New SRAM Red AXS Lighter, Crisp Shifting, Lighter Braking

SRAM recently launched their new RED AXS, and has upped the bar once again when it comes to range topping groupsets. The new edition is lighter and has more accurate shifting up front, and an easier braking action in the hoods and the drops. The new groupset is available now, and is featured on a number of new builds, including the Cannondale LAB71 SuperSix EVO.

Going back to February 2019, SRAM launched the original SRAM Red AXS, the first product in the AXS lineup. Building off of the original Red eTap, the new AXS platform added new connectivity to the previously locked down eTap, along with their new X-Range gearing, while also bumping up to 12 speed from 11. Since then, Force, Rival, and Apex have all been added.

SRAM’s message on the new Red AXS is “riding isn’t effortless, Red is.” Shifting, braking, measuring power, charging batteries, connecting to your head unit, and building the bike, they want it all to be effortless. And by the looks of it, it might just be if you take the plunge into the SRAM/Zipp/Hammerhead ecosystem.

While there’s a lot that changed, there’s also a bit that didn’t. The new Red AXS continues on using the AXS communication protocol. The groupset stays at 12 speed using SRAM’s X-Range gearing that builds from the 10t cassette. With the 10t, you don’t need to run as large of chainrings to equal the same gear size as you do with an 11t cog. the brakes still use DOT fluid with the same process and tools used for bleeding, and the same brake pads are used in the calipers. In general, most of the new AXS components are backwards compatible to the now previous generation AXS,

Let’s get to what’s new.

Controls

The new shift levers are part of a four year project to update the hydraulics and ergonomics of the levers. With feedback from pros, customers, shops, and the changing needs of riders, the new design is slimmer, longer, and offers more power when braking to help reduce hand fatigue. Compared to previous Red AXS, the new levers have a reduced circumference of the body hood, along with a smaller bump at the end where the hydraulic piston and lever attach. The levers bodies are also a little longer, adding about 1cm to your reach to give more room to wrap 3 or 4 fingers around the body.

For shifting, SRAM continues on with the easier on the left, harder on the right, and both to shift the front derailleur. They did add new auxiliary buttons that can be used as shift buttons right out of the box, but they can be reprogrammed to also control various functions on the Hammerhead Karoo computer. Blips are still available, but now only the wireless Blips are compatible with the new groupset.

Something interesting, when setting up the new controls, SRAM recommends setting up the shifters with a 7-degree upward angle, and running them parallel to the bars (the UCI will be happy to hear that). While each rider will fine tune the position, SRAM says the upward angle puts the controls in an optimal position based on the design of the hoods.

The levers themselves have also been updated. the new levers have a higher pivot and a redesigned piston that is similar to what SRAM uses on their flat bar levers. This change reduces the effort to pull the brakes by 80%, allowing for single finger braking on the hoods. In the drops, effort is reduced by 33%. Either way, it means it is easier to pull the brakes, better modulation, and less hand fatigue. You can also independently adjust the reach and pad contact from the levers, and the free stroke force has been decreased by half to give the brakes a more responsive feel.

At the caliper, the new design is lighter and stiffer, due to additional bracing. The piston has been moved further out, lining it up with the brake track, allowing it to better apply pressure to the disc. The discs themselves still use the same Paceline brake track, but use a different carrier to be lighter.

The new controls have been designed to be hydraulic only, and SRAM will not be supporting rim brakes with the new Red AXS. We’ll get into some of the reasons why soon.

Drivetrain

Starting with the crank, chain, and cassette, there are some small changes. The crank dropped a little weight, but continues on with the modular chainrings from the past and the same DUB spindle. 46/33, 48/35, and 50/37 will be available stock, with 52/39, 54/41, and 56/43 available aftermarket for those looking for bigger gears. The power meter is also available and bolts on at the chainrings. The chain has some small improvements to increase durability and decrease weight, including some cut outs on the side plates. Cassettes will now be available in 10-28, 10-33, with 10-30 and 10-36 added in at the Red level, previously only available at Force levels. The 10-26 cassette was dropped as it just wasn’t that popular. The popular rainbow finish will now be available on all cassette sizes and the new chain.

For the front derailleur, it has been completely redesigned and has only one mounting point versus the two on the previous model to cover different ring sizes. The cage has been narrowed and needs to move a a smaller distance, especially when going outboard. SRAM adds a new auto trim feature to its YAW technology to keep chainlines right where they should be and reduces the chance of rubbing on the chain.

Because of the auto trim feature, the front derailleur is not backwards compatible on rim brake bikes running previous generation AXS. The reason being, the new Red AXS was designed for disc brake bikes with a 142mm OLD, while rim brakes are at 130mm OLD. With rear disc hubs, they are wider, due to the disc brake attaching opposite of the drivetrain, which puts the cassette at a different spot than it would be with a narrower rim brake hub. This doesn’t mean that you can’t run the new SRAM Red AXS with rim brakes, but you have to use a previous generation front derailleur, and you lose the auto trim feature.

Out back the rear derailleur has some updates allowing it to run all cassette sizes and 1x or 2x. The derailleur uses SRAM’s Orbit Fluid Dampener for a quiet and more secure ride. The jockey wheels are larger with a 12 tooth upper and 14 lower , both running ceramic bearings. While the lower jockey wheel might look like the Magic Pulley from the off-road derailleurs, it is not.

Overall, the new groupset drops from 2649g down to 2496 grams, or 153g. All those small reductions add up to almost a half a pound, which is substantial. Keep in mind, this claimed weight includes the bottom bracket, 160mm rotors, 20mm caliper brackets, mounting bolts, power meter, and everything else you need to install on the bike.

Integrations

Since SRAM is a large brand with multiple sub-brands, it only makes sense that there are integrations across the portfolio. As part of the announcement, Zipp and Hammerhead have some new products designed to mate up to the new Red AXS.

Zipp’s SL80 Race bars were updated during the design process of the new Red AXS controls to help them integrate into the bar seamlessly. The design team, which included members of the Red AXS design team, worked to match the ergonomics of the levers into the bars. The radius of the drops was matched with the new Red AXS lever to make the levers easier to reach from the drops. Just above, where the hoods mount, Zipp added a bit of an “overhang” to widen the hand position behind the hoods for a better platform for your hands. The drops have a 5 degree flare with an out sweep of 8 degrees.

In an interesting move, Zipp created a full length channel from the hoods to the center of the bars where the hydraulic lines  will tuck into, as opposed to internal routing. This should make build build, fitting, and maintenance a bit easier than a fully internal routing. If you are running a bar/stem setup with the hoses running in through the steam and internally into the frame, the channel runs all the way into the stem and allowing hoses to pass through. If not, you can always drop the hoses out at any point along the top of the bar. There are also slots for the Blips to mount into on the tops and the drops. If you are not using them, there are rubber blanks that can be inserted into the drops to keep the round shape.

The integration with the bars is something that I am excited to see. While I don’t think we will get to a point where hoods are bolted directly into the bars due to adjustability needs, I think it is something that manufactures have missed in the past as opportunities to incorporate improved ergonomics into their products. Yes, SRAM, Shimano, Campy, FSA, Rotor, and all of the other manufacturers out there have different designs, but adding the “overhang” at the hoods is something that could generally be added to more bars and work with a vast number of component manufacturers to increase ergonomics.

For Hammerhead, the new Karoo (a.k.a. Karoo 3) actually connects right to your AXS system without needing to be paired. From the head unit, you can actually configure your AXS system, in place of using the dedicated app. You can also see all of the battery levels and a ready to ride status, letting you know if there is anything preventing your ride from a high level. The bonus buttons can control things like starting and stopping your ride, scrolling screens, and other functionality (this also works on non-Hammerhead computers, like Garmin and Wahoo). The new Karoo also has improved battery life (up to 15 hours), adaptive brightness, and more tactile buttons with more of a click compared to the Karoo 2. There is also a dedicated power button at the bottom. The companion app has also been updated and the new head unit connects to your phone in place of needing a SIM card for ride tracking and alerts.

We’ll have more on the new Hammerhead posted soon.

www.sram.com