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The cycling industry’s worst-kept secret is out. After we found patent information around its new lever system as well as the groupset in the wild under Demi Vollering at the Women’s Itzulia, a new SRAM Red AXS drop-bar groupset is here.
The biggest story here is that SRAM’s focused on effort, or rather, the rider putting in as little effort as possible to use it. Outside of using brain waves to interpret what gear you should be in (we don’t want this!), the next best thing is to update your drivetrain. That’s what SRAM has done here.
Just about every part of this latest 12-speed wireless electronic groupset has been updated to make it lighter, faster, and more integrated. We’ve had the chance to ride the groupset for the last few months, plenty of time to have initial impressions about what works well, what doesn’t work well, and whether this new Red AXS groupset is an upgrade over the previous generation group.
Want to see detailed specs, weights, and pricing around the new SRAM Red AXS? We have that here. The same goes for details about the new Hammerhead Karoo computer that interfaces with SRAM Red, as well as a review of the new tire collaboration between Zipp and Goodyear here.
Quick hits: Seven things to know about the new SRAM Red groupset
- SRAM Red is the brand’s top-spec wireless electronic drivetrain for drop bar bikes.
- The headlining change is the adoption of a new shift lever design that’s unique to Red.
- Red will be available in both 1x and 2x configurations, with cassettes ranging up to a new 10-36t.
- Braking effort is decreased by a claimed 80 percent at the hoods, and 33 percent in the drops.
- SRAM’s added a whole lot of integration with its new Hammerhead Karoo computer
- Complete groupset weight, claimed: 2496 grams, or 153 grams lighter than the previous generation.
- For more: sram.com
What’s changed with the new SRAM Red groupset?
SRAM’s going for one-finger braking
The levers are probably the biggest change you’ll notice from the previous generation to the new setup. They’re longer; longer than the previous generation Red levers and even longer than Shimano’s GRX Di2 levers. The brake lever blade design is overhauled as well, all in the name of making the groupset easier to interact with.
Pull the brake levers, however, and you’ll feel that they’re lighter to the touch. How much lighter? SRAM says braking at the hoods requires a noticeable 80 percent less effort than before. Braking from the drops requires 33 percent less effort as well.
The levers themselves have been overhauled to make one-finger braking possible, both from the tops of the hoods or in the drops of the handlebars. There’s a lot more reach adjustment than before to allow riders of all hand sizes to better wrap their fingers around the lever itself.
The hoods themselves are longer than before, too. That’s partially because they found pros and competitive riders alike spend 80 to 90 percent of their time riding on the hoods. It’s also because SRAM has gone to a pushrod-style hydraulic piston, similar to what Shimano uses for their road hydraulic brake levers, a system that partially enables one-finger braking. This system, paired with a higher lever pivot necessary to increase braking leverage, simply takes up more space front to back than the old system does.
Alongside the new brake lever ergonomics are new brake calipers and rotors. The new calipers are stiffer, lighter, and importantly offer 33 percent more pad clearance than the previous generation of SRAM Red.
The shift button logic has been updated, too. While Red AXS levers still follow the same one-button shift logic to control the rear derailleur (simultaneously pressing both buttons shifts the front derailleur), the levers feature a new Bonus Button that is found at the top of the RED levers. This auxiliary button can control any number of things.
Set it up as a shift button, use it to control your bike computer, or don’t use it at all! It’s a nice touch and something many folks have wanted since Shimano implemented a similar auxiliary button on their Dura-Ace and Ultegra levers.
You guessed it, shift performance has improved too
As one expects from a new top-tier groupset release, SRAM says they’ve also improved shifting performance both at the front and rear derailleurs. The front derailleur, a common pain point in previous SRAM groupsets, is now narrower to move the chain more quickly between the chainrings. They’ve also implemented an auto trim feature to the front derailleur so it tracks along as you along the rear cassette.
The rear derailleur receives the same milled-out look as the brake calipers. The SRAM Red AXS rear derailleur is a claimed 16 grams lighter than the previous derailleur and works with cassettes up to 10-36t (more on that later!). SRAM claims the new, larger 13T pulleys in the rear derailleur improve shifting performance and add efficiency courtesy of newly installed ceramic bearings. They also look cool too, SRAM happily admitted.
As for the chain, cassette, and chainrings? Those have chain-ged (Get it? Please say yes) as well. The obvious change in the new SRAM Red chain is the cutouts in its outer and inner plates, complementing the hollow pins that the previous-generation Red 12-speed chain received.
The SRAM Red XG-1290 cassette has been updated as well. The big news is the new 10-30t and 10-36t cassette options to complement the existing 10-28t and 10-33t options. These updated cassettes are lighter than before and match the aesthetic of the new drivetrain. The 10-26t cassette from the previous-gen Red drivetrain does not carry over, nor is it compatible with the new drivetrain according to SRAM.
Oh, and SRAM is set to offer their XG-1290 cassette and SRAM Red chain in both standard silver and rainbow/oil slick colorways. There’s a small upcharge to go with the oil slick color, but I doubt folks spending this much money on a groupset will care.
Even the crankset has changed too
The SRAM Red AXS crankset has been updated too. The crank arm shape itself hasn’t changed much but a new layup saves 29 grams. SRAM still uses a one-piece chainring system regardless of whether it’s set up with 1x or 2x chainrings. The important bit here is the addition of a new 160 mm crankset length available for those trying to optimize their pedaling hip angle.
The optional power meter is still built into the chainrings. It still promises +/- 1.5 percent accuracy and dual-sided accuracy.
SRAM wants you to use a Hammerhead Karoo computer
In a first for a drivetrain manufacturer like SRAM, each Red AXS groupset sold in the aftermarket will come with the newly-updated Hammerhead Karoo computer. The computer is an important part of the SRAM Red update. Among other things, it tracks shift data and offers detailed battery life information for every component.
The Hammerhead Karoo computer, now in its third generation, has been updated at the same time as SRAM Red AXS. We have our first look at that computer up now because there are some legitimate changes here – and some confusing decisions along the way too.
What remains the same?
Despite all of the changes and updates to this latest generation of SRAM Red AXS, a few things haven’t changed. Fortunately, most of them are of benefit to riders.
Perhaps the most noteworthy thing is that these new SRAM Red components are compatible with existing 12-speed SRAM AXS components. That means you can mix and match components as you want, at least theoretically. If you have an existing SRAM Red eTap AXS 12-speed bike but want the updated brake levers, you can do just that.
Rarely are electronic drivetrains cross-compatible with previous generations, but that happens here. Kudos to SRAM for making that happen.
SRAM AXS batteries haven’t changed, meaning you can swap them across SRAM AXS bikes as you please. Even the cassette, chain, and chainring profiles stay the same. And unlike the new SRAM Maven mountain bike brakes that Pinkbike covered earlier this year, the new SRAM Red AXS brakes still use DOT fluid.
Maybe most importantly, the AXS shift protocol hasn’t changed, with wireless shifting that’s technically compatible with all other SRAM AXS derailleurs. In the Year of our Lord 2024, where everything is integrated, brakes are hydraulic, and cables can be a hassle to route, SRAM AXS is comparatively easy.
Riding with the new SRAM Red
I’ve been fortunate to ride this SRAM Red AXS groupset for the last few months. However, with travel and swapping between test bikes, I’m not quite comfortable calling this a full review. Call it a well-informed first ride if you’d like.
Even still, I have opinions.
The big thing you’re probably wondering about is about shift performance. Shimano’s been about the quickest shifting out there, while Campagnolo and SRAM are historically just a bit behind them. SRAM’s rear derailleur shifting doesn’t feel that different from the previous generation of Red, but the front derailleur shifts feel faster. Better still, I’m happy to report that the front derailleur – traditionally a pain point for SRAM 2x drivetrains – hasn’t yet dropped its chain!
Part of its improved front derailleur performance is due to the new trim function, but I suspect an important part of that is also due to a new firmware update. SRAM’s eTap shift logic requires the system to decipher whether the rider pressing both shift paddles was to shift the front derailleur, or if the rider hamfistedly wanted a downshift and then an upshift. That decision speed – not shift speed – has been reduced by 20 percent.
What’s arguably more important however is that this firmware update based around front derailleur decision speed is one that you can expect to see on all SRAM AXS 2x groupsets. Kudos to SRAM for providing an update that benefits both new groupset and current SRAM users.
Let’s talk about the levers, starting with that braking performance. While I can’t quantify that 80 percent lower effort when braking in the hoods, you can feel that it takes considerably less effort to brake from the hoods. I have smaller hands, and this is a dramatic shift that allows me to brake with one or two fingers all the time. Further, the braking performance is highly controllable, whether riding on the hoods or in the drops.
As for the hoods themselves? They’re long enough that you’ll likely need to readdress your fit if you’re coming from Shimano Di2 road levers or the current crop of SRAM AXS levers. Frankly, they’re reminiscent of Shimano GRX Di2 levers, which are comfortable and controllable, but longer than you’re likely accustomed to.
I like the addition of the Bonus Buttons. Shimano has implemented buttons like this on their Dura-Ace, Ultegra, and GRX Di2 levers and they allow the rider to have another place where they can shift gears or control their bike computer. I’ve set mine up to control the rear derailleur, as I’m usually wrapping my thumb around this area anyway when I’m on a spirited ride.
As for the rest of the bike? You’ll have to read fellow tech editor Josh Ross’ words on the new Hammerhead Karoo computer, or my story here on the new Zipp tire collaboration on the Goodyear Vector R Z30 NSW wheels.
Conclusion
If you thought the braking performance of the previous generation SRAM Red was great, then I wouldn’t feel compelled to upgrade to this newest generation of Red. The same goes for shift performance; while front derailleur shifting has improved, overall shifting performance hasn’t improved enough to necessitate ditching your current groupset for a new one.
But if you’re motivated by weight savings? The 150-gram savings is an impressive change due to shaving weight across the groupset, rather than just one specific component.
As for me? This new SRAM Red AXS groupset has made two key improvements: the addition of the Bonus Buttons, and the vastly improved braking performance. They’re not massive changes, but the rest of SRAM Red was already pretty darn good. Here’s to both of these improvements making their way to the rest of the SRAM lineup because the braking performance feels like a legitimate leap forward.
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