trek emonda sl5 disc road bike

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"One of the fiercest climbing bikes available, the new Émonda is even faster thanks to a dose of aero"

"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."

"It's an incredible update from Trek"

"The updated Emonda packs one helluva punch, and Trek has a winner on its hands. The integrated cockpit is nice and all, but the real win is the H1.5 fit, which makes the Emonda feel more stable while maintaining the aggression and responsiveness of previous Emondas. That, coupled with a lightweight construction, comfortable ride, and aerodynamic shaping, brings Trek's top of the line climber from a very good bike to an excellent one."

"The Emonda is still light, and it’s still stiff, but now there’s an extra dose of free speed"

"Overall, Trek has done a solid job here of updating the Emonda, infusing meaningful improvements in several key areas, but without breaking the basic formula that has made the bike so popular."

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Trek Emonda SL 5 Disc review

A race bike for the mountains

Russell Burton / Our Media

Ashley Quinlan

Stiff, efficient frame; race geometry; bags of fun on the right terrain

Build doesn’t do justice to the frame; gearing choices limit future options

Trek’s Emonda is the American brand’s lightweight race bike, and in some respects has led the recent trend towards a unified geometry approach to pro bike design.

It makes use of Trek’s H1.5 geometry, matching the latest Madone SLR , and fits into the picture as the brand’s easy-to-swap-to option for the mountains when ultimate aero efficiency is less important.

Overall, the Emonda impresses with its stiff, competent carbon frameset, and will be a handy companion if your idea of fun is climbing mountains.

That said, although the Shimano 105 R7020 groupset is as steadfastly slick and solid as ever, the Emonda SL 5 Disc is ripe for some component upgrades to really unlock its obvious potential.

Trek Emonda SL 5 Disc specifications

The Trek Emonda SL 5 Disc has precisely the same frameset as the SL 6 Pro , as tested by Jack Luke soon after the bike’s launch back in 2020. We’ve also reviewed an SL 6 AXS in our sister magazine Cycling Plus issue 397.

That means Trek’s 500 Series OCLV carbon, which is the brand’s second-tier carbon material (living under the flagship 800 Series OCLV carbon you get on the brand’s ‘SLR’-spec framesets).

Essentially, this brings with it around a 445g total weight penalty for an unspecified-size frameset. All in, an Emonda SL frame tips the scales at a claimed 1,142g, while the fork weighs 380g.

Although you’re not getting a featherweight frame here (a Canyon Ultimate SL frame, for example, easily undercuts the 1,000g mark), the bike benefits from the same aero overhaul the SLR frameset received.

Visually, there’s a deep and aero-optimised head tube, along with broad tube profiling at the down tube and in the swooping top tube.

The squared-off backsides to the tubes indicate a bias towards easy handling and aero efficiency at lower speeds, which should reflect the Emonda’s prime usage case as a climbing bike.

The Trek Emonda SL 5 Disc frame features fully internal cable routing, with cables and hoses entering through ports in the front of the headset.

The fork features a 1-1/8in steerer, while the bottom bracket is a threaded T47 model, moving away from Trek’s erstwhile (and much maligned) BB90 press-fit system.

The brakeside chainstay also incorporates a mounting point for Trek’s DuoTrap module (available separately), which can transmit wheel speed and cadence data via ANT+ and Bluetooth.

Trek Emonda SL 5 Disc geometry

The geometry of the Emonda SL 5 Disc is race-bike oriented.

Adopting the H1.5 specification – Trek calls it 'H1.5 Race' in its official specification as if to hammer home the point – it sits between the most aggressive H1 geometry you can buy on the top-of-the-line RSL SLR frameset, and the H2 geometry (also available in an SLR-spec frameset).

What strikes home immediately is the relatively short reach for what is ostensibly a race bike. In a size 56cm (which is roughly equivalent to a size large elsewhere), the frame’s reach measures 391mm, which is roughly in the region of what I’d expect for an endurance bike .

That’s coupled here with a 100mm-length stem, which only serves to magnify the stubby feel.

It pairs with a quite low-slung 563mm stack height, a steep 73.5-degree head tube angle and a compact 983mm wheelbase (with 410mm chainstays).

It features a more compact and aggressive fit than rival bikes, and if you don’t happen to fit neatly into a particular size, you might need to consider choosing the larger of the two options you’re deliberating over.

In short, the Emonda handles sharply, with direct steering and efficient power delivery.

Trek Emonda SL 5 Disc performance

If your idea of a good time is riding a bike with whippet-sharp reactions, with a proclivity for traversing climbs, the Trek Emonda SL 5 Disc won’t disappoint.

The stiff carbon layup, combined with the compact geometry, produces a frame that’s impressively rigid – arguably the match of any bike you care to throw into the mix.

To borrow an excerpt from Jack’s review of its sibling: “It’s got that addictive ultra-efficient feel with a totally unyielding pedal response that is amazing on the climbs – you are giving up nothing to the frame when mashing yourself into a lactic oblivion.”

I can confirm that it’s genuinely startling at times how efficient the frame can feel, either when seated or when giving gusto over a rise in the road.

At this spec level, there’s no doubt wheels and tyres, and probably even elements of the finishing kit, leave ultimate speed on the table, but I’ll get to that below.

The downside to such a stiff frameset, in this case, is a lack of overall compliance. The ride borders on harsh here, and although the seatmast design (where the traditional seatpost setup is reversed, with a mast topper overlapping an extended seat tube) offers some ride-smoothing properties, it can’t mask the clear focus of the Emonda frame.

In all conditions, the Emonda SL 5 Disc feels light – lighter than its 8.89kg total weight would make you think – and when descending, turns are initiated with resolute ease.

If you find yourself trundling over some broken or poor-quality tarmac, the experience is slightly juddery.

The alloy Bontrager Paradigm SL wheels and R1 clincher tyres don’t offer bags of feel and are a weak point. Cheaper bikes, such as Scott’s Addict 30 and Canyon’s Endurace AL 7 , which I tested alongside the Emonda SL 5, outstrip this spec.

That said, it’s common for wheels and tyres to be upgraded to maximise the performance of the overall package, and I never lacked confidence in the handling of the Emonda SL frameset.

Trek hasn't ignored aerodynamics either, with the Emonda feeling efficient on the flat and stable in crosswinds. Road bike wheels with deeper and more aerodynamic rims would likely transform its character in this regard, although that could be said of many bikes at this price point.

Trek Emonda SL 5 Disc finishing kit

The Trek Emonda SL 5 Disc comes packaged with finishing kit from Trek’s in-house components brand, Bontrager.

The cockpit is a two-piece affair, with a 31.8mm-diameter Bontrager Comp VR-C bar married to a Bontrager Elite stem.

Both are alloy, and offer a comfortable range of positions for your hands to rest, although I’d personally make the most of Trek’s strong retail presence and spec a 10mm longer stem for free to push out the reach a little.

My only criticism is they appear a little noodle-like, probably down in part to Trek designing the frame around the integrated RSL-spec cockpit. They also didn’t feel quite broad enough in my large hands.

I couldn’t discern any excess flex, though I think there’s something reassuring (and visually pleasing) about a bar-stem setup that looks broader, especially on a bike with such a profiled head tube.

Fortunately, the 1-1/8in steerer and standard 31.8mm handlebar clamp offer practically limitless scope for customising the front end to your needs.

The Bontrager Supertack Perf tape is comfortable to grip on the move; texturally, it’s tackier than most, but that’s not a bad thing when you’re holding the tops and really working the pedals on a climb.

The seatmast arrangement is something of a signature for Trek – interestingly, it was dropped for a more standard setup on the new Madone SLR – taking the form of an extended seat tube that’s then capped by the mast, which has the saddle bracket on top.

The Emonda SL 5 Disc gets an alloy model of the seatmast cap, with 10mm of setback. Carbon is better recognised as a premium, ride-smoothing material in this area, but the alloy material here is mitigated somewhat by the extended carbon seat tube it fits on.

On top of the seatmast lives a Bontrager P3 Verse Comp saddle. I enjoyed the shorter nose design, and many will appreciate the plentiful padding in conjunction with the provided perineal pressure-relieving cutout.

I found the outer material to be curious. It’s a rubberised material to the touch, which ‘grabbed’ at the bib shorts I wore during testing. Under my shifting weight, I felt a chattering effect while I pedalled as the chamois moved across the saddle.

It’s odd to find this in two separate bib shorts . If I were living with the bike long-term, I’d probably swap it over for my preferred Fizik Antares Versus Evo Adaptive saddle.

Trek Emonda SL 5 Disc groupset, wheels and tyres

A full Shimano 105 R7020 groupset adorns the Emonda SL 5 Disc, and Trek has really leant into the race intentions of the bike by speccing an 11-30t cassette with a short-cage derailleur.

That means if you want any easier gears – essentially, any cassette with a 32, 34 or even 36t sprocket – you’ll also need to invest in a new medium-cage derailleur and possibly a new chain as well.

The saving grace for many will be the fitting of a compact (50/34-tooth) chainset, but in turn stronger riders may find the 50x11t combination a little limiting on descents. They may need to look one rung up the Emonda range at Ultegra R8000 or R8150 Di2 before they get a semi-compact (52/36-tooth) chainset as stock.

Of course, like the rear derailleur, you could opt to upgrade the R7000 chainset to a semi-compact or standard (53/39-tooth) model, but that will inevitably add to the overall expense of the bike.

The wheels and tyres represent a dip in the overall build, and would be areas to seriously consider upgrading to maximise the potential of the Emonda SL 5 Disc.

The tubeless-ready Bontrager Paradigm SL wheels feature a shallow alloy rim, a 21mm internal width and are laced using 24 spokes, both front and rear. The alloy hubs use sealed-cartridge bearings.

On paper, they’re certainly not exotic, but the trade-off is easier and lower-cost serviceability. Unless you particularly crave a wheelset with a wider internal rim width to better support broader tyre widths, they’ll do the job as a competent three-season wheelset you won’t mind putting through the proverbial wars once in a while.

On the tyre front, the Bontrager R1s provide middling grip, but again I’d be looking to upgrade them for a premium set of clincher or tubeless tyres , perhaps with a more supple compound and casing, for the best summer days.

During testing, in the 2022 UK autumn (albeit a relatively benign season, weather-wise) I was unfortunate enough to suffer a puncture to the R1 rear tyre.

The concerning nature of the puncture – a sizeable V-shaped cut into the flexible sidewall – indicates that the R1s wouldn’t necessarily be a tyre I’d want to rely upon in poor conditions, accepting sheer bad luck.

Combined, the 28c tyres measure out almost precisely for their claimed width, leaving behind ample free space for at least 700 x 30c rubber, and possibly even 700 x 32c tyres if you don’t mind pushing the limits of the clearance.

Bontrager states official clearance to be 700 x 28c, although the benefits of running wider tyres at lower pressures – especially with the Emonda SL frame’s overall rigidity in mind – are obvious and desirable.

Trek Emonda SL 5 Disc bottom line

The Trek Emonda SL 5 Disc – in 2023 to be named simply the Emonda SL 5, and with a Sterling price hike of £550 to reflect the economic times – represents an accessible entry point into the world of carbon race bikes while the 2022 model is still in stock.

The frameset is incredibly capable, and shines brightest of all, dressed as it is in solid-but-unspectacular build.

It will suit keen sportive riders and even road racers, but most will find it necessary to upgrade some fundamental components to really get the most out of it.

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Trek likes to keep it simple, stupid when it comes to navigating its road bike range. Madone: that's the aero one. Domane: that's the comfort one. Emonda: that's the lightweight one. Easy-peasy.

The Emondas are then divided up into the aluminium ALR and the S, SL and SLR carbon fibre frame platforms, getting progressively lighter and – because this is the way things generally work – more expensive.

Coming in at 8.55kg (18.8lb), the Emonda SL 5 is light but it doesn't feel like Trek has filled the tubes with helium (the frame weight is a claimed 1,091g, size 56cm). The Merlin Nitro SL (£200 more expensive at £1,999.99) that we reviewed back in the summer hit the scales at 7.7kg (17.0lb), for instance, while the Boardman SLR Endurance Disc 9.0 (also £1,999.99) we tested was 8.2kg (18.2lb).

Don't get too hung up on weight, though. I only really bring it up because Trek makes such a big deal of it when talking about the Emonda. Climb aboard the SL 5 and it immediately feels alive, responding keenly as soon as you turn the pedals. Put a serious amount of power through the cranks and it springs forward as if it was just waiting for the flag to drop. Both the head tube and the down tube are enormous, holding the frame firmly in shape when you're recruiting every muscle fibre on an out-of-the saddle sprint or climb.

Relaxed but performance-orientated

Speaking of climbing, the Emonda SL 5 is fitted with a Shimano 105 compact chainset (50/34-tooth chainrings) which, matched to an 11-28 11-speed cassette, provides enough low gears to get you up the steep stuff in relative comfort. All of the other Emonda SLs are fitted with compact chainsets too, by the way, and they all come with frames built to Trek's H2 fit. That requires an explanation and, as luck would have it, there's one coming along right now... While Trek's H1 fit puts you into a low, flat-backed, aggressive riding position, H2 is a little more relaxed, although it's still performance orientated.

I have the 58cm Emonda SL 5 here with a 57.3cm effective top tube, a 55.3cm seat tube and a 19cm head tube. The stack height is 596mm and the reach is 391mm.

With an H1 fit (the Emonda SLR Race Shop Limited frameset is available in H1) the reach is a little longer (400mm) and the stack is quite a lot lower (567mm). You all know what reach and stack are... (no? stack is the vertical and reach the horizontal measurements from the centre of the bottom bracket to the top of the head tube).

Don't get the impression that the Emonda SL 5's H2 fit will have you sitting bolt upright in the saddle because it's a long, long way from that. For comparison, a 58cm Domane SL 5 has a stack height that's 15mm higher and a reach that's 11mm shorter. In other words, the H2 fit sits somewhere in the middle, an Aristotelian golden mean. Or Goldilocks' favourite porridge, if that's a cultural reference that works better for you. Put simply, a lot of people will get on well with the fit because it requires less flex in the back and neck than a traditional race fit without binning off the idea of efficiency.

One aspect of the Emonda SL 5's ride that surprised me is the level of comfort on offer here, particularly for a performance bike with 25mm-wide tyres. Okay, you don't get a clever IsoSpeed decoupler like you'll find on a Madone or a Domane to cushion the ride, but there's a decent amount of give in the seatmast and cap that Trek provides instead of a more traditional seatpost, and in the flattened, ultra-skinny seatstays.

As we all know, saddles always come down to personal preference – what feels like an armchair to one person can feel like a razor blade to another – but the steel-railed Bontrager Montrose Comp specced here has a pressure-relief channel/hole in the centre and loads of flex in the shell so I imagine it'll make more friends than enemies.

Great groupset

The Emonda SL 5 descends with assurance, giving you the confidence to lay off the brakes when others are nervously feathering theirs. When you do need to slow down the Shimano 105 brakes work on the alloy rims to provide plenty of predictable power. Shimano does make very good brakes. These are of the direct mount variety and they can be relied upon to hold tight when you need them. They even put in a decent performance in damp conditions although, like any rim brakes, they're outperformed by disc brakes when it's properly wet. If that bothers you and you can stretch to £2,650, the Emonda SL 6 is available in a disc version – with 12mm thru-axles front and rear, a Shimano Ultegra groupset including flat mount hydraulic discs, and an 11-32t cassette.

As well as the brakes, the SL5's shifters, derailleurs, chainset, cassette and chain are all Shimano 105. We've covered this groupset a million times on road.cc and it really is difficult to fault for the money.

I particularly like the light action shifters. They're slim, comfortable and easy to operate from either the hoods or the drops. There's not a massive difference between these and more expensive Ultegra, or even top of the pile Dura-Ace mechanical shifters. Sure, you can tell them apart but in use... puh! I'd happily use 105 on every ride. It's amazingly popular and rightly so. Although a couple of others run it close, 105 is still arguably the best value groupset out there.

> Head to head: Shimano 105 vs Shimano Ultegra

> And: Shimano Tiagra vs Shimano 105

This has all been a bit of a lovefest so far, but my one tiff with the Emonda SL 5 was right at the start of our relationship. I picked up the bike and was riding home from the office on it – five miles in, whistling a happy tune, thinking about what I'd have for tea, you know the sort of thing – and the front end started to feel... odd. I got out of the saddle on a climb and it felt decidedly spongy. Weird!

I stopped to check everything and it turned out that several spokes had loosened – about eight of them, I think. And I mean that they'd really loosened to the point that the nipples were just about holding on by their fingertips (shut up! Of course they do). My multi-tool has a spoke wrench on it so I tightened them up at the side of the road, then did a proper job when I got home. Since then the wheel has been fine.

I've reviewed loads of Treks before and this hasn't been an issue in the past, so I'm happy to put it down to bad luck. To be honest, if you know which way up to hold a spoke wrench it's not a massive problem, but it would be a pain if you had to book your bike in to a shop and have a mechanic do the fettling for you. Anyway, I've forgiven the Emonda SL 5 for that now and we've both moved on.

Spoilt for choice

The Emonda range is large, kicking off with the Shimano Tiagra-equipped ALR 4 at £1,000 and going right up to the SLR 9, with Shimano Dura-Ace Di2 components, at £8,500 (a customisable Project One version of the Emonda SLR 9 is also available).

There are four SL models ranging in price from £1,500 (SL 4, Shimano Tiagra) up to £4,300 (SL 7, Shimano Ultegra Di2). At £2,000, the Emonda ALR 6, with an aluminium frame, is actually more expensive than the SL 5 courtesy of a next-level-up Shimano Ultegra groupset. The SL 5 is also available as a women's model.

Oh, and you can buy an Emonda SL frameset for £1,350 – but why would you do that when you can get a complete Emonda SL 4 for £1,500?

> Check out our guide to Trek's 2018 road bike range here

As well as the Emonda SL 6 Disc mentioned earlier, there's an Emonda SL 7 Disc, equipped with a Shimano Ultegra Di2 groupset and Bontrager Aeolus Pro 3 Tubeless Ready wheels, for £4,400.

You can certainly get complete bikes with carbon fibre frames and Shimano 105 components considerably cheaper than the Emonda SL. The Focus Izalco Race Carbon 105, for example, is £1,399 and Giant's TCR Advanced 2 is £1,449. Those two are killer value. Equally, there are plenty of carbon/105 bikes out there that are more expensive. Cervelo's R2 105 is £2,199, for example, and BMC's Teammachine SLR02 Two is £2,250.

I would say that you're getting an extraordinarily good frame with the Trek Emonda SL 5 – one that'll handle considerable upgrading if you fancy doing that gradually as and when individual components wear out. It's that which makes this bike such impressive value for money.

Overall, the Trek Emonda SL 5 is excellent. I had an early issue with one of the wheels but that doesn't detract from the fact that this is a fast and nimble road bike that reacts like something considerably more expensive. Also comfortable and well behaved, it makes you question whether it's worth spending any more money than this.

A fast and nimble road bike that puts in an exceptional performance for its price

road.cc test report

Make and model: Trek Emonda SL 5

Size tested: 58cm

About the bike

State the frame and fork material and method of construction. List the components used to build up the bike.

Frame Ultralight 500 Series OCLV Carbon, ride-tuned performance tube optimisation, E2 tapered head tube, BB90, direct mount brakes, internal cable routing, DuoTrap S compatible, Ride Tuned seatmast

Fork Emonda carbon, E2 steerer, direct mount brakes

Wheels Bontrager Tubeless Ready

Tyres Bontrager R1 Hard-Case Lite, 700x 25c

Shifters Shimano 105, 11-speed

Front derailleur Shimano 105, braze-on

Rear derailleur Shimano 105

Chainset Shimano 105, 50/34 (compact)

Bottom bracket BB90

Cassette Shimano 105, 11-28, 11-speed

Chain Shimano 105

Brakeset Shimano 105, direct mount

Saddle Bontrager Montrose Comp, chromoly rails

Seatpost Bontrager Ride Tuned alloy seatmast cap, 10mm offset

Handlebar Bontrager Race VR-C, 31.8 mm

Handlebar tape Bontrager

Stem Bontrager Elite, 31.8 mm, 7-degree, w/computer and light mounts

Headset Integrated, cartridge bearing, sealed, 1 1/8in top, 1 1/2in bottom

Tell us what the bike is for

It's a road bike designed for racers and other performance-type riders who are interested in speed and fitness.

Frame and fork

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

The quality is exceptionally good throughout.

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

The frame is made from Trek's 500 Series OCLV carbon fibre. The fork is carbon too.

Tell us about the geometry of the frame and fork?

Like all the Emonda SL frames, this bike is built to Trek's H2 geometry which sits somewhere between a low and stretched H1 fit and a more upright endurance setup. H2 is certainly performance-focused, it's just not as aggressive as H1.

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

It's about what you'd expect.

Riding the bike

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

It's surprisingly comfortable for a bike of this type. You only get so much cushioning from 25mm tyres but the seatmast certainly helps to damp vibration and soften the blows.

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

The super-wide down tube holds the bottom bracket firmly in place and the tapered (1 1/8in to 1 1/2in) head tube keeps the front end in order.

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

It felt efficient, without a doubt.

Was there any toe-clip overlap with the front wheel? If so

Some. It's only ever an issue for tight manoeuvres at walking pace.

How would you describe the steering? Was it lively Lively.

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

It offers a great ride whether you're going uphill, downhill or on the flat. It's a well-balanced bike that feels like it can cope with pretty much anything.

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

The seatmast and seatmast cap take some of the credit here, along with Bontrager's saddle.

You can swap to 28mm wide tyres if you want to run lower pressures for more comfort.

The drivetrain

Wheels and tyres

I have to take into account that several spokes came loose almost immediately. The rims are tubeless ready, if you want to go down that route.

After an initial scare they were fine.

Anything else you want to say about the componentry? Comment on any other components (good or bad)

The Shimano 105 groupset put in an excellent performance.

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

Use this box to explain your overall score

The Trek Emonda SL 5 puts in a really strong performance. You'd be hard-pressed to tell from riding it alone that this wasn't a considerably more expensive bike. You're getting an exceptionally good bike for the money, and that equates to a 9.

Overall rating: 9 /10

About the tester

Age: 43   Height: 190cm   Weight: 75kg

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

I regularly do the following types of riding: commuting, club rides, sportives, general fitness riding

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

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16 comments.

I share similar thoughts on Emonda SL 5. Bought new in 2019 as 2018 model for only 1.200 € and it seemed like a great deal. But wheels almost fell appart after 30 km, most of the spokes were totaly loosened. I was lucky to find that out just before the fast descent. Both wheels, front and rear! I took it to dealer and they said I was just unlucky, one in a million. Then I waited more than 2 months for new pair of wheels, replaced under guarantee. Got Bontrager Affinity TLR wheels. They were fine but bearings seem to be totaly destroyed after about 7000 km. So I did upgrade to Mavic Cosmic.

What do I think about the bike now? It is a great bike, with perfect geometry for me, very responsive and good for climbing. Not super light but good enough. Not aero at all but new wheels are doing the job much much better. It's a climber not a TT bike. Would I recommend the bike to anybody? Probably not, due to the serious issue with wheels that could affect safety. 

I still cannot understand how can a company like Trek put so awfull wheels on a nice carbon bike like Emonda 5. In my eyes this was a recall situation and obviously not a one in a million case. 

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I might be corrected but up to last year or perhaps this, the model was fitted with lighter 'Race' wheels.  They kept the price at £1800 and put cheaper wheels on it.  It's a shame as the frame and groupset is excellent, in my opinion.

  "Coming in at 8.55kg (18.8lb), the Emonda SL 5 is light...

   Don't get too hung up on weight, though. I only really bring it up because Trek makes such a big         deal of it when talking about the Emonda".

How does a carbon bike which sells for £1800 and weighs over eight and a half kilos get described as LIGHT ?

For comparison at £1800:  the Canyon Endurace CF8.0 is size Medium is 7.2 kilos.

The £1800 Rose GF Team 4 Ultegra is 7.1 kilos.

Both bikes have a complete Ultegra groupset - no sneaky substitutions, both have excellent DT Swiss wheels and are well equipped right down to Conti's top tyres.

What they seem to lack (apart from a kilo and a half) is the word Trek written down the side.

macbob wrote:   "Coming in at 8.55kg (18.8lb), the Emonda SL 5 is light...    Don't get too hung up on weight, though. I only really bring it up because Trek makes such a big         deal of it when talking about the Emonda". How does a carbon bike which sells for £1800 and weighs over eight and a half kilos get described as LIGHT ?

If the original article was from 2014 when the SL5 was launched, then 8.55 Kg would have been viewed as somewhat light for a fast endurance bike back then.

"If the original article was from 2014 when the SL5 was launched, then 8.55 Kg would have been viewed as somewhat light for a fast endurance bike back then".

     All true, although the article is bylined:

                   by Mat Brett May 25 2018  

    and a quick check of the Evans website suggests the bike is still nearly eight and a half kilos.

macbob wrote:   "If the original article was from 2014 when the SL5 was launched, then 8.55 Kg would have been viewed as somewhat light for a fast endurance bike back then".      All true, although the article is bylined:                    by Mat Brett May 25 2018       and a quick check of the Evans website suggests the bike is still nearly eight and a half kilos.

Unlike the German bikes this bike does come with boat anchors for wheels and wire bead tyres. Along with the 105 groupset that would explain most of the weight difference.

The review suggests though that the frame is fantatsic so a wheel + tyre upgrade would leave you wth a fantastic bike. Sure it would cost more than the German bikes but there's more to a bike than just it's weight.

Joe Totale wrote: macbob wrote:   "If the original article was from 2014 when the SL5 was launched, then 8.55 Kg would have been viewed as somewhat light for a fast endurance bike back then".      All true, although the article is bylined:                    by Mat Brett May 25 2018       and a quick check of the Evans website suggests the bike is still nearly eight and a half kilos.

European reviews of the Rose & UK and European reviews of the Canyon suggest the frames on both those bikes are excellent too. So the question is: do you want a lightweight bike with an excellent frame, a complete Ultegra groupset, highly regarded DT Swiss wheels and top drawer finishing kit... or do you want the Trek.

Or you could take the view that a bike is more than just a frame, a groupset, wheels, tyres and finishing kit in which case the big American brands with their overweight, under specced and overpriced offerings are for you.

"Updated May 25th  2018". It was a recycled article, hence my comment......

Why is this bike being compared to the  Boardman SLR Endurance Disc 9.0? The calliper version comes in at 7.6kg and gives you an almost complete Dura-Ace groupset and a better wheelset for only £99 more.  https://www.boardmanbikes.com/gb_en/products/242-slr-9.2-endurance.html

Did a few hundred KMs on a rented SL5 in Mallorca earlier this year.

Nice machine, although the most impressive element was the 105 groupset (especially the brakes), which is easy to find on other makes/models.

It was definitely comfortable, and reasonably light - although I couldn't say I noticed a huge improvement on my 725-framed Equilibrium. May be my own frame which means a couple of KG off the bike doesn't make much obvious difference, of course...

So certainly not a bad option but I'd be tempted to look around a bit more before splashing that sort of cash.

Decent / good frame with full 105, own brand everything else (bars, stem, seatpost, wheels, tyres, may be ok stuff) inc wheels which look very spokey. 

giant tcr advanced pro 2 would be a potentially better bike

in a sale at £1800 it has giant tcr frame (one of stiffest on market) giant slr carbon wheels and 105.

beaut bike would reccomend. Its weight is also 7kg

spinner98 wrote: giant tcr advanced pro 2...has giant tcr frame

Well that's very reassuring.

Incredibly generous considering the wheel supplied was in a dangerous condition.

An ordinary person may not have noticed the odd feeling and ridden it until it collapsed under them, throwing them under a car. It’s pretty serious. 

Prosper0 wrote: Incredibly generous considering the wheel supplied was in a dangerous condition. An ordinary person may not have noticed the odd feeling and ridden it until it collapsed under them, throwing them under a car. It’s pretty serious. 

Well that really depends, for most people that would have been picked up by the shop you purchased the bike from. For everyone who orders it direct I would expect them to check the wheel before riding it

Really? They'd notice the wheel not fitting between the brake pads a long time before collapsing.

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