Like a supermodel without the looks

When you choose weight over style …… still a good into the light weight game in light of UCI potentially changing the minimum weight for racing bikes ….  Me I carry that extra weight in myself – need to drop from 72kg to 67kg really for riding / climbing.


Trek are launching a new road bike called the Émonda which they say is the lightest production road bike in the world. The top level Émonda SLR 10 (in a 56cm frame and Trek’s H1 fit) weighs a claimed 10.25lb (4.6kg).

Trek say that they have prioritised saving weight above every other parameter, claiming that the highest specced complete bike is almost 1kg lighter than Cannondale’s SuperSix Evo Black Inc. The lightest frame is 690g painted.

The Émonda has been developed over the past 30 months with input from Trek’s pro team as well as everyday riders.

“We have been working on this a long time and we’re really proud of it,” said Trek’s Road Product Manager Ben Coates at the Émonda’s launch in Harrogate prior to the start of the Tour de France this weekend.

Trek say that the Émonda boasts the most sophisticated tube optimisation of any bike ever, with both the tube shape and the laminate being designed to produce the highest stiffness-to-weight ratio possible.

The Émonda has what Trek refer to as a ‘size-specific ride-tuned performance’. In other words, they’ve engineered things so that each size performs the same. Mind you, Trek don’t think this is that big a deal, saying that they’ve been doing this since they first started producing carbon bikes back in 1992.

As well as the frame, Trek have had to work on various components to bring the weight down.

“The idea was; we have the resources to build a complete bike system. Let’s use that advantage to look at every aspect of the bicycle and how each component interacts with all the others,” said Ben Coates. “Once we covered the basic bike functions, we focused on every minute detail. Every decision was based on what was the overall lightest option for the system.”

They’ve produced a Bontrager XXX combined handlebar and stem for the Émonda SLR 10, taking out features like the faceplate, to reduce the weight by 70-100g over a separate bar and stem (depending on size). There’s a moulded in thread for mounting a Garmin, iPhone or other device up front

Bontrager’s brake team developed the new Speed Stop brake with mounts that connect directly to the frame via two bolts to reduce component parts. These save up to 35g per caliper, and increase braking performance. An adjustable leverage ratio, a two position quick release, and an ultra-wide stance add to Speed Stop’s versatility and adjustability, according to Trek. This also increases tyre clearance.

They’ve also redesigned the seatcap with new hardware.

There’s a new DuoTrap speed/cadence sensor too that is both ANT+ and Bluetooth compatible, and a 3S chainkeeper to stop the chain dropping off your inner chainring and damaging the frame.

Trek don’t see this as a bike that’ll lack durability. They offer a lifetime warranty on manufacturing defects and one year warranty on the paint and finish.

The top-level SLR 10 is made from Trek’s OCLV 700 carbon in Waterloo, Wisconsin. This is the ultra-light 690g version.

The Émonda SL – the next level down – is a 1,050g frame while the Émonda S frame is 1,200g.

“It’s lighter, it’s stiffer, it’s the best bike I’ve ever ridden,” said Trek Factory Racing’s Bob Jungs, a member of the eltest team who rode and provided feedback throughout the ride test phase of Émonda’s development. “Accelerating this bike feels amazing.”

So how does the Émonda fit with the other models in the Trek road bike range? Trek are billing it up as the bike to go for if you’re after lightness, the Domane as the one to go for if you want a smooth ride, and the Madone the aero option. Trek’s pro riders will have the choice of all of these three bikes.

Émonda prices range from £1,200 for the Shimano Tiagra-equipped Emonda S 4 up to £11,000 for the SLR 10. This model comes with a SRAM Red groupset and Tune hubs and rims.

Back in the real world, the Émonda SL 5 comes with a Shimano 105 groupset and Bontrager Race wheels at £1,900.

There are women’s specific models in the range too, including the Émonda S 5 WSD at £1,500. That’s Shimano 105-equipped too.

The Émonda SLR comes in both H1 (aggressive) and H2 (less aggressive) fits while the Émonda SL and Émonda S are both available in H2 only.

The Émonda is not currently available in Trek’s Project 1 custom programme due to the weight of orders in the system, but it will be.

Émonda, like Domane, is an anagram of Madone, Trek’s long-standing road bike range (‘Moaned’ is still available!). Trek also link the name to the French word ‘émonder’ meaning ‘to prune’ or ‘to trim’ – which is apt given the lightweight nature of the bike.

Maybe Fabian can make it again: TREK Isofix

Well a heavy option would be to use a mountain bike system like the cannondale scalpel to flex away the pave but treks new Domane looks sweet as a honey bees glory ….

Back when we were speculating on the sneak peek shots ofTrek’s new Domane underneath Fabian Cancellara at the Strade Bianche, we conjectured (is that a word?) that the seatpost and the main frame were separate. And they are. Spartacus himself has been heavily involved with the design process, and the bike “specifically addresses the challenges of rough road conditions found throughout the spring classics courses with a collection of key innovations unlike any available before today”, according to Trek.

The Domane (That’s Do-MAH-nee, apparently, which is latin for “King’s crown” as well as being an anagram of Madone) features a technology which Trek have christened IsoSpeed. It’s a “functional decoupler that separates the ride-tuned seat mast from the top tube”. So effectively the the seat tube isn’t attached to the top tube and seatstays like you’d normally expect, but instead is held in place by a pivot and some kind of elastomer coupling that acts as a buffer between the seat mast and the top tube. Being an elastomer it will act as a damper which also perhaps opens the possibility of further tuning the ride… not that we’d fancy trying to take it out.

IsoSpeed means lots more compliance, say Trek. Twice the vertical compliance of the nearest competition is their claim. Not only that but they claim that it’s even stiffer laterally than the Madone. A bike that’s got a bit more give should be a boon over long rides and difficult surfaces, with the IsoSpeed coupling allowing more fore-aft movement as well as in the vertical plane.

Cancellara’s certainly happy. “When you work with Trek and the engineers it’s a combination that lets you examine every detail and the details that it takes to win the races that this bike is made for are bigger than any other,” he gushed. “The end result of all that work is the Domane and after competing on this bike, winning on this bike, it’s going to be hard to get me on anything else,” he said, although that didn’t stop him swapping back to the Madone for the smooth tarmac of Milan-San Remo.

In the end it’s a comfort bike. A performance-led one. Trek have always maintained that they didn’t need a comfort bike because the Madone was comfy enough and available in different geometries, but they’ve inevitably lost out in sales against the likes of the Specialized Roubaix, Cannondale Synapse and Giant Defy Advanced, and more and more manufacturers are producing performance-comfort bikes now;BMC’s launch of the cobble-friendly GF01 is next week.

Like the Madone 6 Series the Domane boasts an OCLV carbon frame with a super-wide BB90 bottom bracket and internal cable routing. There’s a new Bontrager RXL fork to go with the frame, too. Trek call the cable routing ‘race-optimised’ and interestingly the cables on the Domane all enter the headtube on the same side (something we noticed when we spotted the bike at the Strade Bianche). We’ll be looking to see if that is an innovation that makes it’s way on to the next generation of the Madone – surely due for launch any time now.

The Domane’s geometry is different from that of the Madone. The head tube is just a little taller than you’ll get on an H2 fit Madone – Trek do three different fits, the H1 being the most aggressive, the H3 being the most relaxed. The Domane’s head tube is 17.5cm compared to 17cm on an H2 fit Madone. The top tube is slightly shorter too. You get a slacker head tube angle, an increased fork offset, longer chainstays, a longer wheelbase and more of a bottom bracket drop on the Domane too, which should translate into a more planted, stable ride which is especially useful on rough roads where hitting something hard and jagged on a standard road bike can knock you completely off-line.

Cancellara doesn’t ride with electronic gears; if he did you’d have seen the battery mounted at the bottom of the down tube, basically in the middle of the bottom bracket. For a bike that’s designed to be ridden over the rough stuff that seems like an odd placing to us, being a bit more vulnerable to debris kicking up from the front wheel than the current favourite position of underneath the chainstay.

Other pave-beating touches include super skinny seatstays and an integrated chain catcher; some of the RadioShack Nissan Trek boys would undoubtedly find that useful on the Madone too. Hopefully then the new integrated chain catcher on SRAM Red is detachable – how many chain catchers does a boy really need? Actually, we’re guessing that the one on the Damone is detatchable for those who can change gear without dropping the chain.

The new Domane is available right now in two versions (there’s three on the UCI list), and in another break from the usual the Custom version is cheaper than the Team Edition. quite a bit cheaper as it turns out. You can have a Custom Domane 6 for a mere £3,700 (although you can pay more if you want) while the Domane 6 Series Team Edition can be yours for £8,290. There must be some Unobtanium knocking about in that one. Well, do you want to beat the cobbles or not?

That’s it for now. But if that isn’t enough, we’ve got a man in the area: VecchioJo is currently hot-footing his way across the low countries to ride the Flanders sportive, and he’s even now diverting to Kortijk (picture one of those Union Jack arrows from the start of Dad’s Army) where Trek are currently showcasing the new machine. He should be able to swing a leg over it too, so stay tuned for a first ride soon… if he doesn’t get lost.

fixie boy goes a bit loopy

Decided to do something for my sponsor.

Camera – Canon 7d
DOP – Firhan Fikrin
Assistant – Firzat Alif , Mohammad Hanis Yahya
Director / Editor – Faz Adhili
Song – Access babylon/Probot

More info here :-​​​dvse010/​index.htm


47lbs love muscle

If you are the cyclist who likes the look of the Lamborghini Sesto Elemento then there is also a bike for you to go with it. While the car is all about lightweight the bike is all about heavy steel and mad max rage.

TREK BROADSIDE – you will feel manly on the bike up to the point where you smack your nuts on that top tube ….

nice pipes

So that got me thinking to other mad max bikes and then I thought that Trek had obviously reworked the theme from in-house and more specifically from Gary Fisher. They have this on their own website which is a more subtle version.


and then there are the more extreme versions of big wheel bikes like this …

The famous Black Sheep Beast

from handmade show

Think this is their Zamer showbike:

96er Bikes How they work – a lesson behind it all

My rohloffed ti Bride



Bigger where it counts, 29 inch front wheel, 26 inch rear wheel. Our first production bicycle is the 96’er, incorperating three basic theories, Roll It, Rip It and Punch It. Here is how it works….

Roll it!
The 29″ front wheel is all about rolling it. A 29″ front wheel, with it’s larger radius, rolls over obstacles more easily than a 26″ wheel. A real benefit on rocky and rooty sections. Motocross racers years ago discovered the value of a big wheel patch up front. More flotation on soft terrain with a larger surface area and longer tire contact patch for extra traction in the corners.

Rip it!
A fixed gear, single-speed or internally geared hub can be used without a chain tensioner. With the EBB the ride of the bike is adjustable. Looking for a bit more clearance to rip the technical sections? Rotate the EBB to it’s uppermost position. Want a lower center of gravity for high speed non-technical rides? Rotate the EBB to the lowest position. The options are endless.

Punch it!
For strength, weight, climbing, power and accelleration the 26″ rear wheel is how we roll. A 26″ rear wheel is lighter and stronger than a 29″ rear wheel while also avoiding the chainstay length issues that come with a 29″ rear wheel. The 26″ allows for a straight seattube and centers your weight on the rear wheel for better climbing. Normal gearing too! No need to gear down to offset the higher gearing of a bigger wheel.

and now the important part PRICING – a pleasant surprise

trek’s 69er is a 96er too