SRAM Red AXS E1
The lightest electronic road group available.
May 15, 2024
Introducing SRAM Red AXS E1
May 15, 2024, marks the latest iteration of Red AXS. Although not a complete remake, the E1 revision does see improvements to nearly every component (sans the charger). The group is significantly lighter, so much so that it becomes the lightest electronic group set in the marketplace. E1 is now 153 grams lighter than the prior Red group - with a power meter!
In 2016, Velosmith was among the first to have SRAM Red eTap.
In collaboration with SRAM and Mosaic, we built a bike specifically for the North American Handbuilt Show (NAHBS). I recall seeing a frame with no cable stops and wiring ports, which was odd. In many ways, the frame looked like a single-speed or track frame only with brake mounting locations and a derailleur hanger. The elegance and simplicity of the frame's lines marked a new chapter in bicycle design. This latest chapter was made possible by SRAM's eTap groupset.
The journey of SRAM eTap has been a testament to continuous evolution, while its core principle, a fully wireless shifting system, has remained steadfast. The eTap range has not only grown to encompass mountain bike components and gravel-specific parts, but it has also seen a significant increase in pricing levels for road, MTB, and gravel. What was once an exclusive technology for their top-end groupset has now been democratically shared across their product line, a clear indication of the brand's commitment to innovation and making cutting-edge technology accessible to all.
I would be remiss to ignore how revolutionary a wireless drivetrain was then. In an era when managing cables was a massive challenge for frame builders, SRAM brought us into the future: one look at today's bikes and the evolution is clear.
First road, then gravel.
Red eTap began as a pure road drivetrain
Gearing options were in sync with the rest of the market; chainring combinations included compact (50/34), mid-compact (52/36), and standard (53/39), and cassette options included 11-26, 11-28, 11-30, and 11-32. At Velosmith, we saw the Red eTap HRD (hydraulic road disc) as the ideal group for nearly every drop bar bike we built. The drivetrain was durable and reliable, and in a custom build, we could make the handlebars clean with only the two brake lines visible. Road or gravel, the eTap was ideal.
As the eTap technology nears its 10th anniversary, SRAM does not see its success as an opportunity to sit back. In today’s tech-forward drivetrain market, stagnation means irrelevance. In 2019, SRAM released the AXS (Access) version of eTap. AXS jumped to a 12-speed cassette and opened up the software, giving riders the ability to program and customize their shifting preferences and for the components to receive firmware updates, setting the stage for compatibility with components and directions not yet imagined by the rider.
AXS also demonstrated that SRAM paid attention to how riders used their components. The rear derailleur received an internal fluid-dampened clutch, which managed chain bounce on rough terrain and reduced the risk of dropped chains or the dreaded chain suck (when the chain is pulled between the chainstay and inner chainring, usually a result of rough terrain paired with a shift).
The clutch made a 1x drivetrain possible, embracing the simplicity of a single chainring.
The AXS group took a fresh look at gearing options by adding a 10-tooth start on the cassette and a new driver standard for hubs, XDR, a carryover from the MTB market. The gearing logic began with the simple concept that tire size preferences have steadily increased, and with an increasing wheel radius, groupsets had not rethought the gearing.
When eTap launched in 2016, power meters were reserved for racing and training. However, as we have seen, power meters are ubiquitous in the high-end bike market. SRAM remains the only drivetrain manufacturer providing a power meter option for each level of AXS—road, gravel, and mountain.
The Shift/Brake Levers
The most notable change is in the levers. The shape is dramatically revised. A smaller hood bump (pommel) and a reduction of hood depth make them more comfortable, especially for smaller hands. The lever shape sees a change as well; the blade is wider and longer, and the shift paddle increases, making it more accessible from the drops. Hidden under the hoods is the most considerable change. The primary hydraulic piston moves from a vertical position to a horizontal one.
They are changing the hydraulic system from a pull system to a push system. Coupled with a change in pivot location, the result is more braking power, better lever feel, and the ability to achieve effective braking with one finger - from the hoods or the drops. But sure to be the most celebrated are the “Bonus Buttons”. Although not new in the electronic-shifting world, it is certainly welcome. Placed inboard at the top of the pommel are two small buttons that can control shifting or scrolling pages on your computer. If you ride in the winter, you know the value these buttons offer!
Front and Rear Derailleur
The front derailleur’s improvements are subtle yet significant.
From the outside, it is hard to detect significant change. But you see huge improvements when looking at the drivetrain as a system. The new Red AXS E1 is designed exclusively for a disc brake drivetrain. This is significant and simply the most recent example of how rim brake drivetrains are not part of the high-end cycling market plans.
The disc brake-only drivetrain means the chain line considerations are now singular vs. a do-all approach: the result is a narrower front derailleur cage. When paired with the new chainrings and some firmware, the front derailleur shifts faster, cleaner, and more smoothly than previously.
In the previous Red AXS, the rider had to choose between 33t and 36t derailleur options.
The rear derailleur shows evidence of gram shaving. However, a closer look at the tech shows that a max tooth count of 36t is standard. This is a simplification of SRAM’s offerings. Derailleurs all face a limit to the maximum number of cassette teeth it can effectively handle. In the previous Red AXS, the rider had to choose between 33t and 36t derailleur options.
As a bike shop, we had to navigate these options because the default configuration was a 33t, so any complete groups we purchased included a 33t. Increasing the max tooth count feels like a smart move. From the rider’s standpoint, this reduces the number of components you need to increase the maximum gearing available. Add a larger lower pulley, and you can see that SRAM has taken note of the oversized pulley wheel upgrade phenomenon.
The chain, a crucial component of the drivetrain, also sees improvements in the Red AXS E1.
The chain, a crucial component of the drivetrain, also sees improvements in the Red AXS E1. The previous Red chain featured SRAM’s Flat Top Technology, a notable attribute of the new group back in 2019. This Technology carries over, and in addition to the Red chain’s hollow pins, the front and back plates now have a large cutout. This seemingly small change, however, shaves off a significant 13 grams, contributing to the overall lightweight and efficient design of the drivetrain.
The rotor and caliper pair are wildly different - they appear almost architectural. Their curves, cutouts, and swoops remind me of Frank Loyd Wright’s later work that dots the Los Angeles landscape. The braking power is improved by some geometry refinements within the caliper, which improves how the pads squeeze the rotors and where they are. The rotor brake track also changes, seeking to enhance heat dissipation and braking modulation. The total weight savings for the caliper and rotor combo is 83 grams.
Stopping Power
Cranks and Cassette
The refinements are subtle yet significant.
On its face, the crank looks similar to the previous generation, albeit with some proportional changes. However, like everything else in the new E1 group, the refinements are subtle yet significant. The carbon layup changes, increasing stiffness, and once again, SRAM is paying attention to what riders are asking for; crank lengths now include a 160mm length option.
This shorter length has long been the domain of small, custom part manufacturers. Chainring options now include 46/33 (our most popular option), 48/35 (the industry's most popular option), 50/37, 52/39, 54/41, and a whopping 56/43. From these combos, you can truly see how different SRAM's approach to gearing is.
New Red 36t will make your climbing set-up much lighter.
The cassette shows the hallmarks of SRAM's weight reduction program with additional cutting and sculpting of the back plate/cog in the cassette. The weight savings are tangible, meaning you can feel it in your hand. No scale is required. Although we did not sell many, the 10-26 option has been eliminated going forward.
The remaining options include 10-28, 10-30, 10-33 (our most popular), and now a 10-36 (previously, Red owners relied on a Force level cassette if they wanted a 36t). This is significant because if saving grams is your thing, the Force 36t requires a lot of material and a weight penalty. New Red 36t will make your climbing set-up much lighter.
Hammerhead Karoo GPS computer
Lastly, we're thrilled to announce that the new Red Complete groups will now have a Hammerhead Karoo GPS computer. This addition is a testament to SRAM’s commitment to providing you with the best cycling experience.
With the Hammerhead, Red users can now customize their group preferences directly from the Karoo's touchscreen, adding a new level of convenience and personalization to their cycling journey.
Please contact us with any questions or if you would like to schedule a visit to see the new Red AXS in person.
