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The latest SRAM RED AXS, which debuted in May 2024, took everything good about the prior Force & Rival updates, made it better, then took it further. Not only did the hood shapes improve like its siblings, but the brake levers and function themselves took a massive leap forward in power and ergonomics.
Its ability to pair and set up improved, too. And like a good older brother, it helps ensure everyone gets along, offering backward compatibility with all 12-speed AXS components.
After about eight months of riding the SRAM RED AXS E1 group, I’m still stoked on it. The performance is as good as you’d expect from a top-level group with a history of excellent performance, but the brakes push it over the top for me, making it a group that’s simply a joy to use. Side note: If you prefer gravel, there’s also a new dedicated RED AXS 1×13 gravel group just for you, but much of this will apply, too.
The brakes justify the upgrade
The nice thing about backward compatibility is that you can upgrade just the brakes for now, gaining dramatically more power and modulation, more comfortable hoods, and dropping about 83 grams.
The shape of the levers makes it easy to hook a finger around them, but the biggest improvement is the lever’s revised pivot location. It’s a lot higher, giving you more leverage for a much lighter feel.
SRAM claims an 80% reduction in braking effort from the hoods, and I’ll confirm that. Full braking power from the very top of the lever. It’s incredible.
I also like that there’s a hint of outward flare, which lines up nicely with modern handlebars. That, plus a more pronounced lip at the bottom of the brake lever makes braking from the drops easier and more confident, too. That extra bit of hook provides more security under the finger when ripping down descents, and the overall shape lends more confidence, even when it’s raining and the carbon blade is wet.
It’s also easier than ever to adjust lever reach thanks to a front-facing adjustment bolt rather than the hard-to-find bolt underneath prior model’s levers.
As an avowed weight weenie, I’m also stoked that they’re lighter, which partly comes from the calipers, too.
But as an early adopter of drop bar disc brakes who paid the price, I have begrudgingly accepted having more mass where it matters. Larger rotors and stout calipers are a tradeoff I’m willing to make, especially since I’m a larger rider (6’2″, 190lbs nekkid).
So, I was a little concerned about the skeletal new caliper design, particularly as I built up my Lauf Úthald for a mountainous bikepacking trip in Japan. Me plus a fully loaded bike plus 160mm rotors with brakes designed for road racing had me considering larger rotors.
But after a few conversations and early test rides, I stuck with 160s and headed to the Land of the Rising Sun.
After 8 days of loaded touring and exploring with scarily steep, unkempt village roads and screaming fast, perfectly paved mountain descents (and everything in between), I have no concerns.
Seriously, if you are looking for a reason to upgrade (or just spend money), the brakes alone are worth the price of admission.
Oh, and those Bonus Buttons…
The other killer new feature are the bonus buttons. Sure, you can program them to do things on a Karoo cycling computer and more, but the best setup for me was having the left button perform an upshift (harder) while the left paddle downshifted (easier). And vice versa on the right side.
By reversing what the standard shift paddle does, I’m able to shift both directions one-handed. It’s glorious, especially when riding undulating terrain while also trying to eat a snack.
Try it, it’ll change your life.
Everything else is great, too.
Throughout the trip and back home after, the group performed flawlessly.
Shifting is smooth and quiet. And it shifts really well under power, making it easy to downshift on a hard climb without letting off the gas.
The new, narrower front derailleur cage didn’t increase chain rub or rasp thanks to its auto-trim feature, and it executes front shifts as well as any.
The hoods line up nicely with handlebars, with new embossed grip texture to aid in pointing them in the right direction. They also sit very level with the handlebar (tested on Lauf’s Smoothie Road bar, which is also excellent).
Hammerhead time
If you buy a new SRAM RED AXS group, you’ll get the new Hammerhead Karoo with it, and that’s a good thing. Not only is it one of my favorite cycling computers (a built-in keyboard to pre-name each ride before uploading to the cloud? I mean, c’mon…that’s awesome), it’s an improvement on the prior model, and it integrates seamlessly with the new RED AXS group.
Meaning, you can customize the shifters’ bonus buttons setup, zero your Quarq power meter, and lots more from the menu directly on the device. Routing, re-routing, and navigation have been spot on, the climbing graphics are bright and bold, and the screens are easy to customize to get the data points you want.
Lastly, it finally pairs with iOS, and I was able to update our routes and destinations using it even while in Japan, which proved very helpful. Plus, it shows battery levels for all connected components, also very helpful when you’re deciding what to charge from a power bank you’ll need for a few days of off-grid riding.
Actual Weights & Installation Notes
Actual weights for the new SRAM RED AXS E1 components are:
Crankset: 468g (172.5mm arms, 46/33 chainrings w/ Quarq powermeter)
Brake levers: 202g each, 404g set*
Brake calipers: 151g front, 164g rear*
Front derailleur: 144g
Rear derailleur: 260g
Brake rotors: 131g each, 262g set (160mm, Center Lock)
Cassette: 232g (10-36)
TOTAL: 2,085g**
*Brake calipers had the spacers in them during weigh-in because it’s clamped in there and can’t be removed until the hose is opened for installation. Brake levers had small plug in port to prevent fluid from leaking. Both levers and calipers/hoses come prefilled with brake fluid, making installation easier, often without the need for a complete bleed.
**Add the following to this total:
+236g for the chain (claimed, uncut)
+48g for two AXS batteries (24g ea.)
+ a few grams for Center Lock mounting lock rings
– few grams for the brake spacers/plugs that get removed upon installation.
The group includes installation guides that make derailleur alignment and positioning very easy.
In particular, the front derailleur’s guide not only positions its height on the frame, giving it perfect clearance over the big chainring…
…but also making its yaw alignment easy by lining up the guide marks on the tool and the cage. This takes all of the guesswork out of it, and I only had to make small, quick tweaks to dial it in.
Additionally, the reinforcement wedge, which sits between the derailleur and the seat tube to bolster it when pushing the chain outward to the big ring, is now fastened from the outside of the derailleur. It’s a small thing, but can save a lot of time and frustration during setup.
Final thoughts
Overall, even mid-tier road groups from all of the major brands are really darn good. Force and Ultegra, Rival and 105. They leave little to be desired, honestly.
Where SRAM justifies the expense to go up a level is with ease of ownership and incredibly light weight, plus a focus on the braking performance and ergonomics. For me, this is what sets the group apart and makes every ride on it a joy.
Also, Japan, seriously. Just do it.
SRAM.com
