Test from the Sram Red eTap AXS groupset

By Guillaume Judas – Photos: 3bikes.fr / DR

For once, it is not customary, it is by the test complete with the latest in the range, the Sram Force eTap AXS that we started with this technology, before finally being able to take control of the Red, the flagship of the American brand. A question of opportunity at the time and the opportunity for us to ride for a little over two weeks with this group presented just after the Red and with the same features, but with less high-end materials and price.

Because at 3618 € in official price (and €3518 for the version with rim brakes), the complete Sram Red eTap AXS disc groupset is not cheap. It plays in the same league as the Shimano Dura-Ace Di2 or Campagnolo Super Record EPS, but with different and innovative features. It is on a bike whose geometry we know perfectly (Pinarello Dogma F12) that we were finally able to form an opinion on this group which is already enjoying great success with manufacturers (many bikes are offered equipped in this way) and consequently with consumers.

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What changes

With eTap technology, Sram had already been developing its response to the electronic transmissions of Shimano (Di2) and Campagnolo (EPS) for several years.The Sram Red eTap already stood out for its ergonomics (a puck on the right to go down a sprocket on the cassette, a puck on the left lever to go up, and a push on both at the same time to change chainrings), as well as for its simplicity of use.tagand the fact that levers and derailleurs worked wirelessly. A feat already greatly appreciated by many users.

The new Red and Force eTap groupsets feature the same ergonomics for gear changes, but add a twelfth sprocket on the cassette and an application that allows you to set sequential and compensation modes. As with the Shimano system with Synchro-Shift, it is now possible for the front derailleur to activate automatically depending on the position of the chain on the cassette, or for the rear derailleur to offer automatic catch-up of the selected teeth when changing the chainring.

Many users will still be satisfied with relatively basic operation., but with 12 speeds. Sram didn't just add a sprocket to the existing combinations, since the brand took the opportunity to reinvent the range of available developments. First by adding a first 10-tooth sprocket at the very bottom of the cassette, then by reducing the number of teeth of the three chainring combinations on the Red group (only two on the Force group). The idea here is to slightly increase the gap between the extreme developments, while tightening the differences between each sprocket.

Thus, the Sram Red eTap AXS is available with three different chainring combinations (50-37, 48-35 and 46-33) and three different cassettes (10-26, 10-28 and 10-33).. But you can also ride it on a single chainring, whether for the route or the time trial. In any case, the developments can be easily calculated by dividing the number of teeth on the chainring by the number of teeth on the cassette. So, 50/10 is the same gear as a 55/11, and therefore reserved for pros and even then in certain conditions. At the other end of the chain, a 33/33 is a ratio of 1, equivalent to a 34/34 for the competition. Enough to climb trees, or at least climb long difficult passes even when your physical condition is not at its best. On our test bike, the 46/10 is a tiny bit better than a 50/11, and the 33/26 is a tiny bit better than a 34/27. But unlike an 11-speed drivetrain, there are still 14 different ratios between these two extremes (i.e. 16 in total across the entire drivetrain if we avoid overlaps, versus 14 or 15 in 11-speed). Note that it is necessary to have a new XRD cassette body to receive the cassette with a 10-tooth departure.

Optimized transmission

To allow proper operation of the 12-speed transmission, Sram relies on the Sram X-Sync chainring technology (with wide teeth combined with narrow teeth for good chain control. Note that all AXS cranksets can optionally receive a Quarq power meter. The new chain has been completely revised, with a particular shape of the links so that it is both thinner and lighter while increasing its resistance.

The rear derailleur's Orbit chain management technology provides secure drivetrain performance regardless of terrain. In addition to faster rollers, bearings, motors and communication to improve the speed of sprocket changes, the Orbit system is a kind of hydraulic clutch that provides optimal chain tension, limits friction noise and minimizes the risk of chain jumping.

Finally, the front derailleur still benefits from Yaw technology, which is supposed to not require micro adjustment of the fork regardless of the position of the chain on the cassette. It also offers more clearance on its rear end to allow the use of wider rear tires. Like its rear counterpart, it is compatible with the batteries of the Sram Red eTap 11-speed, which recharge every 1000 to 1200 km approximately, by removing them from the bike.

Effective braking

The Sram Red eTap AXS is available for both disc and rim brakes.. According to Sram, this is not about to change, the American brand still wants buyers to have the choice between the two systems. This is the first version we have testée, with first of all still prominent handles to house the hydraulic system. But as for the Force group, these levers are "customizable", first at the level of the brake lever travel, then at the level of the contact point between the brake discs and the pads (for a more or less direct touch) and finally on the action of the gear change paddles, which can be reversed for example, via the AXS application, very easy to access.

Despite a revised rubber texture for comfort and grip, the Red AXS levers retain, in our opinion, the same defect as the Force AXS, namely a plastic and blunt part at the level of the action mechanism, where the index finger rests when you are in grip. It is unpleasant and can even be hurtful depending on the circumstances.

As for the brakes themselves, these are monobloc calipers., available in Flat Mount or Post Mount versions. The brand's new flagship also benefits from a new Centerline XR disc for theoretically quieter braking with a new brake track and a more aerodynamic profile.

Rotors are of course available in 160 and 140 mm. It is the 160 version that is often mounted on bikes equipped with Sram, but on our test bike we benefited from two 140 discs, theoretically less powerful than 160 but which also limit the risks of wheel lockups.

Mounted with two Torx screws, the calipers are not easy to adjust.. When we first got to the bike, we had to remove both wheels and put it in the trunk of the car. When we took it out, we noticed that the pads had tightened a little in the calipers and that the front had moved. It took us a good hour to put everything back in order, the time to find the right trick to avoid friction when empty.

On route

Fortunately, this friction seemed to disappear after a few hundred meters on the route. Mountain bikers may retort that road bikers are too picky or too manic, but we must not forget that we are riding a €13 bike for the occasion! And that first impressions lead us to believe that we are complicating our lives for nothing. Especially since the braking, here with 000 discs, let us remember, is not excessively biting. Let's say that on dry ground it is at the same level as good rim calipers. The action of the levers is nevertheless quite frank, and we can clearly feel the contact point of the pads, which in our opinion allows for the best dosage.

However, it is once in the cold rain that we fully appreciate the Sram disc brakes., which offer performances equivalent to those encountered on dry ground. The braking distances therefore seem much shorter than with pads in the same conditions. This is really reassuring. This choice of diameter is ultimately a very good point for us, in any case with our weight (less than 60 kg) and for use outside of the mountains.tagnes.

This type of braking in the rain also avoids the noise of filings between the pads and the rim., as well as rapid wear of the latter. However, we quickly encounter other types of rather unpleasant noises, with sand slipping between the pads and the discs, and a fairly loud squeaking of the brakes, always in the rain. It takes several hundred meters the next day and on dry land, for everything to finally evacuate.

At the transmission level itself, there is no criticism to be made about the speed of the gear changes.. Some people talk about a difference with Di2, but frankly that's not our point of view. It's fast, always precise, and maintaining pressure on the pucks allows you to sweep the entire cassette. On the other hand, it's difficult to avoid the chain rubbing on the front derailleur fork in extreme crossings. From the penultimate sprocket of the cassette, it touches, to become more pronounced on the last. And there is no possible adjustment to improve things, at least while riding.

On the gear combinations, the tooth by tooth ratio of the first eight sprockets should not make us forget the enormous difference felt between the 10th and the 11th., which causes a fairly large gap even with a chainring of "only" 46 teeth. A question of habit, surely, and especially regarding the management of the gears while evolving within a group, since we always find ourselves slightly out of step with the companions of route. However, we quickly appreciate using the 46 almost like a single chainring, at least in our hilly region, but not too much.

This group is the lightest of the high-end groups in electronic and disc transmission.

There remains some friction felt, quite unpleasant again, as soon as you move away from the axis of the chainring. Basically, the transmission feels smooth from 14 to 21 (on the 10-26 cassette), but catches a little when rubbing on the fork on 23 and 26, and is downright lacking in fluidity below 15. It's almost as if the chain is always a little dry and lacking oil. There's no doubt that small sprockets don't promote the best chain winding and efficiency, but we put this general feeling down to the Orbit retention system, since we've already felt similar sensations on an 1-speed Force 11x transmission with a derailleur that had a strong hold to limit chain jumps.

This high-end groupset thus presents many interesting features, and it is also the lightest of the high-end groupsets in electronic and disc transmission.. A great performance which undoubtedly contributes a lot to its success, even if we regret a few finishing details (on the handles), noisy braking in the wet, delicate adjustments, and a chain which seems to lack a little fluidity.

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