![sram red etap hrd sram red etap hrd](https://i5.walmartimages.com/asr/71b91a50-90cd-45fe-9900-e949f1e21b52.7c7566b5ba30cd78cd9be173fcf3a346.jpeg)
The ease of installing a wireless system on nearly any frame, and the cross compatibility with all AXS parts, allows the AXS system to grow with you. SRAM also has another trick up its sleeve when it comes to value for the system. There's no getting around the need to replace the integrated power meter to change the chainrings but SRAM does offer a swap that drops the price by 50% - though you should check this applies where you are before taking it as a given. That means there's options for less expensive cassettes or a replacement for a broken derailleur. SRAM sells a Force level AXS system and it's cross compatible. There's the initial price but there's also the cost of consumable parts and replacements if needed. When you talk about the value of a system like this it's important to look at all the costs associated with it. It's easy to charge, can be switch front to rear if one dies, and if things get really epic bring extra. The top of the line groupsets available all run about the same price no matter which system you choose.īoth the front and rear derailleur use the same removable battery. A 12 speed Campagnolo system is cheaper but that doesn't include a power meter. It's obviously not inexpensive but compared to a similar 11 speed system from Shimano it's almost exactly the same price. The system I'm riding is the 2x Hydraulic Road Disc Brake w/ Power with an MSRP of $4,158/€4,118/£3,794. When SRAM introduced the RED eTap AXS system there was a lot of discussion about how expensive it was. If you don't tighten the freehub, all the way, the chain will jam against the chainstay. The only thing to note is that the tolerances between the frame and the chain are very tight. The 10 tooth cog on the rear is something people are curious about but for the rider it's invisible. The SRAM fluid filled rear derailleur makes for smooth shifts that don't upset the chassis, even under high torque. Changing the front chainrings can upset the chassis when there's not a system to slow the chain movement. It allows for flexibility in setting up the bike without changing the rear derailleur but it also makes a 2x road bike setup better. SRAM doesn't call it a clutch because it's driven by a fluid instead of a mechanical spring system but it's the same for the user. For the most part I don't touch the front derailleur unless the grade turns red on my Garmin. Small changes in grade mean I can move up or down a gear or two without touching the front chainring. Being in the middle of the cassette makes for more flexibility. It changes the way a rider and bike work together. I talked a little bit about the impact of the new gearing already but it's important to emphasise this. It's all a system that goes back to rethinking the gearing to be more usable no matter the situation.Īfter spending thousands of miles and more than a year with the system I can offer some insight not widely available. Because SRAM allows any combination of front chainrings, both 1x and 2x, to work with any combination of rear cassette they introduced a clutch-like system for the rear derailleur. To get 12 gears and a super tight 10 tooth cog to work without new wheels and frames SRAM introduced a flat top chain that's both narrower and stronger. Other features of the system radiate out from this starting place. Riding with the 46/33 front chainring and the 10-36 rear cassette I get more range, an easier low gear, a harder top gear, and with the extra cog I get that without large steps between gears. What does all this mean for the riding experience? It means instead of spending my time at the very top of the cassette I spend my time in the middle of the rear cassette.