Test: The SRAM Red eTAP continues to make waves. In a multi-part test, we take a detailed look at the US manufacturer's revolutionary groupset. First we deal with the assembly and the technical characteristics.
The excitement surrounding the SRAM Red eTAP may have died down, but the electronic groupset is far from being mainstream cycling. Availability was limited until the summer, and the press also found it difficult to get test samples. That has now changed – if you want, you can order the eTAP immediately. The only question is whether it is worth switching, be it from a mechanical SRAM group or from another manufacturer. To clarify this, Velomotion borrowed the components from the US manufacturer in order to subject them to an extensive practical test. Part one of our test is mainly about the assembly.
SRAM Red eTAP: Bargain instead of luxury
Anyone thinking about purchasing an eTAP will be pleasantly surprised right from the start: the US manufacturer offers its electronic top groupset at a lower price than any of its competitors. The gear kit (levers, rear derailleur & front derailleur, batteries and charger) is available from the well-known online providers from €1.249; at the same retailers, the Dura Ace Di2 kit costs €1.499/1.699 (external/internal battery) and the Campagnolo Record EPS €1.699. In all cases, you need a crankset, chain, cassette and brakes, although you can of course use existing material - which is not a bad idea, especially in the case of the eTAP, but more on that later. In any case, the wireless groupset is more of a bargain than expensive fun.
Anyway, cable. That sounds like television, like salad and certainly not high-tech. On the other hand, doing without the same no longer appears to be a gimmick prone to failure. From a remote-controlled car for ten euros to the latest iPhone headphones, everything now works wirelessly, and even on racing bikes, bike computers, power meters, etc. are no longer connected to cables. Reservations against this form of transmitting switching commands are therefore not appropriate. And what is particularly important for retrofitters: no group can be mounted as quickly and easily as the Red eTAP.
SRAM Red eTAP: The components in detail
Before we attach the parts, let's take a close look at them. The rear derailleur and front derailleur are equipped with their own battery, which is attached to the back of the component. As is usual with electronic shifting systems, both shifting units are slightly larger than their mechanical counterparts. The rear derailleur's servomotor is located in its front area.
Each of the four electronic components has an indicator light and a small push button; on the rear derailleur and front derailleur, you only need this for coupling - a short process, after which all components communicate with each other. With SRAM, the electronic brain of the shifting ensemble is located in the rear derailleur, so no additional control unit – for example under the stem – is necessary. The illuminated dot indicates a switching process and serves as a charge level indicator by jumping from green to red and starting to flash shortly before the final power failure.
The small button can also be used to switch gears, for example when setting up the system. At the rear, press once to switch to the smaller sprocket, press twice to switch to the larger one; pressing at the front triggers the chainring change.
A kind of USB stick or "dongle" is supplied, which has no function at first, but should be kept safe. In the case of later software updates, it serves as a key to the switching system, so to speak.
Two sockets with red plugs are noticeable on the levers, because the eTAP is not completely wireless. This is where the "blips" can be attached, additional shift buttons for upper and/or lower links. Once plugged in, they do not need to be configured further.
A button cell sits in each lever for power supply, under a cover with three screws. However, according to the manufacturer, you only have to take care of it in about two years, that's how long the cells should last. A frequently voiced point of criticism is the relatively short operating time of 50 to 60 hours with one battery charge; However, the batteries can also be filled quickly and easily in the charging cradle supplied. A spare battery that is easy to carry is available for around €30.
SRAM Red eTAP: Assembly - a breeze
Once all the parts are "paired", you can already switch gears on the workbench - the thrower and rear derailleur move with a slight whirring sound as if by magic. Of course, there is no need to be afraid of assembly. The rear derailleur only has to be screwed on, even the limit screws are already set correctly. SRAM offers an elegant possibility for fine adjustment: Simultaneous pressure on the shift paddle and the push button on its inside moves the rear derailleur by 0,2 mm outwards (right lever) or inwards (left lever). For example, you can adjust the gears optimally after changing a wheel - if necessary even while driving.
On the front derailleur, a mark on the inner baffle makes vertical alignment easier. As with the mechanical counterpart, the horizontal adjustment of the yaw front derailleur must be very precise so that the chain does not rub against the guide plate in any gear - there is no trim level on the eTAP either. However, alignment is easier than usual as it can be done on the large sheet. In this situation, the mechanical front derailleur would be pulled down by the shifter cable.
So-called "wedges" are supplied for perfect assembly of the front derailleur - small wedges that are screwed to its rear and support the changer against the frame. So it cannot twist during the shifting process. The adjustment of the pivoting range also works in the same way as mechanical front derailleurs.
There are no surprises when routing the brake cables; Assembling the "Blips" (set: RRP €95) is also fairly simple. The small jack plugs are pushed into the corresponding sockets on the levers with slight pressure. If you only use one satellite switch per side, the second slot must be closed with the red plug. The extra switches do not need to be further configured; they work in the same way as the actual lever. So a set of blips shifts both rear and front.
The blips can be easily routed under the handlebar tape; To do this, we first fixed them with a piece of double-sided adhesive tape. If you want to mount the shift buttons very close to the stem, you can get special clamps. A clearly tactile pressure point ensures that the blips are not accidentally activated when gripping the handlebars. We've placed them on the front of the top link where they can be operated with your fingertips.
The shift brake handles of the eTAP have been significantly reduced in size, which will particularly please drivers with rather small hands. A four-stage reach adjustment brings the tip of the brake lever a maximum of 2,5 cm closer to the handlebars; in lower link posture that's a lot. However, you also have to open the brakes further, which is possible to a certain extent thanks to their four-stage tension relaxation.
The mechanical rim brakes included with the Red eTAP are already four years old - they were first introduced in 2012 as part of the second generation of the mechanical Red, at that time still a ten-speed group. There are two reasons why the brakes are used unchanged: on the one hand, they still decelerate exceptionally well and can be dosed perfectly, on the other hand, SRAM is also pushing the change to disc brakes on racing bikes. It doesn't make much sense to invest in technology that is outdated according to this way of thinking. Visually, the brakes go well with the look of the current SRAM groupsets, which are more characterized by continuity in terms of design anyway.
SRAM Red eTAP: A worthwhile upgrade
Complete bikes equipped with the SRAM Red eTAP are, as you can imagine, rather expensive: Hardly anything can be done for less than €5.000; if you want to buy from a retailer, you can quickly lose €7.000 or more. On the other hand, self-assembly is realistic for less than €4.000, and retrofitting also makes financial sense. The only problem here are frames with shift cables routed externally, because the cable stops are usually riveted on and cannot be removed. We mounted the eTAP to a lightweight BMC aluminum frame that features bolt-on cable stops. The frame was originally intended for electronic groupsets and is provided with the appropriate holes, which we obviously don't need. A carbon frame specially designed for the eTAP should be lighter than a conventional example due to the lack of stops, guides, etc.; at present, however, such frames are still rare.
With a 1.500 gram wheelset, our Red bike weighs 7,2 kilos including pedals; the group contributes exactly 2.038 grams (see table for individual weights). The weight difference to other top groupsets is small and certainly no reason to purchase the eTAP - in the end it's the look and function that make the difference. As expected, the radio circuit ensures an unsurpassed tidy appearance; the omission of cables and a switch box under the stem together with all fastening parts definitely makes the bike more beautiful. As far as the function is concerned, part two of our practical test will provide all the important answers.
SRAM Red eTAP: weights
Front derailleur: 164 g (incl. battery, 25 g)
Rear derailleur: 239 g (incl. battery, 25 g)
Lever set: 268 g (incl. button cells)
Crankset: 577g (BSA, 50/34 teeth, 175mm)
Bottom Bracket: 108g
Cassette 11-28: 170g
Chain (unabridged): 250 g
Rear brake: 129 g
Front Brake: 133g
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