Road bikes , Road cyclists

Updated: April 25, 2023

Disclosure: I may receive referral fees from purchases made through links on BicycleVolt. As an Amazon Associate, I earn from qualifying purchases.

If you’re looking for a comparison of the Trek Émonda SL5 and the SL6, then you’ve come to the right place.

I’ve been researching these two awesome machines from Trek and have pulled together a number of resources which I hope will make choosing between them a little easier. First up, we have the full specification list for each bike – a head-to-head comparison so that you can easily cross-reference every component on the SL5 with its peer on the SL6. Next, I’ll highlight the major pros and cons of them and, finally, I’ve written up an in-depth review of the Émonda range, with a deep-dive on the SL5 and SL6.

If you think the choice comes down to a straight shoot-out between Shimano’s 105 and Ultegra systems, you wouldn’t be totally wrong. But that misses a number of critical differences which will undoubtedly have a bearing on your decision.

My conclusion though is that (1) I’d choose the Émonda SL6 over the SL5 and also that (2) both the bikes are fantastic, and you’ll be riding with a grin plastered on your face whichever one you go for.

Let’s take a look at the details, kicking off with the spec list rundown.

Trek Émonda range overview

Launched in 2014, the Émonda was (and still is) the top-flight mountain climber in Trek’s road bike arsenal, thanks to their obsession with weight reduction and the super-stiff and responsive frame. But the new Émonda is no “one-trick pony” and will excel whatever the terrain. The move to H1.5 geometry and aero style tubing, combined with the internally-routed cabling, make this a fast bike whether you’re going up, down or flat out on the flats.

There are 7 models in the current Émonda line-up, plus a frame-only option if you’d prefer to build your own. The SL5 is the entry-level model in the range – though this is said with a grin and a glint in the eye as there’s not much that’s “entry-level” about this work of art. Top of the tree is the SL7 Disc eTap – carbon throughout (including the wheels) and with a full wireless electronic drivetrain. It’s expensive (over double what you’d pay for the SL5) but, if you’ve got the budget available, then you won’t regret spending it on the SL7 eTap. Although the rest of your riding buddies might.

Let’s take a more detailed look at the SL5 and SL6. We’ll see how they compare against each other. Highlight the pros and cons of each bike. See which has the best spec for the money and finally come to a conclusion about which is the bike to go for.

Trek Émonda SL5 Disc Review

Pros Race-ready Carbon frame and forks Full Shimano 105 drivetrain Shimano 105 hydraulic disc brakes Very light (20.18 lbs) More wallet-friendly than the SL6

Cons No Ultegra components like the SL6 has Heavier wire bead tires than the SL6’s aramid bead 2 lbs heavier than the SL6

There can’t be many “entry level” road bikes that are as droolworthy as the SL5 Disc. If you like to ride fast then the Émonda SL5 is an excellent starting point and, if you’ve got racing in mind, then this could be the bike that sees you to the podium.

Both the SL5 and SL6 have identical carbon frames, with the new aero styling that Trek has bestowed on the Émonda range. This, combined with the carbon forks, give a bike that is light, stiff and highly responsive. Trek says that the aero tube shapes, along with the internal cable routing, will play a measurable role when you’re traveling at speed. This was essentially ‘free speed’ that was just being left on the start line beforehand, so it’s fantastic to see these changes by the team at Trek.

Looking at the buyer reviews, we see a lot of happy and smiling faces. That’s testament to how enjoyable a bike SL5 is to ride. Lots of comments describe the speed and agility of this bike. I’ll mention the negative comments, but there are only a few. There’s concern over the stock saddle and stock wheels – both of which are easy to upgrade – and also the apparent ‘middle of the road components’.

Let’s take a look at those ‘middle of the road components’ because they’re the 800-pound bike tech in the corner of the bike shop. Shimano 105 vs Shimano Ultegra drivetrain – what’s the deal?

Look around on the bike forums and you’ll see plenty of opinions on these two systems. Well, here’s my take on them. First up, both are excellent. They perform great, when and where you need them to. That goes for both the drivetrain and the brakes. If you’re a mid-level club cyclist you’re unlikely to notice a difference in the performance between the two.

Where you will notice a difference between the 105 and the Ultegra is in the weight and the cost. The SL5 is around 2 lbs heavier and $800 cheaper than the SL6 and much of that is due to the upgrade from 105 to Ultegra.

Which brings us to the SL6.

Trek Émonda SL6 Disc Review

Pros Race-ready Carbon frame and forks Full Shimano Ultegra drivetrain Shimano Ultegra hydraulic disc brakes Super light (18.18 lbs!) – that’s only a few ounces less than the SL7 eTap

Cons Around $800 more expensive than the SL5

I’ll start by saying that, of the two bikes, this is the one that I would choose every time.

Yes, it’s substantially more expensive than the SL5 Disc. No, I can’t feel a significant difference in performance between the Shimano 105 and Ultegra components (both feel fantastic). But, where I can feel a big difference is in the 2 lb weight reduction on the SL6 over the SL5.

Pick the bikes up, one in each hand, and you’ll be able to feel the 32-ounce difference. Get them out on the road and you’ll really start to notice the weight decrease. Those 2 lbs will convert to extra speed, seconds knocked off, and more PBs. On climbs, you’ll feel you’ve got a spring in your step. On the flat, you’ll feel like you’ve got your own personal tailwind following you.

Will you feel like a superhero on the SL6? It’s possible, but don’t start wearing your bright red underpants on the outside of your bib tights.

Because of that weight difference, the SL6 will feel like a big step up from the SL5.

And it’s not just me who thinks that. Customer reviews talk about the silky smooth feel of the SL6, the benefits of the aero styling, and the beautiful design. One even said that it, “forces you to ride fast”. No bad thing.

In fact, the only downsides were that the handlebars weren’t felt to be aero enough, and “haven’t found any so far”. Which all sounds perfectly fine to me.

There is much debate amongst road bikers as to the benefits or otherwise of disc brakes over rim brakes. The entire Émonda range now has disc brakes, with the SL6’s Ultegra brakes being, in a word, sweet. My view is this. There may be a slight overall weight increase for the disc brakes vs rim brakes / reinforced wheel rims setup. But, the benefit you get from those disc brakes when you hit a patch of slippery stuff and pull your brakes whilst taking a hairpin bend on a steep and fast descent…is best measurable in terms of the number of packs of band aids you’ll need to apply in sticking yourself back together again.

I know that disc brakes are “on-trend” right now. In five years time we might be told that we need to switch back to rim brakes. But, frankly, I’m keeping the discs so I can slow down and stop when and where I need to.

Conclusion – which one to go for?

I really like the Émonda range and I really, really like the SL5 and SL6. The SL5 is substantially cheaper than the SL6 and, with the Shimano 105 drivetrain and brakes, it’s a fantastic and great value bike that will climb fast and barrel along the flat.

2 lbs is a lot of weight and that’s a deal-clincher for me. I can’t feel a performance difference between 105 and Ultegra, but I can really feel a difference of 2 lbs. The SL6 will get you up hills faster than the SL5 and will beat the SL5 on the flat. That, for me, is worth the price difference and it makes the SL6 my bike of choice from these two excellent machines.

The podium awaits.

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2024/04/26 20:58

【急げ！完売出てます！】TREK EMONDA SL5が売れてます！[TREK FEST] by: 豊田雅史

ご覧いただきありがとうございます、熊谷店スタッフTOYOTAです。

以前ご紹介した TREK FEST ですが、 好評により 既にメーカー在庫が完売 の車体も出てます！ 今回は既にメーカー在庫完売になったけど、 熊谷店頭にはギリギリ残っている車体 をご紹介です！

WHTはメーカー在庫完売！BLUEも急げ！ TREK EMONDA SL5 2024 

参考販売価格￥ 339,190円(税込) → ￥319,352円(税込) 完売次第終了となります！ サイズ：50 (適応身長目安161-166cm前後)、52 (適応身長目安166-172cm前後)

EMONDAの熊谷店在庫はこちらです！

ここがアツいよ！EMONDA SL5

TREK FESTでも変わらぬ人気を見せるEMONDA SL5。 ロングライドからレースライドまでオールラウンドに こなせる性能に加えて、 12Sのワイヤー式105 も装備、今後の拡張にも対応出来る器用さも持ちます。

過去紹介ブログは コチラ から。 

2025モデルは円安影響が避けられない！

ニュースでも出ている通り、昨今は円安傾向が止まりません。 25年モデルで新型発表or据え置きだろうと 価格改定・値上げはほぼ間違いない でしょう。

フレームも一部媒体からスパイショット？が出てもいますが、 現状でもエアロ形状かつDi2想定 のトレンドは抑えています。 主な装備面は コンポは変わったばかり ですし、ホイール等が変わっても多少の変化と考えられます。

となると24年モデルでも問題無いのでは？

ということになります。 実際にモデルチェンジにワクワクする声、最新と比較してという声は有っても、現状の決定的な問題点に対する声は少ないです。

乗り比べも出来ちゃう熊谷店

先程の「最新と比較して」の筆頭候補は CANNONDALE SuperSix ですよね！

熊谷店、乗り比べ出来ちゃいます！ SuperSix、Emonda共に試乗車が用意されています！

G.W.？ 在庫が間に合うか分かりません から、今週末は熊谷店へダッシュです！(ΦωΦ)ﾌﾌﾌ…

KeePer ガラスコーティング始めました！

コースによって塗布する素材そのものが変わります！！ ※圧倒的に20,000円コースがオススメ！！！ ✨高密度ガラス被膜の上に圧倒的な厚さの有機レジンで被膜を作り、大切な愛車を傷や色落ちから守ります✨

自動車コーティングブランドが、自転車のコーティングを始めましたので、 積極的にY’sRoad熊谷店も行って行きます！ ダイナミックなCMも1度は見た事があるのではないでしょうか？！ あの、あの、、、ブランドです。 日本のモータースポーツもサポートする JAPANブランド です。 調べて知りましたが、自動車以外にも多様な『KeePerコーティング』しているみたいです！！ ただいま、当店『KeePer』1色でございます！！

コーティングの種類や価格はコチラをチェック ☟      ☟ ☟      ☟ ☟      ☟ 詳細な説明はコチラへ

Y'sRoad kumagaya

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

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The Moscow Trials and the "Great Terror" of 1937-1938: What the Evidence Shows

Grover Furr July 31 2010

[To be added at the end of Part One of "Stalin and the Struggle for Democratic Reform" ]

Since my two-part essay "Stalin and the Struggle for Democratic Reform" was written in 2004-5, a great deal more evidence has been published concerning the Opposition, the Moscow Trials of 1936, 1937, and 1938, the Military Purges or "Tukhachevsky Affair", and the subsequent "Ezhovshchina", often called "the Great Terror" after the title of the extremely dishonest book by Robert Conquest first published in 1968.

The newly-available evidence confirms the following conclusions:

* The defendants at the Moscow Trials of August 1936, January 1937, and March 1938, were guilty of at least those crimes to which they confessed. A "bloc of Rights and Trotskyites" did indeed exist. It planned to assassinate Stalin, Kaganovich, Molotov, and others in a coup d’�tat , what they called a "palace coup" ( dvortsovyi perevorot ). The bloc did assassinate Kirov.

* Both Rights and Trotskyites were conspiring with the Germans and Japanese, as were the Military conspirators. If the "palace coup" did not work they hoped to come to power by showing loyalty to Germany or Japan in the event of an invasion.

* Trotsky too was directly conspiring with the Germans and Japanese, as were a number of his supporters.

* Nikolai Ezhov, head of the NKVD from 1936 to late 1938, was also conspiring with the Germans.

We now have much more evidence about the role of NKVD chief Nikolai Ezhov than we had in 2005. Ezhov, head of the NKVD (People’s Commissar for Internal Affairs), had his own conspiracy against the Soviet government and Party leadership. Ezhov had also been recruited by German intelligence.

Like the Rights and Trotskyites, Ezhov and his top NKVD men were counting on an invasion by Germany, Japan, or other major capitalist country. They tortured a great many innocent people into confessing to capital crimes so they would be shot. They executed a great many more on falsified grounds or no grounds at all.

Ezhov hoped that this mass murder of innocent people would turn large parts of the Soviet population against the government. That would create the basis for internal rebellions against the Soviet government when Germany or Japan attacked.

Ezhov lied to Stalin, the Party and government leaders about all this. The truly horrific mass executions of 1937-1938 of almost 680,000 people were in large part unjustifiable executions of innocent people carried out deliberately by Ezhov and his top men in order to sow discontent among the Soviet population.

Although Ezhov executed a very large number of innocent people, it is clear from the evidence now available that there were also real conspiracies. The Russian government continues to keep all but a tiny amount of the investigative materials top-secret. We can’t know for sure exactly the dimensions of the real conspiracies without that evidence. Therefore, we don’t know how many of these 680,000 people were actual conspirators and how many were innocent victims.

As I wrote in 2005, Stalin and the Party leadership began to suspect as early as October 1937 that some of the repression was done illegally. From early in 1938, when Pavel Postyshev was sharply criticized, then removed from the Central Committee, then expelled from the Party, tried and executed for mass unjustified repression, these suspicions grew.

When Lavrentii Beria was appointed as Ezhov’s second-in-command Ezhov and his men understood that Stalin and the Party leadership no longer trusted them. They made one last plot to assassinate Stalin at the November 7, 1938 celebration of the 21 st anniversary of the Bolshevik Revolution. But Ezhov’s men were arrested in time.

Ezhov was persuaded to resign. An intensive investigation was begun and a huge number of NKVD abuses were uncovered. A great many cases of those tried or punished under Ezhov were reviewed. Over 100,000 people were released from prison and camps. Many NKVD men were arrested, confessed to torturing innocent people, tried and executed. Many more NKVD men were sentenced to prison or dismissed.

Under Beria the number of executions in 1938 and 1940 dropped to less than 1% of the number under Ezhov in 1937 and 1938, and many of those executed were NKVD men, including Ezhov himself, who were found guilty of massive unjustified repression and executions of innocent people.

Some of the most dramatic evidence published since 2005 are confessions of Ezhov and Mikhail Frinovsky, Ezhov’s second-in-command. I have put some of these on the Internet in both the original Russian and in English translation. We also have a great many more confessions and interrogations, mostly partial, of Ezhov, in which he makes many more confessions. These were published in 2007 in a semi-official account by Aleksei Pavliukov.

Anticommunist Scholars Hide the Truth

All "mainstream" – that is, anticommunist – and Trotskyist researchers falsely claim that there were no conspiracies. According to them, all the Moscow Trial defendants, all the military defendants, and all those tried and sentenced for espionage, conspiracy, sabotage, and other crimes, were innocent victims. Some claim that Stalin had planned to kill all these people because they might constitute a "Fifth Column" if the USSR were attacked. Other anticommunists prefer the explanation that Stalin just tried to terrorize the population into obedience.

This is an ideological, anticommunist stance masquerading as an historical conclusion. It is not based upon the historical evidence and is inconsistent with that evidence. Anticommunist historians ignore the primary source evidence available. They even ignore evidence in collections of documents that they themselves cite in their own works.

Why do the anticommunist "scholars", both in Russia and the West, ignore all this evidence? Why do they continue to promote the false notions that no conspiracies existed and that Stalin, not Ezhov, decided to execute hundreds of thousands of innocent people? The only possible explanation is that they do this for ideological reasons alone. The truth, as established by an examination of the primary source evidence, would make Stalin and the Bolsheviks "look good" to most people.

Collectivization of Agriculture Saved The World from Nazis and Japanese…

We have an example of this ideological bias in the way anticommunist scholars and writers treat the Bolshevik collectivization of agriculture. Anticommunists have long attacked it as immoral and unjustified. Yet collectivization provided the capital for the crash industrialization of the USSR. And only industrialization made a modern Red army possible.

Without a technologically-advanced modern army the Nazis would have conquered the USSR. Then, with the resources and manpower of the USSR and the rest of Europe behind them, the Nazis could have invaded the British Isles. Nazi armies would have been a far more formidable foe against all Allied powers. Meanwhile the Japanese, strengthened by the petroleum of the Soviet Far East, would have been a far more formidable enemy for the USA in the Pacific war.

Millions more Slavs and Jews – "Untermenschen" to the Nazis – and millions more Europeans and American soldiers – would have been killed. That this did not occur can be attributed, in large part, to the Soviet collectivization of agriculture. This is an obvious conclusion. There was simply no other way than by collectivizing agriculture that the USSR could have industrialized, and thus stood up to the Nazis and Japanese.

The only alternative was the one promoted by the Right and Trotskyite conspirators: to make peace with the Germans and Japanese, even if that meant granting them huge trade and territorial concessions. That would have greatly strengthened the Axis powers in their war against the U.K. and the USA.

For purely ideological reasons anticommunists cannot admit that collectivization made it possible for the Axis to be defeated.

… And So Did The Defeat of the Conspirators in 1936-1938

Whether they were able to seize political power through a "palace coup", or whether they would have to rely on a German and/or Japanese attack as they only way they might be able to overthrow the Stalin government, the Opposition conspirators were planning some kind of alliance with the Axis.

In fact they would have had no choice, as they realized themselves. A USSR weakened by internal revolt, with or without an invasion from abroad, would have had to make trade, territorial, and ideological concessions to its major potential adversaries simply in order to avoid invasion and inevitable conquest.

At a minimum, a USSR led by some combination of conspirators would have made treaties with Germany and Japan that would have provided the Axis powers with huge natural resources, possibly with manufactured goods as well. The military conspirators were contemplating going much farther than mere trade with the Axis. They were contemplating an outright military alliance with Germany. That would have meant millions more soldiers to fight alongside the German Wehrmacht.

Therefore, in foiling the machinations of the Rights, Trotsky and his supporters, and the Military conspirators, Stalin saved Europe from Naziism – again!

No doubt this is why anticommunist "scholars" insist, in the face of all the evidence, that there were no conspiracies in the USSR and no collaboration with the Germans and Japanese. Once again they refuse to admit these truths on purely ideological grounds because doing so would seem to justify Stalin’s actions.

Bukharin, Not Stalin, To Blame for the Massive Repressions

One interesting aspect of this is that Nikolai Bukharin, leading name among the Rightists and one of its leaders, knew about the "Ezhovshchina" as it was happening, and praised it in a letter to Stalin that he wrote from prison.

It gets even better. Bukharin knew that Ezhov was a member of the Rightist conspiracy, as he himself was. No doubt that is why he welcomed Ezhov's appointment as head of the NKVD -- a view recorded by his widow in her memoirs.

In his first confession, in his now-famous letter to Stalin of December 10, 1937, and at his trial in March 1938 Bukharin claimed he had completely "disarmed" and had told everything he knew. But now we can prove that this was a lie. Bukharin knew that Ezhov was a leading member of the Rightist conspiracy -- but did not inform on him. According to Mikhail Frinovsky, Ezhov's right-hand man, Ezhov probably promised to see that he would not be executed if he did not mention his own, Ezhov's, participation (see Frinovsky's confession of April 11, 1939 ).

If Bukharin had told the truth -- if he had, in fact, informed on Ezhov -- Ezhov's mass murders could have been stopped in their tracks. The lives of hundreds of thousands of innocent people could have been saved.

But Bukharin remained true to his fellow conspirators. He went to execution -- an execution he swore he deserved "ten times over" * -- without revealing Ezhov's participation in the conspiracy.

This point cannot be stressed too much: the blood of the hundreds of thousands of innocent persons slaughtered by Ezhov and his men during 1937-1938, are on Bukharin's hands.

Objectivity and Evidence

I agree with historian Geoffrey Roberts when he says:

In the last 15 years or so an enormous amount of new material on Stalin … has become available from Russian archives. I should make clear that as a historian I have a strong orientation to telling the truth about the past, no matter how uncomfortable or unpalatable the conclusions may be. … I don’t think there is a dilemma: you just tell the truth as you see it. ("Stalin’s Wars", Frontpagemag.com February 12, 2007. At http://hnn.us/roundup/entries/35305.html )

The conclusions I have reached about the "Ezhovshchina" will be unacceptable to ideologically-motivated people. I have not reached these conclusions out of any desire to "apologize" for the policies of Stalin or the Soviet government. I believe these to be the only objective conclusions possible based on the available evidence.

I make no claim that the Soviet leadership was free from error. Stalin’s vision of a socialism leading to communism was obviously faulty in that it did not come to pass. During Stalin’s time, as during the short period of Lenin’s leadership, the Soviets made a great many errors. Error is, of course, inevitable in all human endeavor. And since the Bolsheviks were the first communists to conquer and hold state power, they were in unknown waters. It was inevitable, therefore, that they would make a great many mistakes – and they did.

However, any objective study of the evidence and the historical record shows that there was simply no alternative to forced collectivization and industrialization – except defeat at the hands of some combination of capitalist powers. Likewise, the fact that the Right, Trotskyite, and Military conspiracies really did exist but were snuffed out by the Soviet leadership, which managed to out-maneuver Ezhov and foil his conspiracy as well, proves that once again the USSR – "Stalin" – saved Europe from Naziism and all the Allies from an immense number of additional casualties at the hands of the Axis powers.

* Bukharin's two appeals for clemency, both dated March 13, 1938, were reprinted in Izvestiia September 2, 1992, p. 3. They were rejected, and Bukharin was executed on March 15, 1938. I have put them online in English here.

Additional Bibliography

Ezhov’s interrogations: I have translated all of Ezhov’s interrogations available to me as of July 2010 and put them online here:

http://msuweb.montclair.edu/~furrg/research/ezhovinterrogs.html (Russian original: http://msuweb.montclair.edu/~furrg/research/ezhovpokazaniia.html )

Lubianka. Stalin I NKVD – NKGB – GUKR "SMERSH". 1939 – mart 1946 . Moscow, 2006.

• Frinovsky confession of April 11, 1939, pp. 33-50. http://msuweb.montclair.edu/~furrg/research/frinovskyeng.html (Russian original here: http://msuweb.montclair.edu/~furrg/research/frinovskyru.html )
• Ezhov confession of April 26, 1939, pp. 52-72. http://msuweb.montclair.edu/~furrg/research/ezhov042639eng.html (Russian original: http://msuweb.montclair.edu/~furrg/research/ezhovru.html )

Petrov, Nikita, Mark Jansen. "Stalinskii pitomets" – Nikolai Ezhov . Moscow: ROSSPEN, 2008, pp. 367-379.

• Ezhov confession of August 4, 1939. http://msuweb.montclair.edu/~furrg/research/ezhov080439eng.html (Russian original: http://msuweb.montclair.edu/~furrg/research/ezhov080439ru.html )

Furr, Grover and Vladimir L. Bobrov, "Bukharin's Last Plea: Yet Another Anti-Stalin Falsification." http://msuweb.montclair.edu/~furrg/research/bukhlastplea.html - translation of Russian original published in Aktual’naia Istoriia for February 2009 at http://actualhistory.ru/bukharin_last_plea

Furr, Grover and Vladimir L. Bobrov, "Nikolai Bukharin's First Statement of Confession in the Lubianka" in English translation, Cultural Logic 2007 - http://clogic.eserver.org/2007/Furr_Bobrov.pdf

Furr, Grover and Vladimir L. Bobrov, "Pervye priznatel'nye pokazaniia N.I. Bukharina na Lubianke." Klio No. 1 (2007). http://msuweb.montclair.edu/~furrg/research/furrnbobrov_klio0107.pdf

Furr, Grover and Vladimir L. Bobrov, eds. "Lichnye pokazaniia N. Bukharina." Klio (St. Petersburg), No. 1 (2007). http://msuweb.montclair.edu/~furrg/research/furrnbobrov_klio0107.pdf

Furr, Grover. "Evidence of Leon Trotsky's Collaboration with Germany and Japan." In Cultural Logic for 2009. http://clogic.eserver.org/2009/Furr.pdf

Holmstr�m, Sven-Eric. "New Evidence Concerning the 'Hotel Bristol' Question in the First Moscow Trial of 1936". Cultural Logic 2008. At http://clogic.eserver.org/2008/Holmstrom.pdf

Furr, Grover.Khrushchev Lied: The Evidence That Every "Revelation" of Stalin's (and Beria's) Crimes in Nikita Khrushchev's Infamous "Secret Speech" to the 20th Party Congress of the Communist Party of the Soviet Union on February 25, 1956, is Provably False. Kettering, OH: Erythros Press & Media LLC, 2011. At Amazon.com ; at Erythros Press & Media : at Abebooks.com ; at Abebooks.co.uk (United Kingdom)

Furr (‘Ferr’), Grover Antistalinskaia podlost’ ("Anti-Stalin Villanies"). Moscow: Algoritm, 2007. Home page: http://www.algoritm-kniga.ru/ferr-g.-antistalinskaya-podlost.html Brief summary in this interview: "The Sixty-One Untruths of Nikita Khrushchev" (Interview with Grover Furr). http://msuweb.montclair.edu/~furrg/research/litrossiainterv0608_eng.html (original here: http://www.litrossia.ru/article.php?article=3003 )

Pavliukov, Aleksei. Ezhov. Moscow: Zakharov, 2007.

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CelebWatch: Shatner Gets “Weird” + Pine Goes To “Moscow” + Nimoy Wraps “Fringe” + Quinto On The “Margin”

| April 12, 2010 | By: Anthony Pascale 19 comments so far

Shatner pitches "Weird or What" in Cannes

We will find in May if William Shatner’s new sitcom Bleep My Dad Says gets picked up, but one Shatner show that is definitely going on the air is Weird or What , a new documentary series Shatner is co-producing an hosting. The show description press release make it sound a bit like Leonard Nimoy’s In Search Of :

in Weird or What? William Shatner will investigate and analyze all that is weird in the world, including everything from paranormal phenomena to weird and wonderful creatures, from medical oddities to mysterious disappearances, and bizarre natural disasters to mystical monster attacks.  

The show has been sold to Discovery Channel in the US and History Channel in Canada. Today Shatner is at the MIP TV convention in Cannes today selling  the show to the world. Variety reports that production company Cineflix has successfully sold the show to "nearly every territory". At the event Shatner described the show:

We’re looking at weird circumstances but we’re presenting them in a light-hearted, jaunty way. We’re not taking ourselves too seriously.

Chris Pine headed to Moscow as Jack Ryan

Last year Chris Pine, the new Kirk, was tapped as the new Jack Ryan, to head up another big Paramount franchise. New details have emerged on this next film based on the Tom Clancy character. Pajiba reports the following story synopsis for the next Jack Ryan film (now with the working title of "Moscow"):

The movie will pick up with the Jack Ryan not long after his stint in the Marines, before he’s joined the CIA, while he’s a Wall Street stock broker, an occupation that will play heavily into the script. In the Clancy novels, Jack Ryan was a successful financial analyst in Baltimore for Merrill Lynch. In the new movie, he will have transplanted to Moscow to continue his financial advising, not for Merill Lynch (which has been absorbed by Bank of America), but for a billionaire employer. It is that billionaire employer who eventually sets Jack Ryan up to take the fall for terrorist plot designed to collapse the U.S. economy. After that, Ryan must race against time to clear his name, reveal the terrorist plot, and save his wife, who has been taken hostage by the billionaire employer.

No word yet on when "Moscow" will go in front of cameras or be released, but probably following Pine’s work on the next Star Trek .

Nimoy’s last day as an actor? + honored as space inspiration

Spock Prime, Leonard Nimoy has recently stated he is ready to back into acting retirement. This would mean his last job as an actor would be reprising his role as William Bell in the season finale  JJ Abrams’ Fringe . And yesterday, Nimoy tweeted " Finishing work on Fringe today. Really good experience. The two parter will air in May." Today he tweeted that his back home. Speaking of Twitter, in just four days TheRealNimoy has picked up almost 33,000 followers.

But Mr. Nimoy is still out and about. On Thursday Leonard is being honored by the Space Foundation at the National Space Symposium in Colorado. Nimoy is being presented with the Douglas S. Morrow Public Outreach award for being an inspiration to people around the world "to explore the wonders of science, space, and technology." And a reminder, next Friday the original Spock is headed to the Vulcan, Alberta, Canada (the official Star Trek capital of Canada) to unveil a bust of himself, and then he is off to the Calgary Entertainment Expo for the weekend.

Quinto on NYSE floor

Finally we come to the new Mr. Spock, Zachary Quinto. The actor is currently in New York  filling out his resume as a producer an actor in Margin Call , a film set in the world of the stock market. Last week Zach tweeted this pic of himself with his Before the Door production company partners.

While he has been in New York, Quinto has been a frequent Twitterer, sending gems like this one last Thursday:

the t-shirt i was wearing today smelled. so i bought a new t-shirt. now it smells. already. why you got to be so smelly t-shirts?

But no worries, Zach was cleaned up all nice by the next night…

Jeez, that photo of Nimoy is fierce! :D

I cant wait to see nimoy and the shat at vegas will miss them when their gone

Shats new show sounds fun–long as they dont make fun of believers cuz that could be bad n sad–

Like a jaunty “In Search Of…”

If I see one more word with quotes around it I’m going to “scream”.

Has Shatner seen Star Trek 11 yet?

How really cares. I don’t. maybe I did at one point. But I don’t now. Let it go. For crying….out….loud

“We’re not taking ourselves too seriously.”

In contrast to some of today’s Hollywood actor wannabees, Shatner can afford to not take himself too seriously. :)

Nimoy looks like an old, and very wise Spock on that photo. Acting retirement surely would be a waste of material…

#6 No, he’s busy having a life. :))

The two shows should be combined to form a show called “Weird Fringe”, and in the first show William Shatner could focus on mysteries of Mr.Spock’s bowl haircut.

Wow whats up with Quinto’s nerdball galsses….First we see a hobo Spock and now dork Spock.

ZQ’s follow up tweet is hilarious!

Nimoy always look cool…kinda badass…you wish Fringe would throw a evil Spock beard on him! Shat looks kinda pudgy…a jolly old type… I was really hoping Mr Nimoy would make it in the new MI movie as Paris…maybe a evil Paris with a beard!

Jack Ryan before Star Trek or after???

From everything I’ve seen of Ben Affleck, he’s pretty impressed with himself. Chris Pine will be 1000 times better than him.

Quinto needs a fashion adviser.

I think Quinto should do a music video as Bilbo Baggins

Alec Baldwin was a great Jack Ryan. Tough act to follow (and I’m a big Ford fan).

16. Yeah! xD lol

Quinto is always dressed stylish, cool and modern- I love it. Zach, just rub some patchouly on yourself and get back to work please!!!!!!!! And Bleep Jack Ryan!

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