trek emonda alr 5 opiniones

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Review: Trek Emonda ALR 5, the bike that disc brakes almost broke 

Are the days of the aluminum race bike over? Not quite yet.

I dream of aluminum race bikes. Sturdy, fast, cheap. They’re what most amateur bike racers should be on, if you ask me, but the options are vanishingly few. 

There’s the Specialized Allez Sprint, the current king of the castle, but it’s a $1,700 frameset and is often out of stock. The Cannondale CAAD13 is lovely too, but has been taken about two steps too far away from its racing roots for my liking. Now there’s a third big-brand aluminum option: the Trek Emonda ALR 5. 

I hoped for a bike I could feel confident in recommending to any young or aspiring racer. Something nimble and light, with the right gearing, a ride comparable to carbon, a few nods to modern-day aerodynamic understanding, and clever spec. Not a first road bike, perhaps, but something worth graduating to. Trek came so very close.

This is a bike that will roll off showroom floors for just over $2,000 and looks every bit like a bike three or five times that. The integrated front end, the shapely tubes – from across the street it looks like carbon. 

The Emonda ALR is a cool aluminum race bike. Looks good and rides well. It needs a few tweaks if you really want to get the most out of it, but it’s 90% of the way there straight out of the box. It only misses in a few spots, and that might not even be its own fault. 

The short of it: A good argument for not buying a cheap carbon road bike instead Good stuff: Superb ride quality, excellent handling, great looks Bad stuff: Weight  Total weight: 9.12 kg/20.1 lbs Price: USD $2,300 / AUD $3,000 / £2,150

As aluminum frames go, this one is both good-looking and well-thought-out. It uses Trek’s 300-series Alpha Aluminum and what Trek calls “Invisible Weld Technology,” which smooths out the welds themselves and provides a decidedly carbon-like look. More than one person thought I was on a carbon bike. 

The tubes are hydroformed, a technology that has now been in the bike industry for well over a decade but is crucial to creating the types of tube shapes Trek uses on the Emonda. There are nods to aerodynamics, including a truncated seat tube, big and shapely down tube, deeper head tube, and dropped seatstays. The intention isn’t to compete with the best aero bikes on the market, but a bit of aero efficiency never hurts. 

The frame is light, around 1,260 grams, plus a 400-gram carbon fork. That makes it roughly the same weight (within 50 grams) as the carbon fiber Emonda SL, which sits on the lower end of Trek’s carbon spectrum. And a complete Emonda ALR 5 bike costs as much as the Emonda SL frameset. Behold, the power of aluminum.

Down at the bottom bracket, Trek has gone with the threaded T47 standard, which we have no real problems with. James Huang is a big fan. Dave Rome is sort of ambivalent. I just know it didn’t creak over the last 6 months.

I wish the Emonda ALR had more official tire clearance. This may partly be a limitation of aluminum, but in the end, it’s a decision. The aluminum Domane fits a 40 mm tire. The Emonda ALR will officially only take a 28 mm tire. Now, if you know Trek, you know they have an exceptionally conservative legal department, and you can generally go 4+ mm wider than claimed. But the rear end, in particular, is tighter than I’d prefer on the Emonda ALR. I wouldn’t be comfortable with anything over a 30 (measured). The fork has plenty of room for a 30 or slightly larger. Just know that you’re running afoul of Trek’s official recommendation if you do this, potentially harming things like warranty, which is a shame.

Any modern disc road bike should clear a 30 with no concerns whatsoever. Only 28 is just not enough. Not when pros are winning Milan-San Remo on tires that measure closer to 32. A race bike can and should have clearance for 32s these days. 

Aaargh, integration

I appreciate the thought and care Trek put into bar/stem/brake line integration on this bike. If integrated front ends are truly what consumers are looking for – and the fact that every single road brand is integrating more and more suggests that purchase data shows people want it – then why should we limit such things to the realm of the carbon fiber bourgeoise?

The plebs down here plowing fields in Aluminum Land deserve a clean cockpit too. The Emonda ALR looks great, it looks expensive, and part of that is the fact that Trek bothered to put the front end together with as much thought as they do for bikes five times the price. 

The Emonda ALR runs its brake and shift lines through an entryway at the front of the headset and then down through the frame. All the lines and housing exit right before the bottom bracket and then re-enter behind it. The headset routing is very similar in concept and execution to the design found on the Allez Sprint, though everything stays internal near the bottom bracket on the Specialized.

There are six full pages in the manual dedicated to the headset, brake line routing, proprietary spacer stacking, and all the rest. The fact that James trusted me, the Hammer, to sort this out and put things together properly is a testament to both his trust and his foolishness. Or perhaps this was his plan all along, to put the design to the ultimate test. 

Mercifully the Emonda came mostly built. Unmercifully, it also came with a kinked brake hose right out of the box, which required replacing. And, of course, I would have to do some basic fit adjustments. The kinked line ended up being quite annoying but the fit changes were no big deal. 

The brake lines run down in front of the steerer tube, in between the slightly bulbous head tube and the steerer itself. There are proprietary split spacers to be used instead of round ones. Pulling it all apart and getting it back together is finicky but not impossible, and dropping the bars two cm took less than five minutes. The spacers are annoying relative to some good old-fashioned round ones, but they also allowed me to play with stack without having to run new brake lines.

As internal brake and shift lines go, this is about as good and easy as it gets.

In the end, I ditched all of the spacers and ran the stem “slammed” because the H1.5 geometry (more on this later), in addition to the height necessitated by the cable-entry cap, meant that slammed wasn’t actually that aggressive.

You can use standard round spacers above the stem as you move the stem clamp down the steerer, should you so choose. The sleeker look obviously requires cutting the steer at the new stem height, but for the purposes of setting fit – and because this isn’t my bike – it was nice to be able to throw the ol’ roundies I had floating around my toolbox on the section of steerer above the stem. 

Now, the kinked line. This isn’t really Trek’s fault, except that I’m pretty sure a line that had more than a few short centimeters exposed between the frame and stem probably wouldn’t have had this problem during shipping. Keep that in mind if you travel with this bike: anything with this level of integration needs added care in packing because with such short exposed sections of brake line, the margin for error is smaller. 

Replacing the line was quite straightforward. Lines run down the front of the head tube, inside the upper headset bearing, and then, in this case, down to the front brake via a port in the steerer itself. It all guided through pretty easily. Re-attach, bleed, and I was off to the races. The rear brake would take slightly more effort, as it needs to be fished through a hole near the bottom of the down tube and then on through another set of holes to the caliper, but it’s no worse than any other integrated bike out there right now.

Geometry chart

The Emonda ALR uses the same H1.5 geometry as the latest Madone SLR and carbon Emonda options. It sits, as the name implies, about halfway in between the race-focused H1 geometry and endurance H2 geometry. 

It also sits right in between two of its competitors in this space, the Specialized Allez Sprint and the Cannondale CAAD13. The Allez is more aggressive, the CAAD a bit less so. 

Here’s the full chart: 

I’ll talk about the ride and handling in a moment, but a couple of things to note. The trail is a very standard 56-62 mm for most sizes. The smallest riders, as usual, get absolutely hammered with a 68 mm trail that I’m sure makes the bike feel absolutely nothing like the one I rode (a 56 cm). Sorry, anybody riding a 47 cm.

Wheelbase is about one cm longer than the Allez Sprint, trail is a bit higher, reach is shorter, stack is higher. All these things point to a less race-oriented machine. And that is the case, though not to the point that the Emonda isn’t totally race-worthy. It absolutely is.

Models and pricing

Normally, we drop all the other build options for a given frameset in this section, but because this is an aluminum bike and so few people apparently want aluminum bikes anymore, there are no other build options.

At least, that’s true in the US. The UK market has the ALR 6, which upgrades the 105 mechanical to 105 Di2 for a marginal increase in cost to £2,400. And in the US you can buy framesets on their own for USD $1,200. These have some great paint jobs and would be a fun project.

In fact, if you’re comfortable building bikes from scratch, that’s probably how I would do it. These are really cool frames, extremely well thought out, light, and quite beautiful. But the stock build kits are uninspiring, because Trek had to hit a price point. I would love to take one of these and slowly build it with higher-end second-hand parts over the course of a winter. Total cost would be similar, but you’d end up with a much cooler end product.

As a brief experiment, I put myself into character. The character: me, 20 years old, racing crits every weekend, living on like $700 a month plus race winnings, with $3,000 left over from my student loans. Decison-making: Generally terrible. Acknowledgment that the future exists: Never. FTP: High as it’ll ever be. I popped around the usual buy/sell sites and checked out some deals on groups to see what I could build. This is what I came up with in less than 30 minutes (all prices USD):

Frame : Emonda ALR in one of the cool colors – $1,200 Drivetrain and brakes : Shimano 105 7000 – $700 Wheels : Something carbon that makes a good whoosh noise – $650 on eBay or similar if you’re willing to buy something that isn’t tubeless compatible (go latex tubes for racing instead) Handlebar : Ritchey WCS Neoclassic drop – $99 (eBay) Stem : Ritchey WCS 4-axis – $25 (eBay) Seatpost : Ritchey WCS – $74 (eBay) Saddle : Bontrager Aeolus Comp: $90 Tires : Vittoria Corsa Control 30mm – $35 (not the tubeless version)

Total: $2873 plus $100 or so for cables/housing/other odds and ends. This bike is easily 2.5 pounds lighter than the stock ALR5, makes a better noise, looks cooler, and leaves me about $100 of student loan funds to spend on a week’s worth of post-ride burritos.

Build kit breakdown

My collegiate-racer fever dreams aside, the ALR 5 has a solid, reliable build. It’s a good platform to upgrade off of, if that’s your jam, and it’s perfectly serviceable right out of the box.

I have zero complaints about the Shimano 105 7000 mechanical drivetrain. It shifts, it’s quiet, it’s relatively cheap. There’s absolutely nothing wrong with it. 

I do dislike the rotors, which are the RT70 from Shimano. They are ugly and look cheap. Give me some of that finned goodness. This is 90% aesthetic but aesthetics matter.

The stock gear ratios should be enough for most, but could perhaps go a bit lower if you live somewhere hilly. A 50/34 front chainring setup is matched with an 11-30 cassette. Ten years ago, that would have been ludicrously low, but the bike industry has since realized we’re not all riding around at pro watts all the time, and these days I’d prefer a 32 or even 34 low gear on the back unless I’m racing.

If I am racing, I probably want a 52/36 with that same 11-30 cassette. But that’s a low priority and can be upgraded later.

The rest of the build is uninspiring but adequate. Trek’s component brand Bontrager provides the seatpost, saddle, stem, and handlebars. All are alloy, all are a bit heavy. The Comp VR-C bars have quite a nice bend to them, on the shallow end of the spectrum but not silly-shallow. The transition from hoods to tops is nice and smooth and the drop curvature is superb. I found them very comfortable.

There are no surprises, integration headaches, or odd standards, just a 27.2 seatpost, 1 1/8″ steerer, and round bars. All of it can be easily upgraded or swapped out.

The Bontrager Verse Comp saddle is too heavily padded for my liking. I did a couple of rides on it and it wasn’t terrible; it just wasn’t great. It’s also quite long, and I’m used to short saddles these days. Bontrager’s excellent Aeolus would have been a better match for the bike and its ambitions.

The Bontrager Paradigm wheels are heavy (roughly 1,750 g claimed) but do feature a nicely modern 21 mm internal rim width, which spreads the 700×25 hotpatched tire out to just under 28mm. The tires are Bontrager R1 Hardcase-Lite with a wire bead. They are hot garbage that should be removed immediately.  Wire bead ? Are you kidding me? Bontrager makes some nice tires these days; the R1 Hardcase is decidedly not one of them.

I took them off, riding only once on those turds of tires before swapping them out to a set of Vittoria Corsa Controls. I went from disliking the bike to liking it with that one switch. Tires are important. Granted, Corsa Controls aren’t cheap.

Ride report

That brings us to the ride. All of the figures and facts above combine in sometimes unexpected ways, mixing and melding into a ride quality that is genuinely quite impressive (once you take the terrible tires off).

I tested this bike with three sets of tires/wheels. First, the stock Bontragers. Awful. Second, the Corsa Controls and butyl tubes on the stock Paradigm wheelset. Great! A better bet would have been a good tubeless tire, since the Paradigm rims are tubeless-ready, but I didn’t have any handy that were narrow enough.

Finally, I put on a set of Continental GP5000s with latex tubes in on a set of Roval Alpinist carbon wheels. The Corsas alone dropped over 200 grams off the stock tire weight, and the Roval setup dropped more than a pound (626 grams, to be precise) off the stock setup. The overall change in ride quality from both changes was dramatic.

As a result, I’m going to ignore the stock tires for this ride quality analysis. The R1s are so bad, and tires are so important, that it feels unfair to besmirch an otherwise-good bike with their wire bead stink. If you’re reading this review, you care enough to swap them out. My opinions here are based on the stock wheelset + Vittoria Corsa Control + butyl tube setup. 

This is a comfortable aluminum bike. Trek has lots of marketing copy on its website about how its hydroforming processes and the Invisible Weld Technology combine to allow its engineers to create a frame with significantly more compliance than the aluminum of old. I would say they aren’t lying. 

The rear end, in particular, cuts road buzz nicely. The 27.2 seatpost helps, and if you upgraded to a carbon post it would further improve flex and thus comfort. The big aluminum handlebars are stiff and the front end feels harsher than the rear. I’m sort of OK with this; a stiff front end feels like it wants to race, to me, and I like that.

The size 56 I tested has a 73.5º head angle and 58 mm of trail. Both figures are about spot on for a bike that wants to be race-worthy but not race-only. The handling is therefore as I expected: predictable, on the twitchy end of the spectrum these days but nothing extreme. Ten years ago, this would have been called endurance bike geometry. But now we know better. 

This is supposed to be a race bike, and nothing in the handling would prevent it from finding success there. It is not a pure crit machine in the way that the Allez Sprint is (that bike has a more aggressive trail figure of 55 mm, plus a lower BB and longer reach). The Emonda ALR is a road racer. It’s well-balanced and goes where you point it. 

The rich get richer, the poor get heavier

Behind this generally positive review is an unshakeable feeling that something is missing. I’m not sure the bike I dream of, and that I was hoping the Emonda ALR would be, really exists anymore. In riding the Emonda ALR and perusing the other options currently available in the same price range, the only conclusion I can draw is that it’s very, very difficult for a big bike brand to build a cheap race bike these days. 

The bike I want is a Cannondale CAAD10 from around 2015. The model with Shimano 105 went for about US$1,700 – roughly US$2,200 in today’s inflated money. In other words, nearly identical to the Emonda ALR 5. That bike weighed in the low-17 pound (7.7 kg) range. It had decent wheels and snappy handling and pretty much everybody who reviewed one or raced one called it some version of a superbike killer. It was so good. 

The Emonda ALR is better in some ways. It’s more comfortable, for one. It’s probably more aerodynamic, simply because of the integrated front end, though we don’t have any figures to prove this. It fits a much bigger tire (albeit not big enough). But it also weighs closer to 20 pounds, has pigs for wheels, and comes stock with the worst road tires I’ve ridden in years. The geometry is a bit softer, a bit more forgiving; the handling is good but I would personally prefer it to be snappier for racing. 

There is one obvious culprit for many (though not all) of these ills, of course. Disc brakes.

I’m about as far from a disc hater as you can find, and would prefer them on almost any bike I build and ride. But there is a reality to them: to build a light, nimble-feeling road race bike with disc brakes costs a lot of money. You can get to 6.8 kg, or well under, but it will cost significantly more than it did back when a rim-brake CAAD10 could get there for $1,700 plus a few smart upgrades. 

Again, the Allez Sprint – the spiritual heir to the old CAADs – is $1,700 for the frameset alone. 

Trek’s little tagline for this bike is “Never heavy. Always metal.” Which is true – if you look at the frameset. Sub-1,300 grams is superb. But the various parts needed to build a bike at this price point, with discs and thru axles and all the other complications of the modern road bike, mean that heavy is exactly what the stock version of the ALR 5 is.

None of this is directly Trek’s fault, unless you prescribe to the Big Disc conspiracy that holds that all big bike brands hoisted discs on us only to sell more bikes (which I do not). But there is no question that discs have made it harder to build a bike I would want to race for a price I could have afforded when I was racing. We have $8,000 bikes with 105 now; where does one turn if you’re racing collegiate crits, living on microwave pizzas, and want to go fast as hell? The Emonda ALR may be among the best of a dwindling bunch, but even it doesn’t quite get there. 

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Trek Émonda ALR 5 review

The new alloy Émonda remains a great alternative to carbon

Simon von Bromley / Our Media

Simon von Bromley

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

Low-end tyres slow the bike down; uninspiring wheels

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

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

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

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

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

Trek Émonda ALR 5 frameset

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

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

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

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

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

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

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

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

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

Improved aerodynamics

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

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

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

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

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

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

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

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

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

What about mudguards?

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

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

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

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

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

Trek Émonda ALR 5 geometry and handling

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

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

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

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

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

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

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

Trek Émonda ALR 5 build

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

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

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

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

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

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

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

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

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

Trek Émonda ALR 5 ride impressions

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

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

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

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

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

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

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

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

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

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

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

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

Trek Émonda ALR 5 bottom line

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

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

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

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

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If anything, Bontrager's Montrose Comp saddle is a little too soft and flexible for my taste, especially through the cutaway central section – when it comes to squidginess, I'd prefer a scoop less – but as ever with saddles, that comes down to a matter of taste.

If you want more comfort you can always swap the Bontrager R1 Hard-Case Lite 25mm tyres for 28s – there's easily enough clearance from the frame and fork.

The disc brake-specific Bontrager Affinity rims are tubeless-ready if you wanted to run lower pressures for a more cosseted feel, although the tyres aren't tubeless so they'd need changing.

Full 105 groupset

The Emonda ALR 5 Disc comes equipped with a full Shimano 105 groupset and it performs exactly as you'd want it to. As you probably know, 105 is Shimano's third tier road groupset, and it's hard to beat in terms of value. It just works really, really well. I've been riding this bike every day for several weeks and the only tweak I've had to make is the usual turn of the rear derailleur barrel adjuster to sort out the indexing after a few rides.

I won't go into every aspect of 105's performance here, but the shifting is reliable, the hydraulic disc brakes are superb whatever the conditions, and the shape of the dual control levers is almost as good as that of the mechanical/rim brake version, with just a small bulge where the hose exits. That's positioned in such a way that it's unlikely you'll ever feel it.

Some people might quibble with the choice of compact 50/34-tooth chainsets throughout the Emonda range (unless you go for a Project One version of a carbon fibre Emonda, in which case you can spec what you like), but you could always ask the dealer if they'd be kind enough to swap over to standard chainrings if you'd prefer (it would be down to the discretion of the individual dealer).

All round, 105 is lovely stuff, only really suffering in comparison to more expensive Ultegra and Dura-Ace when it comes to weight.

Frame and weight

I don't like to go on about weight too much because it really isn't as big a deal as some people would have you believe, but Trek markets the Emonda as its lightweight road bike – as opposed to the Madone that's designed for aerodynamics and the Domane that's designed for comfort and endurance – so we need to cover it.

Trek hydroforms the aluminium tubing – the process of injecting fluid into a cylindrical frame tube and stretching it to its capacity. This allows complex shapes to be formed in order to tune the ride and keep the weight low. Trek also says that hydroforming allows it to produce tubes that fit together perfectly, reducing the amount of weld material. This, it says, allows for larger continuous surface areas on the frame, which increases strength and cuts weight.

Trek claims that the rim brake version of the Emonda ALR frame weighs 1,112g (56cm model) while the disc brake version is just 19g heavier at 1,131g. Of course, when you factor in the brakes themselves (the callipers, rotors, shifters, hoses and brake fluid), the weight difference is greater, our complete 58cm Emonda ALR Disc bike coming in at 9.16kg (20lb 3oz).

That's a fair chunk heavier than the rim brake Trek Emonda ALR 6 we reviewed last year . That bike, equipped with a Shimano Ultegra groupset – a level higher than the 105 on the Emonda ALR 5 Disc – was 7.89kg. We're not comparing apples with apples there; disc brake bikes are always heavier than rim brake bikes of a similar (ish) standard.

Does 1.27kg (under 3lb) make any difference out on the road? Not much. The bike feels a little less chuckable and physics says that accelerating and climbing is slightly dulled, but we're talking about marginal differences. All other things being equal, you'd rather have the lighter weight, but all other things aren't equal – the flip side is that you're getting the added performance of disc brakes. It's up to you if you think it's worth it, of course.

All of the Emonda ALR bikes are built to Trek's H2 geometry, which is a little less low and stretched than its H1 or H1.5 setups but still focused on speed. If you want an Emonda in anything other than an H2 fit, you need to go through its Project One customisation system (the carbon fibre Emonda SLR 6 is the cheapest option, currently priced from £3,450). Trek is really dedicated to H2 these days and I guess it knows what its customers want.

"It's the perfect fit for most road riders because it's not overly aggressive but still puts you in the right position for power," says Trek.

To put some figures on it, we have the 58cm frame here with a 53.3cm seat tube, 57.3cm effective top tube, 19cm head tube and 73.8-degree head and 73-degree seat angles. The stack is 596mm and the reach is 391mm (giving a stack/reach ratio of 1.52).

For comparison, Trek's Madone SLR Disc in an H1.5 fit has a stack of 581mm and a reach of 396mm (giving a stack/reach of 1.47). Don't get the wrong idea, the riding position isn't nearly as upright as that of an endurance bike. Trek's Domane ALR Disc frame, for example, has a higher stack (611mm on the 58cm model) and a shorter reach (380mm on the 58cm model). The stack/reach ratio on the 58cm model is 1.61.

In other words, the H2 geometry splits the difference between an aggressive road bike and an endurance bike, and that's how it feels when you're in the saddle.

If you're used to a traditional race setup there's the possibility that you'll find the H2 geometry a bit too upright. I was happy with the position once I'd shifted the stem as low as it could go on the steerer, but we're all different. I did find myself down on the drops in search of efficiency a little more than normal, but that's not a bad thing. A lot of people buy a super-aggressive road bike, slam the stem and then never move their hands off the hoods, which kind of defeats the purpose.

Of the bikes that we've reviewed on road.cc recently, the £1,400 Pearson Allmodcons is vaguely similar to the Trek Emonda ALR 5 Disc in that it is built around an aluminium frame and has a Shimano 105-based spec, although one big difference is the use of TRP Spyre C cable-operated disc brakes.

As the name suggests, the Merlin Cordite 105 R7000 Disc Carbon is equipped with a Shimano 105 groupset too, although here you get a carbon fibre frame. That bike is discounted from £1,850 to £1,279 and Merlin tells us that it's a permanent reduction.

> Buyer's Guide: 16 of 2019’s hottest disc brake-equipped race bikes

The Trek does compare well with other big brand offerings. It's £50 more at rrp than Cannondale's aluminium CAAD12 Disc 105 at £1,700, while Specialized's Allez Sprint Comp Disc, which also comes with an aluminium frame and a Shimano 105 groupset, is more expensive at £1,900. BMC's Teammachine ALR Disc One is also £1,900, with an aluminium frame, carbon fork and Shimano 105 groupset including hydro disc brakes. And while Bianchi doesn't do an equivalent road bike, its Impulso Allroad also has an aluminium frame, carbon fork and 105 groupset, including hydro disc brakes, for £1,900.

Giant's Contend SL 1 Disc looks good value at £1,249. We reviewed the rim brake version last year . Bear in mind, though, that the fork is carbon/aluminium rather than full carbon and although most of the groupset is Shimano 105, the chainset is a downgrade. The disc brakes are Giant's Conducts which use a cable-actuated master cylinder rather than being a full hydraulic setup.

There isn't a carbon fibre Trek Emonda SL 5 Disc in the range, the closest carbon equivalent being the Emonda SL 6 Disc with an upgrade to a Shimano Ultegra groupset and Bontrager's Paradigm Disc wheels. This model is £2,700.

The Emonda ALR 5 Disc is one of those bikes that manages to be greater than the sum of its parts. Check out the spec sheet and everything says that it should be solid, but the ride quality is comfortably above that. If you're expecting a harsh ride you're in for a lovely surprise here.

Disc brake equipped aluminium road bike that offers a great ride at a competitive price

road.cc test report

Make and model: Trek Emonda ALR 5 Disc

Size tested: 58cm

About the bike

List the components used to build up the bike.

Trek lists:

Frame Ultralight 300 Series Alpha Aluminium, Invisible Weld Technology, tapered head tube, BB86.5, flat mount disc brakes, 12mm thru-axle, internal cable routing, DuoTrap S compatible

Fork Emonda carbon disc, carbon tapered steerer, flat-mount disc brakes, 12 mm thru-axle

Front hub Bontrager alloy sealed bearing, 12 mm thru-axle

Rear hub Bontrager alloy sealed bearing, 12 mm thru-axle

Rims Bontrager Affinity Tubeless Ready Disc

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

Max tyre size 28 c Bontrager tyres (with at least 4 mm of clearance to frame)

Shifters Shimano 105, 11-speed

Front derailleur Shimano 105, braze-on

Rear derailleur Shimano 105

Crank Shimano 105, 50/34 (compact)

Bottom bracket Press Fit BB86.5

Cassette Shimano 105, 11-28, 11-speed

Chain Shimano 105

Pedals Not included

Saddle Bontrager Montrose Comp, chromoly rails

Seatpost Bontrager carbon, 2-bolt head, 27.2 mm, 8 mm offset

Handlebar Bontrager Comp VR-C, 31.8 mm

Grips Bontrager tape

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

Headset Integrated, cartridge bearing, sealed, 1-1/8in top, 1.5in bottom

Brakeset Shimano 105 flat-mount hydraulic disc

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, "Emonda ALR 5 Disc is a light and responsive road bike with an advanced alloy frame that gives it the sleek looks and handling of a far more expensive carbon bike. Paired with big upgrades on parts, like a dependable Shimano 105 drivetrain and powerful hydraulic disc brakes that stop in any weather, this bike is built to perform on club rides and races alike."

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

The Emonda ALR is available with either direct-mount rim brakes or disc brakes. Here's the range:

* Emonda ALR 4 (rim brake), Shimano Tiagra, £1,200

* Emonda ALR 4 Disc, Shimano Tiagra, £1,400

* Emonda ALR 5 (rim brake), Shimano 105, £1,350

* Emonda ALR 5 Disc, Shimano 105, £1,750

* Emonda ALR (rim brake) frameset, £800

* Emonda ALR Disc frameset, £800

In other words, this is the top level Trek Emonda ALR. There's then a whole range of carbon-fibre Emondas with prices starting at £1,800.

Frame and fork

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

The build quality is high. The frame incorporates what Trek calls Invisible Weld Technology which it claims is "revolutionary weld technology [that] creates a better connection with each tube junction, increasing strength while using less material".

You can't see most of the welds unless you go looking for them.

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

The frame is made from what Trek calls 'Ultralight 300 Series Alpha Aluminium'.

The fork is carbon, including the tapered steerer.

Tell us about the geometry of the frame and fork?

All of the off-the-peg Emondas (as opposed to the Project One models that you can customise) are built to Trek's H2 geometry. This sits somewhere between a traditional race geometry and an endurance geometry.

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

As billed, the H2 geometry is a little more relaxed than a traditional-style race geometry.

Trek says, "It's the perfect fit for most road riders because it's not overly aggressive but still puts you in the right position for power."

It'll work for most people, although if you're used to a very aggressive setup there's a chance you'll find the front end a little high.

Riding the bike

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

Trek doesn't shout about it but this bike is surprisingly comfortable.

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

The frame has a claimed weight of 1,131g, which is light for a disc brake aluminium frame, but there are no issues with flex.

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

It feels stiff and efficient.

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

A little, but not a worry.

How would you describe the steering? Was it lively neutral or unresponsive? The lively side of neutral.

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

The bike feels assured in use. It handles imperfect road surfaces well without transferring too much buzz up to you.

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

The shifters feel as good as Shimano's 105 mechanical shifters, with just a slight bulge where the hose exits. Because of the positioning of that exit point, you probably won't feel it in use.

Bontrager's own Montrose Comp saddle is a touch too soft for my taste thanks to a generous amount of padding and quite a flexible shell. Of course, some people will love it for those same features – that's the way with saddles!

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?

I'd imagine most people will like the compact (50/34-tooth) chainset although it would be nice if Trek offered standard options in the Emonda range without the need to use the Project One custom programme.

Wheels and tyres

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

The Bontrager Affinity rims are disc brake-specific while the hubs use sealed bearings with 12mm thru-axles front and rear, which has become the norm for disc brake road bikes.

The wheels have stayed perfectly true throughout testing - no need for any little tweaks with the spoke key.

In the longterm, I'd swap them for something lighter or, rather, I'd keep these for everyday use and have some lighter wheels ready and waiting for special occasions.

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 R1 Hard-Case Lite tyres aren't particularly light but I've found them to offer a decent balance between grip and durability and you get reasonable puncture resistance.

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

Shimano 105 dual controls are among the best out there at a reasonable price.

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

Apart from the Shimano 105 groupset, everything is from Trek's Bontrager brand. That's not a bad thing; it's all good stuff.

Your summary

Did you enjoy riding the bike? Yes

Would you consider buying the bike? Yes

Would you recommend the bike to a friend? Yes

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

The Merlin Cordite 105 R7000 Disc Carbon is equipped with a Shimano 105 groupset. You get a carbon fibre frame here. That bike is discounted from £1,850 to £1,279.

Cannondale's aluminium CAAD12 Disc 105 is £1,700 while Specialized's Allez Sprint Comp Disc (which also comes with an aluminium frame and a Shimano 105 groupset), is £1,900.

Giant's Contend SL 1 Disc is £1,249. It has an aluminium frame and 105 groupset but the chainset is a downgrade and the disc brakes are Giant's Conducts which use a cable-actuated master cylinder rather than being a full hydraulic setup. The fork is carbon/aluminium rather than full carbon too.

Use this box to explain your overall score

A very good performance and solid value make this an easy 8.

Overall rating: 8 /10

About the tester

Age: 48   Height: 190cm   Weight: 80kg

I usually ride:    My best bike is:

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.

Add new comment

As per previous comments, why would you put mudguard mounts on a lightweight climbing/race bike? Trek have the Domane for mudguards.

I have the 2017 rim brake model and its light, comfortable and fairly responsive. Probably not as sharp as alu Giant TCR SLR and Kinesis Aithein that I have previously owned though.

I wonder how much rubbing discs as much as the weight dull the feel of disc bikes? It's just inevitable isn't it when clearances are so tight.

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mtbtomo wrote: I wonder how much rubbing discs as much as the weight dull the feel of disc bikes? It's just inevitable isn't it when clearances are so tight.

If we're talking half-decent hydraulic disc brakes, then you really shouldn't notice any difference at all. What occassional small contact you get is pretty much nudged out straight away - unless there's something really out of wack. If it's mechanical then you can get a pad stuck against a disc, like a brake block against a rim, and it's a drag in all meanings and will likewise feel like crap - but more faff to sort.

My summer bike is 1.2kg lighter than my winter bike, combination of mudguards and cheaper components (105 vs Ultegra).

Summer bike rides noticeably lighter, encourages silly efforts in climbs and sprints and is just more fun in general.

I wouldn't be discounting that sort of weight difference casually, would REALLY have to want discs (irrelevant side note, was amazed at the extra power of the Ultegra brakes vs. the cheap Tektros on the winter bike...)

IanEdward wrote: My summer bike is 1.2kg lighter than my winter bike, combination of mudguards and cheaper components (105 vs Ultegra). Summer bike rides noticeably lighter, encourages silly efforts in climbs and sprints and is just more fun in general. I wouldn't be discounting that sort of weight difference casually, would REALLY have to want discs (irrelevant side note, was amazed at the extra power of the Ultegra brakes vs. the cheap Tektros on the winter bike...)

There isn't that sort of weight difference though, as far as published weights go - it's a couple of hundred grammes.

I’m sure it’s a great feeling bike, but 1800 is a lot these days for an aluminium bike. At this price range most people will be demanding carbon. 

And at 9.2 kgs it is very heavy for nearly 2 grand. Disks at blame there, improvements we’re sold by marketing don’t always add up. I’d challenge at 1.3kg against a rim model is massive that even ordinary people would notice. I don’t know why anyone would buy this. 

Prosper0 wrote: I’m sure it’s a great feeling bike, but 1800 is a lot these days for an aluminium bike. At this price range most people will be demanding carbon.  And at 9.2 kgs it is very heavy for nearly 2 grand. Disks at blame there, improvements we’re sold by marketing don’t always add up. I’d challenge at 1.3kg against a rim model is massive that even ordinary people would notice. I don’t know why anyone would buy this. 

Quick look around at the weights seem to indicate there's something a bit odd, e.g. comparing a 2019 Emonda ALR 5 and a 2019 Emonda ALR 5 Disc shows a 110g difference in the links below (8.75 vs 8.86kg in a 56).

https://www.leisurelakesbikes.com/310176/products/trek-emonda-alr-5-road...

https://www.leisurelakesbikes.com/310178/products/trek-emonda-alr-5-disc...

That's more towards what i'd expect the differences to be (i'd have guessed 2/300g tops) but safe to say it's probably the 'disks at blame there' -  to be frank though, i'd be fucked if I could seriously say i'd be able to tell the difference side-by-side and nowhere near 1.3kg if we're comparing apples with apples.

Edit : CyclingWeekly had a black ALR 4 with 105 (so ALR 5 basically) reviewed at the end of last year which weighed in at 7.8kg for a 52.

Ideal winter bike. Just get myself some compatible mudguards and we're away.

Zermattjohn wrote: Ideal winter bike. Just get myself some compatible mudguards and we're away. Oh....

I was thinking exactly the same thing.

bike_food wrote: Zermattjohn wrote: Ideal winter bike. Just get myself some compatible mudguards and we're away. Oh....

That's a bit like thinking I'll buy a mini convertible and stick a roof rack on it.

The ALR is an alloy version of a climbing bike. That's what it's for. There are plenty of alloy disc equipped bikes you can stick guards and panniers to.

I have the non-disc version and unless they've updated the bike since two years ago I'd disagree with the comment on this being a 'planted' bike. The lightweight alloy frame has flex in it and you can feel it when descending and even during normal riding. It's not like a Canyon Endurace or CAAD 12 in this regard. The latter is the better bike, the Endurace is more solid but that leads to a harder ride. It's light though, and comfortable.

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Trek Emonda ALR Disc 5 review

Trek has launched an updated aluminium bike in 2018. The new Trek Emonda ALR is a super lightweight machine that rides really well

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Trek has raised the game in my eyes when it comes to aluminium and offers something truly amazing for £1,750. Aluminium has never looked so good and a disc-brake bike weighing in under 8kg is just what you need.

Quality feel

Handling not as sharp as rivals

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

An entrant for the second year in a row is the Trek Emonda ALR. It still performs incredibly well for the price and looks totally badass, especially for an aluminium bike. Trek has done an amazing job with its welds, the ride and the price and that is why it is in Editor’s Choice again.

Has Trek helped make aluminium sexy again? Well, I'm my eyes it has – just look at how good this bike looks! It has turned many heads, even in this black colour way. I'm just upset I didn't get the shiny purple colour in the Trek Emonda ALR range.

Trek call its new bike "lightweight aluminium perfection" and it is hard to disagree with that statement, especially as the disc brake-ready frameset weighs a claimed 1,131g for a 56cm, and the 52cm build you see here only weights 7.8kg – possibly even claiming the title for the lightest aluminium bike on the market currently.

>>> Aluminium road bikes: five of the best

This is very good for a sub £1,800 bike, great for an aluminium bikes, let alone one with disc brakes.

Part of this weight saving is down to what Trek claims is its most optimised structure ever which, via hydroforming, has allowed the  Trek  engineers to manipulate, stretch and design complex shapes from the 300 series Alpha aluminium.

This itself is said to offer great ride quality as well as a strong structure and a carbon-like aesthetic. It also means that each tube can fit to its neighbour perfectly, resulting in less material being required around the welds – thus saving weight without losing strength at the joins. This is where its slender 7.8kg comes in.

What makes the bikes look like carbon is what Trek call its “Invisible Weld Technology” and it ultimately increases the surface area of the frame which adds to strength and cuts down weight.

I rode the purple piece of perfection (called purple flip) in Waterloo, Trek's base at home. Get up close and you can really see that Trek has done a stellar job at making the Trek Emonda ALR as close as an aluminium can be to looking like carbon. It really does look that good.

I have the black version here, which comes in Trek's Emonda ALR 4 guise, but it's been built up with Shimano 105 hydraulic disc which means it is really the Emonda ALR 5 – the frameset stays the same. It still looks great though and on our industry ride from the Cycling Weekly office the other day, it turned a lot of riders' heads, followed by a "no way!" when I told them the price.

Trek Emonda ALR: the ride

My lasting memory of the Trek Emonda ALR was a good one. I got to ride the Emonda ALR 5 disc for 60 or so kilometres around Trek’s home in Waterloo, Wisconsin. On relatively well paved roads on a very warm summer’s evening the bike performed amazingly well and did one thing that I like for an aluminium bike: that is to not to ride like an aluminium bike. But did the Emonda ALR live up to it at home on UK roads?

I think so!

What I like the most here is that you are getting the best from the brakes and the best from the tyres thanks to the clearance, without the weight penalty that a sub-£1,800 bike would normally give.

Right now the lanes are in pretty poor condition and it was no issues on the ALR: those chunky 28c tyres cushioned the road well enough and the frame did a fantastic job at reducing the buzz. Look at those slender and long rear stays with no brake arch to help compliance!

The geometry is based on Trek’s H2 formula, which gives a more relaxed fit. It basically means the front of the bike is slightly higher in a more endurance style. H1 is more aggressive and racier and can be found on the Emonda SLR, the top-end carbon version of the bike raced by the pros.

This slowed the bikes handling down a little and is where I'd say the Cannondale  CAAD12 performs better. If the endurance market is where Trek wants the bike to be aimed, then it has got it right, but compared to the Cannondale it doesn't feel as fun.

It does, however, ride better than its rival and for the price, weight and spec (yes, you can get Shimano Ultegra mechanical around this price point) it's pretty unrivalled thanks to the performance of the new Shimano 105 disc brake groupset.

Braking is effortless, shifting is quick and precise, more so than the previous version of 105, and you don't get much of a weight penalty for it.

Ultimately the Trek Emonda ALR is a great bike for those looking to get a ride on the well equipped machine that rides more like carbon than aluminium. For an aluminium bike it feels assured and comfortable which is one thing that this material in particular can struggle with and it looks great!

Buy now: Trek Emonda ALR Disc 5 from Rutland Cycles for £1649.99

Trek seems to have got this right with the Emonda ALR: is this aluminium making a strong comeback once again? It seems so.

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Symon Lewis joined Cycling Weekly as an Editorial Assistant in 2010, he went on to become a Tech Writer in 2014 before being promoted to Tech Editor in 2015 before taking on a role managing Video and Tech in 2019. Lewis discovered cycling via Herne Hill Velodrome, where he was renowned for his prolific performances, and spent two years as a coach at the South London velodrome. 

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• Rider Notes

2018 Trek Émonda ALR 5

An aluminum frame race bike with upper mid-range components and rim brakes.

Manufacturer Price

For This Bike

View more similar bikes →

Based on frame geometry and build specs.

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

Émonda ALR 5

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May 2017 · Matthew Loveridge

The spec is average, but the Émonda’s frameset is an utter peach. Buy if you want the authentic Émonda experience at an everyman price

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The aggressive and versatile Émonda SL 6 combines the stiffness you’d expect from a top-of-the-line race bike, with big tire clearance and moderate race

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Sverdlovsk Oblast, Russia

The capital city of Sverdlovsk oblast: Ekaterinburg .

Sverdlovsk Oblast - Overview

Sverdlovsk Oblast is a federal subject of Russia, the largest region of the Urals, located on the border between Europe and Asia in the Urals Federal District. Yekaterinburg is the capital city of the region.

The population of Sverdlovsk Oblast is about 4,264,300 (2022), the area - 194,307 sq. km.

Sverdlovsk oblast flag

Sverdlovsk oblast coat of arms.

Sverdlovsk oblast map, Russia

Sverdlovsk oblast latest news and posts from our blog:.

26 May, 2020 / Unique Color Photos of Yekaterinburg in 1909 .

2 December, 2018 / Yekaterinburg - the view from above .

21 November, 2018 / Abandoned Railway Tunnel in Didino .

12 October, 2017 / Northern Urals: Manpupuner Plateau and Dyatlov Pass .

20 April, 2015 / Multicolored aurora borealis in the Northern Urals .

More posts..

History of Sverdlovsk Oblast

The first people settled here in the Stone Age. At the end of the 16th century, the Russian kingdom gained control of the region. In the 17th century, the most significant stage of the initial development of this area happened, when Russian settlers began a massive advance to the east. In 1598, the first settlers founded the town of Verkhoturye on the territory of the present Sverdlovsk region.

Verkhoturye became the first capital of the Urals because of its strategic location on the Babinov road - an important crossroads of trade routes. Sverdlovsk oblast acted as a transshipment base between the central part of the country and the actively developed regions of Siberia and Central Asia.

The presence of strategic reserves of iron and copper ore, as well as large forest areas, predetermined the specialization of the region (ferrous and non-ferrous metallurgy, wood processing, mining, etc.). Exploration of minerals in the Sverdlovsk region began at the end of the 17th century.

In the 18th century, the Demidov dynasty founded several plants in the region that turned into large production and economic complexes. The local industry was characterized by a high level of technological development. The blast furnaces of the Ekaterinburg, Nevyansk, Tagil iron-making plants were superior in performance to the best European models of that time, and their products were the leading item of Russian exports.

More historical facts…

The launch of the Trans-Siberian Railway became a landmark event in the life of the Middle Urals, allowing large-scale export of plant products. Between 1920 and 1930, the Urals was able to once again take its place as the leading industrial region of Russia by strengthening its mining industry, creating new production facilities, developing energy and mass urban construction.

In the years of the first five-year plans, along with the reconstruction of old enterprises, several new large industrial facilities were opened: Uralmashzavod, Uralelektrotyazhmash, tool and ball bearing plants in Sverdlovsk, Uralvagonzavod and Nizhny Tagil metallurgical plant in Nizhny Tagil, pipe plants in Pervouralsk and Kamensk-Uralsky, copper smelters in Krasnouralsk and Sredneuralsk, the Ural aluminum smelter in Kamensk-Uralsky and others.

On October 3, 1938, the territory of Sverdlovsk Oblast was finally formed. During the Second World War, from July 1941 to December 1942, more than 2 million people came to the Urals region, of which more than 700 thousand stayed in Sverdlovsk Oblast.

In the postwar period, Sverdlovsk Oblast continued to develop as a major industrial center of the Urals. The industry of the region was a supplier of the most important types of machinery, products of ferrous and non-ferrous metallurgy, chemical, electric power, light, and food industries. Mechanical engineering and metalworking retained their leading place in the structure of the local industry.

Being one of the most important industrial and defense centers of the Soviet Union, the Sverdlovsk region remained closed to foreigners until 1991.

Beautiful nature of Sverdlovsk Oblast

Forest stream in Sverdlovsk Oblast

Author: Vlasov Pavel

Sverdlovsk Oblast nature

Author: Oleg Seliverstov

Sverdlovsk Oblast is rich in forests

Sverdlovsk Oblast - Features

Sverdlovsk Oblast received its name from its administrative center - the city of Sverdlovsk (Yekaterinburg). The name appeared on January 17, 1934, together with the formation of the region. After renaming Sverdlovsk back to Yekaterinburg, the region was not renamed and retained its Soviet name.

The territory of Sverdlovsk Oblast stretches from west to east for 560 kilometers, from north to south - for 660 kilometers. The climate is continental. The average temperature in January is about minus 16-20 degrees Celsius, in July - plus 19-30 degrees Celsius.

The Sverdlovsk region, being one of the oldest mining regions of Russia, is rich in a variety of natural resources. Today, the local mineral and raw materials base provides a significant part of the production of Russian vanadium, bauxite, chrysotile-asbestos, iron ore, refractory clay. The region is the main raw source for Russian aluminum industry.

There are significant reserves of nickel ores, precious metals, mineral and fresh groundwater, practically unlimited reserves of building materials. There are deposits of stone and brown coals, chromites, manganese and certain prospects for discovering oil and gas fields. Forests cover about 80% of the territory.

Sverdlovsk Oblast is an important transport hub of Russia. The Trans-Siberian Railway passes through its territory. Koltsovo is a large international airport located in Yekaterinburg. The largest cities and towns of Sverdlovsk Oblast are Yekaterinburg (1,493,600), Nizhny Tagil (340,700), Kamensk-Uralsky (162,500), Pervouralsk (117,700), Serov (93,900), Novouralsk (79,000), and Verkhnyaya Pyshma (76,400).

Sverdlovsk Oblast is known for its traditional International exhibition of armament in Nizhny Tagil, annual Russian Economic Forum in Yekaterinburg. Yekaterinburg is the 4th largest scientific center in Russia after Moscow, Saint-Petersburg and Novosibirsk.

It is one of the most important industrial regions of Russia. The structure of the local industrial complex is dominated by ferrous and non-ferrous metallurgy, enrichment of uranium and iron ore, engineering.

The largest enterprises of ferrous and nonferrous metallurgy are the Nizhnetagilsky Metallurgical Combine, the Kachkanar GOK Vanadiy, VSMPO-Avisma, the Pervouralsky Novotrubny Plant, the Bogoslovsky and the Ural Aluminum Smelters, the Kamensk-Uralsk Metallurgical Plant, the Sinarsky Pipe Plant, the Seversk Pipe Plant, as well as enterprises of the Ural Mining and Metallurgical Company (Uralelectromed, Sredneuralsky Copper Smelting Plant, Metallurgical Plant named after A.K. Serov, etc.).

The most important enterprises of the machine-building complex are Uralvagonzavod, Ural Heavy Machinery Plant, Uralelectrotyazhmash, Uralkhimmash, Ural Turbine Plant, Ural Civil Aviation Plant. Uralkhimplast, which produces synthetic resins, is the largest chemical plant in Russia.

Attractions of Sverdlovsk Oblast

Coniferous forests and numerous rivers make the nature of the Sverdlovsk region attractive for tourists. There is a number of reserves and nature parks: Visimsky State Nature Reserve, Denezhkin Kamen National Nature Reserve, Pripyshminsky Bory National Park, Oleny Ruchi Nature Park, Chusovaya River Nature Park, Bazhovskiye Places Nature Park, Rezhevskoy Nature and Mineralogical Reserve.

Some of the most interesting sights located outside of Yekaterinburg:

• Nevyansk Tower - a leaning tower in the center of the town of Nevyansk, built by the order of Akinfiy Demidov, the founder of the mining industry in the Urals, in the first half of the 18th century;
• Cathedral of the Savior’s Transfiguration in Nevyansk;
• Battle glory of the Urals - an open-air museum of military equipment in Verkhnyaya Pyshma;
• Automotive equipment museum in Verkhnyaya Pyshma - one of the largest collections of Russian cars, special equipment, motorcycles, bicycles;
• Obelisk symbolizing the border between Europe and Asia in Pervouralsk;
• Verkhoturye - a historical town with a kremlin and a lot of churches called the spiritual center of the Urals. The Cross Exaltation Cathedral of the St. Nicholas Monastery is the third largest cathedral in Russia after the Cathedral of Christ the Savior in Moscow and St. Isaac’s Cathedral in St. Petersburg;
• Mount Kachkanar located near the border between Europe and Asia. At the top of the mountain there is the Buddhist Monastery of Shad Tchup Ling;
• Monastery in the name of the Holy Royal Passion-Bearers on Ganina Yama standing on the site of the extermination and the first burial of the remains of the family of the last Russian Emperor Nicholas II and his servants;
• Museum Complex Severskaya Domna in Polevskoy, 52 kilometers from Ekaterinburg - an industrial and architectural monument (1860);
• Open-air museum in Nizhnyaya Sinyachikha - Ural wooden architecture and the richest collection of the Ural house painting;
• Severskaya Pisanitsa - a monument with rock paintings and images of the Neolithic Age located near the village of Severka.

Sverdlovsk oblast of Russia photos

Pictures of the sverdlovsk region.

Sverdlovsk Oblast scenery

Author: Anatoliy Kislov

Bridge in Sverdlovsk Oblast

Author: Igor Romanov

Road in the Sverdlovsk region

Sverdlovsk Oblast views

Field of dandelions in Sverdlovsk Oblast

Winter in Sverdlovsk Oblast

Author: Isupov Sergei

Churches in Sverdlovsk Oblast

Abandoned church in the Sverdlovsk region

Author: Timofey Zakharov

Wooden church in Sverdlovsk Oblast

Orthodox church in Sverdlovsk Oblast

Author: Kutenyov Vladimir

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