{"id":58170,"date":"2024-01-08T15:00:00","date_gmt":"2024-01-08T14:00:00","guid":{"rendered":"http:\/\/c6cfc4bd-402e-47c7-8b41-be09b01fc0a2"},"modified":"2024-01-08T15:59:46","modified_gmt":"2024-01-08T14:59:46","slug":"simon-says-7-things-i-want-from-a-new-sram-red-axs-groupset","status":"publish","type":"rss_feed","link":"https:\/\/c01.purpledshub.com\/cyclingplus\/rss_feed\/simon-says-7-things-i-want-from-a-new-sram-red-axs-groupset\/","title":{"rendered":"Simon says | 7 things I want from a new SRAM Red AXS groupset"},"content":{"rendered":"

Is it time to wave goodbye to integrated chainrings and the 10t cog? <\/p>

By Simon von Bromley\n <\/p>

Published: Monday, 08 January 2024 at 14:00 PM<\/p>

\n\n

If the leaks and rumours are to be believed, SRAM looks set to update its flagship Red eTap AXS groupset this year.<\/p>

With Shimano and Campagnolo both having updated their top-level road bike groupsets<\/a> \u2013 Dura-Ace Di2 R9200<\/a> and Super Record Wireless<\/a>, respectively \u2013 recently, SRAM surely hasn\u2019t been resting on its laurels.<\/p>

That said, despite having launched nearly four years ago, the current SRAM Red eTap AXS groupset<\/a> remains one of the top-performing groupsets available.<\/p>

It\u2019s competitively light, offers excellent shifting and braking, and its mix of carbon and polished alloy components still looks great.<\/p>

Nothing\u2019s perfect, though, and there are some gripes that \u2013 as things stand \u2013 lead me to marginally favour Shimano\u2019s flagship groupset over SRAM\u2019s (I\u2019ve not had the pleasure of using Campagnolo\u2019s latest offering yet).<\/p>

With that in mind, here are the seven things I want to see from a new SRAM Red AXS groupset.<\/p>

Updated shifter ergonomics<\/h2>
A patent filed with the USPTO shows what is likely to be SRAM’s new Red AXS shifter design. – SRAM<\/figcaption><\/figure>

While SRAM\u2019s current Red shifters are fine, Shimano\u2019s latest 12-speed Di2 shifters set the current standard for ergonomics.<\/p>

The slim and slightly angled-in hoods feel \u2018just right\u2019 in the hands of so many testers (myself included), whereas the current SRAM Red eTap AXS shifters can feel a little bulky and unrefined.<\/p>

Fortunately, though, a new hood shape seems all but confirmed already.<\/p>

\"\"
Movistar Team riders were spotted testing the new shifter design at a training camp in December 2022.<\/figcaption><\/figure>

A patent for a new SRAM shift and brake lever design<\/a> leaked late last year, meaning the prototype shifters we\u2019d seen Movistar Team riders trialling at a training camp way back in December 2022 look set to be part of any potential new groupset.<\/p>

The patent drawings and spy shots show a set of shifters that bear a slimmer overall form and a strong resemblance to Shimano\u2019s excellent 11-speed GRX Di2<\/a> electronic shifters \u2013 both of which should represent improvements.<\/p>

\"Shimano
The leaked images of SRAM’s new shifters bear a similarity to Shimano’s much-loved GRX Di2 shifters. – Irmo Keizer \/ Shimano<\/figcaption><\/figure>

I\u2019m pleased to see SRAM looks to be sticking to its DoubleTap shifting logic for the main shifter paddles (which sit behind the brake levers), though.<\/p>

The simplicity of this \u2013 one button each for shifting up or down the cassette, while pressing both together initiates a front shift (assuming you\u2019re running a 2x and not a 1x drivetrain<\/a>) \u2013 has always been one of the best features on SRAM\u2019s electronic road groupsets.<\/p>

\"SRAM
The patent images show a new auxiliary button placed on the shifter hood, just above the brake lever. – SRAM<\/figcaption><\/figure>

SRAM does appear to have added an additional button on the inside of each shifter hood, though \u2013 similar to how Shimano Di2 shifters have an auxiliary button on top of the hoods.<\/p>

Hopefully, these buttons will be programmable, enabling riders perform actions such as swapping pages on a bike computer<\/a> or shifting from an alternative hand position.<\/p>

Improved front shifting<\/h2>
\"SRAM
SRAM’s updated Force AXS brought improvements to front shifting speed.<\/figcaption><\/figure>

If there\u2019s one area Shimano Di2 has unquestionably dominated in recent years, it\u2019s front shifting.<\/p>

SRAM Red\u2019s current front shifting is good, but it doesn\u2019t quite have the same ferocity on upshifts as Shimano Di2.<\/p>

With its recently updated Force AXS groupset<\/a>, SRAM revised the front derailleur design to help speed up shifting slightly.<\/p>

According to those at BikeRadar who\u2019ve tested it, the improvements are tangible and, naturally, I\u2019d like to see these changes implemented on a new Red AXS groupset too.<\/p>

A smaller front derailleur<\/h2>
\"\"
Partly due to its external battery, the current Red eTap AXS derailleur is fairly large.<\/figcaption><\/figure>

Beyond improvements to shifting performance, though, I\u2019d also like to see SRAM make the front derailleur smaller, if possible.<\/p>

As things stand, SRAM\u2019s relatively bulky electronic front derailleurs lack the visual elegance of their bijou Shimano counterparts.<\/p>

\"\"
Shimano’s Dura-Ace Di2 R9200 front derailleur is, in comparison, much smaller.<\/figcaption><\/figure>

This is partly due to their wireless design and the requirement for a separate battery to be attached to each derailleur in the system (as opposed to sequestered away within the frame, as with Shimano Di2 or Campagnolo\u2019s previous EPS electronic groupsets<\/a>).<\/p>

Campagnolo\u2019s new Super Record Wireless suffers a similar issue.<\/p>

Perhaps SRAM can develop its battery technology to reduce the size of the AXS batteries without reducing their lifespan, while refining the derailleur body itself.<\/p>

No more integrated chainrings<\/h2>
\"\"
SRAM’s Red AXS crankset looks fantastic, but I’m not a fan of its integrated design.<\/figcaption><\/figure>

SRAM first introduced integrated chainrings with Red eTap AXS and it has since trickled down to Force AXS.<\/p>

Machined from a single piece of aluminium, they also integrate a direct-mount interface for SRAM\u2019s range of aluminium and carbon cranksets<\/a>.<\/p>

The design admittedly looks fantastic \u2013 especially at the Red level, where the mix of matt black and polished aluminium reminds me of Shimano\u2019s classic Dura-Ace R9000 groupset<\/a> \u2013 and SRAM says the design improves chainring stiffness (and therefore front shifting).<\/p>

I have serious qualms about it, though.<\/p>

Firstly, it feels very wasteful to need to dispose of the whole unit when one of the chainrings inevitably wears out.<\/p>

\"SRAM
SRAM has since trickled the design down to Force AXS.<\/figcaption><\/figure>

Of course, if you keep your drivetrain fastidiously clean<\/a> and run a high-quality chain lubricant<\/a>, it may be possible to get many thousands of kilometres out of a set.<\/p>

But it\u2019s also fair to say not everyone wants to wax their chains<\/a> or clean their bike<\/a> after every ride.<\/p>

In any case, the smaller chainring in a 2x setup typically wears at a faster rate than the larger one, in my experience.<\/p>

But instead of being able to swap in a relatively cheap replacement inner chainring if this happens, you\u2019re forced to purchase a whole new set at much greater expense.<\/p>

This problem is compounded if you opt for SRAM\u2019s Red AXS power meter<\/a>.<\/p>

Unlike with most power meter spiders<\/a>, the chainrings are integrated directly into the spider itself (as opposed to bolted on), with no way for a rider to separate them.<\/p>

When either of the chainrings wears out, the power meter essentially becomes junk too.<\/p>

\"\"
Rather than being bolted on, the SRAM Red AXS power meter spider is irremovably integrated into the chainrings.<\/figcaption><\/figure>

SRAM does have a trade-in programme for replacing and recycling these power meters when the chainrings wear out.<\/p>

However, the rider is only offered a 50 per cent discount off the price of a new Red AXS power meter and chainrings unit, and there\u2019s no option to choose a different combination of chainring sizes at this point (you can only get a like-for-like replacement).<\/p>

With prices ranging from \u20ac894 to \u20ac1,440 (depending on what chainring sizes you need) for a non-discounted replacement, it\u2019s always going to be far more expensive than simply being able to replace a single chainring.<\/p>

The integrated design also means riders aren\u2019t free to swap chainring sizes on demand, to customise their gear ratios to suit different rides or preferences.<\/p>

In contrast, with Shimano drivetrains, I\u2019ve often changed my gear ratios or used non-standard front chainring combinations such as 53\/36t, or even 53\/34t, when heading to mountainous regions for short periods.<\/p>

\"Stages
Shimano cranksets work just fine with a 53\/36t chainring combination, despite falling outside the brand’s official recommendations. – Simon von Bromley \/ Our Media<\/figcaption><\/figure>

At the other end of the spectrum, my Planet X Exocet 2 time trial bike<\/a> is currently equipped with a Shimano Ultegra R8000 crankset and Rotor 56\/42t chainrings.<\/p>

While these all fall outside of Shimano\u2019s officially recommended combinations, I\u2019ve found they work fine and can be very useful for getting easier climbing gears or bigger gears for a time trial bike<\/a>, for example, without needing to spend a fortune.<\/p>

No more 10t cassette cogs<\/h2>
\"\"
SRAM’s 12-speed AXS cassettes start with a 10t cog, but I’m not convinced it’s needed.<\/figcaption><\/figure>

While we\u2019re on drivetrain specifics, I\u2019d love to see SRAM revert back to an 11t smallest sprocket on its 12-speed road cassettes.<\/p>

It\u2019s true that with a 10t cassette sprocket, you can have smaller, slightly lighter chainrings without sacrificing a top end gear ratio.<\/p>

Any performance you gain from cutting a few grams is likely to be lost in increased drivetrain friction, though, as (all else being equal) smaller cogs and chainrings tend to be less efficient than larger ones<\/a>.<\/p>

In counter to this complaint, I often hear the argument \u201cNo one ever uses the 10t cog, though, so why does it matter if it\u2019s slightly less efficient?\u201d. But if no one\u2019s using it, why bother having it?<\/p>

The same argument could be made about 11 vs 12t cogs too (and so on), of course, and that\u2019s absolutely right. I wouldn\u2019t mind if road bike cassettes started at 12t.<\/p>

That\u2019s a topic for another day, though.<\/p>

\"SRAM
The 10t cog requires the use of SRAM’s smaller XDR freehub body. – SRAM<\/figcaption><\/figure>

Having a 10t cog also necessitates the use of a different freehub standard<\/a> (XDR), compared to the HG freehubs many road bike wheelsets<\/a> and direct drive smart trainers<\/a> are typically specced with.<\/p>

When its mechanical Apex groupset<\/a> was updated last year, SRAM even noted \u201cA HG-compatible cassette is much cheaper to produce than an XDR-compatible one\u201d, so this could also help keep costs down.<\/p>

At a time when sky-high bike prices<\/a> are at the forefront of everyone\u2019s mind, who wouldn\u2019t welcome that?<\/p>