trek emonda sl 6 disc ultegra

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First up, the comfort.

I picked up on the fact that the SL6 Pro has quite a firm ride – a little bit old school, dare I say. By that I mean that a lot of carbon fibre frames have become much more comfortable over the years as designers and manufacturers have learnt about carbon fibre grades, tube profiles and, more importantly, the layup of the composite material.

The Cube Attain GTC SL I tested recently highlighted this in the way that it really managed to reduce road buzz while retaining plenty of feedback through the frame and fork.

This isn't a criticism of the Trek at all, it just wasn't quite what I was expecting. I like it; I'm a big believer in ultimate performance over comfort when it comes to race bikes, and that is exactly what the Émonda delivers.

Stiffness throughout the fork and the lower half of the frame is very impressive, and means the Trek is responsive to your inputs. The wide bottom bracket shell allows for a large down tube and chunky chainstays to reduce flex when you are really nailing it, while the front end backs this up via the tapered head tube and firm fork legs. Sprinting and climbing are all taken in the Émonda's stride.

As you'd expect from a race bike, the riding position can be set up to be pretty aggressive – with a relatively short 151mm head tube length on this 56cm model I could achieve a low handlebar-to-saddle drop to aid the aerodynamics, especially when in the drops.

The rest of the geometry follows the same theme with a 73.5-degree head angle and a relatively short wheelbase for a disc-equipped frame (the chainstays are often a fair bit longer than those on rim-braked frames because of the extra axle width at the rear dropouts) at just 983mm.

Trek has achieved a good balance here with the Émonda I reckon.

The shorter wheelbase makes it nippy, which allows for snappy direction changes at high speed, yet it's managed to tame the handling just enough that the Émonda never becomes a handful unless you do something really stupid.

In my First Ride piece I mentioned that I hadn't managed to point the Trek at my favourite test hill, one that is fast and twisty with off-camber bends and chicanes. It really tests every part of a bike's handling in a blur.

Well, I have now, about five or six times, and the Émonda really impressed. It has the quickness in the steering and the overall agility to be pushed very hard into the corners.

After a night of heavy rain, gravel had been washed out into the lane slightly out of sight as I went into a fast left-hander at about 45mph; I dabbed the brakes a little, but seeing the grit and stones spanning the entire road there was no real way out of it. Letting the bike hit the gravel and predicting where the slide was probably going to end was the only option, and it was a sketchy couple of seconds.

As the front tyre regained grip on the asphalt there was a second where the still-sliding rear wanted to get in front, but the Trek's well-balanced handling allowed me to quickly regain control and blast to the bottom of the hill.

In less extreme circumstances the Émonda is an absolute hoot to ride downhill, with just slight adjustments to body position and the handlebar allowing you to flow from corner to corner.

On longer rides the Trek is just as well mannered; it is a very easy bike to ride quickly even when fatigue can kick in or when you are on unfamiliar roads.

The stiffness I mentioned earlier doesn't come through as a negative on higher mileage jaunts, especially if you get on with the saddle and have a decent pair of shorts on. The three- to four-hour rides I used the Trek on were a lot of fun. Unleash the power for the fun bits and then when you are on the flat, straight slogs you can just hunker down and keep the pedals turning over.

The only thing I needed to do was to shift the saddle 5mm closer to the bar than I would normally have it, because of the width of the top tube as it flows into the seatstays either side of the seat tube. I have quite large thighs and I could feel them rubbing on the frame every pedal revolution when I first started riding the Trek.

Frame and fork

The Émonda has always been the lightweight bike of Trek's road range, leaving outright speed to the Madone, but for this latest model Trek has incorporated more aerodynamic profiles in the Émonda's design.

Unlike most aero bikes, though, the Émonda's frame doesn't focus on being fast in a straight line or at high speed, it is a climbing bike after all. Instead the engineers have focused on 'unsteady aerodynamics', which fit in with the much lower speeds found when ascending.

Most of the attention has been placed on the front end, including the head tube and down tube. The top-end SLR models use the Bontrager XXX aero handlebar/stem combo which further increases the benefits, but that isn't available on the SL options.

The SLR models also use a new OCLV 800 grade carbon fibre while the SLs use the 500 series, which increases the weight a bit, although a claimed frame weight of 1,142g and 380g for the fork is far from shabby.

If wind cheating is your main goal then it's worth noting that the Émonda is optimised for 25mm tyres, as that is the most common size used for racing, but if you want something a bit wider 28mm will fit while still allowing 6mm of space around the tyre.

As you'd expect on an aero-based bike, the Émonda has full internal cable routing but this is taken to an extra level compared with most frames, with the cables and hoses leaving the handlebar and entering the frame through the spacers rather than the head tube or down tube. This gives much cleaner lines at the front.

You won't find a standard seatpost either. The Émonda's seat tube continues up past the top tube by a fair old way and then an external seat mast is placed over the top; you tighten the hex bolt to clamp it into place at the right saddle height.

The Émonda range is now completely disc brake-equipped which to my mind is a bit of a shame as I am a big fan of rim brakes, and it would certainly bring the weight down for a bike aimed at climbing.

Many manufacturers are seeing sales of disc models outstripping rim options by a large margin, though, so it is kind of inevitable. There is also the cost – the Émonda is available in seven sizes so that'd be 14 different moulds required if Trek offered both brake options.

The Émonda comes with flat mounts, as you'd expect, and 12mm thru-axles front and rear.

I mentioned the wide bottom bracket shell earlier and this is normally only achievable by using a press-fit BB, where the bearing cups are pressed into the frame. If tolerances aren't adhered to, creaking can occur, especially after water or grit gets between the mating faces, which is why we've seen many brands return to external threaded options.

Trek has gone for what is possibly the best of both worlds with the T47 system. First introduced by Chris King and Oregon's Argonaut Cycles , they thread into the bottom bracket shell which allows it to be wider, increasing stiffness without affecting the width between the pedals (Q-factor).

If you want a more in-depth look at what changes and design tweaks were made to achieve this new Émonda frameset then it'd be worth checking out Mat's full breakdown here .

Wheels and tyres

Trek says that the SL 6 Pro comes with all the lightweight components you need as standard, so there is no need to upgrade. You could save a few grams here and there, but overall it is a pretty complete package.

This model is the first carbon bike in the line-up that comes with a set of carbon fibre wheels. The 35mm Bontrager Aeolus Elite 35s are 35mm deep and are tubeless ready.

It's a good set of wheels for a whole range of riding styles: shallow enough to work on the climbs and just about deep enough to give you a small aerodynamic gain without being affected by crosswinds. Comparing the price of the near-identical SL 6 suggests you are getting them for just £450 too.

Reliability isn't an issue as they took on everything that was put in their way over the test period, and should anything happen and they get damaged Trek will replace or repair them for free in the first two years of ownership.

Wrapped around the wheels are a pair of Bontrager R2 Hard-Case Lite tyres. They are all right in terms of rolling resistance, grip and durability, but their 60tpi casing does give them a bit of a 'wooden' feel. You aren't getting a whole lot of suppleness which would really benefit the frameset, so I'd definitely upgrade when they wear out.

I've been using the R3 Hard Case Lites recently and they are a much better tyre, so something like that would be a good upgrade if you want to keep the Bonty/Trek theme going.

Drivetrain and brakes

On the SL 6 Pro, Trek is giving you a full Shimano Ultegra hydraulic/mechanical groupset and it suits the bike very well. You are getting near-Dura-Ace performance but at a much reduced price.

Trek has specced a 52/36-tooth semi-compact chainset and an 11-30 cassette, which is a great choice of gear ratios for a bike of this style. There are plenty of top end gears for speed work while the 30-tooth sprocket will give you an extra bailout gear over the more usual 28T found on the majority of race bikes.

The gear shifts from Ultegra are top notch. You get quite a light feel at the levers, but one that also gives a very nicely defined click so you can be sure that the shift has taken place.

When it comes to the braking, Trek has chosen to fit 160mm rotors front and back, which give more than enough power for a bike of this type.

Shimano's hydraulic systems are very powerful but also easily modulated thanks to loads of feel through the levers, allowing you to stop quickly without the fear of locking up the front tyre, even in the wet.

Finishing kit

All of the finishing kit is supplied by Bontrager, Trek's in-house parts department, and it's all decent quality stuff.

The handlebar is the Bontrager Elite VR-C which is an aluminium alloy model with a short reach and a shallow drop, making it ideal for a whole host of different riders' proportions. Helping that is the fact that different size frames get a different width bar, ranging from 38cm up to 44cm.

It's the same for the Bontrager Pro stem: the smallest 47cm bike gets a 70mm unit, with the 62cm extending that out to 110mm. The stem on each frame size seems to come up a bit shorter than most bikes of this type, but it seems to work.

I got on fine with the Aeolus Comp saddle. Its shape is well suited to riding hard and fast, and I like the firm padding which gives you a good platform to push against when you are really hammering it. (There's a separate review of it here .) 

This SL 6 Pro model has an rrp of £3,350, which isn't a bad deal for what you are getting here with the aero carbon frame, fork and deep-section wheels.

> Buyer’s Guide: 21 of the best 2020 aero road bikes

The similarly themed Scott Addict RC 30 is £3,199 and also come comes with an Ultegra groupset, but it is begging for an upgrade to the wheelset. It is light, though, at just 7.88kg.

If it's aero that you want then there is the Orro Venturi . The closest model in price is £3,299.99; you only get alloy wheels, but you are getting Ultegra Di2 for the gear shifting.

Overall, the Émonda is a very good bike. The aero tweaks have turned it into a very fast and efficient bike that still manages to deliver on the weight front and this SL 6 Pro model is so well specced there's no need to update anything when it comes to the components, just the tyres when they wear out.

A quality frameset that works both on the flat and the climbs, and well specced for the money

road.cc test report

Make and model: Trek Emonda SL 6 Pro 2021

Size tested: 56cm

About the bike

List the components used to build up the bike.

Trek lists:

Front wheel Bontrager Aeolus Elite 35, OCLV Carbon, Tubeless Ready, 35 mm rim depth, 100x12 mm thru axle

Rear wheel Bontrager Aeolus Elite 35, OCLV Carbon, Tubeless Ready, 35 mm rim depth, Shimano 11-speed freehub, 142x12 mm thru axle

Tyre Bontrager R2 Hard-Case Lite, aramid bead, 60 tpi, 700x25 c

Max tyre size 28c

*Shifter Size: 47, 50, 52

Shimano Ultegra R8025, short-reach lever, 11-speed

Size: 54, 56, 58, 60, 62

Shimano Ultegra R8020, 11-speed

Front derailleur Shimano Ultegra R8000, braze-on

Rear derailleur Shimano Ultegra R8000, short cage, 30T max cog

*Crank Size: 47

Shimano Ultegra R8000, 52/36, 165 mm length

Size: 50, 52

Shimano Ultegra R8000, 52/36, 170 mm length

Size: 54, 56, 58

Shimano Ultegra R8000, 52/36, 172.5 mm length

Size: 60, 62

Shimano Ultegra R8000, 52/36, 175 mm length

Bottom bracket Praxis, T47 threaded, internal bearing

Cassette Shimano Ultegra R8000, 11-30, 11-speed

Chain Shimano Ultegra HG701, 11-speed

Max. chainring size 1x: 50T; 2x: 53/39T

Saddle Bontrager Aeolus Comp, steel rails, 145 mm width

*Seatpost Size: 47, 50, 52, 54

Bontrager carbon seat mast cap, 20 mm offset, short length

Size: 56, 58, 60, 62

Bontrager carbon seat mast cap, 20 mm offset, tall length

*Handlebar Size: 47, 50

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

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

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

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

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

Size: 52, 54

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

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

Size: 58, 60, 62

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

Brake Shimano Ultegra hydraulic disc

Brake rotor Shimano RT800, 160 mm, CenterLock

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 6 Disc Pro is the first carbon road bike in the line-up that gives you lightweight carbon wheels to match your lightweight frame. Aero tube shaping, disc brakes and a high-performance drive train make it a great option for roadies who value great handling and lots of speed."

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

There are five models in the range starting with the SL 5 which comes with a Shimano 105 groupset for £2,725, finishing off with the SL 7 with SRAM eTap at £5,250.

A frameset is also available for £2,200.

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

A well made and finished frame and fork.

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 – Emonda 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?

The geometry is race orientated with a steepish head angle and a short head tube length.

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

The stack and reach figures are pretty typical for this size and kind of bike. This 56cm comes with a stack of 563mm and a reach of 391mm.

Riding the bike

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

Overall it's fine, although it does have a firmer ride than a lot of new carbon fibre frames.

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

Stiffness is very impressive, especially around the bottom bracket area.

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

Efficiency is very impressive, it is a proper point and shoot bike.

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?

The handling is very well balanced, making the Trek easy to ride whether you are just cruising along or pushing it hard through the bends.

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

I liked the saddle, it was firm yet comfortable for all sorts of rides.

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

The Bontrager wheels offer loads of stiffness even when riding hard, out of the saddle.

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

I'd change the tyres for something a little more supple which would help you achieve higher speeds in the bends.

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?

The Shimano Ultegra groupset can't really be faulted. Gears and brakes offer great performance and reliability.

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?

It's good to see a quality set of carbon wheels on a bike as standard at this price. They performed well in all sorts of conditions and seem to be durable.

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

The Bontrager R2s aren't bad, but the SL 6 Pro deserves something faster and grippier.

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

Decent quality in-house kit that suits the bike well.

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?

For a semi-aero bike the Émonda is pretty well priced, like against the Scott and Orro mentioned in the review.

Use this box to explain your overall score

The Émonda's new aero frameset means that not only is it a good climber, it also works well on the flat sections too. The overall quality is very good and you are getting a well chosen spec. The firm ride might not be ideal for those who focus more on comfort, though.

Overall rating: 8 /10

About the tester

Age: 41   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!

Add new comment

Quote: The Émonda has always been the lightweight bike of Trek's road range

8.23kg isn't 'lightweight'... that's porky. 1.4kg over the UCI minimum!

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Not a big fan of the way the cables and hoses run at the front of the bar in order to fit under the stem like that, I'm surprised they haven't gone for a system where they run intrnally then under a stem cover etc

Quite a lot of money for an 8.2 kilo bike. 

"Comparing the price of the near-identical SL 6 suggests you are getting them for just £450 too."

The side by side comparison of the SL6 and the pro makes them identical bar the wheels. Which listed on the trek website retail at a price difference of £250, not £450. So either the stock wheels on the SL6 are over priced on their own (then maybe the bike is too) or the only reason to buy the pro is if the Aeolus are the wheel upgrade you want over everything else on the market.

I'm still more inclined to the RC30.

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• Rider Notes

2018 Trek Émonda SL 6 Disc

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

Manufacturer Price

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Émonda SL 6 Disc

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Last updated 15 February Not listed for 2,264 days

Trek Émonda SL 6 road bike review

Giving the ride feel of a thoroughbred GC frame, Trek manages to deliver the perfect balance of stiffness and comfort in the elegant looking and reasonably priced Trek Émonda SL6.

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The Trek Émonda SL 6 exists a few places below Trek's signature SLR model but that doesn't stop it embodying the GC spirit and as a frame it certainly feels worthy of Alberto Contador.

It's made the coveted  Cycling Weekly's Editor's Choice list for its lightweight, fast and comfortable ride quality that'll have dancing up climbs like Contador himself. 

Think of top Tour de France bikes, and there are only a handful of names that pop into your head faster than the Trek Émonda.

While its old sibling, the Émonda SLR occupies the top echelons of WorldTour racing, we've got our hands on the more reasonably priced Trek Émonda Sl 6, coming in at £2,250.

Made famous in recent years beneath the likes of Alberto Contador and his Trek-Segafredo team mates, the Trek Émonda SL 6 feels like a thoroughbred GC frame regardless of its lower price point, and it's a frame that looks built to race yet still manages to maintain an air of elegance.

Trek Émonda SL 6 : c lassy looks

Sweeping lines blur one area of the frame into the other, and the slender seat stays make the bike look responsive and nimble. Pair the sweeping design with the matte silver paint job, and the bike has a seriously classy look.

But it isn't just surface, and the 500 series OCLV carbon makes the frame a skimpy 1091g. On our scales, the whole bike weighed in at 7.66kg, with any additional weight no doubt coming down to the components rather than the frame.

Down below, an overbuilt, beefy bottom bracket makes sure that every pedal stroke powers the bike forward – which is especially helpful when things start heading uphill.

Without a doubt, the most exciting equipment on the bike is the Shimano Ultegra R8000 groupset. Newly updated, it marks an enormous overhaul of Shimano's everyman groupset.

In terms of shifting feel and action, it's every bit as good as it's older, more expensive Dura-Ace sibling. The re-designed front mech and more ergonomic levers offer a light action to front shifts, and rear shifts are crisp, accurate and powerful.

Of the new Ultegra groupset itself, the most exciting feature are the excellent rim brakes – again, they're every bit the match to the Dura-Ace models.

With them being so good, it was a bit of a disappointment to find them missing on the Émonda. Instead, Trek has specced its Bontrager Speed Stop Pro brakes rather than Shimano's far superior rim brakes.

Bontrager's in house stoppers can't match Shimano's for neither feel nor power but it's an oversight we can forgive considering the Émonda's excellent frame and ride qualities. Besides, the Ultegra brakes are always going to be there for that next upgrade.

Again, the Bontrager Paradigm aluminium wheelset could be lighter to match the svelte carbon frame but at this price point they're par for the course and they didn't feel like lead weights when heading uphill.

GC quality frameset

Out on the open road, the ride quality of the GC frame really shines through, and there's a sense of urgency laid up in the carbon that wants to let rip.

But there's a gentler side to it, too, and the high modulus frame gives comfort to the ride. Unlike so many stiff carbon frames, the Trek Émonda Sl 6 feels dampened and absorbent without that dreaded sluggishness that heavier bikes suffer from.

The skip in its step no doubt comes from its lack of weight, and even with the aluminium wheels and overbuilt brakes, the Émonda SL 6 weighs a tiny 7.66kg. Spoil yourself to some killer wheels and you'll bring that down even further.

Dancing out the saddle on the Émonda SL 6

On the hills it climbs like you'd expect from a frame built for Alberto Contador, encouraging you to imitate his signature out the saddle dance on the steepest inclines. But its a frame that really shines on the downs, too. The 992mm wheelbase is manoeuvrable but well balanced and the handling was sharp in the corners, everything you'd expect from a GC super bike.

The Émonda Sl 6's frame is faultless – lightweight, comfort and stiffness all in perfect equilibrium. Its more than a match for the aluminium wheels it comes with, but it has to meet a price point after all.

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Trek Emonda SL 6 review

The legendary Madone gets another anagram

Robert Smith

Warren Rossiter

Trek’s rivals in the big three bike brands both launched aero-road machines in the form of Giant's Propel and the Venge from Specialized. Trek followed suit in the last revision of the Madone with it morphing into an aero-tweaked race special. With the innovative Domane, with its ‘decoupler’ soft tail design, being a straight-up rival for Specialized’s Roubaix and Giant’s Defy, the Madone was always in direct competition with the big S’s Tarmac and Giant’s TCR. Its aero revisions left a big hole in Trek's arsenal, which the Emonda is here to fill.

• Highs: A ride full of life and excitement, a future classic
• Lows: Average wheels and mediocre bars
• Buy if: You want a true all rounder in the classic sense

Emonda may be an anagram, but it’s also derived from the French verb emonder, meaning to prune and trim away. So at the core of the design its lightweight with any extraneous material and features trimmed back. That’s certainly true of the flagship SLR 10 and its astonishing 690g frame weight and 4.65kg (56cm) complete weight (though its price tag certainly won't appear pared-down to anyone except the super-rich).

This SL6 uses the new 500 series OCLV carbon to create a frame weight of 1050g. That's impressive enough, especially for a bike at this price – the complete weight of our 58cm test ride is a very respectable 7.74kg – but it’s certainly not all about grams here.

The SL6 is well equipped, with a full Shimano Ultegra groupset

The SL6 is one of the best equipped Treks we’ve seen in a long time. In the past we’ve criticised them for their mix and match approach to component specs, which often saw a few lower grade items dropped into the drivetrain to save a few bucks. For 2015 though we are seriously impressed that Trek has gone the complete route with a full Shimano Ultegra groupset that adds an impressive value status to the overall equation.

Though the Emonda is an all-new bike, within minutes of hopping into the saddle we felt right at home. If for a moment we hark back to the glory days of the Madone, when it was one of the lightest in the peloton and winning everything (no matter how tainted those victories are now), the essence of that bike's excellence was its mix of lightness and handling prowess – and the SL6 has that and more.

The familiar H2 fit, slightly taller than the pro-level bikes, and slightly shorter in reach too (our 58cm bike has a 57.3cm top tube) gives a comfortable yet commanding riding position. We were still able to get down in the drops and push the pace without ever feeling cramped, yet rise up onto the hoods and you can push the pedals all day and cover epic distances free of aches and pains.

Climbing is where the Emonda excels – it may not be class-leadingly light, with its average weight wheels and middleweight finishing kit, yet it climbs with the vigour of a spider monkey escaping a hungry predator.

Crest the brow of a hill and point the SL6 back down and the chassis’ liveliness uphill transforms into a compliant ground hugging missile that floats over bumpy and broken surfaces with a limpet-like tenacity for holding its line. The amount of grip it exudes through hard cornering is mighty. The only negative is the alloy bar's narrow diameter, which doesn't offer the most comfortable of holds – and its overly stiff nature is at odds with the rest of this hugely impressive 2015 debut.

The Trek’s comfortable frame doesn’t need wider than 23c rubber

The Bontrager Race wheels are the most basic Trek offers, but even these are tubeless ready (admittedly, we're all still waiting to see if tubeless will ever take off on the road). They're decent enough – under hard sprint efforts we managed to induce a little brake rub, but nothing of any real concern and only apparent because the Emonda is so damn good at everything else it does. The slim 23c rubber they're shod with offers great all-weather grip and proved plenty tough enough in testing, and it's testament to just how smooth the bike is that Trek hasn’t resorted to anything wider for extra comfort.

In all the Emonda is the rightful heir to the classic Madone, blending ride quality, lightness and a whole shedload of riding fun. Its set to be one of the stars of 2015 and fully deserves the accolades that will undoubtedly come its way.

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Trek 2018 Émonda SL 6 Disc review

Heading out the door? Read this article on the new Outside+ app available now on iOS devices for members! >","name":"in-content-cta","type":"link"}}'>Download the app .

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 Émonda SL 6 Disc.

Story Highlights

Purpose: Mid-level road cycling.|| Highlight: The updated frameset is stiffer and more exciting to ride.|| Material: Carbon fibre.|| Brake type: Disc (rim version also available).|| Key details: Proprietary BB90 bottom bracket, internal cable routing, flat-mount disc brakes, 12mm thru-axles.|| Price: AU$3,999/US$2,999/£2,650.|| Weight: 7.94kg/17.5lb (54cm without pedals or bottle cages).

It has been almost four years since Trek launched the Émonda , the company’s lightest road chassis that not only yielded, at 4.65kg, the lightest production bike in the world, but according to Trek, the lightest range of road bikes as well. After devoting two-and-a-half years to development, Trek was never going to talk down what it had managed to achieve with the Émonda, which included some bold adjectives for the performance of the new bike.

The introduction of road disc brakes seems to have provided the main incentive for revisiting the design of the Émonda, but it also gave Trek’s engineers a good opportunity to build upon the experience gained from creating the first-generation Émonda (which supposedly included 300 physical prototypes). Computer modelling and finite element analysis was used to explore hundreds of refinements to identify only those that could provide a tangible improvement for the weight, stiffness, and compliance of the new frame. After that, physical prototypes were used to validate those predictions.

According to Trek’s figures, the company has managed to achieve all of these goals, however the magnitude of said improvements are modest, at best. The first-generation Émonda SLR frame and fork (56cm, H1 fit) weighed 690g and 280g, respectively, according to Trek, compared to 640g and 313g for the second-generation frame and fork. Overall frame stiffness has been increased by 11% with a head tube that is 1.7% stiffer and a bottom bracket that is 7.6% stouter, while vertical compliance has been improved by 1.9%.

The disc-brake version of the Émonda SLR mirrors the rim-brake version in many regards, however it is 62g heavier (frame, 665g; fork, 350g) and overall frame stiffness is down a little, offering a 9% improvement over the first-generation chassis. Clearly, Trek is working within the realm of marginal gains, but our roving reporter, Dave Everett, was able to notice a difference when he attended the launch of the bike last year , and concluded that the new bike was a tangible improvement.

What about the Émonda SL?

While all attention was focussed on the new Émonda SLR Disc frameset at the launch last year, the more affordable SL version also received an overhaul, including the addition of a disc-brake version. Once again, Trek promised an increase in both frame stiffness and compliance coupled with a marginal weight saving: the first-generation SL frame weighed 1,050g with a 358g fork; the new SL frame weighs 1,091g with a 313g fork.

Unsurprisingly, the disc-brake version of the new Émonda SL is heavier than the rim-brake version with a claimed weight of 1,149g for the frame and 350g for the fork. Be that as it may, the Émonda SL in either guise is not going to woo weight-weenies, but it will have broader appeal since it is a lot cheaper than the SLR version.

A difference in carbon fibre accounts for much of the extra weight (and expense) of the Émonda SL frame — which is constructed from Trek’s 500 series fibre compared to the 700 series that serves the SLR — however there is also a difference in the moulds that are used, and hence, the final shape of the two frames.

Nevertheless, the SLR and SL frames share the same specifications that have been carried over from the first-generation Émonda, such as Trek’s proprietary BB90 bottom bracket , E2 tapered head tube, internal cable routing, and a semi-integrated seatpost. For the disc-brake version, there are flat mounts for the disc callipers and 12mm-diameter thru-axles for the wheels.

The geometry of the frame remains unchanged, too. Thus, the Émonda SL continues with Trek’s forgiving H2 fit that provides a taller head tube, however it is not as generous as the geometry for the Domane .

Frame sizes 50-54cm are partnered with a fork with 45mm of rake, while the larger sizes get a fork with 40mm of rake. Bottom bracket drop is 72-68mm, decreasing with frame size; chainstay length is 410-411mm, increasing with frame size.

It’s worth noting that the geometry of the Émonda SL is identical to the Émonda SLR and does not vary between the rim or disc-brake versions. In addition, it is almost identical to the current Madone , however the latter offers an extra 5mm of stack for each frame size.

The semi-integrated seatpost places a limitation on the maximum and minimum saddle height for any given frame size, which is detailed in Trek’s geometry charts for the Émonda SL. However, the maximum saddle height is based on a 175mm seat mast cap rather than the stock 135mm cap that ships with the bike, so buyers with long legs should pay attention to this when ordering and/or collecting the bike. Buyers that require less saddle setback can also opt for a cap with 5mm of offset rather than 20mm to help with their fit.

Trek has put together two builds for the new Émonda SL Disc frameset: the SL 7 and SL 6. However, the former (which features a Shimano Ultegra Di2 groupset and a Bontrager Aeolus Pro 3 carbon wheelset) is not available in all markets, such as Australia. By contrast, there are several builds for the rim-brake version of the Émonda SL on offer, providing buyers with a much wider range of options and pricepoints.

The Émonda SL 6 Disc features Shimano’s new Ultegra R8000 mechanical groupset (50/34T crankset, 11-28T cassette) with hydraulic disc brakes and 160mm rotors. The rest of the components come from Bontrager’s catalogue: Paradigm tubeless-ready alloy wheels with R2 Hard-Case Lite tyres (25C), Elite VR-C alloy bars, Pro alloy stem, and a Montrose Comp saddle with chromoly rails.

I’ve long been impressed by the quality of the presentation of Trek’s bikes, and the Émonda SL 6 Disc is another good example of this. The matte metallic gunmetal finish may strike some as conservative, but it’s not dull, and it sits well against the black components.

The 54cm sample sent for review weighed 7.94kg/17.5lb without pedals or bottle cages, which doesn’t do much to support the notion that the Émonda is a lightweight race bike. For those hoping for a lighter bike, they can opt for the SLR 6 Disc that promises a weight saving of 700-800g (depending on frame size), but it costs almost twice as much as the SL 6 Disc. Alternatively, the SL 6 with rim brakes provides almost the same kind of weight saving (600-700g) and actually costs less than the disc-brake version.

The asking price for the Émonda SL 6 Disc is AU$3,999/US$2,999/£2,650, which is fair given the quality of the build, but it won’t woo bargain hunters. For those looking for better value, the rim-brake version of the SL 6 sells for AU$3,499/US$2,699/£2,250. In both instances, Trek provides a lifetime warranty for the Émonda frame and a two-year warranty for the fork and all Bontrager components.

For more information on the Émonda SL 6 Disc and the rest of the Émonda range, visit Trek .

After the ride

The Émonda has always fitted very nicely into Trek’s road catalogue, confidently staking out the middle ground between the aerodynamically-refined Madone and the rut-gobbling Domane. And while Trek went to extraordinary lengths to highlight the weight savings that the first-generation bike had to offer, they were limited to the high-end SLR frameset, so that everyday buyers opting for the SL version were missing out on the best that Trek had to offer.

With that said, a back-to-back comparison of the first-generation Émonda SLR 6 with the SL 6 (both of which featured rim brakes) demonstrated that the distinctions between the two versions of the frame were surprisingly modest. In fact, I found it difficult to appreciate any of the performance gains that the lighter SLR frameset might have provided simply because there was very little feedback from the bike.

The second-generation Émonda has reversed this to some degree, presumably due to the increase in the stiffness of the frame, and as a result, I found that the bike was more exciting to ride. An increase in feedback from the road adds life to the bike and gives it a race-oriented feel.

The bike was at its best on smooth bitumen. Rising out of the saddle, the stiffness about the bottom bracket was obvious, and I could enjoy some sense of responsiveness whenever I pressed on the pedals to accelerate. However, the overall weight of the bike held it back, so it won’t impress buyers looking for a svelte climbing rig.

It’s better to think of the SL 6 Disc as a bike for undulating courses. On this kind of terrain, the extra weight of the bike was less noticeable and I could enjoy the stiffness of the bike when attacking each short rise. Moreover, I was often struck by how sturdy and robust the bike felt, and sudden changes in speed really had no effect on its demeanour.

The second-generation Émonda SL 6 Disc may provide more feedback from the road, but that doesn’t mean that Trek has done away with the highly refined ride quality that defined the original Émonda. It’s still there, and at times, I was impressed with how well it worked to insulate me from unnecessary chatter. This was most obvious on groomed unpaved tracks where the Émonda SL 6 Disc provided a smooth, almost gentle ride, without robbing me of a sense of how the tyres were behaving on the dusty surface.

While the Émonda SL 6 Disc did an admirable job of soaking up vibration and chatter, it wasn’t nearly as adept at contending with shock, especially at the front end of the bike. Any kind of sharp hit from a bump, crack or hole was quite harsh, which was something that Dave Everett noticed at the launch of the Émonda SLR Disc last year. By contrast, the rear end of the bike was noticeably more compliant, so my backside never suffered the same kind of shock as my hands.

I was able to fit tyres up to 30mm wide on the Émonda SL 6 Disc without any risk of frame or fork rub. The larger tyres were able to reduce the shock of sudden impacts, however the front end of the bike was still too rigid for long stretches of unpaved terrain. Compared to a bike like Cannondale’s new Synapse or Canyon’s Endurace , the Emonda SL Disc Disc isn’t nearly as versatile, but then, riders interested in extra versatility are probably going to be looking at Trek’s Domane or the new do-it-all Checkpoint instead.

Thus, it’s best to consider the Émonda SL Disc as a pure road-going machine where tyre size and pressure can be used to satisfy the owner’s preferences for ride quality. I found myself vacillating between the stock 25c clinchers at 70psi and more supple 28c tyres at 60psi, but by the end of the review period, the narrower tyres seemed a slightly better match for the bike.

The stable and predictable handling that characterised the first-generation Émonda was still very much in evidence, which isn’t surprising given that no changes were made to the geometry of the second-generation frame. As such, the Émonda remains an inviting and well-mannered bike to ride. The steering tends towards slow, so the bike requires a little more effort when negotiating tight turns and technical descents, but I can’t see many riders struggling with this aspect of the Émonda’s handling.

Shimano’s new Ultegra R8000 groupset continues to shine, regardless of whether it is partnered with rim or disc brakes. The latter adds significantly to the weight of the bike, but that has more to do with the associated hardware (e.g. rotors and wheels) than the brakes. This is a handicap that continues to afflict road disc bikes in general, but for those looking for more braking confidence, it’s a necessary compromise.

Bontrager’s one-bolt saddle clamp promises to be easy to use, however the wedges that sink into the cap provide too much bite, so it is difficult make minor changes to the angle of the saddle. At the front end of the bike, Bontrager’s Elite VR-C handlebars offer more reach (85mm) than other compact shapes, which, when coupled with the generous length of the hoods of Shimano’s hydraulic brake levers, adds significantly to the overall reach of the cockpit. Swapping to a stem that was 10mm shorter was enough to address this issue for me.

Summary and final thoughts

It has been over 25 years since Trek introduced its first carbon fibre road bike frame and the amount of evolution that has taken place in that time is quite remarkable. One frame has slowly grown into three specialised offerings and the number of builds has blossomed to give shoppers an impressive range of bikes to choose from.

The Émonda may appear to be quite removed from Trek’s original OCLV road frame, but it still possesses the same kind of aura as a lightweight and exotic racing bike. This is certainly true for the Émonda SLR and some of the aspirational builds on offer, but the SL version is well within reach of many mid-level shoppers. It’s not going to dazzle buyers with a low weight like the SLR, but it is a confident road-going bike that promises to provide a tangible upgrade from an entry-level bike.

For those contemplating such an upgrade, the choice of brakes may create some consternation, however much of the controversy surrounding disc brakes has died down. Quite simply, discs have become a legitimate option for road bikes and are now future-proof to some degree, so buyers can decide the matter on the basis of appeal. In this regard, the Émonda may be a little late to the party, but the second-generation frameset gives shoppers both options to consider.

What do each of the individual ratings criteria mean? And how did we arrive at the final score? Click here to find out. You can also read more about our review process .

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classic\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-gear\/16-attention-grabbing-bikes-sea-otter-classic\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"gallery: 16 attention grabbing bikes from the sea otter classic\"}}\u0027>\n gallery: 16 attention grabbing bikes from the sea otter classic\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"can ineos grenadiers take it to tadej poga\u010dar at the giro d\u2019italia \u2018our plan is to be aggressive\u2019","url":"https:\/\/velo.outsideonline.com\/road\/road-racing\/can-geraint-thomas-stop-tadej-pogacar-at-the-giro-ditalia-our-plan-is-to-be-aggressive\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/can-geraint-thomas-stop-tadej-pogacar-at-the-giro-ditalia-our-plan-is-to-be-aggressive\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"can ineos grenadiers take it to tadej poga\u010dar at the giro d\u2019italia \u2018our plan is to be aggressive\u2019\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/can-geraint-thomas-stop-tadej-pogacar-at-the-giro-ditalia-our-plan-is-to-be-aggressive\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"can ineos grenadiers take it to tadej poga\u010dar at the giro d\u2019italia \u2018our plan is to be aggressive\u2019\"}}\u0027>\n can ineos grenadiers take it to tadej poga\u010dar at the giro d\u2019italia \u2018our plan is to be aggressive\u2019\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"carapaz roars to stage win in tour de romandie as race leader ayuso blows","url":"https:\/\/velo.outsideonline.com\/road\/road-racing\/richard-carapaz-roars-to-stage-win-in-tour-de-romandie-as-race-leader-juan-ayuso-blows\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/richard-carapaz-roars-to-stage-win-in-tour-de-romandie-as-race-leader-juan-ayuso-blows\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"carapaz roars to stage win in tour de romandie as race leader ayuso blows\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/richard-carapaz-roars-to-stage-win-in-tour-de-romandie-as-race-leader-juan-ayuso-blows\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"carapaz roars to stage win in tour de romandie as race leader ayuso blows\"}}\u0027>\n carapaz roars to stage win in tour de romandie as race leader ayuso blows\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"sea otter randoms: riser handlebars, nifty racks, and tubes aren\u2019t dead","url":"https:\/\/velo.outsideonline.com\/news\/sea-otter-randoms-riser-handlebars-nifty-racks-and-tubes-arent-dead\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/news\/sea-otter-randoms-riser-handlebars-nifty-racks-and-tubes-arent-dead\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"sea otter randoms: riser handlebars, nifty racks, and tubes aren\u2019t dead\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/news\/sea-otter-randoms-riser-handlebars-nifty-racks-and-tubes-arent-dead\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"sea otter randoms: riser handlebars, nifty racks, and tubes aren\u2019t dead\"}}\u0027>\n sea otter randoms: riser handlebars, nifty racks, and tubes aren\u2019t dead\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"mathieu van der poel realistic about quest for monument sweep: \u2018even with roubaix legs i cannot follow poga\u010dar\u2019","url":"https:\/\/velo.outsideonline.com\/road\/road-racing\/mathieu-van-der-poel-realistic-about-quest-for-fourth-monument-even-with-roubaix-legs-i-cannot-follow-pogacar-here\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/mathieu-van-der-poel-realistic-about-quest-for-fourth-monument-even-with-roubaix-legs-i-cannot-follow-pogacar-here\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"mathieu van der poel realistic about quest for monument sweep: \u2018even with roubaix legs i cannot follow poga\u010dar\u2019\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/mathieu-van-der-poel-realistic-about-quest-for-fourth-monument-even-with-roubaix-legs-i-cannot-follow-pogacar-here\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"mathieu van der poel realistic about quest for monument sweep: \u2018even with roubaix legs i cannot follow poga\u010dar\u2019\"}}\u0027>\n mathieu van der poel realistic about quest for monument sweep: \u2018even with roubaix legs i cannot follow poga\u010dar\u2019\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"xpedo\u2019s new power meter pedals are ready for the spotlight","url":"https:\/\/velo.outsideonline.com\/road\/road-gear\/xpedo-new-power-sonik-omni-and-thrust-omni-meter-pedals-sea-otter-classic\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-gear\/xpedo-new-power-sonik-omni-and-thrust-omni-meter-pedals-sea-otter-classic\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"xpedo\u2019s new power meter pedals are ready for the spotlight\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-gear\/xpedo-new-power-sonik-omni-and-thrust-omni-meter-pedals-sea-otter-classic\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"xpedo\u2019s new power meter pedals are ready for the spotlight\"}}\u0027>\n xpedo\u2019s new power meter pedals are ready for the spotlight\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"8 new shoes from giro, q36.5, shimano, fizik, lake, and crankbrothers","url":"https:\/\/velo.outsideonline.com\/road\/road-gear\/8-new-shoes-from-giro-q36-5-shimano-fizik-lake-and-crankbrothers\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-gear\/8-new-shoes-from-giro-q36-5-shimano-fizik-lake-and-crankbrothers\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"8 new shoes from giro, q36.5, shimano, fizik, lake, and crankbrothers\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-gear\/8-new-shoes-from-giro-q36-5-shimano-fizik-lake-and-crankbrothers\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"8 new shoes from giro, q36.5, shimano, fizik, lake, and crankbrothers\"}}\u0027>\n 8 new shoes from giro, q36.5, shimano, fizik, lake, and crankbrothers\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"highbar wants to revolutionize your helmet straps","url":"https:\/\/velo.outsideonline.com\/news\/highbar-wants-to-revolutionize-your-helmet-straps\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/news\/highbar-wants-to-revolutionize-your-helmet-straps\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"highbar wants to revolutionize your helmet straps\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/news\/highbar-wants-to-revolutionize-your-helmet-straps\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"highbar wants to revolutionize your helmet straps\"}}\u0027>\n highbar wants to revolutionize your helmet straps\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"the ritchey montebello brings steel goodness to all-road","url":"https:\/\/velo.outsideonline.com\/road\/road-gear\/ritchey-montebello-brings-steel-goodness-to-all-road\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-gear\/ritchey-montebello-brings-steel-goodness-to-all-road\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"the ritchey montebello brings steel goodness to all-road\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-gear\/ritchey-montebello-brings-steel-goodness-to-all-road\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"the ritchey montebello brings steel goodness to all-road\"}}\u0027>\n the ritchey montebello brings steel goodness to all-road\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"the cadex race integrated bar is as light as it is good looking","url":"https:\/\/velo.outsideonline.com\/road\/road-gear\/cadex-race-integrated-bar-first-look\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-gear\/cadex-race-integrated-bar-first-look\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"the cadex race integrated bar is as light as it is good looking\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-gear\/cadex-race-integrated-bar-first-look\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"the cadex race integrated bar is as light as it is good looking\"}}\u0027>\n the cadex race integrated bar is as light as it is good looking\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"there are three marquee off-road races in the us this weekend. who\u2019s going where and why","url":"https:\/\/velo.outsideonline.com\/gravel\/gravel-racing\/best-off-road-races-north-america\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/gravel\/gravel-racing\/best-off-road-races-north-america\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"there are three marquee off-road races in the us this weekend. who\u2019s going where and why\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/gravel\/gravel-racing\/best-off-road-races-north-america\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"there are three marquee off-road races in the us this weekend. who\u2019s going where and why\"}}\u0027>\n there are three marquee off-road races in the us this weekend. who\u2019s going where and why\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"the thesis n1 wants to be your sole drop bar bike for everything","url":"https:\/\/velo.outsideonline.com\/gravel\/gravel-gear\/thesis-n1-do-everything-drop-bar-bike\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/gravel\/gravel-gear\/thesis-n1-do-everything-drop-bar-bike\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"the thesis n1 wants to be your sole drop bar bike for everything\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/gravel\/gravel-gear\/thesis-n1-do-everything-drop-bar-bike\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"the thesis n1 wants to be your sole drop bar bike for everything\"}}\u0027>\n the thesis n1 wants to be your sole drop bar bike for everything\n \n \n \n \n \n\n \n \n \n \n \n\n \n "}]' > >", "name": "footer-menu", "type": "link"}}'>advertise >", "name": "footer-menu", "type": "link"}}'>privacy policy >", "name": "footer-menu", "type": "link"}}'>contact >", 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• Emonda SL 6 Pro

Trek Emonda SL 6 Pro

Emonda SL 6 Disc Pro is the first carbon road bike in the lineup that gives you lightweight carbon wheels to match your lightweight frame. Aero tube shaping, disc brakes, and a high-performance drivetrain make it a great option for roadies who value great handling and lots of speed. It's right for you if... You're looking for every performance advantage on fast group rides and races, and you'd rather get the whole package now than make an upgrade to carbon wheels down the line. You also want the free speed of an aerodynamic frame. The tech you get A lightweight and aerodynamic 500 Series OCLV Carbon frame and fork, Bontrager Aeolus Elite 35 carbon wheels, a full Shimano Ultegra 11-speed drivetrain, and powerful Ultegra flat-mount disc brakes. The final word The best thing about this bike is that it pairs a super fast aero frame and high-end drivetrain with really nice carbon wheels. This upgrade makes it a worthy choice for any ride, from sprints on your local roads to pro stage races to hill climbing competitions. Why you'll love it - Lightweight parts to match the lightweight frame: with Emonda SL 6 Disc Pro, there's nothing left to upgrade - Aerodynamic tube shaping makes this our fastest Emonda SL platform ever—on flats and climbs alike - Hydraulic disc brakes give you stopping power and control in any weather, on any road - Like every Emonda, it's built to be the lightest and fastest in its class and it’s backed by our lifetime warranty - Confidence in carbon: if your Bontrager carbon wheels are damaged within the first two years of ownership, we'll repair or replace them for free

Pedals sold separately

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TREK émonda sl 6 disc

Modèle d'exposition en parfait état esthétique !

Ce TREK Émonda SL6 est un vélo de course en carbone récent de 2022. Il est équipé d'une transmission haut de gamme Shimano Ultegra 2x11v pour un passage des vitesses fluide et précis. Polyvalent et léger grâce à ses nombreux composants en carbone (cadre, roues, tige de selle,...) avec un poids total de 8,25kg. Ses freins à disque Shimano Ultegra puissants vous assurent des descentes rapides, tandis que sa géométrie aérodynamique vous permet d'optimiser au mieux vos performances.

APPARENCE X

Nous sommes 100% transparents ! Les éventuelles rayures, impacts et marques d’utilisation du vélo sont visibles sur les photos de la fiche produit et font systématiquement l’objet d’un gros plan spécifique. L'apparence n'affecte en aucun cas l'état mécanique et fonctionnel du vélo.

PARFAIT ÉTAT

Très bon état, état correct, mauvais état, tous nos vélos sont à l’état mint  x, réduction mint bikes x, défauts visuels du vélo x.

• Léger avec un poids de 8.25 Kg
• Rapide sur le plat et en montée grâce aux tubes aérodynamiques
• La transmission Shimano Ultegra ultra performante est garante de changements de vitesse fluides et précis
• Pneus neufs
• Vélo en parfait état esthétique

• 100 points de contrôle

• Pièces neuves

• 15j pour changer d'avis

• Garantie 12 mois

• 200 vélocistes partenaires

• Livraison France entière (7j ouvrés)

Caractéristiques techniques

Type de vélo Musculaire

Genre Unisexe

Poids du vélo 8.25 Kg

Taille du cadre 56

Matériau cadre Carbone

Pneu avant Michelin Lithion 3

Pneu arrière Michelin Lithion 3

Roue avant Bontrager Aeolus

Matériau roue avant Carbone

Roue arrière Bontrager Aeolus

Matériau roue arrière Carbone

Taille des roues 28"

Transmission Shimano Ultegra 2x11v

Pédalier Shimano Ultegra R8000

Dérailleur arrière Shimano Ultegra R8000

Levier de vitesse Shimano Ultegra R8020

Cassette Shimano Ultegra R8000

Dérailleur avant Shimano Ultegra R8000

Chaine Shimano Ultegra HG701

Plateaux Shimano Ultegra

Nb de vitesses 11

Nb de plateaux 2

Denture cassette 11-30

Denture plateaux 52-36

Type de freins Disques

Freins Shimano RT800

Levier de freins Shimano Ultegra

Selle Bontrager Aeolus Comp

Type tige de selle Mécanique

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Most Beautiful Metro Stations in Moscow

Visiting Moscow? Get yourself a metro card and explore Moscow’s beautiful metro stations. Moscow’s world-famous metro system is efficient and a great way to get from A to B. But there is more to it; Soviet mosaic decorations, exuberant halls with chandeliers, colourful paintings and immense statues. Moscow’s metro is an attraction itself, so take half a day and dive into Moscow’s underground!

The best thing to do is to get on the brown circle (number 5) line since the most beautiful metro stations are situated on this line. The only exception is the metro stop Mayakovskaya one the green line (number 2). My suggestion is to get a map, mark these metro stops on there and hop on the metro. It helps to get an English > Russian map to better understand the names of the stops. At some of the metro stops, the microphone voice speaks Russian and English so it’s not difficult at all.

Another thing we found out, is that it’s worth taking the escalator and explore the other corridors to discover how beautiful the full station is.

Quick hotel suggestion for Moscow is the amazing Brick Design Hotel .

These are my favourite metro stations in Moscow, in order of my personal preference:

1. Mayakovskaya Station

The metro station of Mayakovskaya looks like a ballroom! Wide arches, huge domes with lamps and mosaic works make your exit of the metro overwhelming. Look up and you will see the many colourful mosaics with typical Soviet pictures. Mayakovskaya is my personal favourite and is the only stop not on the brown line but on the green line.

2. Komsomolskaya Station

Komsomolskaya metro station is famous for its yellow ceiling. An average museum is nothing compared to this stop. Splendour all over the place, black and gold, mosaic – again – and enormous chandeliers that made my lamp at home look like a toy.

3. Novoslobodskaya Station

The pillars in the main hall of Novoslobodskaya metro station have the most colourful stained glass decorations. The golden arches and the golden mosaic with a naked lady holding a baby in front of the Soviet hammer and sickle, make the drama complete.

4. Prospect Mira Station

The beautiful chandeliers and the lines in the ceiling, make Prospekt Mira an architectural masterpiece.

5. Belorusskaya Station

Prestigious arches, octagonal shapes of Socialistic Soviet Republic mosaics. The eyecatcher of Belorusskaya metro station, however, is the enormous statue of three men with long coats, holding guns and a flag.

6. Kiyevskaya Station

The metro station of Kiyevskaya is a bit more romantic than Belorusskaya and Prospect Mira. Beautiful paintings with classical decorations.

7. Taganskaya Station

At the main hall Taganskaya metro station you will find triangle light blue and white decorations that are an ode to various Russians that – I assume – are important for Russian history and victory. There is no need to explore others halls of Taganskaya, this is it.

8. Paveletskaya Station

Another and most definitely the less beautiful outrageous huge golden mosaic covers one of the walls of Paveletskaya. I would recommend taking the escalator to the exit upstairs to admire the turquoise dome and a painting of the St Basil’s Cathedral in a wooden frame.

Travelling with Moscow’s metro is inexpensive. You can have a lot of joy for just a few Rubbles.

• 1 single journey: RMB 50 – € 0,70
• 1 day ticket: RMB 210 – € 2,95

Like to know about Moscow, travelling in Russia or the Transsiberian Train journey ? Read my other articles about Russia .

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Wow! It is beautiful. I am still dreaming of Moscow one day.

It’s absolutely beautiful! Moscow is a great city trip destination and really surprised me in many ways.

My partner and I did a self guided Moscow Metro tour when we were there 2 years ago. So many breathtaking platforms…I highly recommend it! Most of my favorites were along the Brown 5 line, as well. I also loved Mayakovskaya, Arbatskaya, Aleksandrovski Sad and Ploshchad Revolyutsii. We’re heading back in a few weeks and plan to do Metro Tour-Part 2. We hope to see the #5 stations we missed before, as well as explore some of the Dark Blue #3 (Park Pobedy and Slavyansky Bul’var, for sure), Yellow #8 and Olive #10 platforms.

That’s exciting Julia! Curious to see your Metro Tour-Part 2 experience and the stations you discovered.

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Kuznetski Most area in Moscow

Kuznetski Most is a small area between Tverskaya street, Kremlin, and Kitai Gorod (Lubyanka) and it's a downtown of Moscow. First of all, 'Kuznya' is a great place to walk: it is a real Moscow area, not a postcard at all, hectic busy streets neighbour tranquil lanes and courtyards with traditional architecture. There are also many very nice cafes, restaurants, clubs, and shops. If you want a cool place to meet people, go for a walk and to get the real feeling of the city, check out this area.

Long time ago there were only half-broken low wooden houses in Kuznetski Most area, and it was the place where poor blacksmithes lived. Blacksmith is 'Kuznets' in Russia, hence the name. In the beginning of the street (on top) there was a bridge over a small river, later this river was put underground, so there's no bridge anymore. About 200 years ago there was a rich Moscovitan noble buying this area. He immediately put away all the blacksmiths' houses and started to build a fancy new district. Just in few years he built up beautiful houses, with impressive ornaments, rich decoration, pools in the courtyards. Also, he opened some French boutiques in the area. That's when Kuznetski Most started to become fashionable. In a short time all the elite moved to this  area, and those who wasn't so fast were coming here to make some shopping and to sit in many of the restaurants and cafes around.  In the 20th century, when the communist times arrived, most of the buildings were given to government offices, some were given to soviet shops. The area became boring, the architecture was slowly deteriorating , but nobody seemed to care. In the beginning of the 90s  the area was revived again: the buildings were  restored , there was many new cafes being opened, boutiques, and shops. One important landmark of Kuznetsky Most is that it's home to FSB (Federal Security Bureau - former KGB) offices, and if you walk along Kuznetsky Most street you can get to the FSB reception, which is open 24 hours (in case you have something to report).  

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What does Moscow CityPass include

Moscow CityPass is a single electronic card for tourists, which include visits to the best museums and excursions, the best deals and discounts.

MOSCOW CITYPASS SERVICE PACKAGE INCLUDES:

Attractions.

The Moscow Kremlin is citadel standing on a high bank of the Moscow River. Here was the residence of grand Russian Tsars and Emperors, now is the official residence of the President of the Russia.

St. Basil’s Cathedral (Pokrovsky Cathedral) on the Red Square is a great creation of Russian architects. The gorgeous temple is a gem of world architecture and a symbol of Moscow and Russia.

The Pushkin State Museum of Fine Arts is a museum complex that is currently in possession of one of the largest world art collections from Ancient Egypt and Greece to our days. Today the holdings of the museum contain around 700 000 art works of different epochs.

Observation deck of the hotel Ukraine located on the 33rd floor of the historic Radisson Royal Hotel, known also as a legendary Stalin skyscraper, in the heart of Moscow. With the Moscow CityPass card free entry and one drink*.

A doubledeck bus trip indeed is the best way to see Moscow. Excursions are available in 10 languages. There exist three possible routes – the red one (#1), the green one (#2) and the orange one (#3). The tour is available for one day.

Unlike the other tourist vessels, these huge snow-white ships do not cease navigation in winter: they pierce the ice so smoothly that that the waiter can easily pour champagne in tall crystal glasses. A tour is available for visiting only by appointment*.

Entertainment

Hockey and ice skating are the national sports. That’s why the ice rink in the AVIAPARK shopping centre is one of the most popular spots for recreational activities for the north of Moscow. You can rent a pair of skates and enter the ice rink for free with the Moscow CityPass.

If you want to know what is the true Russian culture art is like, then you are WELCOME to the National Theater of Folk Music and Song 'Golden Ring'.

Restaurants and cafes

"Cafe Pushkin" is the Legendary restaurant of the Maison Dellos. Famous restaurant in Moscow that serves traditional noble cuisine of Russia.

"Turandot" is an incredible place filled with genuine things that keep memories of a different century. This is one of the main attractions of Moscow. "Turandot" serves the city's best dim sum, Peking duck and sea bass in honey and a croissant with foie gras.

Download free Gett application in AppStore or Google Play and get 500 rubles discount for your first ride, using promo code from the Moscow CityPass guidebook.

Anna Slavutina – is a famous Russian jewelry brand. Jewelry in Russian Style will be certainly the best memories about your journey to the capital. With the Moscow CityPass card you can get a 15% discount.

IZETA is an unrivalled fashion brand in luxury furs, couture gowns and the most exotic leathers. With the Moscow CityPass card you can get a 10% discount to the products that are included to the collaborative promotion.

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