SRAM Red eTap test: The brand new SRAM Red eTap in the Velomotion field test: The wireless group pleases with the best function and fascinating possibilities. But it will be a while before you can be happy about them for more than a few kilometers.
Sometimes expectations are exceeded, sometimes they are disappointed - and sometimes it is exactly as you imagined. The latter is especially the case when you have had a lot of time to prepare for what is to come and to envision exactly what it would be like.
SRAM has given the cycling scene quite a bit of time to think about an upcoming electric drivetrain. It had been clear since the summer of 2013 that the US group was working on an alternative to Shimano's Di2 and Campagnolo's EPS; in December 2013 the first pictures started circulating on the internet. At that time, one could only speculate about the significance of the individual components and the switching function. The black box at the back of the rear derailleur was interpreted as a motor, and it was also assumed that SRAM would electrify the DoubleTap principle - tapping the lever for the higher gear, a long press of the button for the lower gear. At that time there was no talk of wireless signal transmission. At least the lines could be seen clearly; A box was attached to the stem of the test crosser, which in all probability housed the control electronics, and perhaps also the battery for the entire system.
Shifting with the Sram Red eTap: right up, left down
But the basic principles of the system were already established at that point in time. The cable and control unit were nothing but dummies, although even the test riders didn't realize that the gears actually worked wirelessly - with a transmission protocol called Airea, which was described as "uncrackable". However, they must have known how to shift gears: up on the right lever, down on the left, pressing both shift paddles activates the front derailleur.
And with that we have arrived in the present. The technical details of the SRAM Red eTap are now well known: the rear and front derailleurs have their own battery (identical on both switching units); Button cells in the levers provide energy. Satellite switches can be hidden under the handlebar tape, which are connected to the respective brake lever by cables and follow the same switching logic.
As I said: everyone who is interested in modern racing bike technology has known all this since Eurobike 2015 at the latest. However, what it looks like in practice is largely unknown, especially since test bikes are still extremely rare at the moment. In any case, the group is not expected to start selling before the summer.
As part of an event organized by Pressedienst-Fahrrad, we now had the opportunity to put one of the few mobile eTap bikes to the test: a Felt F FRD, with the Zipp 404 and add-on parts from the SRAM subsidiary, it's a pretty desirable racer. Super light, agile and very stiff, it is a perfectly suitable basis for the Sram Red eTap.
Before we set off, let's take a quick look at the groupset: the levers are roughly the same as their mechanical counterparts, but don't seem to be angled quite as far out. Anyone who is used to the current brake levers from Red and Force will hardly notice a difference when gripping them. The shape and size of the shift paddle hasn’t changed noticeably either – more on that later.
The rear derailleur and front derailleur are naturally significantly larger than the mechanical parts - and larger than the electronic parts of the competition, which is due to the batteries. However, this is hardly noticeable on the complete bike. The crankset is the same as the mechanical Red, but is now matte black instead of gloss; the brakes are also technically unchanged. Which also means that anyone who rides with eleven-speed components from SRAM only needs levers, rear derailleur and front derailleur to upgrade electronically.
Let's get down to the basics: the function of the new Sram Red eTap
Now that that's clarified, we come to the essentials: the function of the new circuit. And here there is almost a small anticlimax, because what was said at the beginning is confirmed here: The electronic Red works just as well as we imagined.
Anyone who has already gained some experience with Di2 and EPS knows what electronic shifting feels like in principle: the control is a bit far away, because where before you had to let go of the pressed lever to release the gearshift and the chain onto the smaller sprocket dropping it now happens instantly. It's even more noticeable when shifting down: With mechanical systems, you push the chain onto the larger sprocket, so to speak, which can make it softer and harder. The electronics take this option away from you; it determines how quickly the rear derailleur moves inwards. Incidentally, the SRAM system does not shift when stationary; This means that if you accidentally tap the lever, there is no lateral pressure on the chain.
So let's go - we start, accelerate and shift up. Up to this point, the eTap hardly differs from the mechanical Red: A slight pressure on the right shift paddle lets the chain move to the right as usual. Clack, clack, clack - the powerdome cassette comments the gear change with its rich sound. That goes as smoothly as you know it. But now comes the first major shifting innovation: we tap on the left, and the chain is already on the larger sprocket. Again, a third time - pretty quickly you understood how it works; the unfamiliar gives way to routine.
Since the chain is already far to the left, we shift up at the front by pressing both paddles: the chain runs smoothly onto the large blade, with the speed of the shifting process naturally depending on the pedaling frequency. And just as smoothly, the chain of links changes back to the inside. Incidentally, the front derailleur on the test bike was adjusted in an exemplary manner, so we can look forward to 22 gears without grinding.
The switches are easy to reach from the lower link position, especially since they are nice and long. This shows a major advantage over the mechanical SRAM: with the latter, it is not necessarily possible to counter the spring force of the rear derailleur or front derailleur from the handlebar bend with just finger pressure; Wrist or even forearm must be used.
Of course, SRAM could have miniaturized the shift paddle or made it disappear entirely - tiny buttons on the brake lever would have done it, right? Not at all, because the large surface combined with the clear pressure point ensure safe operation in every situation - even with thick winter gloves or in the event of strong vibrations. Keeping this part of the DoubleTap mechanical levers was a good idea.
Relocating "Sprint-Shifter" on the lower link does not seem necessary given the easy access to the shift paddles; on the top link, however, they prove to be very comfortable - even if they were not optimally positioned, as on the test bike. The pushers are quite large and therefore easy to use; the trick will be to place them in such a way that you only have to move your fingers to switch gears.
The small batteries of the Sram Red eTap fit in the jersey pocket
Of course, we also dealt with the batteries. They are hooked in at the bottom and clicked on at the top with a metal tab; they are so small that you can always carry a spare battery in your jersey pocket. Incidentally, SRAM speaks of an operating time of 60 hours – so hardly any battery will have to be connected to the charger more than twice a month.
So there it is, the revolutionary Red eTap: a fast and smooth electric shifter that works every bit as well as fans of the SRAM groupsets dreamed of. One can also start daydreaming in view of the possibilities offered to frame manufacturers by wireless shifting: All of a sudden, bores, deflections, guides and stops are superfluous; only the rear brake cable has to be routed in or on the top tube. This calls for "eTap-only" frames - especially small manufacturers with individual production should prick up their ears. The entire group should weigh just over 1.900 grams; with potentially lighter frames tuned to them, the eTap should make for very light race machines.
As expected, the price of the complete group is high at around 2.700 euros, but it puts it into perspective when you look at the competition: a Dura-Ace Di2 officially costs around 3.400 euros, a Campagnolo Record EPS almost 3.700 euros. The Red eTap upgrade kit is already available online for 1.550 euros, but is not yet available. Interested racing cyclists may have to wait until the summer before they can screw the new parts to their bikes - which should be pretty quick due to the lack of wiring.
A hydraulic version of the eTap is not yet under discussion - at least not officially. That could change for the 2016/17 cyclo-cross season – but in our opinion, the road bike should be able to retain a few cable pulls anyway.
Conclusion
Our expectations of the Red eTap were high - the system met, if not exceeded, them in practical tests. Because the circuit works extremely well, is a lot of fun and radiates a fascination that the well-known wired circuits do not have. Assuming that the Airea transmission works as reliably as promised, the eTap also clears up all the disadvantages in terms of assembly, susceptibility and appearance that shifters with Bowden cables or electric cables bring with them.
Price and Web:
- 2.691 euros (RRP complete group)
- www.sram.com