Seems quite expensive for a third tier down-streamed version of electronic shifting.
I think the price with PM is great.
But damn, this groupset weights about 850g more than DA Di2. That’s almost 2lbs. Can’t wait to see this groupset on a light “climbing” frame built up to 20 lbs. Lol
Stop me if I’m wrong, but for a tri bike, the disc part doesn’t matter, right? Can’t I just pick up the new drivetrain, blip box, blips/clics, and then leave my brakes and levers as they are? I’ve got a Felt B12 from 2012 that I’m thinking about turning into a 1x in this way.
Stop me if I’m wrong, but for a tri bike, the disc part doesn’t matter, right? Can’t I just pick up the new drivetrain, blip box, blips/clics, and then leave my brakes and levers as they are? I’ve got a Felt B12 from 2012 that I’m thinking about turning into a 1x in this way.
Knowing the SRAM individual component pricing, you may as well just buy the whole group…
Maybe, but then I’d have useless levers I’d never use. It would likely still be a more expensive upgrade than it’s worth doing to a bike that’s worth <$1000, but I guess my point is there’s now a derailleur and crankset available for significantly less than what I’d have had to spend before. So now I’m actually thinking about it again.
As an alternative, in stead of picking up a blip box (and blips), how about going for a GRX shifter?
for the last year i’ve been asking SRAM for 2 things: rival electronic, and mechanical 1x with 12sp 10-50 and a mechanical road control to shift it. basically, what i want is a cheaper version of what i’m running now on my gravel bike, which is force etap axs from the crank forward with an eagle chain, cassette and RD. SRAM delivered full stop on that second thing, with GX eagle and rival etap.
but that leaves me with what to spec on a gravel bike at half that price, and i think it’s that same groupset but mechanical, and i don’t see anybody with that groupset, SRAM included.
SRAM clearly just don’t want to do a 1x12 mechanical road/mullet, presumably because they fear it might eat too much into their AXS 1x cash-cow. If a start up company can make and sell an aftermarket SRAM 11 speed to 12-speed mechanical mullet conversion kit for ~$100, SRAM could likely do it for a few pennies in incremental manufacturing cost.
Stop me if I’m wrong, but for a tri bike, the disc part doesn’t matter, right? Can’t I just pick up the new drivetrain, blip box, blips/clics, and then leave my brakes and levers as they are? I’ve got a Felt B12 from 2012 that I’m thinking about turning into a 1x in this way…
I haven’t seen much, if any, “bundle savings” when buying an AXS groupset as opposed to buying the components individually. So I agree that there’s no reason to buy the full group set for a TT bike. And you don’t even have to buy the SRAM crankset, as plenty of companies are making 12-speed chain compatible 1x chainrings for road cranks.
Rival AXS does bring the cost of a 1x12 electronic TT bike conversion down a bit, but the blip box, blips, and clics are still every bit as expensive as they were when AXS Red launched. $385 for the blip box alone is a bit tough to swallow, especially when a GX Eagle AXS shifter/transmitter is $150. Where’s the Rival-price-level TT shift solution? I’m having impure thoughts about hacking an Eagle shifter into a make shift blip box.
why would i spec anything else on a $3,500 gravel bike?
Tight ratios.
**Tight ratios. **
Are you seriously contending that this gearing does not have tight enough ratios?
10-30t:10,11,12,13,14,15,17,19,21,24,27,30
And, if you really wanted, you can just get a Force AXS cassette if you really need even tighter ratios:
10-26t;10,11,12,13,14,15,16,17,19,21,23,26
10-28t;10,11,12,13,14,15,16,17,19,21,24,28
.
**Tight ratios. **
Are you seriously contending that this gearing does not have tight enough ratios?
10-30t:10,11,12,13,14,15,17,19,21,24,27,30
Read the quoted post
Fair point, i misread the original. Apologies.
why would i spec anything else on a $3,500 gravel bike?
Tight ratios.
i don’t want a tight ratio on my gravel bike. i want it on my road bike, for sure. but for me, gravel is a lot more like MTB in terms of my gearing needs. i not only can accept bigger jumps on my gravel bike, i need bigger jumps.
however, i certainly concede that gravel means different things to different people, depending on a person’s terrain and road surface.
I was very excited to see this, but I think that in my case it will not change anything.
In order to upgrade from a sram red 11s, I need at least :
The mini group
The blip box (which is more expensive than what I paid for the whole sram red group)
The blips which cost a fortune
To convert my rear wheel to AXS
To buy a crankset that weighs a ton and a new cassette
I really want to go electric for convenience, but the price to upgrade a non-AXS bike is a lot for something that doesnt make you faster.
I was very excited to see this, but I think that in my case it will not change anything.
In order to upgrade from a sram red 11s, I need at least :
The mini group
The blip box (which is more expensive than what I paid for the whole sram red group)
The blips which cost a fortune
To convert my rear wheel to AXS
To buy a crankset that weighs a ton and a new cassette
I really want to go electric for convenience, but the price to upgrade a non-AXS bike is a lot for something that doesnt make you faster.
i agree with you. this group has 2 compelling market strengths: as OE spec, mostly on drop bar bikes; and as aftermarket upgrades on drop bar bikes.
i think it might also be compelling as OE spec on tri bikes if SRAM creates an attractive price for OE buyers on the blips and blip box. or if the price on Zipp’s wireless extensions comes way down.
right now, one can contemplate a rival etap groupset on a road or gravel bike that costs, new, $3,500 or so. should that price translates over to a tri bike, i can’t imagine why anyone would spec anything else on a bike in that price range.
While eTap is certainly an elegant solution, Sram’s decision to abandon support for all of who bought the previous generation (11-speed) just a couple years ago has made me a firm believer that Shimano is the way to go. I have a small non-repairable problem with one of the limit screws on my 11-speed front derailleur. 11-speed replacements are no longer available, and the AXS fronts are not backward compatible with 11-speed shifters. SRAM’s solution to my limit screw issue is for me to buy a whole new group set and upgrade everything to 12-speed.
While eTap is certainly an elegant solution, Sram’s decision to abandon support for all of who bought the previous generation (11-speed) just a couple years ago has made me a firm believer that Shimano is the way to go. I have a small non-repairable problem with one of the limit screws on my 11-speed front derailleur. 11-speed replacements are no longer available, and the AXS fronts are not backward compatible with 11-speed shifters. SRAM’s solution to my limit screw issue is for me to buy a whole new group set and upgrade everything to 12-speed.
Wasn’t that essentially the same thing Shimano was saying to folks who ran into issues with their 10 speed di2 components once 11 speed di2 was launched?
i don’t want a tight ratio on my gravel bike. i want it on my road bike, for sure. but for me, gravel is a lot more like MTB in terms of my gearing needs. i not only can accept bigger jumps on my gravel bike, i need bigger jumps.
however, i certainly concede that gravel means different things to different people, depending on a person’s terrain and road surface.
For technical riding, yeah, wide steps can be nice.
The issue comes if you still want the gravel bike to feel at home in shallow non-technical riding. Then it can be nice for the gravel bike to have whatever gearing you’d want on a road bike, plus whatever bailout is needed for however mountainous the gravel roads get. This can require a lot of gear ratios.
i don’t want a tight ratio on my gravel bike. i want it on my road bike, for sure. but for me, gravel is a lot more like MTB in terms of my gearing needs. i not only can accept bigger jumps on my gravel bike, i need bigger jumps.
however, i certainly concede that gravel means different things to different people, depending on a person’s terrain and road surface.
For technical riding, yeah, wide steps can be nice.
The issue comes if you still want the gravel bike to feel at home in shallow non-technical riding. Then it can be nice for the gravel bike to have whatever gearing you’d want on a road bike, plus whatever bailout is needed for however mountainous the gravel roads get. This can require a lot of gear ratios.
i have 2x GRX on my bikepacker bike. it’s essentially a gravel bike tasked specifically for bikepacking, aero bars, and yeah, for this your point is well taken, because i’ll spend quite a bit of time on pavement and non-technical flattish dirt. my dedicated gravel bike is a different story.
I am looking forward to seeing a new Canyon with this…