At Eurobike 2015, SRAM unveiled its long-awaited electronic wireless drivetrain, named SRAM RED eTAP. At Interbike 2015, Cyclocross Magazine had one of the first rides on the new drivetrain. While the first test was on a Focus road bike equipped with road tires, you can be sure of one thing: I was evaluating the SRAM RED eTAP componentry on their cyclocross and gravel-worthiness. Maybe you've read a few words already about the group on road-oriented websites, but we sought to bring a cyclocross and gravel-dirtied lens to view the new electronic and wireless group.
The SRAM RED eTAP electronic / wireless drivetrain shares the same type of battery with the front derailleur, and controls all the pairing. Short cage only, max 28t for now. © Cyclocross Magazine
SRAM has its cyclocross-oriented Force 1 (formerly CX1) component group, and nearly all of its sponsored cyclocross athletes will remain on Force 1 this season, with a few notable exceptions, such as Wout van Aert riding with SRAM RED 22 mechanical at CrossVegas. But you can be sure that enthusiasts building their dream cyclocross or gravel bike, and racers looking to try the latest and greatest, will be anxious to test the new electronic group in the harsh elements of cyclocross and gravel riding. As CXM's resident senior bike geek, I certainly fall into that group.
On paper, SRAM's accomplishments are impressive, and there are a few attributes that separate it from Di2 and Campagnolo. The SRAM RED eTAP wireless system makes installation easy, quick and clean, eliminating battery or wiring placement concerns. Also, in typical SRAM fashion, the system also gives a nod to weight weenies, with a negligible weight gain over its already lightest-in-class RED 22 mechanical groupset (when you consider the weight of cables and housing with the mechanical system). It's also more than half a pound lighter than Di2 for a full component group. See the table in our slideshow for full SRAM RED eTAP component weights.
I could keep writing far too many words on my initial impressions of the group, but after our initial review ride in Las Vegas, and making every attempt to test every type of shift, here’s a summary of my initial observations:
SRAM RED eTAP Electronic / Wireless Drivetrain Benefits:
- With each side shifting the rear derailleur in one direction, there’s no chance to hit the wrong button by mistake, especially with thick winter gloves, as we do sometimes with Di2.
- eTap eliminates the risk that exists with DoubleTap of upshifting when you want to downshift but are already in the lowest (easiest) gear on the cassette
- Set up is a snap, and far quicker than any other electronic or mechanical system
- No external battery mount needed
- No wire routing complications, especially by the bottom bracket
- Because front and rear derailleur batteries are the same, if one dies on a ride, you can choose which derailleur you want to shift to get home
- Shifter batteries last up to two years and easily found in drug stores
- Front YAW derailleur doesn’t need to trim, so if the battery dies, you should still have a quiet ride home
- All components have a battery life indicator LED light
- Wired remote shifters, called eTAP Blips, can be mounted anywhere in the bar, even under bar tape, and are far smaller and lighter than Di2 climbing buttons
- Ability to pre-shift. Hit the downshift (left) button five times while you’re not pedaling, and it will move for the first two taps, but won’t force the chain any further. Start pedaling (think hairpin turn) and it catches up, remembering how many more shifts you wanted. This is feels similar to Shimano’s discontinued Rapid Rise (low normal) derailleurs on downshifts.
- Downshifts of the rear derailleur don’t require a long throw of a lever, and thus feel faster.
With a quick look at the bars, you wouldn’t even know it’s electronic. SRAM RED eTAP electronic / wireless drivetrain. © Cyclocross Magazine
Downsides? If we’re being nitpicky, there’s a few. See the next page.
