Campagnolo has today unveiled what it is calling its "most advanced" groupset to date.

Taking its already extremely premium flagship product, Super Record 13, the brand has added an extra element of bling, with more of cycling's en vogue buzzwords: carbon, titanium, and ceramic.

Called the Super Record 13 "Ultra" – quote marks included – the groupset is essentially the same but… more.

Well, technically, less, as the whole thing promises a weight saving of 81 grams. However, in terms of its opulence, it is more. More luxurious, more expensive, and purportedly designed to "enhance the performance and aesthetics" of the existing Super Record groupset.

Specifically, it includes a carbon fibre chainring, with a choice of 50T and 52T, weighing 78g and 102g respectively. That's a saving of 34g and 28g versus the existing models, and boasts 7075 aluminium teeth, a special heat treatment that improves longevity, and "design details obtained directly from the mould."

It also includes a titanium cassette, with sprocket sets machined from bigger blocks of titanium. Here, there's a choice of 10-33T or 11-36T, with a weight saving of 30g and 44g, respectively.

These were made "with clear Campagnolo aesthetics in mind," including laser-etched graphics and a colour combination that, according to the brand, "makes the entire groupset unique."

Thirdly, and finally, an upgraded bottom bracket includes a switch to ceramic bearings. Notably not from the 'CULT' range that features on most of Campagnolo's high-end wheels, but a newly designed option that includes Silicone Nitride ball bearings which were "selected according to international aerospace standards," and a redesigned bearing cage to reduce friction and noise. This is paired with a double seal for longevity.

No specific efficiency or longevity savings are promised, but there is a claimed small weight saving of three grams.

Combined, all three items will save you approximately 81 grams, for a total price of €1,114.00, or almost €14 per gram.

But as the headline suggests, luxury doesn't have to make sense. Davide Campagnolo, grandson of the company founder Tullio, told a collective of cycling media in 2023 that the company was intent on focusing on the 'sports luxury' market, and this is the clearest symbol since of it doing just that.

Basic physics tells us that an 81-gram weight saving will, all else equal, make your bike faster, but in reality, it will do so in such vanishingly small quantities that it's hard to believe anyone will be spending €1,114.00 for those reasons alone.

And despite Campagnolo being intent on reassuring its potential buyers that they will feel the differences (its press release says: "On the road, an improvement of this level will not go unnoticed and will certainly be felt immediately thanks to the possibility of saving up to 81g…"), I'm not sure this is the reason people will buy it either.

More likely, per my admittedly limited knowledge on the motivations of 'haute couture' shoppers, is that buyers will buy it for the sense of achievement, perhaps the ability to connect to Campagnolo's history, not dissimilar to Colnago customers buying its $2,611.00 trench coat.

Perhaps others will buy it for the social recognition, or the pride in owning the best-of-the-best; something few others own. Surprisingly, this isn't an 'exclusive' run, but given the price, it's effectively no different.

To me, none of that makes sense, but if it makes you feel good, who am I to tell you how to spend your money? And to that end, if you'd rather just the new chainring, cassette or bottom bracket without the other items, you can buy them each individually too.

Rotor has relaunched the Uno groupset platform today, only this time it has embraced electronic technology and ditched the previous 13-speed hydraulic system.

Rotor first launched the hydraulic Uno groupset back in 2015; for the most part, it seems to have remained an interesting, alternate option rather than properly challenging offerings from the likes of Shimano, SRAM or Campagnolo, but never really took off. Rotor's key offerings currently are its cranksets and aftermarket drivetrain parts.

Things may be about to change, though, as the Spanish brand has kept the Uno name and relaunched new gravel and MTB electronic, wireless groupsets today.

There's another key factor in this development, which is the fact that Chinese OEM manufacturer WheelTop acquired a majority stake in Rotor around this time last year.

WheelTop already produces and offers electronic road and gravel shifters, derailleurs and brakes. Now, perhaps the marriage of the two companies will help bring the Rotor offering to the mass market at scale.

We don't currently have a full pricing breakdown for the Uno groupset or any of its components, but Rotor tells us MSRP will be less than €700 for the MTB groupset and around €800 for the gravel option.

Gravel and MTB offerings, with road on the way.

Currently, the Uno electronic groupset will be offered in Gravel and MTB variants, with a full road offering reportedly on the way.

The system is comprised of a rear derailleur, brake levers, brake callipers, and Rotor's existing cassette and cranksets can also be brought into the mix. Rotor cites a wide range of cassette compatibility across different brands as a strength.

Both groupsets focus on 1X, single-ring offerings currently. There is already a range of rotor crankset options to pair the systems with, such as the Rotor Aldhu carbon fibre cranks, but other cranksets could be used.

Both groupsets share the same rear derailleur design generally, but with a few tweaks for larger MTB cassettes. It also appears that the rear derailleur can be configured to work with 10-13 cassettes, potentially offering an advantage over current electronic rear mechs.

The brake levers, which look similar to SRAM units, feature carbon fibre lever blades, titanium handlebar clamps and run on CR1632 batteries. They also claim to feature a horizontal master brake cylinder to facilitate braking with one finger, something the latest SRAM equipment also offers.

The flat mount brake callipers use a monobloc design and ceramic pistons, whilst the system itself runs on mineral oil. Shimano pads and BH90 hydraulic hoses are compatible, which should make things user-friendly for owners and shops.

Weight-wise, Rotor claims the system is in line with its closest competitors, though no weights are given in the attached press material. However, the Madrid-based brand explains that the addition of the brand's already light CNC-machined cassettes and carbon Aldhu cranks provides an advantage weight-wise over competitors' components.

There will also be a Rotor Uno app, available for iOS and Android users, to allow owners to pair and customise the groupset. Metrics from the existing Rotor Power app will also be incorporated into the system in the future.

It's an interesting development, but pricing, accessibility and most importantly, performance, will dictate whether or not the latest incarnation of the Uno groupset sinks or swims.

SRAM recently launched a brand new, updated version of its wireless, electronic Force AXS groupset. There were also technically three other groupsets included in the release: an XPLR Force gravel variant and the same for the one-tier-lower Rival groupset.

I attended the launch of the SRAM Red AXS groupset last year and have done a lot of riding with it since, including a mega day out at the Marmotte Granfondo. I'll hold back from calling it a game changer, but there are elements of that groupset that SRAM has nailed. Specifically, the braking improvements, shifter ergonomics and front shifting; it's comfortably one of the best road bike groupsets on the market.

At the time, I was excited at the thought of some of that sweet Red tech being cascaded down the SRAM groupset tiers so that other, more affordable groupsets could benefit as well.

Fast forward just over a year, and that is what’s happened. The latest version of Force has a new lever shape that’s pretty much the same as Red AXS, the shifters also have a pair of bonus shift buttons - the same as Red - and a fantastic new light braking action. There's very good stopping performance, as well as improvements in the shifting department, plus the weight, as usual, has been trimmed.

There is a pretty wide range of potential spec configurations depending on what you go for, but a 2X groupset with a power meter retails at $2,842 / £2,582, and that price also includes a Hammerhead Karoo computer, which integrates with the Red AXS system. Whether you want a new bike computer is perhaps another matter, but there is no option to buy it without.

Design and Aesthetics

Visually, Force retains a lot of the aesthetics the outgoing generation had. The mostly black component colour is still there, and there are the Silvery metallic Force logos.

The most obvious changes have taken place at the shifters, with their new updated shapes, the chainset, which has different-shaped crank arms, and the rear mech, which gets a cutout in the body to drop a few grams.

Lastly, if you are looking at the brake callipers, they are still black, but have some lightened sections where material has been removed from the caliper body, though they are claimed to be stiffer now.

It all looks smart to me; modern and up to date. The carbon fibre brake levers especially look trick. The only components I'm not totally on board with aesthetically are the wider, flatter crank arms, which don't look quite as elegant.

Weight-wise, the groupset in a double configuration is around 183 grams lighter than the previous group, as quoted by SRAM. Dropping some weight is always nice, but for where groupsets are at now, unless something drastic happens, we shouldn't expect huge weight reductions.

Red AXS is very light, the weight reduction is where a lot of the extra spend goes, and in a double configuration, it is about 463 odd grams lighter than Force, which is a good chunk. Those weights are based on SRAM's claimed groupset weights; I haven't weighed it all myself.

The Force levers now share the same shape as Red and feature the same bonus shifter buttons, carbon lever blades, internal brake piston relocation and easy-to-access reach adjusters on the front of the levers, which are very easy to use. It's a big levelling up for Force overall.

SRAM also told me the Force and Red shifter hoods are interchangeable, so if you think you might prefer the more textured Force bonus buttons, as I do. You could install Force hoods onto your Red shifters. It also just means more spares are available generally if you wear your hoods out.

On the subject of interchangeability, the new Force levers and calipers are backwards compatible, which is nice. The new levers and braking performance would make a mighty upgrade to the previous gen groupset, and let's face it, plenty of us chip away at upgrades over time to spread the cost.

The Force dual-sided Quarq power meter offers +/-1.5% accuracy, again, the same as Red. The standard crankset can also be upgraded with a left-hand-sided Force power meter crank arm option. There is also now a threadmount integrated chainring option, which means chainring and power meters can be separated.

The Force front mech has also been narrowed and tweaked to improve front shifting. The previous gen Force front mech shifting performance had frustrated me in the past; performance from Force AXS has been excellent, and I have deliberately tried to upset it.

The inboard front mech cages are the same on Red, Force and Rival, whilst the outboard side of the cage is stamped steel on Force and Rival, and aluminium on Red to shed weight.

SRAM told me that the stiffness differences would be imperceptible here and that the inner plate provides the small-to-big ring shifting surface, so if the setup is correct, performance should be the same. On the subject of differences - or lack of - the drivetrain rivets, ramps, and teeth are also the same across Red, Force and Rival, another point to show how technology is shared.

One difference in the rear derailleurs is the spring clutch in the Force rear mech arm, versus the more complex (and expensive) orbital damper in the Red rear mech.

The Force and Red AXS brakes are as powerful as each other. Force doesn't have the weight-saving caliper cutouts that Red has, but they should have the same stopping power, more on this below.

The Force chain is pretty similar to Red, one of the key differences is that it loses the hollow chain-link pins that Red has, but the flat top profile with plate cutouts is the same, as is the hard chrome finish. The chain is also compatible with the 13 cog XPLR gravel cassette, so you don't need to worry about compatibility there. SRAM is also offering a purple version of the Force chain, just as a fun alternate option.

A wide range of gearing options are available, though the front double chainset only goes up to a 50T chainring officially, which may frustrate some. There are 50/37T, 48/35T and 46/33T chainsets available, and larger 1x chainrings, as well as 10-28 / 10-30 / 10-33 / 10-36T cassettes. I rode with 35/48 - 10-33T gearing.

Performance

Force AXS has performed near faultlessly for me across a range of different riding, and it's certainly been a successful test. This is another very good groupset from SRAM.

Feel and feedback play a big part in the opinions we form on braking and shifting performance - a big part of how a groupset performs, and generally, it's easy to tell when things aren't right.

First, for some context, SRAM supplied the groupset fitted to a new Ribble Ultra Race road bike for me to test. That same bike came with the 353 NSW wheels with tyre pressure sensors, which I am also testing in tandem.

Pairing the groupset in the SRAM AXS app was very simple. Everything showed up straight away (you can shake the bike to pair components), and pairing and syncing are very easy to do. Then you can configure things like bonus buttons, update the firmware of components and check battery life; this is the case for all AXS groups.

Shifting has generally been very good. The front has been impressive, with zero dropped chains or snags anywhere, and I've deliberately shifted poorly at times to try and drop the chain at the front. The new, narrower Force mech handled the abuse with finesse.

Shift speed itself is good, and I can't really complain about any of it. Force and Rival AXS groupsets also share the same wireless protocol as Red, which was shortened to speed up shifts, so there has been an improvement across the board here.

I will remake the point I made in my Red review that a proper and correct front derailleur setup will dictate front shifting performance. The groupset ships with a setup tool, but if you're struggling to achieve perfect shifting, read the manufacturer's manual and or find someone who can nail it for you; it may just make all the difference. That point stands for any 2x groupset as well, not just SRAM ones.

Shifting at the rear has also been very good, though perhaps not quite as smooth and silent as Red. The Red cassette makes things a little quieter at the back when shifting. I have had some rasping when in the big chainrings and the largest rear sprocket at times, as well as the odd clunky shift at the rear. I did check my test bike's hanger alignment with my Abbey Tools HAG alignment tool and made a small tweak, so this could have contributed to any misshifts.

Certain shifts at the rear have been absolutely perfect, though, and I do mean perfect. I also felt this with Red last year. Shifting overall is very good, comfortably in line with what you should expect from a good electronic groupset, but at certain speeds and cadences, you change gears, and it's a seamless joy.

Derailleur hanger alignment and proper setup also dictate shift performance, especially now electronic groupsets are dominant and mechanical gear cable condition and setup are no longer as much of a factor, so always check these things.

The new Force braking action and performance have been near perfect, and I have put the brakes to the test. I have descended one of, if not the steepest, A roads in Britain, Porlock Hill on a damp morning, as well as several mountains at the Marmotte Granfondo recently, including the Col du Galibier and Alpe d'Huez.

The brakes are excellent. They always slow you down with power and control, and the effortless braking action is lovely. I was braking hard on mountain descents all day at the Marmotte in 30+ degree heat, and aside from some squealing at times due to heat, the brakes were a real asset and saved me effort and energy.

I'm testing a gravel bike currently with Red AXS levers and calipers, and the feel at the lever is very similar; I can't detect much of a difference at all; both are crisp, positive and super smooth.

I noticed the difference between the two bikes, 140 and 160mm disc rotor size, on my first ride, but both sizes of rotors are available for Force, too. If you want a bit more power, then size up to 160mm discs. I'm not the biggest rider, so the 140s work perfectly for me.

I wanted to know if any differences exist between Force and Red that mean Red brakes are more powerful, and SRAM told me there is nothing that would make Force brakes any less powerful, so it seems to be mainly a weight thing. If you assume your equipment is all in good condition, the brake pads are bedded in properly, and the brakes are bled well, there's no reason Force won't be as powerful as Red, which is pretty cool.

Value

Force is a very good groupset, and the performance on offer is excellent; it's now very close to that of the flagship Red groupset.

Why spend more on Red? It looks more bling, and you're going to save a good chunk of weight - the thick end of half a kilogram. This will matter to pros like Jonas Vingegaard, who are trying to win the Tour, but for regular riders it's no deal breaker. Ok, if you're going for a really light overall bike build, Red will bring the weight down, but it's not essential and costs a good chunk more.

A name that's going to come up when discussing Force is Ultegra. On paper, the second-tier groupset from Shimano is Force's direct competitor and is a little lighter. The current version of Ultegra has been on the market for several years and can be found for a cheaper price than SRAM Force AXS right now, as can Dura-Ace if you shop around. Ultegra also provides excellent performance. So, from a purely cost-saving point of view, it provides a cheaper option.

With Force, though, you are getting, depending on what you buy, a very dependable dual-sided power meter and an excellent bike computer in the Hammerhead Karoo that integrates very well with the SRAM system, if you need one. Shimano power units by comparison, are generally regarded a being a little inconsistent. I do think these points boost value, as does the wireless technology that aids modern, integrated bike builds.

I can see how an included computer, if you buy a whole groupset, might be frustrating. Especially if you really love your own model. I think my outlook has softened on this due to the Hammerhead Karoo being a genuinely excellent computer, my own favourite, I use it when I'm not testing something else. At the very least, I'd say give it a fair run out for a time if you do invest, the maps in particular are fantastic, and you could also move it on if it's not for you.

It's more money than the competition right now as a standalone groupset, but it all works excellently and feels very fresh, up-to-date and very user-friendly. That's to say nothing of the range of bikes it will be specced on as standard. I think Force offers good value for money.

Verdict

As it did with Red, SRAM has made an excellent update to Force, and it narrows the performance difference between the two groupsets.

The groupset has performed fantastically, and the bonus shift buttons and braking performance in particular are very good features that add value and really boost the user experience. SRAM also seems to have shared a great deal of tech with Force and Rival to raise the bar overall.

In fact, SRAM are out in front at the moment regarding road groupsets if you ask me, though there are signs that new Shimano road groupsets may be on the way in the future. We have no idea when yet, but the new wireless battery tech on XTR and GRX perhaps hints at some movements behind the scenes.

Force is an excellent new addition to the SRAM road lineup. I'll happily ride with it anytime.

June has seen a lot of action from Shimano. We’ve covered a brand new Shimano XTR groupset, the first ever wireless groupset from the Japanese giant, and hot on its heels was the launch of the lower-tier Deore XT wireless groupset.

Both of these groupsets were all-new; a systemic overhaul, which kind of explains why Shimano decided to clean-slate both ranges at once. Now Shimano has released a new GRX wireless Di2 groupset, but unlike XTR or XT it’s not really a new groupset at all, but rather a combination of a new rear derailleur and a new left hand shifter that, in combination with current component offerings, can create a fully wireless, 1x gravel groupset.

Two new components, one new groupset

Shimano’s GRX gravel groupset already exists in several guises. There’s the flagship 2x12 Di2 version, and second-tier cable-actuated 1x and 2x12 offerings. This means there are a lot of parts out there with which to mix and match to make a new setup.

Effectively, Shimano has launched a new wireless rear derailleur, the RD-RX827, which draws heavily from the designs of the XTR and XT rear derailleurs. This can be combined with the cranks and cassette from the cable-actuated GRX drivetrain, the wireless right-hand shifter from the 2x Di2 drivetrain, and a brand new, gutted BL-RX825-L left-hand shifter, which is devoid of buttons.

Users could conceivably also opt to use the dropper-specific GRX lever, whereby the brake lever also swings to actuate a mechanical dropper post, or simply run a standard pair of 2x levers and use the redundant Di2 shifter paddles to augment the bonus buttons and control things like their computer screens.

A new wireless rear derailleur

Unlike XTR, which offered two new derailleurs (short cage and long cage), this new GRX RD-RX827 rear derailleur is only available in a long cage version. As it is only really designed to work with the micro spline 10-51t cassette, though this should work with other 12-speed cassettes.

The gearing range isn't set in stone, however, as the existing 1x GRX cranksets are offered in 40t or 40t chainring sizes, and for those looking to create hybrid drivetrains, it is possible to use mountain bike standard cranksets to get a lower gear range.

Like the XTR and XT derailleurs, it features a removable battery for off-bike charging and a design that is claimed to help alleviate the risks associated with rock strikes. Rounded edges aim to stop it catching so badly on protruding trailside objects, and the new impact recovery function automatically returns the derailleur to the position it was in before the impact occurred, meaning you should be able to just keep pedalling.

Add to this a new dual-spring design which aims to improve chain retention, also ported over from the MTB derailleurs, and it seems like Shimano has been speccing its gravel components for ever-rougher terrain.

The new derailleur weighs in at 449g and boasts a battery range of 700-1,000km.

A new dummy lever

While it is possible to use the new wireless rear derailleur with the current 2x shifter hoods, it would leave you with two redundant shifter paddles on the left-hand shifter. One could use these to control a computer, a set of smart lights, but three spare buttons (including the bonus upper one) are likely too many for most people.

As such, Shimano has also launched the BL-RX825-L left-hand GRX shifter, which features the same ergonomics as the 2x Di2 shifters but is totally devoid of features besides a hydraulic brake lever. This only saves 19.5 grams, with the shifter weighing in at 188g, but reduces the complexity and saves your fingers from reaching for buttons that won’t do anything.

This leaves the current RX825 right-hand lever to take control of all the shifting and bonus button duties, with the remaining extra on the inside face of the upper part of the hood.

At present, pricing and availability details haven't been shared.

Shimano recently rejoined the world of electronic MTB shifting after a long hiatus with the release of its latest XTR Di2 groupset. The long overdue release sparked excitement through the MTB community as Di2 finally went fully wireless, although for most riders it was a tantalizing look into the future as they set to wait for the tech to reach Shimano's other MTB groupsets.

When Shimano first launched electronic shifting back when 11sp was cutting edge, it offered Di2 in both XTR and XT levels, so it was a safe bet that they would eventually do the same with the new wireless 12sp Di2.

Considering the XTR Di2 release marked almost a decade since Shimano last offered an electronic groupset, it was unclear how quickly we would see Di2 trickle down to other tiers.

We didn't need to wait long, though, as Shimano has officially announced the release of two new MTB groupsets, Deore XT M8200 Di2 and Deore M6200 Di2.

While it's not a surprise to see XT receive the Di2 treatment, this is the first time Shimano has offered Di2 shifting technology on a fifth-tier groupset, skipping SLX and going straight to Deore. While there is a significant hike in price compared to the mechanical Deore derailleur, the release of a Deore-level Di2 means Shimano's electronic shifting should be more attainable for riders, as well as the possibility of Deore Di2 being specced as OEM components on new bikes.

Shimano's most affordable Di2 drivetrain

It appears that Shimano will only offer Deore M6200 Di2 as individual components rather than a full groupset, unlike XTR, which saw the whole groupset get overhauled. Unlike Shimano's best road bike groupsets, the Deore M6200 Di2 derailleur uses the same wireless design as the XTR Di2, which features a removable and rechargeable battery housed within the derailleur.

The result is that the form is very similar to the XTR derailleur with a low-profile Shadow ES design aimed at reducing the risk of rock strikes and the new chain stabilising system that uses a dual spring mechanism. The Deore derailleur also features an Automatic impact recovery function, which helps deflect impacts before resetting to the gear you were in before the impact.

Unlike the XTR model, which comes with a long cage 10-51t cassette option or a new mid cage 9-45t cassette setup, the Deore M6200 only comes with a long Steel cage and uses the existing Deore M6100 12-Speed Micro Spline MTB cassette.

The Deore Di2 Shift Switch has two paddles to change gears (single shift or hold to shift multiple gears), plus a third programmable button for added customization like controlling your bike computer or controlling eMTB shift functions through the E-TUBE app.

Programmable accessory buttons are now featured across many road groupsets, but are new in MTBing. It was the first thing that caught my eye with the new XTR Di2 groupset, so it's great to see this tech get included across all of Shimano's MTB groupsets, rather than just a premium feature.

Shimano Deore XT gets a full Di2 update

While Deore is only available as a shifter and derailleur, the Deore XT M8200 Di2 groupset has been treated to a full update similar to XTR. That means you get the option of a 10-51t cassette with a long cage or the new 9-45t cassette with a mid-cage for increased derailleur clearance. While the XTR uses carbon and the Deore reduces costs with steel, the XT cage is made from alloy. The shifter uses the same three-button setup but has a three-way multi-axis paddle adjustment so you can fine-tune your cockpit ergonomics.

Finishing off the drivetrain is a new XT crankset that Shimano says balances rigidity and weight for XC to enduro riding. Cranks are available in lengths between 160mm to 175mm and chainrings between 28t and 36t.

Braking also sees an update with a new inline XT lever featuring an updated pivot point called Ergo Flow that can be paired with either a dual-diameter four-piston for enduro and trail or a lightweight two-piston design (post and flat mount) for XC. Flowing through the hoses is Shimano's new low-viscosity oil that Shimano claims improves stability over a wider temperature range.

Shimano also offers an e-bike-specific derailleur that can be hardwired to your eMTB system for power for both XT and Deore. Both derailleurs feature Auto Shift and Free Shift technology and are available in 12sp Hyperglide+ and 11sp Linkglide options.

The future of Shimano's mechanical groupsets

If electronic shifting is not your thing, Shimano will still offer mechanical versions of its XTR, XT and Deore groupsets, although currently there is no information regarding whether these cable-actuated groupsets will also be receiving an update.

Although XTR, XT and Deore have all received an exciting Di2 update, poor SLX seems to have been left out. Shimano's third-tier MTB groupset will continue in its mechanical iteration, it's unclear whether it will receive a Di2 version in the future, but it could be a sign that Shimano is beginning to phase it out.

SRAM has launched four new groupsets today. Yes, that is correct, four. The American brand has launched all-new Force and Rival AXS groupsets as well as gravel-specific Force and Rival XPLR gravel groupset variants. The new groupsets have received a big overhaul, in the same way Red AXS and the 13-speed gravel-specific XPLR groupset did last year.

SRAM has extended the amazing braking performance and shifter shape from Red to Force and other lower-tiered groupsets, and included backwards compatibility as well as a range of other features, which have been broken down below.

A Force AXS 2x groupset, including a Hammerhead Karoo will come in at $2,842, while a Rival AXS unit with power meter will come in at $1,929. Force XPLR with a power meter will cost $2,358 while Rival XPLR with a power meter will be $1,743.

The claimed weight for a Force 2x groupset with a power meter is 2,959 grams, with the Rival equivalent coming in at 3,206 grams. There are a lot of different component variations, quoted weights are with 160mm rotors, 10-30 cassettes, 48/35 chainrings and 172.5mm crank arms. Force is claimed to be 183 grams lighter than the previous generation, while Rival sheds 213 grams.

Just over a year ago, SRAM launched its flagship Red AXS groupset along with a suite of other components. Red AXS arrived as the world's lightest electronic groupset, with weight savings having been made across the board, and the groupset has generally been received very well. At the time, I said that ‘I couldn’t find many negatives’ when it came to the new groupset in my review of it; it's comfortably one of the best road bike groupsets.

Now, some of the key features that make Red so good have trickled down the SRAM range. A standout piece of tech from the group has been the updated brake lever shape, bonus shift buttons and a change of brake piston configuration, amongst other things, which resulted in an amazingly light, effortless braking action and feel. The braking experience from Red AXS and Red XPLR has been one of, if not my, standout piece of cycling tech in the last couple of years.

Now SRAM has released brand new Force AXS and XPLR groupsets, along with third-tier Rival and Rival XPLR groupsets that all benefit from the updated Red lever shape and braking feel. All the new components and specs are broken down below.

Gear shifters and bonus buttons

The Force shifters receive a big update here and essentially have been given the same shape and design overall as the existing Red AXS shifters.

I have been riding them already ahead of review, and the light braking feel, and one finger braking that Red has, is there now. The Force levers get a carbon lever blade, with easy to access reach adjust, and textured bonus buttons on the inside of each shifter, which can be programmed to control a Hammerhead computer, which comes included with complete groupsets or to shift gears.

The bonus buttons on the new Force levers also have some new texturing to match the Hammerhead computer buttons, a nice touch.

XPLR variants for Force and Rival use the same shifters, but with a proprietary XPLR rear derailleur.

SRAM Rival:

SRAM Rival, the brand's third-tier road groupset, has also received a huge update and is said to be 'noticeably lighter now'.

Rival now shares the same updated shifter shape as Force and Red, but with a different textured lever hood and without the bonus shifter buttons. A feature it does share is the easy-to-access reach adjust on the front of the carbon fibre lever blades.

Rival brake feel and performance should make a big jump forward, thanks to the trickle-down of tech it has benefited from.

Front and rear derailleurs

The all-black Force AXS front derailleur has also received improvements that should improve the SRAM front shift experience, which has received criticism in the past. SRAM makes the point that improper setup impacts performance, so every unit will come with the SRAM setup tool.

The derailleur cage has been made narrower, said to make shifts faster, and SRAM says it will be silent in every gear thanks to the auto trim function.

The new Force rear derailleur is 12 grams lighter, in part thanks to the derailleur body cutout that's similar to Red. It has larger pulley wheels to increase efficiency. It's also 1X and 2X compatible. The derailleur will cover 10-28T to 10-36T cassette sizes.

The Force AXS derailleur is 12 grams lighter than the previous gen, thanks to a cutout in the body. It's compatible with up to 36T sprockets and has larger X-Sync pulley wheels.

The new Force XPLR rear derailleur uses a UDH full mount standard to mount easily to frames without limit screws, B-tension screws or derailleur hangers. The units are rebuildable in case of damage, and their large size and firm chain retention arm spring aid off-road riding. The XPLR rear mech works with the 46T XPLR cassette max sprocket size.

The Rival AXS derailleur loses the 'eTap' moniker like the rest of the range, but looks fairly similar to the outgoing generation. The unit will accommodate up to a 36T sprocket and is compatible with 1x and 2x drivetrains. This is the road-specific unit; use the XPLR rear mech in conjunction with the 13-speed XPLR cassette.

The Rival XPLR rear mech uses the same key features as Force, there's the UDH full mount design for adjustment-free installation, 13-speed XPLR cassette compatibility and straight parallellogram design for strength off-road.

Braking

The two-piece Force callipers get an all-black design, and whilst they don't have the weight-saving cutouts and one-piece calliper body of range-topping Red, some material has been machined away from the sides, and the lightweight, easy braking action is there. SRAM also says the new callipers are stiffer than the previous generation, which should also improve performance.

The Rival callipers look to be of a pretty similar design to Force, but they have a less premium matte finish. The two-piece construction and weight-saving cutouts appear to be the same.

Chainset and power meter

The new Force carbon fibre crankset is most easily recognisable by the profile of the crank arms, which are a little wider and flatter than before. (Yes, there's also the SRAM Force sticker.)

All the usual crank arm and chainring configurations will be available, including a 1x aero version and 160mm cranks, a hot item right now.

The +/-1.5% power meter chainset version still has integrated chainrings, but SRAM has developed a threadmount chainring option, meaning users can replace chainrings if they wear out on this model, which should be a welcome move.

The Rival AXS chainset draws the eye thanks to the prominent cutouts on the crank arms themselves, which have helped to shed 50 grams over the previous versions.

There's a spindle-mounted left-hand power meter option which uses an AAA battery. The chainset is available in 1 and 2X configurations but does use an integrated one-piece chainring available in 48/35 and 46/33T combinations.

Cassette and chain

The SRAM Force 12-speed XG-1270 cassette is available in four sizing options, including a 10-36 configuration and 10-30T, the same ratios as SRAM Red.

The XPLR cassette uses 13 sprockets to provide a greater range of gear ratios, but still uses a standard 12-speed flat top chain.

The Force chain uses chrome-plated inner link plates and rollers, which SRAM says will reduce wear. Like the rainbow SRAM Red chain, SRAM is offering a purple chain to Force customers.

The Rival XG-1250 cassette is nickel chrome plated and, as you might expect, is a little heavier than Force and Red. The cassette is available in two different sizes, a 10-30 and a 10-36T version, which retails for $132 and $215 for the 13-speed XPLR version.

The 13-speed XPLR Rival cassette should help give access to the latest 13-speed XPLR off-road tech, but at a far more affordable price point.

Hammerhead Karoo

The Hammerhead Karoo is not a brand new unit, with the computer launching in May last year, we include it, however, because it ships with brand new Force groupsets and offers excellent AXS integrations.

The Hammerhead Karoo happens to be a very good computer, and it does tie in well with the SRAM ecosystem. SRAM is also offering it in a purple finished version to tie in with the Force graphics at launch.

Sram highlights the unparalleled connectivity the Karoo can provide with Sram AXS products; the Red AXS shifter buttons can be used with ANT+ to control the Karoo data screens, for example.

Just under a year ago, we reported that Belgian brand Classified had officially entered the groupset market. The company, in partnership with TRP, a predominantly brake and component manufacturer, had developed the Vistar Powershift groupset, described as a complete 1x15 (or even 1x16, depending on setup) groupset. 

The groupset was announced last year, shown at Eurobike, and even won an award, but until now, it hasn’t been available to purchase on the open market. In short, we knew about it, but it hadn't been officially released. 

We spotted it being raced at Unbound last month by Arno Van den Broeck and included it in our Unbound tech gallery. Fast forward a few weeks, and the groupset has now been officially released to the public. 

It will reportedly cost €2800 in Europe and $2900 in North America.

The tech is the same, but we now have more interesting details regarding compatibility and specs. This equipment should provide another nice option alongside the road bike groupsets from the big three manufacturers. 

The Classified Powershift tech itself has been here for several years and has been reported on for a while. Who remembers Victor Campaenaerts' attention-grabbing Classified-equipped Ridley bike setup back in 2023? Pro riders like Fillipo Ganna have also used a disc wheel with a Classified hub to provide a wider gear range and maintain an efficient chainline when paired with a 1x aero front TT chainring.

This new groupset represents a more complete overall system that essentially marries TRP’s groupset componentry with Classified's clever Powershift hub system. While the Classified system can be used with other manufacturers' groupsets, the TRP collaboration is more wholesale and integrated. 

A 1x16 is the headline here, but to be clear, externally you will see a 1x12 setup. In combination with the Powershift planetary hub gear, 16 'unique gear combinations' are provided depending on the cassette and chosen chainring sizes. 

The system is built around a single front chainring, a 12-speed proprietary steel monoblock cassette which interfaces with the Classified freehub body and a KMC X12 chain. Cassettes will all have an 11T small sprocket and range from 30T up to 40T max sprocket sizes, with a total of five options altogether. 

A range of chainring options is also on offer, including the aero crankset from Classified available in 46 or 52T sizes, alongside TRP rings in 44, 48, 50 and 52T sizes. 

As mentioned, this system uses a 12-speed cassette, but the Classified Powershift rear hub gear changes from 1:1 to a 0.7 ratio (emulating typical 2x chainset ratios) to essentially provide 15 or 16 unique ratios. A key argument for this system is that it eliminates some of the very similar ratio combinations that can be found on a more standard 2x system, with every gear being usable, thus widening the range to 530%. 

TRP’s Vistar gear levers and rear derailleur, which uses a removable battery said to be good for 10,000 shifts and charged within an hour, are paired with a Classified Powershift hub. There are road and gravel-specific rear derailleurs, with a 34 and 40T max cassette capacity, respectively. 

A CMD ‘command system’ wireless protocol controls everything and provides a way of ensuring smooth communication between all of the groupset components, which are all paired using the TRP CMD app.   

A calling card for the groupset seems to be the ability to choose between QuantumShift and Manual shift modes, which can be done using the mobile app. The ability to shift at any time, under load, with zero effort or finesse needed is also promised, which could be a particular effort saver off-road or in competition. 

QuantumShift controls shifting and shifts the rear derailleur and Powershift hub gear at the same time to ensure smooth sequential gear shifting and optimal cadence. Riders can control this using just two buttons to shift up and down the range within 150ms (milliseconds).  

Riders can also use Manual mode and operate the derailleur and Powershift hub separately themselves and override QuantumShift whenever they like.  

“With Vistar // Powershift, we’re ushering in a new era of shifting: intuitive, wireless, and limitless, explains TRP's Yannick Mayer. "Our QuantumShift technology takes the guesswork out of gear changes – riders simply shift up or down, and the system intelligently handles the rest."

QuantumShift tech is at least along the same lines as the new Shimano Q'AUTO system that launched this week. Could this kind of hub gear, auto shift tech, be the future for performance bikes as well?

Shimano’s flagship MTB race groupset, XTR, has been electric in the past, but the latest e-version was released in 2015 so there is almost a decade of electric shifting experience in the company since its last crack of the whip. Since then the Japanese componentry giant has fallen back to relying on its cable-actuation expertise for mountain bikes, despite its GRX gravel groupsets coming in electronic versions (albeit only 2x ones), and on the road Di2 shifting being on offer down to 105 level, and even incorporated into its latest Cues commuter groupsets too.

This latest XTR groupset is a reassertion of the brands faith in electronic shifting, and, now that SRAM has gone fully electric at all tiers, and we are likely to see an electric 13sp gravel groupset from Campagnolo on the horizon soon, a broader, industry-wide endorsement of electric as the way to go on all terrains.

Before we dive into the individual updates, I’ll wet the metaphorical whistles with the headline figures: We’re looking at the first fully wireless electronic groupset from Shimano, with a removable battery in the rear derailleur, a new 9t smallest sprocket on one cassette option (one smaller than you’d get from SRAM), and the potential for some interesting mashup groupset combinations.

Fully wireless shifting

It is sad as primarily a road cyclist that the MTB brigade get the cream of the crop when it comes to component evolution. I could bore you with the fact that Dura-Ace Di2 wasn’t the first to do electric shifting back in 2009, with this accolade going to the long-forgotten Shimano Nexave Di2 for commuter bikes back in 2001, though this had automatic shifting. In any case, it wasn’t a top-end road groupset, and neither was the mad Shimano Airlines that used a tank of compressed air to shift instead of the movement of electrons, but that's by the by. 

In any case, XTR has finally brought Shimano into the world of proper wireless shifting. No battery in the seatpost, and fiddly wires to connect, but instead a battery in the derailleur that can be removed for charging as is the case with all SRAM electronic groupsets and the latest wireless Campagnolo options too. 

The new XTR M9250 rear derailleur is also designed to be lower profile, and more durable, with a dual-spring design to increase tension in the system in a bid to improve chain retention. This lower profile is designed to reduce the risk of rock strikes, which are more common as you shift to larger sprockets and the long derailleur cage gets closer to the ground, so in order to tackle this Shimano has done something novel with the cassette design, but more on that shortly. 

If you are to bash the derailleur in an impact then, instead of going into crash recovery mode and needing a manual reset, as is the case with current Di2 systems, XTR Di2 will simply remember the gear you were in, take the impact, and then reset itself back to where it once was. 

Two versions of the wireless rear derailleur will be available, as well as a separate pair that can be hard-wired into an e-bike battery so they never need charging. Long cage versions will pair with a 12-speed 10-51t cassette, which already exists, while short cage versions will work with a 9-45t cassette. Yes, nine. 

A nine-tooth sprocket

If you want to maintain a decent gear range, and don’t want to put a long cage derailleur on for fear of rock strikes, then instead of going bigger and bigger with the largest sprockets, as we’ve seen with SRAM’s Eagle options, Shimano has instead gone smaller, adding a 9t smallest sprocket to one of its cassette options, whilst maintaining the use of the microspline freehub body employed currently by Shimano MTB systems. 

A 9t is the smallest we’ve seen in what we can reasonably call ‘performance cycling’, though it has been common in the world of BMX for some time in an effort to reduce the size of the chainrings while maintaining the same gear ratio. The 9-45t cassette sets a new standard for sprocket size in any case, but maintains a 500% gear range. It’s still less than the 520% on offer from an Eagle 10-52 cassette, but in a substantially smaller package. 

These cassettes can be paired with either XC Race (read: lightweight) or Enduro (read: more durable) versions of the same crankset, both based on the tried and tested Hollowtech II blueprint. 

Choose-your-own-adventure braking and a new shifter pod

Unlike most (neigh, all, if I’m not mistaken) groupset options, where the braking setup was set in stone, besides fitting larger or smaller rotors, XTR Di2 has three different braking options: A lightweight XC Race setup, a setup that’s a little heavier that prioritises braking power and modulation for trail/enduro riding, and a middle ground that tries to be the best of both. 

How Shimano has achieved this, I think, is by offering a pair of brake callipers (trail & XC), one being four-piston and the other two, and a pair of brake lever options (also trail & XC), and, I presume, allowing users to opt to run a trail lever with an XC caliper or vice versa, though it is not clear what is the suggested combination at this time. Shimano has offered 4-pot and 2-pot callipers as part of the same system before, but they both used the same lever. Both systems use a new, lower viscosity (thinner) mineral oil that, Shimano says, helps to provide a consistent piston rebound speed over a wider temperature range. 

Finally there is a new shifter, given that, like an XC Bob Dylan, it’s finally gone electric. The little control deck has three configurable buttons, two for shifting and one to act as a bonus button for things like your bike computer. These can be purchased in a band-on configuration, or in a guise that bolts directly onto the XTR brake levers themselves for a cleaner cockpit. 

This is, as far as we are aware, the first time that bonus buttons have features on a mountain bike groupset, opening up possibilities for flat bar enthusiasts hitherto only available to drop bar riders. In reality, the ability to swap computer screens without taking your hands off the bars makes a lot more sense for MTB than it does for road riding.

What does this mean for the future of Shimano?

It is perhaps slightly outside of our normal wheelhouse to cover the launch of an MTB groupset, but this XTR launch prompts some educated guesswork and speculation about what the future holds for Shimano componentry. 

Personally I think the move to a wireless system is both welcome and overdue. I am a huge fan of Shimano groupsets, but the installation and maintenance headaches are significantly greater than that of SRAM options. I think, in the fullness of time, we will see wireless shifting on offer on gravel and road groupsets. 

I don’t think we will see the end of 2x, though thanks to SRAM’s patents we will probably see any Shimano wireless 2x systems adopting a pair of non-identical batteries as is the case with Campagnolo Super Record Wireless. 

What is more intriguing is where this places the future of inter-groupset compatibility. Now we have electronic, 12sp shifting in road, gravel, and MTB, this means that there may finally be a path opening up for true intercompatibility between road, gravel, and MTB setups in the same way as in the SRAM ecosystem. 

Campagnolo has today released Super Record 13, a brand new, 13-speed version of the Super Record wireless groupset. 

This news comes not long after we spotted Team Cofidis' Look bikes fitted with an unfamiliar 13-speed Campagnolo Super Record at the start of the Giro d'Italia. This made us suspect that perhaps a new groupset release wasn't far away, and Campagnolo has now done just that. 

Campagnolo released Super Record WR in May 2023, and it's probably fair to say the groupset, the company's first fully wireless, electronic group, has received mixed reviews over the past couple of years. The matte finish and slightly cheaper Super Record S groupset, also followed in December last year. 

Now, Super Record 13 is here. There are a lot of interesting changes and what appear to be improvements. SR13 is claimed to be 3.7% lighter than SR WR12, with a claimed weight of 2,445 grams compared to the old 2,520g.

This groupset is 2x13 speed, which makes it the world's first. Yes, Campagnolo Ekar and SRAM Red XPLR are 13-speed, but they are both designed around a 1X front chainring, something which currently doesn't seem to be an inclusion for Super Record 13.

The Campagnolo thumb shifters have also returned, with a new shape and design. There are new shifter ergonomics and a wider range of gear ratio combinations as well as what appear to be a host of other refinements, which may help dissolve some of the criticisms which have been levelled at Super Record WR when compared to the rest of the best road bike groupsets.

The RRP for a groupset without a power meter is €4,300 / US$4,750 / £3,900. This is $649 cheaper than the RRP for Super Record WR at launch two years ago. 

A Campagnolo power meter chainset-equipped groupset comes in at €5,399 / US$5,899 / £4,950. 

We don't have individual prices or weights for the groupset at this point. 

The start of a new chapter

You can't help but get a sense of confidence from Campagnolo regarding Super Record 13; the Italian brand doesn't tend to share too much, but it must have high hopes for this release, and it sounds like a period of change is underway. 

The brand's press material calls SR13 'The first groupset starting a general redefinition of the brand’s identity, a new strategy in line with Campagnolo’s legacy of innovation.'

It also sounds like more is coming; apparently a 'complete line of products' will be launched shortly to 'cover the various market segments.' We have already caught a glimpse of one such possible product at Unbound Gravel, where we spotted a wireless 13-speed Campagnolo gravel groupset. 

Campagnolo mentions it was the first manufacturer to introduce 10, 11, 12, and now 13-speed groupsets. Sprocket count certainly isn't a groupset's defining metric, but perhaps that one extra cog could indeed signify the start of a new era. 

Faster shifting

Campagnolo says SR13 is the 'fastest on the market', providing 'accurate, silent and immediate shifting.' 

Shifting is now claimed to be the fastest on the market, with a claimed full cassette shift in 2.4 seconds when shifting up and 1.9 seconds when shifting down. There are a range of other changes, let's get into them. 

There are now 13 rear sprockets, but the existing Campagnolo N3W freehub body spacing remains. So Campagnolo has further reduced sprocket spacing and probably tweaked a few other things to fit 13 sprockets where 12 used to sit, the same as SRAM Red XPLR.

What isn't completely clear is whether the new chain will be 13-speed specific; the outer plates are stamped 13, so we assume, for now, it is a new 13-speed specific component.  

A reduction in any jumps between sprockets has been a focus, and four cassette options will be available. Two will start with a 10-tooth sprocket and two with 11. The full breakdown is below:

10-29 (10/11/12/13/14/15/16/17/18/20/23/26/29)
10-33 (10/11/12/13/14/15/16/18/20/23/26/29/33)
11-32 (11/12/13/14/15/16/17/18/20/23/26/29/32)
11-36 (11/12/13/14/15/16/18/20/23/26/29/32/36)

A new, larger chainring combination of 55/39 has been introduced, for a total of seven possible options. Other than that, the chainring sizes remain the same as the current SR WR groupset. The chainrings will have a new 'black chrome' surface treatment, said to increase durability and a new tooth shape to speed up shifting. 

Chainring options will be: 45/29, 48/32, 50/34, 52/36, 53/39, 54/39 and 55/39.

Crank arms will be available in 165/170/172.5 and 175mm lengths, and the Ultra Torque axle system will remain. Cranksets and chainrings will be available separately, which should mean customers aren't locked into a combination they don't want. 

As mentioned, the groupset, at least without a power meter, is cheaper than its predecessor, and Campagnolo indicated it has made changes to production processes and invested in automation to achieve this, something that could impact all future releases and manufacturing going forward. 

Both wireless derailleurs have also been redesigned. The front is 10 grams lighter, with plenty of carbon fibre on the outer cage. It's capable of accommodating the 29-55T max size chainrings, which should please pro riders. A slimmer design and new battery also aid tyre clearance compared to the slightly bulbous unit on Super Record WR. 

Quoted battery range in normal conditions is 750km, and a full recharge is said to take one hour. Batteries can be charged on and off the bike. 

The rear mech has received a '25% reduction in lateral bulk', and it does look a lot more slimline with less overhang quoted. It will be UDH compatible with an adaptor for frames with regular hangers, and the derailleurs' pulley wheels will both have 14 teeth each.

The Super Record WR ergopower shift levers have been one of the more divisive SR components, and the SR13 groupset has seen them get a total redesign.

First off, the shifters feature a new version of the famous Campagnolo thumb shifter button, which is located on the inside of each shifter body. This new button looks like it will allow shifts to be made using a range of different hand positions. The introduction of the thumb shifter button means there is now only a single shift paddle behind each brake lever blade instead of the two buttons that SR WR has.  

There's also a new 'smart button' higher up on each shifter, which can be set up to control gear shifting, a computer or control any other Bluetooth device. This should be a much-needed improvement that puts SR13 on a more level pegging with competitors in this department.

It also sounds like the MyCampy app has been upgraded, and users will be able to customise gear changes and derailleur settings from the app. Something that was missing before. 

Ergonomics and overall lever shape have clearly changed. The top of the shifter isn't as tall and doesn't stick up as prominently, and the levers appear to have a slight natural curve inwards, the same way Shimano Dura-Ace does.

Overall, it looks like a more comfortable overall shifter to hold and use. The gap underneath the shifter body that felt a little unfinished also appears to have been eliminated. Users can now adjust the brake lever blade reach to suit their own preference, too. 

Finally, for the most part, the brakes themselves look visually the same, but there have been a few changes. Thecalipers have two new titanium retention screws to reduce weight by 6 grams. There's a new sintered disc brake pad compound, and the floating rotors will be available in 140 and 160mm sizes. 

We hope to get our hands on a new groupset to test out soon. 

The metaphorical hockey stick of tech stories coming out of Unbound is starting to tick upwards and, as we approach the final couple of days before the race, we've spotted what looks to be a new Campagnolo gravel groupset. 

Spotted aboard the bike of Italian favourite in the Men's 200, Mattia de Marchi, is what appears to be a new rear derailleur aboard his Basso race bike. The Italian is sponsored by Campagnolo, but the rear mech fitted to his bike is unlike any of the brand's existing options. 

The find comes just two weeks after a different Campagnolo groupset was spotted at the Grande Partenza of the Giro d'Italia. That groupset, we're almost certain, will be a replacement for the brand's top-tier Super Record Wireless range, thanks to some subtle logos on show on the front derailleur.

Campagnolo has yet to officially launch that groupset, but even so, having compared the images against De Marchi's bike here, it's clear that this is not that. At least not entirely. 

The shifters here look to be exactly the same. The thumb shifter, which marks a significant u-turn for Campagnolo after ditching it two years ago, is very clearly a fixture.

The front derailleur also looks to be the same, with the groove up the centre the main departure from the older Super Record Wireless front mech.

Where this groupset does differ from the previous leak, however, is at the rear derailleur. 

There are a few similarities, such as the design of the parallelogram and the shape of the cage as it enshrouds the lower pulley wheel, but it features a silver circle at its centre. 

Upon close inspection, hard to make out in the photos we managed to take, the word 'clutch' is etched into that silver finish. 

A clutch is a mechanism that adds tension to the chain, particularly when riding over rough terrain. In most cases, a lever or button allows the rider to engage it for the aforementioned tension increase and then release it to facilitate easier maintenance or wheel removal.

Road derailleurs – namely the new Super Record Wireless derailleur we spotted at the Giro – tend not to need one, since the road is rarely rough enough to cause the chain to bounce uncontrollably. But they are prevalent on gravel derailleurs, where rough surfaces are plentiful. 

We also count 13 sprockets on De Marchi's cassette. Campagnolo's existing Ekar groupset has been 13-speed for a number of years already, and while it'd be a safe assumption that this could be the new Ekar groupset, the inclusion of the same shifters seen on the Super Record Wireless road groupset suggest this might simply be a gravel-focussed iteration of that, similar to how SRAM has an XPLR derivative of its Red, Force and Rival road groupsets. 

In either case, we're hopeful – if even a little expectant – that this means Campagnolo's first wireless gravel groupset is almost ready for launch.

We managed to get a heap of photos of the new bike, so check out the rest of those below.

It's only two years since Campagnolo launched Super Record Wireless, its first attempt at a wireless groupset that placed batteries inside each derailleur, but it appears to be getting an overhaul already. 

What we assume to be a new version has been spotted aboard the bikes of Team Cofidis at the Giro d'Italia, and Campagnolo fans can rejoice, as the thumb shifter is back. 

While the chainset bears the Super Record branding, this appears to be unchanged from the existing iteration. The shifters and derailleurs, which are certainly different, are mostly unmarked so as not to give away what model this is, but the rear edge of the front derailleur does have a subtle 'Super Record' logo.

Ever since Campagnolo launched the 13-speed Ekar gravel groupset, the world has been wondering when the Italian brand will add that extra cog to its road groupsets. It didn't happen in 2023, much to our surprise, but it appears the time is now. The groupset is seen here with a 13-speed cassette. 

With that in mind, and given its use by the Cofidis Team at one of the biggest races in the 2025 calendar, it's a safe assumption that this will replace Campagnolo's top-tier Super Record WR groupset, rather than a trickle-down of wireless tech to a second-tier groupset. 

Campagnolo electronic groupsets currently only cover the top 'Super Record' level, whilst the brand's mechanical options still include Super Record and Record groupsets.

The thumb shifter is back

On electronic groupsets, competitors Shimano and SRAM both rely on shifter paddles behind the brake levers. Shimano uses two on either side, with the right hand controlling the rear derailleur and the left hand controlling the front. 

SRAM places a single paddle on each side, and pressing the left, right, or both paddles combined controls the two derailleurs as required. 

In both cases, the shifter is controlled by the rider's index fingers.

Additionally, Shimano and SRAM have additional 'bonus' shifter buttons that provide additional shifting options. Will Campagnolo include this tech as well? 

Campagnolo has long differed. Even before electronic groupsets, it relied on a single paddle behind the lever, plus a second lever on the inside face of the brake hood, actuated by the thumb to shift down to a smaller cog.  

But at the launch of Super Record Wireless in 2023, Campagnolo ditched the thumb shifter in favour of two paddles – up and down – behind each brake lever. 

The move received a mixed response, likely putting off some of Campagnolo's long-time fans in an apparent bid to attract market share from competitors. But the performance was underwhelming and the price tag high.

• Campagnolo Super Record Wireless review

The new groupset, spotted aboard the Look Blade 795 RS of Stefano Oldani, proves a significant U-turn on that decision. 

What's new

The shifter and brake lever, unbranded and matte in finish, presumably a mix of carbon and titanium with Campagnolo's Ergopower rubber hoods, has a single hollowed-out paddle behind the brake lever. The inner face bears a newly designed thumb paddle, somewhat square in shape, and further rearward than the levers of old. 

There is also a third button on the inside of the hood, presumably configurable for shifting or controlling bike computers.

The front derailleur appears to be a similar size and shape to the existing model, but it has a groove cut out of the middle to allow the derailleur mechanism freer movement and presumably bring the weight down. 

• Cyclingnews subscribers can find even more images of the new groupset in our Grande Partenza tech gallery.

The rear derailleur also appears to have been on a diet, with unnecessary material being cut away from the body and the parallelogram, creating a more skeletal aesthetic while retaining the overall shape. 

The pulley wheels and the cage in which they sit have also been redesigned. The batteries, however, appear to be the same as on the prior model.

Cyclingnews contacted Campagnolo and received the following statement that indicates the brand is working on something new. 

"In recent hours, several images and previews of advanced prototypes – as yet still not officially unveiled by Campagnolo – have appeared in the specialist press.

"A new chapter is beginning in the history of Campagnolo, a story whose roots date back to 1973, the year the Super Record groupset was born: a product that has since written some of the most iconic pages of modern cycling. 

"With over 50 years of continuous evolution, the Super Record – originally developed and produced at our production facilities in Vicenza – has become a symbol of Italian technical excellence and style.

"Building on this extraordinary legacy, Campagnolo has continued to innovate over the years, maintaining its position: it was the first company in the world to bring 10, then 11, and then 12-speed groupsets to the road. Today, in keeping with this tradition, we’re working on a new innovation and product positioning strategy, one that’s designed to meet the needs of various market segments."

Lidl-Trek riders were spotted using the SRAM Red XPLR 1x13 gravel groupset at both Opening Weekend races of Omloop Het Nieuwsblad and Kuurne-Brussel-Kuurne at the weekend. 

Images have appeared of the team testing and using the groupset online since the winter. Mads Pedersen even posted a video on Instagram of testing it back in November last year, which first alerted us to things. Given that Opening Weekend marks the start of the Classics, it’s not too much of a surprise that the team are now using the equipment.

The team’s Trek Madone bikes were fitted with 1x SRAM aero chain-rings at the front, which isn’t so unusual these days, but at the rear the bikes were fitted with SRAM Red XPLR rear derailleurs and 13-speed 10-46T cassettes for a 1x13 setup. 

Red XPLR is the gravel-specific variant of the Red AXS road groupset. Both groupsets launched last year after SRAM overhauled Red and created the new XPLR groupset. Red XPLR uses the same shifters and brakes as the Red groupset but a different proprietary direct mount derailleur and 13-speed cassette and crankset. Notably, the 13-speed cassette has the same 12-speed spacing, which means it can be used with a regular 12-speed SRAM Red chain to minimise compatibility headaches.

Why use a gravel groupset for road racing?  

There's probably an element of 'because we can', and a certain amount of 'why not?' It's not like Red AXS is unfit for the cobbles. However, there are a few design features  within Red XPLR that make it well-suited to the rough and tumble of the classics. The impacts, vibrations and terrain are, at times, similar to a gravel event, which is what Red XPLR has been designed for. Improving efficiency over rough ground could provide Pedersen, Stuyven and co. with a nice advantage. 

The Red XPLR derailleur is far larger than the standard Red rear mech. The battery loads horizontally, and the derailleur doesn't use any limit or b-tension adjustment screws; you simply bolt it onto a bike frame and no mechanical adjustment is required. You can watch our Instagram reel below of me showing the setup procedure. 

Red AXS also uses a 'full mount' UDH frame interface, which means no rear derailleur hanger is required. The dropout eyelet in the frame is sleeved, and the derailleur mount uses a single, larger bolt. This should mean a more robust unit and no snapped hangers in the classics. 

Pulley wheels are slightly larger at 14 and 16 teeth, and the lower uses the SRAM 'magic pulley wheel' which means it will keep rotating if a piece of debris goes into it, possibly a handy feature for the cut and thrust of the peloton. 

Importantly, especially for the cobbled races, the pulley arm's clutch spring tension was uprated to aid chain retention. It's really firm, which should provide a decent advantage at the Tour of Flanders and Paris-Roubaix in particular. 

What will bikes be like in 10 years' time? It's a popular question, and it’s hard to see how the best road bikes could be any more advanced than they are now.

The inventors and engineers who can visualise and design tomorrow's technology may already have an idea of how things will look. A recently published patent by Classified for a ‘Self-powered system for a bicycle’ outlines plans for harnessing the sun's power to charge bicycle components and even electronically powered brakes. 

An outline of the idea behind the invention is outlined in the patent:

‘The disclosure relates to a system for a bicycle, wherein the system comprises one or more electronic sensors, and/or one or more electronic actuators, and an energy harvesting unit configured for harvesting energy and supplying the harvested energy to the one or more electronic actuators and/or the one or more electronic actuators.’ 

Classic patent jargon, did you expect anything less? To cut through all that, it seems Classified is looking at ways to capture energy whether that be kinetic, solar or thermal and use it to power electronic actuators on a bicycle, this could be used for anything from derailleurs to dropper posts, and crucially if things are solar powered, they won't need plugging in and recharging. The patent also touches on electronically operated brakes, an idea that's sure to light up the comments sections.

Classified CTO Dr Roëll van Druten is listed as one of the inventors on the patent application which lists an aim to 'provide a user-friendly system for powering the various electronic sensors and actuators of a bicycle.'

Modern bikes are already technological marvels, and charging an electronic groupset is hardly a chore, talk about a first-world problem. However, a solar charging groupset that eliminated the need to plug in and charge would be a further refinement.

The future of bicycle groupsets? 

Patents are intellectual property (IP) used by inventors and brands to protect and manage the use of their inventions. We recently delved deep into the world of cycling patents and learnt a lot. Patent legalese can often be a bit vague, as patents are often deliberately broad.

There's a lot to work through in the patent, (No: WO2023118607A2) and we've tried to outline the general gist but some of the eye-catching points seem to outline an overall system with lots of electronic actuation, where everything could be taken care of; cadence sensors, speed sensor, brake sensor, even a 'position sensor'. 

These sensors could be powered by 'photovoltaic' or solar cells mounted to the front chain wheel, the outer face of the hub assembly, the front fender, the frame and even on the outer face of a manually operable shifter. This aligns with an SRAM patent we covered back in 2022, could there be a secret arms race behind the scenes between manufacturers to patent and protect solar tech for the years ahead?

Finally, those electronic brakes. The patent outlines a self-powered brake system; 'a manually operable brake lever having an electronic brake sensor configured for sensing a user actuation thereof and transmitting an electronic brake signal to command a braking action.' So you pull the brake lever, and the electronic system takes care of the braking for you. This sounds like it could be along the same lines as electronic handbrakes in cars, which have been around for some years.

What is next for Classified?

Classified may have no immediate plans to develop the technology outlined in this patent. The brand may simply be thinking ahead, and even want to block rival manufacturers from using the tech.

Patents are territorial, and it appears that Classified has filed this patent in more than one territory which would suggest more financial outlay and a greater degree of intent for this technology.

Classified burst onto the scene a few years ago with its 'rear derailleur killer' Powershift Hub, which essentially placed a two-speed transmission inside a proprietary rear hub which worked alongside the rear derailleur to mimic a double chainset. The technology drew a lot of attention, was adopted by a range of brands and was raced on by Victor Campenaerts at Opening Weekend in 2023. 

The technology hasn't been fully embraced at the top level yet. Most riders tend to run a double chainset for flatter stages and a single ring for the mountains if their sponsor's equipment allows it. We have also seen the tech used in disc wheels for time trials where riders mostly run a single large 1x chainring and for gravel by the Classified gravel race team. Classified claims there isn't a huge added weight penalty, which makes us wonder if existing sponsor agreements with groupset manufacturers create a barrier for Classified in pro road cycling? 

Classified offers urban, road and gravel equipment, and this patent for a more integrated overall system perhaps points to a move away from tech for the pointy end of racing and into a forward-thinking option for cyclists generally across a range of disciplines. 

Cyclingnews has contacted Classified for comment.

Images posted on the popular WeightWeenies forum today show that a new SRAM Force AXS groupset is on the way, or at the very least in development. Images have surfaced that point to a radical change in shifter ergonomics, to bring the second-tier groupset much more in line with the US brand’s top of the range Red groupset. 

We’ve also seen images of updated brake rotors, derailleurs, and curiously the inclusion of a Hammerhead Karoo, despite no images surfacing of a new crankset, suggesting that one may be included with the purchase of a groupset, or even fitted to complete bikes as is the case with the latest iteration of SRAM Red AXS. 

Let’s dive into what we know, and perhaps more importantly, what we don’t know yet. 

Drastically different shifters

The change from the previous generation of SRAM Red to the current one was drastic in one key area: the shifter hoods. The shifter hoods underwent a transformation, improving in our experience both the ergonomics and the braking performance. We are yet to see any internal diagrams of the unreleased new Force shifters, but it’s a relatively safe assumption to make that the braking internals will be of similar design to that of Red, which will almost certainly net the groupset similar points with consumers. 

The new Force shifters also appear to have the same reach adjust port on the front of the lever, which will be of benefit to riders with smaller hands. The hoods themselves appear much longer and slimmer than the current Force AXS shifters, and this may have bike fit considerations, resulting in a longer overall reach compared to the previous groupset. 

They are, it should go without saying at this point, wireless and electronic.

Minor derailleur updates

The derailleurs, in much the same way as happened with the latest iteration of Red, show little change. In fact, save for a logo placement change, the front derailleur looks almost identical to the current generation of SRAM Force. 

The rear derailleur has (we assume) shed a few grams, or at least has lost some material in the parallelogram plates thanks to the addition (or subtraction) of some cutout sections. This, again, appears to mirror the design of the current Red derailleur, and even the jockey wheels have been updated to more skeletal, Red-esque units in a gram-saving endeavour. 

While we’re on the subject of weight saving and shifting, it also appears that the new Force will include a flat top chain but with the outer plates machined with hollows.

Brake calliper tweaks

This update to Force doesn’t follow the Red playbook entirely. While Red moved to the Paceline X rotors, this Force looks to be using the standard Paceline non-floating rotors. The Callipers, likewise, aren’t nearly so heavily machined as their Red counterparts, and also not polished, retaining the dark, glossy grey-black of the rest of the groupset. 

Hammerhead Karoo inclusion?

Something that was unusual with SRAM Red was that the groupset included a Hammerhead Karoo 3, and these images suggest that this will be the same for the latest Force. 

Hammerhead is now part of the extended SRAM family, along with brands like RockShox and Zipp, and so it perhaps makes sense for the brand to use this tactic to achieve a greater market share and disrupt the dominance of Garmin and Wahoo over the best bike computer segment. 

No cassette, no cranks, no gravel

And now to the things we have no clue about. We don’t know anything about a new cassette for starters. While it is entirely possible that it could jump to 13sp, it is highly unlikely that SRAM would roll out that technology on anything other than its Red groupsets initially. 

Likewise, we have no images of the crankset, and so speculation on 1x or 2x will remain just that. SRAM is a champion of the 1x system, both on and off-road, and so native 1x compatibility is expected to remain. 

What is also missing is any hint about gravelly capabilities. The latest Sram Red AXS has a sister groupset, or partial groupset, in the form of SRAM Red XPLR AXS, but this wasn’t released at the same time so it is possible, perhaps even likely, that we will see it further down the line. Whatever transpires we will of course keep our ears to the ground and keep you updated. 

I think all cyclists have this in common: Daydreaming about the ultimate bike build. It's a great way to wile away a long train journey, and thanks to the Cyber Monday sales it's also a great time to actually put it into practice. 

Spurred on by spotting the gorgeous silver edition Shimano GRX groupset on offer for under $1,000 I decided to pull together a bit of a dream build, the constituent parts of which can all be found on sale right now.

For ease, I have kept it to the main headline components: Frameset, groupset, wheels and tyres. I'll leave saddles, pedals, and the cockpit to you... I've gotta leave you some daydreaming room!

For other deals be sure to check out our Cyber Monday Bike Deals hub, where everything decent that's on offer is housed all under one roof. You never know, you might find something for your own build. 

USA: Quick Cyber Monday Deals

• Magicshine SEEMEE300: Best rear light on the market with 25% off
• Apple AirPods Pro 2: Best ever price on our favourite headphones
• Rapha Core Rain Jacket II: 48% off with double discount
• Gore C5 Thermo Gloves: 25% off test winners
• Zwift Ride w/ Kickr Core: Zwift focussed smartbike with 20% off

UK: Quick Cyber Monday Deals

• Magicshine SEEMEE300: Best rear light on the market with 30% off
• Continental GP5000 S TR: Best ever price on our benchmark tyre
• Rapha Core Rain Jacket II: 48% off with double discount
• Gore C5 Gore-Tex Gloves: 25% off lightweight waterproof gloves
• Zwift Ride w/ Kickr Core: Zwift focussed smartbike with 20% off

More Cyber Monday deals

• Cyber Monday bike deals: The best savings for cyclists in 2024
• Cyber Monday bike helmets: Safety on a budget for road and off-road use
• Cyber Monday cycling clothing: Kit out your cycling wardrobe without paying a fortune
• Cyber Monday cycling shoes: Save on summer and winter kicks
• Cyber Monday electric bikes: Power your way to savings
• Cyber Monday turbo trainers: Indoor cycling on a budget
• Cyber Monday kids bikes: They grow so fast, so don't pay full price
• Cyber Monday Garmin deals: Smartwatches, cycling computers and more
• Cyber Monday GoPro: Shoot for the moon with top-quality action camera deals
• Cyber Monday Rapha: Big deals on the British clothing brand
• Cyber Monday Wahoo: The best prices on Wahoo's range of cycling tech

Colnago turned 70 this year and to celebrate, the brand has launched a limited edition steel bike named the Steelnovo. Limited to 70 bikes, the Steelnovo uses the material that helped forge Colnago's legendary name. in the 1970s and 80s. 

Colnago has lined up a collection of Italian manufacturing partners to produce the Steelnovo, starting with Columbus, which has provided the custom-drawn steel tubing. Pretty much everything for the bike has come from an Italian manufacturer.

Rather than standard lugs, those on the Steelnovo are 3D printed by Italian additive manufacturing specialist Additiva. They butt into the frame tubing, resulting in invisible welds, for a smooth frame profile.

Even the seatpost clamp is integrated into a 3D printed seatstay cluster. The steel dropouts are also 3D printed, with a UDH rear dropout that offers the option to fit a Full Mount rear derailleur and there’s a 3D printed gold-coloured Colnago head tube badge.

Top spec Campagnolo components

The Steelnovo’s groupset is Campagnolo Super Record Wireless, with custom Campagnolo x Colnago 48/32t chainrings and a 10/29 tooth cassette. The derailleurs too have the custom treatment, with gold and Italian flag accents and gold Colnago wordmarks on the levers.

Campagnolo also supplies its top-spec Bora Ultra WTO 45 wheels, again with custom gold logos. Pirelli supplies the P Zero Race tyres.

Colnago points out that the Columbus/Campagnolo/Colnago combination was in the past typical of its steel racing bikes, even if UAE Team Emirates has kitted out its carbon Colnago V4Rs with a Shimano Dura-Ace groupset and Enve wheels.

Modern design

Despite the traditional materials, the Colnago Steelnovo boasts a full set of modern standards, with a tapered carbon fork and full internal cable routing through the CeramicSpeed SLT headset bearings from the carbon Colnago CC.01 bars. There’s a T47 bottom bracket and clearance to fit 35mm tyres.

Colnago has also enlisted another Italian company, Carbon-Ti to make the thru-axles and bar end plugs embossed with its cloverleaf logo. The bike looks to be fitted with a Brooks Cambium C13 saddle, a brand owned by Italian Selle Royal.

All the custom kit and traditional and modern Italian craftsmanship doesn’t come cheap and Colnago has priced the Steelnovo at €17,500. 

It’s initially available to order for 15 days on Colnago's website, after which you can order through Colnago’s dealer network. There are seven sizes on offer, from 420 up to 570.

Geometry-wise, Colnago says that the frame will serve both for endurance riders and for those looking for a more aggressive position.

Campagnolo Super Record WR launched during the first half of last year and it seemed a new chapter in the legendary Italian manufacturer's history had begun. The groupset is the brand's first-ever fully wireless electronic offering and is also its most expensive to date. 

This year also marks the first year Campagnolo equipment wasn't fitted to bikes in the top-flight WorldTour for, well, a long time. It seemed that the focus had shifted away from race-focused equipment informed by decades of winning on the road, though Campag equipment is still used by teams outside of the WorldTour. 

Campagnolo itself commented on the fact its future plans would target the 'sport luxury' category. Super Record WR appeared to be a 'beyond category' hyper-expensive groupset with a price tag I'm sure no one had been fully expecting. 

Associate Editor Josh Croxton attended the groupset launch for Cyclingnews and covered all the details in his news piece. The list price for a groupset then was a hefty £4,499.00 / $5,399.00 / €5,200.00. Though like lots of things in the bike world, you can now find it for a little less online. Since the launch a power meter chainset option has also been released for the group.

Campagnolo also recently launched a variant of the groupset last month in the form of the Super Record S groupset, which featured a matt black finish and some alternate gearing options for a little less cash. 

I'm lucky enough to have tested bikes equipped with three of the top road bike groupsets this summer; Shimano Dura-Ace, SRAM Red AXS and Campag Super Record WR. As such I'm handily placed to compare and contrast the top-tier groupsets from the big three. I've been testing Super Record WR for several months and am ready with my full review. Does the groupset elevate performance to another place or is the groupset something of a miss hit? 

Design and Aesthetics 

Aesthetics-wise, Super Record WR shares looks and design cues with the wired Super Record EPS groupset that has been on the market for a few years already. The Wireless (WR) tech didn't bring in a wholesale design overhaul, and the shifter and chainset shapes for instance are pretty similar. 

One of the key talking points is probably the fact that the distinctly shaped Campagnolo thumb shifter has gone. In its place are two shifter paddles. The thumb shifter has had fans and detractors over the years as its design has evolved but either way, it was synonymous with Campagnolo groupsets. 

Electronic groupsets mean batteries, and another fairly large change was the WR groupset's wireless batteries and derailleur designs. The front and rear derailleurs are quite prominent and angular, whilst the batteries themselves (photos below) are a little larger than SRAM's wireless units.

The groupset features lots of carbon fibre, and the marbled type finish, something Campagnolo has produced in different forms for a long time, really does look fantastic on the brake levers, derailleurs and chainset - which is probably the most beautiful piece of the groupset for me. 

Across the board, if I'm honest, the level of finishing is very good. The carbon fibre rear derailleur arm and outer front mech plate for instance look very exotic and definitely contribute to the Super Record aesthetic and image. 

Although the derailleurs themselves are physically larger they do combine angular shapes with flowing lines, like the rest of the groupset. I've heard certain Campagnolo kit described as 'jewellery for your bike' in the past, and whilst I wouldn't go that far, up close in person the groupset overall does have presence. 

In terms of the groupset design itself, Super Record WR is 12-speed and hasn't followed in popular gravel groupset Ekar's 13-speed footprints. Gearing options are a little more compact now too, cassettes are available in 10-25, 10-27, and 10-29 sizes with Campagnolo adopting the 10-tooth sprocket size that first appeared on SRAM cassettes. Up front, double chainsets are available in 34/50, 32/48, and 29/45 sizes. I tested the 32/48 combination with a 10-29 cassette at the rear. I must say a sub 30t cassette at the rear, whilst going against the grain of current trends, does look neat and compact thanks to its slightly smaller physical size. The arrival of the 'S' groupset introduced some larger, more traditional chainring sizes, perhaps for the racers or to meet customer demand. 

Cassettes feature single-tooth sprocket size increments up to the seventh sprocket, and after that have a max of three teeth differences so there are no big jumps. I have noticed shifting down the cassette in particular to be a little loud though, almost like the loud shifting sound you used to get on an old-school carbon wheel, which I don't mind too much, it's just different. On the topic of drivetrains, there is now a Campagnolo power link which I think will be music to most people's ears. Peening chain pins (manually flattening a chain pin once installed) and following Campagnolo's chain install instructions always used to make me a little nervous.

The new My Campy 3.0 app is easy to set up and use. You can carry out firmware updates, check battery levels and configure which shifter buttons do what, and how many shifts they make. I carried out a few firmware updates in minutes and it was easy to do. You can't make any shifting adjustments in the app like you can in the Shimano E-Tube app for example. You'll need to reference the dealer manual or Campagnolo YouTube videos for help there which feel a little more complicated than Shimano or SRAM systems and user experiences. I did have to re-pair my derailleurs to the shifters when the bike arrived to test and it was easily done once I had familiarised myself.

There are some points that make living with the groupset easy that I like to mention. The cutouts and shifter reach adjust on the brake levers make tweaking your brake lever reach very easy, something SRAM introduced on the new Red AXS levers, It was easy to set up my preferred lever angle. I also really like the small sliding buttons on the derailleurs you can use to check battery life, it is a useful touch. The Ultra Torque chainset is also easily removed for maintenance with a 10mm hex key, which will no doubt prove more popular than the more involved Power Torque system which requires a puller tool. Overall, once you have familiarised yourself with the system adjustments there aren't really any tricky specifics to be aware of.

Performance 

Heavy price tag, and stunning finishing aside how does Super Record WR perform? Well, overall, there's a sense of the groupset being good, but just not quite good enough for me in several departments. Considering the price tag it has though, perhaps this is a groupset you may purchase for other reasons other than outright performance, if you can afford it of course. 

The groupset is manufactured in Italy at Campagnolo's Vicenza HQ, and the decision to keep manufacturing at home, in-house may be one point that affects the final RRP, but you have to respect the decision. The beautiful marbled carbon fibre and design features like the titanium chainset joint which you never actually see are also examples of Campagnolo sticking to its philosophy and history of doing what it believes to be the best. Do you buy a groupset like this to buy into the legendary history of Campagnolo and to support its vision? 

Out on the road, everything works just fine, it really does. But to focus on performance it's all just a step behind Dura-Ace and Red AXS now in my opinion. And for the price, it can only be compared against the other top groupsets on the market.

The brakes are more than powerful enough and the elegant brake lever shaping is one of my favourite parts of the groupset, but the braking feel itself isn't as light and crisp as Red AXS or Dura-Ace and feels a bit muted to me. I have to add here that setup plays a part in this, but everything checks out on my test bike. 

Shifting again is fine, it's not quite as fast and slick as the other big two, slightly loud on the downshift and the battery doesn't last as long, though charges are fast. This is a non-issue for me, just charge the battery a little more regularly and check the level using the handy LEDs. 

Downshifts are louder, especially at first as you get used to the sound. The noise comes from the chain moving down the cassette and the noise from the materials used, freehub material, and sprocket spacer material I think. It reminds me of old-school tubular wheels and the noise banging the chain down through the sprockets would make.

Shifting is just different to Dura-Ace's precision or Red AXS's smoothness. The feel keeps you a bit more involved, and there is almost a bit of a mechanical feel there. Part of me suspects dyed-in-the-wool Campagnolo fans will love it, but if you want the fastest, lightest shifting possible it probably won't please you as much.

I have also found it difficult to gel fully with the shape of the Super Record WR shifters. The prominent upward shape and curve they have is fine but means when you hunker down on the hoods in a more aero position your hands end up higher in the air or you try to change bar roll or shifter position to accommodate it. On an integrated one-piece bar, I found this tricky to get right. I also have to bring my hands back slightly on the hoods to sit with my fingers naturally resting on the shifter paddles, not fully engaged with the shifters. The shape is fine and hasn't caused major issues, but I don't love it. Ergonomically it doesn't feel as well thought out as the new Red AXS shifters for instance, although I understand the shifters are a little smaller than the Super Record EPS units.

Living with the groupset has been easy. I've experienced zero chain drops over several months, or any other issues with the groupset. It's all performed exactly as it should for me. One thing is for sure, I'm extra aware and careful about how I lean the bike up anywhere, scratching the shifters or derailleurs has not been something I've wanted to do. Some sort of PPF or protective heli tape wouldn't be a bad idea to protect your investment if you're considering purchasing a groupset.

• What's the master plan at Campagnolo? I think I know, and I don't think I like it

Value 

I've wanted to learn and include more about the materials and manufacturing included in the groupset and how that may affect the groupset price tag. Much has been made about Super Record WR's high retail price, and I didn't want to let that subconsciously affect things. 

For starters, as mentioned the groupset is manufactured in Italy at the brand's headquarters, something which may contribute to the final RRP, but one Campagnolo believes maintains quality.

For instance, the carbon fibre chainset features a titanium axle and the two axle halves fit together using a hirth joint. I'd imagine a titanium axle and hirth joint are not going to be particularly cheap to manufacture en masse, and there are probably more cost-effective solutions but Campagnolo believes it to be the best option for its groupset and sticks with it. 

Campagnolo itself said it was committing to the 'sport luxury' category. In which case, if a machined titanium chainset axle and beautifully finished carbon fibre brake levers are part of the reason someone's groupset costs so much, make a song and dance about it. If someone is happy to pay, I'm sure these kinds of details would be lapped up, the same as they are in other market segments. Because you have to admire the commitment to design and the aesthetics. 

If you have the cash, want to buy into the romance and history of Campagnolo, and love the fact the brand has chosen to include design features like a complex titanium axle you can't even see, Super Record WR may be the perfect accompaniment to your next superbike build.

Verdict 

I don't dislike Super Record WR, but the on-road performance hasn't blown me away. I find the aesthetics, finishing and certain design choices more interesting and exciting than the performance. For me, there are groupsets that offer better braking, shifting and ergonomics which I would choose over Super Record WR.

My brother's bike had Campagnolo equipment and mine Shimano when we were kids and we'd debate the pros and cons of the systems for hours, as countless cyclists over the years have no doubt done. To come out from under the microscope of an in-depth review for a second, we are blessed these days to have electronic groupsets on our machines that don't miss a beat. Super Record WR isn't the groupset I'd choose, but we are spoilt for choice these days and that's great.

This is a chapter in Campagnolo and Super Record's history, not to mention the company's first fully wireless electronic groupset. It could well be something of a transitional groupset for the brand. What follows in the future may build on this new wireless platform and provide further refinement, which would perhaps boost performance to match the aesthetics. I'm excited to see what the future holds for Campagnolo and Super Record.  

The previous iteration of Shimano GRX, the 11sp Di2 version, was my first foray into electronic gears. I ran it constantly on my long term gravel test bike, a Fairlight Secan, and it must be said it never skipped a beat. Roll on a handful of years since joining Cyclingnews and electronic shifting has continued to mature and trickle down. We now have electronic Shimano 105, though it isn’t exactly the performance groupset for the everyperson anymore thanks to a much higher price tag than the cabled version that runs in parallel. 

While SRAM has electrified more or less all of its groupset options, and has binned off the front derailleur entirely, Shimano is staunchly continuing to offer 2x for its gravel lines. I swapped it out like for like with the old 11sp groupset and have been bashing it about both on and off-road, plus a bit of commuting besides, over the last few months. 

The short version, if you are particularly impatient, is that I love it. It’d be a stretch to say the changes from the 11sp to 12sp products are earth-shattering, but there are noticeable improvements that bring what was my favourite gravel groupset bang up to date with the competitors, which had begun to make the 11sp setup feel a little dated. Given it’s what will be fitted to many of the best gravel bikes on the market going forward, it is heartening to know that in this regard at least they haven’t been short-changed on the spec front. 

As with any product that aims to be greater than the sum of its parts, I’ll run you through each component in turn, including the imaginatively titled ‘GRX Tubeless Carbon Wheel’. If you want a primer, with all the key updates, then my news article on the release of the new GRX is a great place to start, but I’ll go into each of the changes below as and when they become relevant. 

Initial setup

There is, I’m afraid, no getting around the fact that setting up a Shimano electronic groupset, whether it’s 105, Dura-Ace, or GRX, is more of a pain in the arse than any SRAM equivalent. Not having to thread wires through anywhere is a big plus for the American option, but having the hoods wireless to the derailleurs does at least make it one-notch less annoying. 

It’s fiddly, but not rocket science to get everything set up. If you’re a relatively competent home mechanic you’ll be absolutely fine, and if you aren't then I suggest you find someone who is, or pay a professional. Installing everything with the correct torque is the easy bit. Threading the wires from battery to front and rear derailleur is the hard bit, though it’s no harder than threading internal derailleur cables used to be before the flow of electrons confined them to the scrapheap.

Somewhere in the middle in terms of difficulty is pairing everything together. I did find that my phone struggled to find the Bluetooth signal of the rear derailleur (the master unit in this case), but this was remedied by deleting all the old, superfluous Bluetooth connections saved in my phone's memory. Goodbye hire cars and once-used party speakers, hello E-Tube. 

Once your phone has found the rear derailleur it’s dead easy to pair everything. Each lever has a QR code etched on the inside of the shifter paddles, though it took a bit of additional torchlight for my phone to scan it happily. Once it did, everything sang from the same hymn sheet.

I shan’t bore you with exactly how to set up the gears, as it is identical to the system for the other Shimano groupsets and not hugely interesting, but it is pretty simple. Set aside half an hour or so to really dial it in and you’ll be absolutely fine. You can, at this point, also re-assign the buttons to do other things, but I’m going to address that shortly when we get to the levers.

One thing that’s really key to know for a small handful of you is that as the battery is (generally speaking) going up the inside of your seatpost, you can’t necessarily run the full suite of aftermarket seatpost options. Many, or even most dropper posts and suspension seatposts like the Redshift ShockStop won’t accept a battery inside them and you have to get creative to make it work with unofficial means.

Aesthetics

Apologies to any fashionistas, but this section will be relatively brief. There’s no great departure in terms of aesthetics from the old model. The rear derailleur is infilled and looks a little sleeker in my opinion, and the chainrings and front derailleur have a few more holes in them, but that’s basically it. If I had witnessed a Shimano gravel groupset commit a crime from across the street and was presented with the 11sp and 12sp versions in a lineup I don’t think I could in good conscience send either of them to the slammer. 

The hoods

The 11sp hoods were excellent, and happily not much has changed. The shape is my favourite of all the current hoods I’ve tried. The pommel is almost hooked backwards on itself on both iterations, which really aids in locking your hands in when the going gets rough. The ribbing is basically the same on top, though the ribs on this version are narrower and more numerous, and the textured underside has gone in favour of some additional ribs on the inside where your fingertips rest.

What has changed, though it’s hard to tell without putting the old and new levers back to back, is the length. The 11sp GRX levers were already among the most reachy out there, and the 12sp versions are even longer. Fortunately, though, this extra length is all fore of the hand area, and I presume it is to make room for new internals for the Servo Wave brakes, which I’ll touch on shortly.

Ergonomically they’re excellent, even on the roughest terrain they offer a stable, comfortable position. They are optimised for flared bars, though I am not really partial to a flare. Regardless, I do run them turned in slightly anyway with no ill effects. 

With the time period of this test, it’s not really possible to ascertain the usefulness of the LED indicator light in the shifters, which tells you when the coin cell battery in them is running flat, but I can’t see any reason it isn’t a good addition and a helpful upgrade. 

The thumb button remains, but it is this time a prominent button, rather than a button existing beneath a recessed slot. I did like the ergonomics of the old style, though it meant you had to press it with your thumb joint rather than the thumb pad. On the 12sp it’s just a touch easier, though a little less sleek visually. 

Those thumb buttons aren’t just for show, you can program them to do whatever you want (within reason). They won’t do your tax return or tell you you aren’t actually going grey, but they can be setup to do the job of the main shifter paddles as extra buttons, or other more useful things as I found out when I built in some computer integration.

The thumb buttons I found were most useful when setup to control my Wahoo Elemnt Bolt bike computer. The thumbs can be set to do the job of the main buttons on the base of the computer with a short press, and of the side buttons with a long press. Given the recent integration of music controls into Wahoo bike computers I found it is possible to skip tracks and adjust the volume of my music all from my hoods. It really did feel like a bit of a step into the future. While I haven’t tested it, given that you can now control a GoPro from your Wahoo the same must be true of now being able to control a GoPro via the shifter hoods. Magic, basically.

It's worth remembering that this isn't a Wahoo feature, and you can control certain aspects of some Garmin computers, but crucially you can't do it with a Hammerhead computer since SRAM owns Hammerhead now and the two systems no longer play nicely together.

The other application I can see for the thumb buttons is for setting them up as in-built satellite shifters. When really laying the power down over rough ground they are more easily reached than the paddles, but given that I don't race I found the computer integration more key to my interests of flicking through emo tunes from the 2000's.

Thumb buttons aside, an update for this latest GRX is ‘Front Shift Next’. This is an option whereby one button can be programmed to shift the front derailleur both up and down, whichever position it isn’t currently in. I tried setting my shifters up like SRAM, with one inner paddle doing the front derailleur, but in the end I settled on what I think is the ideal system. The right shifter paddles behave as normal, but I assigned both left paddles as ‘Front Shift Next’ meaning whichever one of them I slapped I still shifted the front derailleur. No more tapping the wrong button when your brain is oxygen deprived as you try and shift into the big ring quickly after a climb, just press any fingers in the general direction of the paddles and you’re golden.

So enamoured am I with the GRX hoods that I think given the choice I’d fit them to my road bikes too. It’s not really the done thing but these hoods are compatible with 12sp 105, Ultegra, and Dura-Ace brakes and derailleurs. This is in part thanks to GRX 12sp coming with Servowave braking, in line with the current road groupsets.

The brakes

Here’s where I think the greatest improvements have been made. Forget extra sprockets, when you’re riding off road, at speed, powerful, well modulated brakes make as much difference as anything else. 

The basics of Servowave are that the pads start 10% wider than before, with more of the pad movement taken up in the early part of the stroke. This negates the extra gap initially, and then in the latter part of the lever stroke, each millimetre of lever movement equates to less pad movement, and therefore more modulation.

Basically, the brakes are noticeably better. The feel is better, they’re not overpowered at all as I found with the Hope RX4+ brakes, and as well as improvements in modulation the additional pad gap has even more uses for gravel than it does on the road. 

I spent less time with these brakes with my pads rubbing on some grime in my callipers after a muddy section than I did on the old brakes. It still happens, but it’s rarer, and stops sooner. What’s more, if you have been sold the ‘two wheelsets on one bike’ dream then you’re going to have less hassle re-centring your callipers as there’s a greater margin for error. I have swapped between a few wheelsets here and it’s been pretty much plain sailing. It’d be naive to suggest you’ll never have to re-centre, but it's an improvement nonetheless.

The brakes are great, but if braking is your raison d’être then they still aren’t quite up to the amazing feel of Campagnolo brakes, which I believe are manufactured by Magura.

Shifting and gears

The shifting is pretty much faultless. The one real selling point to GRX, or any electronic shifting for that matter, is its dogged determination to keep on shifting crisply and reliably even when absolutely caked in muck. I will continue to test this through the winter, but so far it’s been as reliable as the old 11sp. 

I can’t say I have noticed an improvement in shifting necessarily, but having Front Shift Next setup is certainly an implement in the system rather than the shift themselves. The shifts, particularly at the front, aren’t quite as instantaneous as those of Dura-Ace (GRX isn’t pitched at that level so it’s no great surprise), but I found GRX performs better in those high torque, low cadence situations that you come across far more often off-road.

I did have a little more trouble with chain rub at the very extremes of cross chaining here but that’s a setup issue rather than a problem with the groupset itself. As with the old 11sp and all other Di2 systems the front derailleur naturally trims depending on where you are on the cassette. 

One thing GRX in its 2x guise has over any SRAM option is gear range. Yes, the Red axs XPLR cassettes are monumental with their 10-46 tooth range, but in terms of actual gear inches a 2x GRX groupset nets you 24-121 gear inches, while Red XPLR with a 42t chainring is a spread of 25-116. With 2x you can climb steeper and spin out less frequently, and the cassettes are cheaper too. This is a hill I am willing to die on. 

My gravel riding, because I don’t live in a gravelly fairyland, involves quite a lot of road riding. In the big ring GRX feels like a road groupset. Ignoring for a second the moderately smaller chainring sizes, it’s actually a very good road groupset, and if you’re either riding a lot of road between gravel sections, or you are riding your gravel bike as a road bike with a wheel swap as many people do than I really think GRX gives you the upper hand here.

Given it’s at least powertrain based, you don’t have any power meter options. SRAM does do a wonderful job of including them in its offerings, ignoring any discussions about non-replaceable chainrings for a second, but as my colleague Josh says often in discussions like this “yes, not having a power meter is annoying, but it’d be more annoying to have to pay for a power meter and not want it”.

The wheels

Perhaps not always tackled about, but Shimano’s groupsets, particularly at the higher end, have equivalent wheelsets. The GRX wheels, catchily titled ‘Tubeless Carbon Wheel’, are tubeless, carbon (and yes, wheels), with a rim depth of 32mm and a 25mm internal rim width. They’re certainly not crazy progressive like the latest Zipp 303 XPLR SW that my colleague Tom recently reviewed, but they are to my mind a great under the radar option. 

As well as testing them out on my long termer, I also rode a set that were fitted to the latest edition of the Genesis Croix de Fer. Unfussy is how I’d sum them up. They lacked that hyperlight, overly stiff feel of some more race oriented wheels, and I think using traditional steel spokes here is helping in that regard. Comfortable and reliable, with a lovely direct hub engagement from a mercifully quiet ratchet system rather than pawls. 

The bearings are traditional cup and cones, as is the way with high end Shimano wheels, but they came out of the box perfectly loaded with no play and a buttery smoothness. Bearing resistance generally speaking is basically next to nothing, as long as everything isn’t rough, and while it may seem slightly old fashioned to have cup and cones the home mechanic in me is happy, and they’ll be more readily field serviceable in a pinch. 

With the way tyres are going nowadays, a 25mm internal width may be a little on the narrow side, but as they’ll happily accept 32-50c tyres that is, for now at least, the capacity of more or less every gravel bike on the market covered. With a price tag of around £1,200 / $1,600 they’ve got great upgrade potential, in the same sort of ballpark as the Hunt 40 Carbon Gravel Race.

I am not going to include the wheels as part of the scorecard below. I have included what I think of them as they were sent to me with the groupset, but in reality 99% of consumers are probably either buying just the wheels or just the groupset.

Measured weights

Value

To start with let’s compare GRX to its in-house siblings. It is priced at Ultegra level (£2,060 / $2,700 - though in the USA it isn't available as a full groupset, just the sum of parts) and to my mind it offers similar performance. It’s a step up from 105, with the added shifter buttons for a start, so so far, so good. Most of you aren’t considering whether to buy GRX or Ultegra though, so how does it compare to SRAM. Given that Ekar isn’t electronic it makes comparison in this regard a little more cumbersome.

It is a step below the latest SRAM Red XPLR AXS, but for a nominally Ultegra-level setup, this isn’t a huge surprise. Compared to Force XPLR AXS, which is priced similarly, it’s an easier comparison. 

I don’t think either is necessarily better - I personally prefer Shimano, though - but each has its strengths. Force is easier to set up, with easier battery admin and is totally wireless. The Shifting on GRX is better, as are the hood ergonomics, but there is no power meter option. Pick your poison, but neither it nor Force are a rip off. Ultimately the latest 12sp GRX is a high quality product and is priced accordingly. 

Verdict

At a high level it’s easy to plonk 12sp GRX into a box labelled “gravel groupset for roadies”. If you are a roadie, and your gravel riding is fast and you value consistency between your bikes then I really do think this is the right option for you. This latest GRX is more than that, though. It’s strength is in its versatility. You could happily fit this setup to an all-road bike and never touch gravel in your life and not be held back in any way. Even winter bikes too, and riders who don’t want the harder gearing on offer from road groupsets, can benefit. 

If 1X is your thing then SRAM does dominate that market, and I haven’t tested a 1x setup of this groupset, but I’m a staunch 2x believer and I think perhaps only the latest RED XPLR AXS will move my needle more towards 1x.

Among its competitors at the same price point, this GRX groupset has the beating of them in terms of shifting, gear range, ergonomics, and braking. It’s more of a pain to set up, and there are some limitations in terms of battery placement, but unless you’re getting extremely rad and basically want an MTB-lite setup I think this is more or less the pinnacle of gravelly groupsets alongside the latest Red. 

Campagnolo has announced the launch of the new Super Record S Wireless groupset. Following on from the  Super Record WR groupset which launched in May 2023. The brand calls this 'S' version a special edition and focuses on its matt black finish and additional gearing options. There is also a new all-black HPPM power meter crankset and Bora wheelsets to match.

But probably of more interest to most potential buyers is a new, extended range of gearing options and an overall (slightly) lower price point of £3,525 / $4,299 / €3,990 as against the original Super Record Wireless controversial launch price of £4,499 / $5,399 / €5,200. This new Super Record variant is on a par price wise the recently released SRAM Red AXS groupset.

This isn't a brand-new groupset and looks to be a variant of Super Record WR with a few tweaks. There's an all-black matte finish, more chainring gearing options, matching-finish Bora wheels and power meter and solid carbon fibre crank arms over the WR groupset's hollow ones which are slightly lighter.

Higher and wider gear range options 

When it was launched, Super Record Wireless followed the example of SRAM by offering cassettes with a 10-tooth smallest sprocket. These were paired with smaller chainring combos of 45/29t, 48/32t and 50/34t. 

With the Super Record S groupset, Campagnolo extends the choice of chainring options, adding larger 52/36t, 53/39t and 54/39t options, making for a total of six chainset choices.

It’s also added another, wider range cassette to its rear-end gearing. The new 11-32t cassette joins the previous 10-27t and 10-29t options that were launched alongside the Super Record WR groupset (there was also a 10-25t announced at the time, which doesn’t appear to be available). 

Campagnolo says that Super Record S makes a 'more moderate use of extreme materials' the new chainset has solid carbon fibre crank arms rather than Super Record WR's hollow ones, resulting in a 150g increase in weight from the Super Record WR groupset’s claimed overall weight of 2,520g.

Why would Campagnolo offer gearing that’s more in line with classic options with an 11-tooth smallest sprocket? It says that its new gearing options are “capable of satisfying the simple enthusiast, the advanced amateur or the demanding professional”.

When SRAM launched first generation Red eTap AXS, that too only included smaller chainring combinations. It subsequently added aftermarket power meter options with 52/39, 54/41 and 56/43 teeth.

These were mainly there to accommodate the pros, who wanted larger chainring combos, not just to allow them to push larger gears, but more to ride further down the cassette for a straighter chainline and reduced chain link rotation angles, both of which should reduce frictional losses in the drivetrain.

It’s notable that in 2024 Campagnolo has had no representation at WorldTour level, for the first time ever. Does the launch of new higher/wider gearing options signal a new pro team sponsorship deal is in the works for the 2025 season?

New Bora WTO wheelset finish to match 

Campagnolo has also given its wheels the matt black treatment to match the groupset. There’s a new matt black option with toned-down logos named the Bora Ultra WTO Matt edition wheelset, priced at £3,300 / $4,149 / €3,800, and the Bora WTO Matt edition wheelset, priced at £2,400 $2,949 / €2,700. 

While the price of the Super Record S groupset is lower than Super Record, this represents a price hike over the January 2024 launch price for the wheelsets.

You can order Campagnolo’s HPPM power meter in matt black too, for a fully matching bike set-up. Individual component prices and the price for the power meter haven’t been released yet.

It was only back in May that SRAM released the latest version of its flagship road groupset, Red AXS. Jump forward just over two months and the brand has revealed a new version of the groupset aimed at gravel riding, called Red XPLR AXS. 

We initially saw this groupset being used at Unbound Gravel in June, and there was plenty of speculation as to what the new groupset could be, but SRAM has now confirmed our suspicions that it was likely an XLPR (pronounced 'explore') version of the new groupset. 

The headline addition to the new Red XPLR AXS groupset is an extra sprocket on the cassette making this SRAM's first 13-speed groupset joining Campagnolo's Ekar gravel groupset. 

SRAM has borrowed a number of existing technologies found in its mountain bike Transmission groupsets for the rear derailleur, most notably the move to a full mount system. This does away with a conventional derailleur hanger, instead mounting the derailleur directly to the frame to increase stiffness and boost shifting accuracy. 

The levers, brakes and chain remain unchanged from the road-going groupset with the XPLR AXS update focusing on the rear derailleur, cassette, cranks, chainrings, and power meter. 

Alongside the new variant of the groupset, SRAM has released a broader ecosystem of new gravel tech with a new gravel-specific Zipp 303 XPLR wheelset, new gravel handlebars, as well as XLPR tyres that have been designed in collaboration with Goodyear. 

The Zipp 303 XLPR wheelset is available in either a premium SW build or a more affordable S build with both wheelsets sporting an incredibly wide 32mm internal rim width designed to increase aerodynamics when paired with wider tyres. This move to a super wide rim does mean that only certified tyres are compatible, with the two offerings from Goodyear currently the only ones available. 

We've been testing the new groupset for a while and you can read our in-depth review here. As well as our take on the new Zipp 303 XPLR SW wheels. 

Red XPLR AXS rear derailleur

At the heart of the new gravel group is a new wireless AXS rear derailleur that can accommodate an additional sprocket over the road-going version of SRAM's top-tier groupset. 

The Red XPLR AXS rear derailleur is the first time we have seen the Full Mount interface away from the Transmission AXS mountain bike groupsets. This mounting system does away with a conventional derailleur hanger and instead bolts the rear derailleur directly to the rear triangle. 

The reason behind this is to create a more direct assembly between the rear wheel, cassette, frame and derailleur. Essentially the rear axle of the bike bolts directly to the derailleur creating a stiffer pathway. This allows for more crisp and accurate shifting and goes some of the way to explain how SRAM has managed to add the thirteenth sprocket to the cassette. 

The move to this full mount system does mean that the new Red XPLR AXS groupset will only be compatible with bikes that sport a UDH rear derailleur hanger design. 

SRAM looks to have combined features from its latest Transmission series of mountain bike groupsets with the recently released Red AXS groupset. The derailleur features no adjustment screws which aims to make set-up and maintenance an easier job. The pulley wheels feature the brand's 'Magic Wheels' technology that allows the outer surface of the pulley wheel to spin, even if a stick gets caught in the inner section. 

In the event of damage or mechanical issues, the rear derailleur can be disassembled into smaller modules that can be replaced, saving the need to replace the whole unit. A nice feature when the rear derailleur costs £700 / $700 / €785. 

All new 13-speed cassette

The other new addition is the 13-speed wide-range 10-46 tooth cassette. Although the cassette boasts an impressive 460% range that is intended to offer all the gearing a rider would need on a gravel adventure, the inclusion of a 13th sprocket has allowed SRAM to keep the jumps between each gear tight. 

The cassette is compatible with SRAM's own XDR driver body design and flat top chains. At 288 grams the Red XPLR cassette is 80 grams heavier than the 10-33 tooth 12-speed Red cassette. 

Power Meter and chainset

Joining the all-new cassette and rear derailleur is an XPLR-specific power meter crankset. This uses a spider-based power meter that is also available separately as an upgrade to measure both left and right inputs. 

The power meter is compatible with SRAM Red thread-mounted chainrings from 38-tooth through to 46-tooth, giving riders a choice of five chainring options. For those looking to run a standard chainset without the power meter, the chainrings mount using SRAM's familiar eight-bolt system. 

SRAM claims that the power meter offers an accuracy of +/-1.5% with active temperature compensation. This means that regardless of the changes in weather during a ride the power meter will automatically compensate. This prevents the need to carry out additional zero-offset calibrations during a long ride. 

The CR2032 battery that powers the meter is claimed to last around 200 hours with the whole system rated to IPX7 which certifies it as waterproof to a depth of one metre for up to 30 minutes. 

Zipp 303 XPLR SW wheels

Alongside the new gravel groupset, Zipp has released two gravel-specific versions of its highly successful 303 wheelset. With gravel races getting faster, Zipp believes that there is a significant aerodynamic advantage to be had from a gravel tyre aero-optimised wheelset. This is where the 303 XPLR SW and XPLR S come in, sporting a 54mm rim depth. SRAM claims that the pairing of the Goodyear Inter or Slick gravel tyre and 303 XPLR offers a five-watt saving over its nearest competitor. 

The rim width has also been updated for the XPLR range to better match the wider tyres used in gravel races. Commonly gravel riders use tyres ranging from 38mm up to 50mm. The 32mm internal rim width of the XPLR 303 wheelsets allows riders to reap the aerodynamic benefits of a homogenous gravel-specific wheel tyre system. 

The wider rim profile aims to allow riders to run lower pressures than was previously possible (the brand claims under 30psi) without causing issues whilst cornering. 

At 1,496 grams for the top-spec 303 XPLR SW wheelset, they are remarkably lightweight given their depth, width and overall build construction. For example, the rim edge on these wheels is 77% thicker than on previous models in an attempt to reduce the potential for pinch flats. The wheelset is available with either SRAM's XDR driver body or an SRAM/Shimano HG body. Campagnolo's N3W driver body is available separately.

At 1,642 grams, the cheaper XPLR S wheelset is around 150 grams heavier than the more premium SW wheelset, but it does retain all of the physical aerodynamic attributes. It has the same 32mm internal rim width and 54mm depth, but to reduce cost the wheels sport Zipp's 76 / 176 DB hubs rather than the ZR1 hubs, and are only compatible with SRAM's XDR freehub or a SRAM/Shimano HG body, foregoing compatibility with Campagnolo N3W. 

Although the rims for both the S and SW wheelsets are hookless and therefore governed by the ETRTO maximum pressure limit of 73psi, SRAM has actually gone one step further with these wheels with a certified maximum pressure of 50psi. This is in part due to the considerably wider internal rim width. 

Due to the rim's super wide internal rim width, both the 303 XPLR SW and S models are only compatible with Goodyear's latest XPLR Slick and Inter tyres that have been released alongside the wheelset. 

Zipp SL 70 XPLR handlebar

It's not just the 303 XPLR wheels that are new from SRAM's component subsidiary Zipp, as an all-new SL 70 XPLR handlebar has also been released. Coming in five widths from 40cm up to 48cm, they offer a wide range that is suited to off-road riding. 

The bars were designed specifically to work seamlessly with SRAM's Red AXS brake levers with hidden external routing for hydraulic hose routing into the stem as well as defined locators for placement of AXS auxiliary blip shifters. 

To increase control when riding on the drops, the bars feature a five-degree flare from the hoods to the drops and an 11-degree outsweep. This creates a position on the drops that is 6cm wider than the hoods. 

Goodyear XPLR tyres

The final new release comes courtesy of Zipp's partnership with tyre manufacturer Goodyear. The brands have collaborated on two new tyres that have been designed specifically for the Zipp 303 XPLR wheelset. 

The Inter is a tyre developed for use in dry to mixed conditions with a tight fast-rolling tread pattern in the centre of the tyre that opens out towards the sides of the tyres to offer traction for cornering. 

Zipp says "the XPLR Inter offers the most versatile gravel setup with 303 XPLR and can be ridden in most situations." The tyre uses Goodyear's Dynamic:UHP tyre compound that is claimed to increase grip whilst also reducing rolling resistance. 

Developed for use on the super wide 32mm internal rims of the 303 XPLR wheels, the Inter tyre measures in at 45mm when inflated. The Zipp says, "The new XPLR wheel and tyre system takes an entirely new approach and optimizes the dimensions of the components to achieve the fastest setup on the market. Besides unsurpassed aero benefits for gravel, the resulting width of the rim also enables lower tyre pressure, which helps filter out vibrations for extra energy savings." 

For faster conditions there is the XPLR Slick, measuring in at 40mm when inflated on Zipp's 303 XPLR rim it is the narrower of the two tyres. The Slick as the name suggests is better suited to smooth and moderate gravel roads in dry conditions. 

The Slick goes one step further than the Inter with a completely slick centre to allow for the most efficient rolling platform whilst riding in a straight line. Beyond the slick profile of the centre of the tyre heading towards the sidewalls, the tyre surface does add some texture and covering blocks to increase rider confidence whilst cornering. 

Availability

All items within the Red XPLR AXS range will be available immediately at launch, with some OEM availability too. Notably, Specialized has even redesigned its Crux gravel bike with UDH compatibility to accommodate the new SRAM groupset. 

SRAM Red XPLR AXS launched today, becoming SRAM’s new top-tier gravel-specific groupset. It's been a busy year for the American brand, it launched the Red AXS groupset in March, at the same time as the third-gen Hammerhead Karoo. 

A few months on, the brand has now announced the gravel-specific version of the RED AXS groupset. If you aren’t familiar, ‘XPLR’ arrived back in 2021 and consisted of a collection of components from SRAM and SRAM-owned brands RockShox and Zipp, that had a gravel and off-road focus. For clarity now, Red AXS is the roadgoing groupset, while the new Red XPLR AXS is the new 1x gravel-specific groupset which has launched today.

Ok, so what are the key take-home differences? First up, Red XPLR AXS is 1 x 13 speed. That’s right, we’ve got 13 sprockets at the rear now, but thanks to some clever design the groupset uses the existing Red 12-speed chain, there’s more on this below. The new components that make up the XPLR groupset are the 13-speed cassette, rear derailleur and new chainset. The shifters, calipers, chain and rotors are shared with Red AXS. 

You can get stuck into all the new groupset tech details, pricing and weights in our news story covering the new SRAM Red XPLR AXS groupset, or read on for our review.

I attended the UK-based launch of the groupset recently and have been testing it out since. SRAM - Zipp specifically - has also launched a new gravel-specific wheelset at the same time, which has a monster 32mm internal width. You can get the scoop on those in my review of the wheelset.

The total groupset is going to price up at $4,031 with a dual-sided power meter and weighs in at a claimed 2,488 grams, a saving of 102 grams over the existing Red XPLR AXS. 

 Design and specification  

Red XPLR AXS shares componentry with Red AXS so the groupsets naturally look very similar and 'match' if you like. 

The gear shifters, brake calipers, rotors and chain are exactly the same as those that can be found on the road-specific groupset. Details of which you can find in my SRAM Red AXS road groupset review, written a few months ago. The new features like the bonus shift buttons, and improved brakes all carry over here.

The brand-new XPLR gravel-specific bits are the chainset, rear derailleur and cassette which we will get to. There's carbon fibre and aluminium on show again, and I'll call it here: I think more silver componentry will be a trend in the road and gravel worlds: there's plenty to be found here, as well as on the hubs of new components like the Roval CLX Team II wheels. Everything, at least for me, looks modern and techy and the silver brake calipers have received a few admiring comments from my riding mates. 

Straight off the bat, there are some frame requirements needed if you think you might be interested in the new groupset. If you're buying a complete bike, this won't be an issue for you, but Red XPLR AXS requires a minimum chainstay length of 415mm, frames need a 47.5mm chainline and must also feature the UDH hanger interface. There is a healthy list of UDH-spec frames on the market already, but more will undoubtedtly follow in time. 

So, to the new bits, which borrow tech from SRAM's Eagle MTB equipment. First up is the new Red XPLR derailleur which is very interesting. The new unit is far larger than the Red AXS road mech and uses a full-mount UDH mount to attach to the frame. 

The XPLR derailleur doesn't have limit screws or a b-tension adjustment (this is the gap between the largest sprocket and the top pulley wheel). This means no mechanical adjustments of any kind are required, beyond attaching the derailleur to your frame. The derailleur's range of movement is fixed now in part thanks to the full mount system, and so isn't relying on setting limit screws or traditional hanger alignment to ensure proper shifting setup. 

Before you open a warranty case or pick the phone up to call the bike shop, the XPLR derailleur actually looks bent when viewed from behind. SRAM says this is due to the derailleur cage being tuned to align the pulley wheels to the chainring in every sprocket, reducing vibration and noise. It's meant to look like this, and doesn't create any extra noise (I've included a picture below).

The battery also loads horizontally instead of vertically and is really tucked out of the way. There are 14 and 16-tooth derailleur pulley wheels, and the lower uses SRAM's 'magic pulley wheel' to keep rotating and clear blockages or debris if they enter the pulley from the side. 

The clutch's spring tension has been updated and now features a stronger spring action than the existing XPLR derailleurs to further help chain retention. The Red XPLR derailleur has moved closer to SRAM MTB components in this department and the derailleur arm is pretty firm now. It's also replaceable and easy to remove, I've seen this done and it takes seconds. 

SRAM will also offer replaceable spare parts for the cage assembly, pulley wheels, upper and lower outer parallelogram, full mount, and battery latch. This is an expensive derailleur at $700 and it's nice to know it can be disassembled and spare parts are available to keep you going and keep it looking nice if you damage or scratch yours up.

The groupset only has one cassette option, this is the XPLR XG-1391 13-speed cassette which is one piece and consists of sprocket sizes of 10/11/12/13/15/17/19/21/24/28/32/38/46. Note the nice tight spacings at the sharp end which should help when racing or riding quickly but the low gears are there when you need them.  

Why the move to 13 sprockets? I asked SRAM about this and they told me the 13-speed cassette allowed them to solve some issues around 12-speed cassette sprocket sizing and potential gaps or jumps in sizes. They also acknowledged that there was an element of 'because one more'. 

I'd also be inclined to think it also puts them on level pegging with the already-13-speed - and popular - Campagnolo Ekar gravel groupset when it comes to spec sheet debates and groupset top trumps, without having to roll out a new 13-speed chain and associated bits.

The 13-speed cassette works perfectly with the 12-speed Red AXS chain. Surely pre-empting internet forum "I've tried it and it works" threads pre-launch. 

Joking aside, SRAM has been able to execute this thanks to two areas. One is the use of the UDH full mount standard, which frees up a little space on the outboard side, Inboard some clever machining and design at the cassette's largest sprockets have saved some space and there is plenty of clearance between the sprockets and spokes. This way the spacing stays the same for the 12-speed flat-top chain to play nicely. 

Last up in the new components department is the XPLR chainset. It shares the same lightened carbon fibre crankarms as Red AXS and there are power meter and standard configurations available. 

The option list for possible options and specs is very long due to the sheer number of them. The non-power meter chainset uses direct mount rings, but notably, the power meter spider uses threaded, replaceable 'Thread Mount' chainrings instead of the integrated ones found on Red AXS. 

 Performance  

As discussed, Red XPLR AXS shares some components with the road-going Red AXS. Concerning the gear shifters and braking my opinion hasn't changed in the slightest, on the road or off. The gear shifter shape is really comfortable off-road, and a highlight again for me is the really excellent braking feel and performance. The light braking action is a real ally off-road and provides excellent control in more technical sections, I’m all for it.

Shifting has also been very good. I’ve experienced zero chain drops, bad shifts, slips or issues of any kind. I've had to think a good deal about what my take home of the XPLR groupset is and ultimately I think the equipment just elevates off-road performance to a point where you don't really have to worry about anything.

I haven't had to think too much at all, just ride. The gears I've needed have been there when I needed them, and shifting under load or in a rush is always dependable. Interestingly the electronic shifting sound of the XPLR derailleur is different and slightly louder than Red AXS. I asked SRAM about this and it's due to the proprietary gearbox and internals, highlighting that it isn't a cut-and-paste Red AXS in a different body. 

I also can't think of a single time the chain was rattling off the chainstays and making loads of noise, remember those days? I just haven't heard a peep out of it, and I've ridden hard down plenty of rocky descents. It's a big tick for the updated clutch as far as I'm concerned.    

I've tested the groupset on the road, off it, in sand, and mud, on fast hardpacked gravel and fighting my way through undergrowth on some of my overgrown local trails. It has not missed a beat and has just worked, the braking is excellent and the shifting is easily fast and smooth enough for me, as I say: zero chain drops or issues of any kind. 

I've done my best to upset it and ride the bike hard to test it. The only poor shifts I've really experienced have been under extreme load up a steep gravel climb at a walking pace or slower, this was me deliberately trying to upset things though.  

Gravel riding, as we know, is wide-ranging. I've definitely ridden mountain bike terrain during my test period and the groupset was near enough faultless, only thinking twice on quick, snatched shifts entering a steep, technical climb or dropping down a few sprockets to keep momentum as the trail changes. For less extreme terrain or generally, fast, wide-open gravel riding or racing, this groupset will barely blink.

I don't think there are too many points to mention regarding living with the groupset but here are some of my thoughts, such as they are. 

After hours of sandy riding at the groupset launch in the Surrey hills, I could hear plenty of graunching in and around the derailleur mount and interface when washing the bike at home. I'd be keeping this area very clean and greased if it was my own bike, as mud, grit and sand sitting in amongst carbon dropout and the derailleur bolt and interface probably won't be great long term. A plastic sleeve sits in between the derailleur bolt and carbon dropout, but even so, keeping this area clean will only be a good thing. 

Red AXS power meter chainsets have drawn criticism for the non-replaceable integrated power meter and chainrings. The replaceable threaded chainrings here should please people and help lower potential running costs. A specific tool is needed to replace the chainrings, but it's not expensive and the job takes minutes, I saw it done first-hand at the launch. Aero 1x chainrings are also compatible with the chainset, should riders want to use one for racing. 

The drivetrain components in this groupset, especially the cassette, are not cheap. This goes for any drivetrain if you want to look after it but keeping things clean and correctly lubricated will only stand you in good stead, protecting your investment and making the riding experience better. You don't want to be replacing too many $600 cassettes.  

SRAM also mentioned the popularity of gravel racing now and riders travelling all over to events, and with that in mind, removing the rear derailleur is very simple. It's a slightly different process to a standard hanger and derailleur but there's one fewer part and the setup is so much burlier than a replaceable hanger. I think it will give riders more confidence when travelling. 

 Value  

After adding in the rest of the required bits from the Red AXS groupset, the XPLR groupset comes out at $4,031 with the dual-sided power meter option selected, or $3,581 for the non-power meter chainset. I have also included a standard DUB bottom bracket which has an RRP of $42 in these figures. 

It's clear then that Red XPLR AXS carries a top-tier price tag. This groupset, like Red AXS, is aimed at being the best gravel groupset SRAM has ever produced and that performance level comes at a price. 

If you can afford a complete bike build or like the look of the equipment and can afford it without having to think, then you are only going to be impressed, it should be clear by now that the performance is excellent. 

There are, however, plenty of solidly performing gravel groupsets and equipment on the market for far less money. If I were debating things with friends, I'd say the shifters and braking performance are the really desirable bits of this groupset from an upgrade perspective, the braking really is that good. The shifters and brake callipers are backwards compatible, so this would be a great upgrade if you didn't want to go the whole hog. 

I'm sure plenty of riders won't feel a desperate need to rush out and upgrade to a thirteenth sprocket, and that's fine. There are plenty of other lower-priced options on the market in SRAM's product lines and Shimano and Campagnolo's. 

 Verdict  

SRAM highlights just how much has changed in the last decade when it comes to gravel-specific equipment, and just how large a part of the market it makes up now. At the sharp end, top-level gravel riding is very specific, competitive and fast. The days of mish-mashed road components and chainstay slap are long gone.

The XPLR derailleur is burly and strong, it's going to stand up to a lot. Shifting and braking have been excellent across every terrain.

SRAM claims it designed Red XPLR AXS to be 'Resiliant, precise, light and fast. An effortless experience so your energy goes into the ride'. And I agree with this summary. In my testing, the groupset has proven to be all of those things, and in use I just haven't had to think too much, just enjoy the ride.  

Internal hub gear manufacturer Classified has partnered with performance brake specialists TRP to create a 16-speed one-by groupset. The Vistar // Powershift is available in a 1x16 configuration for road riding or 1x15 for gravel riding, though the "1x16" notation is a little misleading; there isn't a 16sp cassette, just 16 unique gear ratios.

The new Vistar // Powershift groupset makes use of a 12-speed cassette paired with a Powershift hub to offer sequential shifting, automatically changing the hub gear when necessary to provide 16 sequential gears. For riders looking for even more gearing, it is possible to take full control of the shifting, theoretically allowing riders to have 24 overlapping gear ratios from a one-by drivetrain. 

Shifting is electronically actuated with the shifter, derailleur, and internal hub gear all operating wirelessly. 

For a single chainring groupset, the brands are claiming that this new collaboration offers the widest ratio of gears at 530% when fitted with a 10-40 tooth cassette. 

TRP is not new to the world of groupsets with the brand already producing both the EVO 12 and EVO 7 DH mountain bike groupsets, however this collaboration with Classified marks TRP’s first move into the road and gravel market. 

Classified CEO Mathias Plouvier said, “We have spent two years collaborating with TRP on this groundbreaking product and are excited to showcase the VISTAR // Powershift groupset for the first time."

“Both Classified and TRP share the same strategic vision about pushing the boundaries of drivetrain technologies and we have achieved our goal of creating a pioneering product that not only is fast, efficient and durable but also offers the widest gear range on the market.”

Although TRP might not be a mainstream name in the groupset market it is certainly a brand associated with hydraulic disc brakes with over 35 years of experience creating performance brakes. This pedigree has been bought over to the Vistar levers with TRP claiming that, “Vistar’s innovative, ergonomically designed hoods and levers enable powerful, one-finger braking, irrespective of hand size.” 

Aerodynamic and efficient

One of the key purported benefits of the groupset is the aerodynamic benefit of removing the front derailleur. Due to its location on the side of the seat tube, front derailleurs are in direct airflow and by their very nature are not particularly aerodynamic in form. Moving to an internal hub gearing system reduces the overall drag a groupset causes. 

Another added benefit of using a single-ring setup with a two-speed internal hub gear is the ability to maintain an optimised chain line for more of the time. With a traditional single-ring set up the optimal chain line is situated in the middle of the cassette. For a traditional double-ring configuration the optimal chain line varies depending on which chainring you are riding in. 

What the Vistar // Powershift allows is for riders to have more gear options around the middle of the cassette, keeping the chain in a more efficient position for a wider effective spread of ratios. This has the benefit of increasing drivetrain efficiency when compared to a traditional one-by configuration. 

TRP CEO Leo Chen said, “We’re proud to have joined forces with Classified on our first electronic drop bar road and gravel groupset.”

“Both companies are driven to disrupt the market with innovative, new technologies, and with VISTAR // Powershift, we have delivered a unique groupset that provides top-tier two-by performance with all the benefits of a one-by system.”   

Specifics on pricing and availability are thin on the group however we can expect to see the groupset being made available by the end of Q3 this year. 

In a surprising turn of events, a brand new SRAM Red AXS groupset has been unearthed at Unbound Gravel, with a 13-speed cassette, just two weeks after SRAM unveiled the latest iteration of Red AXS. 

Initially spied by Anne-Marije Rook of our sister site Cycling Weekly, the new groupset appears to be a something of a lovechild between SRAM's latest Red groupset and the Eagle Transmission launched last year. 

As the race has grown to become the premiere race in the gravel season calendar – dubbed the unofficial world championships by many – Unbound has become a launchpad for new tech and a severe testbed for prototypes. The race garners a huge amount of attention each year, and brands know it, so they use it to "accidentally" leak unreleased products to the world, while censoring the details to let us get excited about what they've got in the works, without giving too much away before launch. 

Of all the new tech we thought we might spot at the race though, a new SRAM Red groupset was at the bottom of the list. 

The American brand only launched the latest version of its top-tier road groupset on May 15. In that launch, it retained the 12-speed cassette but redesigned the shifters and improved front shifting for those who choose to run it 2x. 

Mullet mix or a totally new groupset?

At Unbound last year, SRAM-sponsored gravel racers were seen running a 'mullet' set up, mixing the previous Red AXS XPLR road shifters with SRAM's Eagle Transmission mountain bike cassette and derailleur. Eagle Transmission is a 12-speed groupset, wireless – as all of SRAM's top offerings are – with a direct mount derailleur hanger known as Universal Derailleur Hanger (UDH). It is well respected for its durability, which is undoubtedly useful in a 200-mile gravel race. 

At first glance, it would appear that riders were doing the same again this year, but on closer inspection, it became clear that SRAM has gone one step further by creating an all-new derailleur and adding a 13th cog to the Transmission-style cassette. 

The riders seen using the new groupset were all using the shifters from the recently-launched Red groupset, which confirms they will be compatible. Notably, the new derailleur bears the 'Red' branding too, so rather than being a mullet-style road/mountain bike mismatch, this appears to be an all-new 13-speed version of SRAM Red, presumably part of the XPLR gravel-focussed subsection. 

On the versions we managed to get up close with, the largest sprocket bore 46 teeth, but it's not confirmed whether this is the only 13-speed cassette option that SRAM will make. 

Evidently, there are more big things to come from the American brand, and although Unbound Gravel doesn't have to adhere to the UCI rule of commercialising prototypes for public use within 12 months of use, this new product looks polished enough to be a real thing. We'll be sure to bring you the details when we find out more. 

Shimano GRX is very much a well-established part of the gravel scene now, and while last year saw the launch of a cabled 12-speed GRX, we are now seeing the launch of a 12-speed Di2 version. The headline changes are, beyond the addition of an additional sprocket, a revised hood design to better mesh with flared bars, and added button functionality as well as the ability to use satellite shifters. 

Like Dura-Ace, Ultegra, and 105, the new GRX Di2 (RX825 in Shimano coding) is semi-wireless, with wireless controls at the hoods, but a hardwired connection between the battery and the front and rear derailleurs. While we have seen a patent recently for a fully wireless, 13-speed Shimano groupset, it is at least now clear that this wasn’t a new GRX.

For ease, the new componentry has been broken down into its constituent parts. 

Hoods

At first glance, you’d be hard-pressed to find the differences between the new hoods and the old Di2 ones from the 11-speed groupset. The 11-speed hoods were universally popular in our experience, and it seems Shimano has seen little point in overhauling something that people like. 

The same ribs exist on the hood covers for improved grip on rough terrain, and the ‘pommel’ still features that characteristic, almost hooked back peak to it. It is however larger in diameter, to create a smoother transition from bar to shifter and reduce pressure points.

The anti-slip coating on the lever remains, too, and the lever still kinks out more than road levers do, to better work with flared bars. The thumb button on the upper inside of the pommel peak is still there, to work as a satellite shifter, or to control computer screens. As per the cable groupset, the hoods are designed to be flat when mounted to flared bars.

A novel addition to the hoods is a battery level indicator light on the top of the shifter pommel at the front, so you can easily see when you need to replace the coin cell batteries that power the shifters.

Chainset and gear ratios

Gearing is now 2x12, but as this groupset shares the cranksets that come with the cable-actuated 12sp GRX, it stands to reason that the current 1x crankset on offer for cable users would be compatible with the Di2 version. This isn’t mentioned in the press material though.

The 12sp Di2 chainset is the same as the 12sp cable model, with the same 48/31 tooth setup that the current 11sp offers, as well as being compatible with the smaller 46/30 chainset from the 12sp cable actuated GRX. The new chainset itself is similar looking to the current 11spd model but has more material machined out of the outer chainring.

Cassette options are either an 11-36t or an 11-34t option, depending on whether customers want a greater range or tighter spacing. These are the same parts as seen on the cable groupset. 

Front derailleur

The front derailleur again bears a striking resemblance to its forebear. The chainline remains 2.5mm greater than on the road for slightly improved clearance. The front-facing panel of the main motor unit is no longer silver, but all black, and the inner plate has an additional cutout to shed some grams.

Rear derailleur

Oddly, the rear derailleur seems to have added material. No longer is the central parallelogram outer plate machined out, but is now solid. The whole thing is now all black, and features the same Shadow setup as before, with a switch for the clutch to make wheel removal easier. 

The lower cage kinks backwards more drastically halfway down its length, has larger cutouts, and appears to have a larger bottom jockey wheel, again with larger cutouts in it. The charging port also remains on the backside of the rear derailleur, in keeping with the rest of the Di2 family. 

The previous rear derailleur has a maximum 42t capacity, and while it isn’t listed it isn’t expected that this has changed. 

Brakes

The brakes are identical to those on the 12sp cable groupset. This means an upgrade over the current 11sp as the GRX BB-R820 callipers feature Shimano’s ‘Servo Wave’ brake tech, which spaces the pads more widely and takes up more of the pad movement in the initial lever stroke. This should reduce pad rub - something that is more common when riding off-road - and improve modulation.

Button functionality and satellite shifters

This latest iteration of GRX Di2 is now compatible with satellite shifters, either on the bars or bar end for those gravelly riders who use TT bars. More than that though, the buttons on this groupset are now more programmable than ever.

Using Shimano’s E-Tube app, riders can assign one single button to shift the front derailleur in both directions, freeing up a button for other functions such as controlling computer screens, lap functions, or compatible lights.

Pedals

Not new in terms of hardware, but new in terms of visuals; the new GRX Di2 also coincides with a GRX edition of the PD-M8100 pedals, the same as the Deore XT model from Shimano’s MTB line, but with gravel-inspired graphics. 

Pricing and weights

Pricing and weights, where information has been provided, have been outlined below. As more information becomes available we will update this. 

Sram has launched the new Red AXS groupset today, ending months of discussion and speculation on when it would officially appear. There have been sightings of the new groupsets since December 2022, as well as leaks and sightings here and there along the way. American manufacturer Sram also need not worry about having to wait for the new equipment to claim a victory on the road: Demi Vollering and Jonathan Milan have broken that particular duck already.

Sram launched its Red eTap AXS groupset in 2019, but somehow half a decade has passed since then and the time seems to be right for Sram to drop the 'eTap' name which won't feature going forward and roll out a new generation of Sram Red AXS. 

Let's get straight to it, price-wise, the groupset comes out at $4,200 with a power meter chainset and $3,700 with a non-PM chainset specced. That price will also include a new Hammerhead Karoo smart computer, (Sram owns Hammerhead) and we understand certain top-spec bikes with the groupset will also include the new Hammerhead computer. At the time of launch there is no option to not buy the Hammerhead with the groupset, but consumers can of course also buy a Karoo unit on its own. This puts the new Sram Red AXS in between its two main competitors; Shimano Dura-Ace and Campagnolo Super Record WR price-wise.  

According to Sram, every part of the Red groupset has been overhauled and refined. Lowering the weight of individual components across the board looks to have been a focus. The brand claims the new Red AXS is now the lightest electronic groupset ever, tipping the scales at 2649 grams in its lightest permutation. 

There's more to this launch story than just the new groupset though. Sram has launched three other new products in addition to the new groupset today from its portfolio of brands. Two have been designed specifically to integrate directly with the new Red AXS groupset. The first is a brand new Hammerhead Karoo computer which will be included with the new group at purchase, though it's worth mentioning that the groupset will still work without it. The second is a new Zipp SL80 Race handlebar which is designed to integrate with the shifter hoods. Lastly are some new Goodyear Vector R NSW and SW tyres which have been specificaly designed to fit Zipp's 303 and 353NSW hookless, tubeless rims.

We'll get into the details of the new groupset below. You can find weights, prices and plenty of tech info on all the new components. Cyclingnews attended the launch of the new groupset earlier in the year and our in-depth review is here for you to read.

Gear shifters and bonus buttons

The new Sram Red AXS shifters are one of the most eye-catching parts of the new groupset and a lot of change looks to have occurred there. Sram says 'true one finger braking is at hand' regarding the new shifters' performance. 

The Red AXS shifter bodies and brake lever blades now feature a new shape and size. A pair of additional square 'bonus buttons' now feature on the inside of each shifter hood, whilst a relocation of the internal brake piston is said to provide a lighter braking feel. New markings on the rubber hoods themselves also aid with the shifter angle setup.

First up is the shape, the new shifters are ever so slightly longer whilst being smaller in circumference. Which Sram says will provide a better 'finger wrap' on the hood (see image above). The 'pommel' - what Sram calls the top of the shifter has received a reduction in size. The carbon fibre brake levers also have a more distinct curve and are slightly flared now. The new design has, according to Sram, 'been designed to fit the widest range of hand sizes'. Weight-wise, Sram claims a shifter, brake caliper and brake hose save 83 grams over the previous generation. 

Another new feature of the shifters is the 'Bonus Buttons' which are set up to provide an additional shift point option. The buttons also provide ANT+ device control for the Hammerhead Karoo and compatible bike computers allowing users to use the buttons to scroll through computer data pages without taking their hands off the bars.

The shifters also feature a tethered rubber port in the front of the lever blade that allows for lever reach adjustment whilst rolling back the hood will give access for pad contact adjustment. The shifter hoods feature texturing (as do the shifter paddles) and the hood markings themselves act as a setup tool to achieve the recommended Sram shifter setup angle of +7 degrees which they say best suits the new shifter shape.

Component availability has been an issue for several years. For this launch Sram says groupsets will be available globally alongside new bikes specced with groupsets, the ability to buy single parts will come later in the year according to Sram.

Front and rear derailleurs

The Red AXS rear derailleur looks fairly different to the outgoing unit. There's more silver going on compared to the mostly black previous generation. There's a smaller 'Red' logo, a larger 14-tooth lower derailleur pulley and perhaps most glaringly a section of material has been removed from the front-facing derailleur body plate, saving 16 grams over the previous version. 

There will now only be a single rear derailleur option instead of the previous generation's two. The new unit is compatible with existing AXS batteries and has a range of 10-28T - 10-36T cassette sizes. The derailleur also retains the Sram orbital fluid damper which aids chain retention on rougher ground. Larger X-Sync pulley wheels increase efficiency and match 'current aesthetic preferences'. They also feature ceramic bearings.

The front derailleur plate width has been narrowed which Sram says should 'provide faster and more accurate front shifts'. It's also received an auto trim functionality which the brand says should eliminate all chain rub. A new FD setup tool has also been developed alongside the front derailleur which Sram says should ensure improved shifting performance and a simplified process.

The front mech has two mounting positions and accepts 46/33  - 48/35 - 50-37 - 52-39 - 54-41 - 56-43 will work with previous generation X-Range chainrings. (excluding 43-30)

Braking

We have touched on some of the brake changes in the shifter section specifically the change in position of the gear lever brake piston. Sram claims effortless one-finger braking is now here with the new levers whether riding on the drops or the hoods. Sram claims when tested in comparison with Red Etap AXS the new Red AXS brake levers require 80% less effort when braking from the hoods and 33% of the effort when braking from the drops. 

There are also new Paceline X disc rotors which feature a lightened aluminium carrier which looks fairly different to the current Centreline XR rotors and a new brake track which the brand says will provide quieter braking. 

The new calipers are now a two-piece offering which Sram says is stiffer. There also appears to be some removal of material from the calipers themselves to save weight, as well as a slight relocation of the caliper outboard piston to aid the new lighter braking feel. 

Chainset and power meter

The new Red AXS chainset features hollow carbon fibre crank arms which are a claimed 29 grams lighter than the previous generation due to an optimised carbon layup. Sram told us they were actually being used by Jonas Vingegaard at the Tour de France last year. 

The power meter loses the 'Quarq' branding and is said to be accurate to +/-1.5% whilst providing an L/R power balance. Like the outgoing generation, the power meter is integrated with the chainrings, meaning drivetrain care and upkeep will be important. 

Looking through the groupset specs, it's clear there are an awful lot of crankset variations, to the extent that a total price of $3,000 for the groupset bar the crankset is listed, you then spec which chainset option you need. Chainrings will be available in 33/46 - 35/48 and 37/50 configurations with aftermarket larger 'pro' sizes of 39-52 / 41-54 / 43-56 also available. There are 13 tooth differences between all double chainrings which ensures reliable shifting according to Sram. Crank arms will be available in a new 160mm size through to 175mm. 

A 1x Red crankset option is also available with 48 and 50T chainrings should riders want to run a 1x road setup. The chainset can be upgraded to a power meter unit or with different size aftermarket chainrings.

Cassette and chain

The Sram XG-1290 cassette is available in four sizing options including a new 10-36 configuration and 10-30T, a first for Sram Red. 

The cassettes are one-piece machined steel and are all available in a standard or rainbow oil slick finish with a Sram XDR freehub fitment. 

The new Red E1 flattop chain has been lightened further, dropping 13 grams from the previous generation. Hollow chain pins remain and the chain links now also feature a cutout design. 

Chains have chrome-plated inner link plates and rollers, and like the XG-1290 cassette are available in a rainbow colourway should you want to get really bling. Chains will be available in 114 and 126 link versions. 

Zipp SL80 Race handlebar

The Zipp SL80 Race handlebar also launches today and has been designed to complement the new Red AXS groupset. We don't believe a handlebar has been released alongside a new groupset before.

Red-specific features take the form of profiled top transitions leading into the shifters to provide a more stable hand placement for the rider. There is also hidden external cable routing and specific placement areas should owners want to add Sram blip shifters. 

The bars feature an aero top section which has grippy heat shrink fitted to it. Numbers-wise, there is 80mm of reach and 125mm of drop. 5 degrees of flare and 8 degrees of drop-out sweep also feature and are said to allow more comfort and control in the drops according to Sram.  

The bars have a lifetime warranty and are specified as not being for gravel use. 

Hammerhead Karoo

The new Hammerhead Karoo computer will launch at the same time as the new Red AXS groupset. You can read our news piece on the new computer here. Hammerhead claims the new Karoo has received a full overhaul, there's also a brand-new companion app to use. 

We're including a section on the new computer in the Red breakdown because all aftermarket groupsets will include a Hammerhead Karoo computer and accessories and some top-end bikes will include a unit at point of sale.

Sram highlight the unparalleled connectivity the Karoo can provide with Sram AXS products, the Red AXS shifter buttons can be used with ANT+ to control the Karoo data screens for example. 

As mentioned in at the top of this article, there is curiously no option at time of launch to purchase the groupset without the Hammerhead computer. 

Goodyear VectorR Z30 NSW tyres

Sram has also released two new tyres by Goodyear in collaboration with Zipp today. The new tyres will be the Goodyear VectorR Z30 NSW tyres and Z30 and Z35 SW tyres. All three tyre versions share the same pricing. 

The Z30 NSW tyre is optimised for the Zipp 353 NSW wheel and Sram says it is designed to measure 30mm on a 25 TSS (hookess) rim. It has a higher TPI (threads per inch) count and a lower weight (280g) than the AW model. Sram says the tyre's bead construction and geometry ensure safe retention on Zipp rims. 

The Z30 (30mm) and Z35 (35mm) tyres are designed around the Zipp 303 wheel family. Sram says they have been developed with volume and durability in mind. These tyres are designed to measure 30 and 35mm respectively on a 25mm TSS rim. They have a slightly lower thread count of 120 TPI and are slightly heavier than the NSW version. 

Both NSW and SW tyres share the Goodyear R: Shield breaker belt, Dynamic: UHP compound and have a 'tubeless complete' dual angle bead. 

Sram Red AXS weights and pricing

In a Shimano patent uncovered by Better Shifting and detailed on its Instagram account, a new, fully wireless, 13sp groupset is hinted at that could well be the new Dura-Ace. 

While a patent doesn't in any way guarantee a product will go into production, it at least hints at the general direction. In wireless terms, Shimano currently lags behind Campagnolo and Sram in that its electronic groupsets still rely on a partially wired connection. Bringing true wireless to Dura-Ace would bring parity on that front, and a 13sp rear cassette would also bring it level with Campagnolo as far as the number of sprockets go. 

13 speeds and 2x: 26 overlapping gears

Both Shimano's road and gravel groupset top out at 12sp currently. The same can be said of Sram, it must be said. Campagnolo has gone to 13sp, but only with its Ekar gravel groupsets, which are exclusively 1x.

The Patent clearly shows a derailleur which bears a visual resemblance to the current Dura-Ace with a cassette with 13 sprockets. This would make it the first 13sp road groupset, and the first 2x13 setup too in one fell swoop.

We have seen aftermarket Shimano road 1x setups in the past, but nothing official, with 1x being reserved solely for the GRX gravel groupset. The presence of a front derailleur in the patent doesn't necessarily forego the presence of an official 1x setup, but it certainly shows 2x isn't going anywhere anytime soon.

True wireless

As it stands Shimano groupsets still involve some wiring. There is the battery, for one thing, distinct from both derailleurs and requiring a hard connection to both, with the rear derailleur acting as the master unit for charging.

This latest patent shows both front and rear derailleurs housing internal batteries, though while the rear shows a charging port that looks like the current generation, the front doesn't appear to have a port - or at least one is not shown.

Sram has a patent for interchangeable batteries, which is why the latest wireless Campagnolo Super Record groupset uses distinct batteries for the front and rear derailleurs. It's possible that the rear derailleur may be charged via the current generation lead, and the front either by removing the battery, or using a new charger design which is also outlined. 

There is no indication of development timescales or a potential launch within the patent, but as this is new tech it is reasonable to assume it will enter at the Dura-Ace tier and then trickle down. The current Dura-Ace came out back in 2021, and so an update in the near future wouldn't be out of the question.

There are plenty of rumours swirling around the bike industry about an upcoming update to SRAM's top-of-the-line Red AXS groupset. There have been patent filings, early prototype testing and leaked images, but one thing that's missing is the groupset being spotted in the wild beneath one of SRAM's sponsored teams. 

But today that changes, as Lidl-Trek's Simone Consonni was photographed by Getty Images photographer, Luc Claessen, at the start of stage 1 of the Tour de Romandie carrying his Trek Madone sporting what is clearly a new version of a SRAM shift/brake lever. 

Consonni was also captured using the new groupset the day before during the stage's short but fast opening prologue around Payerne. 

So far, the available images are few and far between, and details of the rest of the groupset aren't forthcoming, but these pictures give a clear indication of three things. 

Firstly, it gives a clear look at the design of the hood, shifter and brake lever. Compared to the outgoing model, it appears smaller and features more pronounced shaping to the lever itself. It looks as though the pivot point for the brake lever is higher, and there's a small indentation near the top, presumably to help with braking from the hoods. 

The shifter button is also smaller than the previous model. There's only one of them on each side, which all but confirms that SRAM will be sticking with its shifting process which uses the left paddle for shifting to an easier gear, the right paddle for shifting to a harder gear, and both together to operate the front derailleur. 

There also appears to be a small button on the inside of the hood near the top. Given the diminutive size of this button, it's unlikely that SRAM will be taking on the Campagnolo thumb-shift method. More likely is that this will work as an auxiliary button to control things like bike computers or lights. With that said, SRAM is known for its customisation options, and given Shimano's similar hidden button on its Di2 groupsets can be used to shift, there's nothing to suggest this won't be able to function in a similar way. 

The brake lever bears the large 'SRAM' logo on the lever blade, but this design is often reserved for the pro team components. It's likely that consumer-ready models will use a different finish.

Second, it confirms the legitimacy of previously leaked images. Those leaks, which came back in January, were from an unverified source on Twitter, so the authenticity of the photos was always a potential doubt. Given the shifter in those leaks is exactly the same as seen here used by Consonni, it's evidence to suggest the rest of those images are likely to be accurate too. 

Thirdly, and perhaps most importantly, Lidl-Trek using the product in a WorldTour race, rather than just a training ride as was the case with Movistar in December 2022, suggests that the new Red Groupset is nearing its launch. 

Exactly when it is launching and how much it'll cost are both unknown at this stage, but as always, as soon as we find out, we'll be sure to share it with our readers. 

As I write this, Shimano Dura-Ace is sitting in the number one place in our best road bike groupsets buyers guide. We have it listed as the best road bike groupset currently available in the short to medium term at least, that is unlikely to drastically change. There's an argument that SRAM RED AXS could occupy the top spot but it's been years since anyone else was a contender. Shimano is also far more common than SRAM even as the American brand has started to chip away at Shimano market dominance over the last few years. 

Despite that market dominance, this review is being written years after Dura-Ace Di2 R9200 first came to market. Although I'm happy for the opportunity to revisit something with the benefit of time on my side, it does also point to struggles that Shimano has seen. First it was impossible to get your hands on Shimano products, then the brand went through a huge recall, and finally the latest GRX failed to make the splash the brand was hoping for. 

With all that as the backdrop, I now get to highlight an exceptional product. Whatever headlines might stick in your mind, make no mistake, Dura-Ace Di2 R9200 is the stuff of dreams. If you care about road bikes, this is a groupset you absolutely lust over. The only questions that remain are details and what it's like in day-to-day use. If you are trying to decide which direction to go with an upcoming dream build, keep reading to see my thoughts on choosing Dura-Ace having used it a lot.

Design and aesthetics

Looking back at the previous generation of Dura-Ace, it feels like another timeline at this point. When Dura-Ace Di2 R9200 hit the market it did so with a big splash. You can still buy rim brake controls but the brakes themselves haven’t been updated and Di2, synonymous with electronic shifting, is your only option now. A big part of that is that Shimano has followed in the footsteps of FSA and Dura-Ace is now a semi wireless system. 

Semi wireless means that the controls use a CR1632 coin-style battery (lasting up to two years) to connect wirelessly to the rest of the system. Although, unlike SRAM, there are still wires everything else is less complicated. There are no more junction boxes or wireless modules. 

Instead, the system starts with the battery and a single wire connects to the front derailleur. The front derailleur is now 33% smaller, for better aerodynamics and bigger tire clearances, while also being able to accommodate up to a 55-tooth chainring. Although the front derailleur does not act like a master, there’s no official option to run a 1x system. 

A second wire is then connected to the rear derailleur. Despite the lack of 1x, the rear is still the master in the system. It’s here that you find the wireless connection to both the controls and any external device. You’ll also find a magnetic charging point at the rear of the bike where you can connect the EC300 charging cable. 

Matching the medium cage rear mech, cassette options now include an 11-28 and an 11-34. This change also brings an updated ramp technology referred to as Hyperglide+. This is an evolution of the older Hyperglide technology and might actually be the most important part of the Shimano system. I’ll get into it more below but Shimano refers to it as “revolutionary” and states the “shifting system uses our original ramp designs and technologies to smoothly guide the chain up and down the cassette for lighter, faster shifting, even under extreme pedalling force.”

Despite that system being a big part of the character of modern Dura-Ace, it wasn’t the main course when the system launched. Instead, the meat of the Dura-Ace R9200 update at launch was the move to 12-speed shifting to match Campagnolo and SRAM. Fear not though, for those who still wake with a start thinking about the move from 10-speed to 11-speed, the freehub remains mostly unchanged. Although it’s technically a new design it only splits the larger freehub pattern into smaller blocks and remains compatible with both types. Only Shimano wheels use the new 12-speed road freehub so in most cases this won’t be something you’ll need to think much about.

Rounding out the gearing offered via cassette options you’ll also find three crank options. The brand retained the same 4-bolt 110 bolt circle diameter configuration but the gearing has shifted. In a sign of the times, Shimano made the choice to phase out a 53/39T and replace it with an even larger 54/40T option as requested by professional teams. Then, for the rest of us, the options are 50/34T and 52/36T. It’s worth highlighting that this means that even at the Dura-Ace level Shimano now offers a 1:1, or 34/34, climbing ratio. In the past wide range would require stepping down to Ultegra so if you prefer the upgrade to six titanium (or five in the smaller cassette) sprockets you can have your cake and eat it too. Crank arm lengths have also shifted smaller and now include seven options ranging from 160mm to 177.5mm all with a 148 mm Q-factor.

At the front of the bike, the controls are drastically different inside as they now only connect the rest of the system wirelessly. Visually though, the new ST-R9270 hydraulic levers are much closer to past versions. They are slightly taller and longer, there’s a new shroud over the brake pivot point, and the shift paddles got bigger with slightly updated textures. Overall though, there’s no mistaking these are Shimano controls. The top of the hood shape and size fits between FSA and SRAM and shifting continues to be up and down the cassette/crank via a front and rear lever on each side of the bars. 

As already mentioned, twice, there’s no cable connection for the shifting but so far no one has made the jump to brake by wire. It’s not yet impossible to find a rim brake option but the vast majority of Dura-Ace Di2 R9200 systems are hydraulic and connect to an updated brake system with hydraulic hoses. Initially Shimano supply chains were in such chaos that the system launched using mountain bike rotors but since then we’ve seen the RT-CL900 come to market with heat dissipation paint and some of the styling from the previous generation ice-tech rotors. 

That focus on heat dissipation is just one of the updates designed to quiet Shimano brakes after hard braking. Also on that list is Servo Wave which spaces the pads 10% farther from the rotor then speeds up the initial pull ratio. Overall it’s a strategy to keep the pads from rubbing when the rotors deform under power. It also means there’s more power with less movement which, again, points to the shifting way that riders use modern bikes and the prevalence of hoods riding over drops riding.

Performance

As I work through my thoughts on the experience of using Shimano Dura-Ace R9200, it makes sense to me that I start with a few of things that bug me. These are the details that are so minimal to the actual experience that I have to take note for the review. They also tend to be the things that stick out to me partially because there’s a narrative out there and I don’t always agree with it. 

What I mean is that most conversations about Shimano road groupsets in general start with praising the brakes and my experience is a little different. While I find the brakes very good, I also find SRAM RED brakes at least equal. Each system has positives and negatives but if I focus on Shimano, I find that the pads make more noise at low speeds and the rotors are more prone to heat warping after hard descents. There’s a prevalence for little “ting” noises and pad drag after descents and R9200 made changes to the system specifically to address those details. Unfortunately I find the issues persist. I was also able to induce brake fade exactly one time I can remember and it was on a Dura-Ace R9200 bike. It’s entirely possible that SRAM RED also would have experienced fade but I was on Shimano. On the upside it’s nice to have mineral oil instead of DOT fluid when it’s time to bleed. 

Another detail I find myself coming back to is that it's difficult to distinguish the shift buttons from each other. When riding Shimano Di2 systems I find myself spending a lot of time mentally considering which button I'm actually touching. This is in contrast to the relatively giant buttons that SRAM uses. Again there is an upside though. If I'm eating, or filming with an Insta360 X3, and suddenly find the road turning up I can shift to an easier gear with only my right hand if I'm on a Shimano bike. 

The last negative detail I want to run through is the battery system. If anything this is one of the big decision points as you consider which high-end groupset you’d prefer. Shimano batteries last longer and you’ll never forget them at home. The downside is that you have to plug in the bike and you can’t have extra batteries. With SRAM, you can buy extra to bring with you, or to have at home, and it’s easy to pop off the battery for a charge whenever you think about it. 

If I transition into the positives, it starts with the shape of the hoods. I don't have big hands and SRAM hood tops are huge but I've adapted over time. When I ride I am almost always on the tops but when I am really thinking about going fast I'll get my forearms parallel to the ground and hold the tops of the hoods. It's aerodynamically fastest and with SRAM it's easy to be a bit lazy with your hand position because the tops of the hoods are so large. 

In contrast, Shimano manages to hit a sweet spot. There's enough to grab but you can keep your hand small and almost pointed. There's just enough texture to keep your hand in place but not so much that I want gloves on long rides. The slight inward lean only adds to that and it's especially nice for keeping your hand on the brake lever while in the aero position. 

Of course there's also the buttons on the top that I use to control my Gamin 1040 Solar, those feel like magic and can be re-assigned. While I use them for control of my Garmin, and never get tired of that experience, you can also make them a built-in satellite shifter. Doing it is incredibly easy using the e-tube mobile app and that's also where you'll find battery life and firmware updates. 

Overall, this is one of the things that's shifted since Dura-Ace R9200 first hit the market. These days the SRAM app caught up if not surpassed the Shimano app. At launch time though, Shimano was the first to offer a visual representation of micro-adjusting the rear derailleur. This might sound like a small thing, especially with a Dura-Ace setup, but being able to visually understand how much and which direction you are moving the derailleur makes life easier. This is especially true if you regularly change wheels as it's easier to remember what each wheelset requires for smooth shifting. 

The smooth shifting though, that's the real main course when it comes to Shimano Dura-Ace Di2 R9200. In the same way that absolutely slamming into each gear is a hallmark of Campagnolo shifting, Shimano has a well deserved reputation for being so smooth you might miss that it happened. The first time you ride 12-speed Dura-Ace, even compared to SRAM RED, it's shocking how smooth and silent it is. Perhaps that’s because of the Hyperglide+ system but whatever it is, the shift quality is incredible.

Verdict

One of the points that I mentioned in the shorter verdict is how close Dura-Ace and Ultegra are at this point in the history of Shimano groupsets. It's always been the case but with a fully electronic system no one can claim it somehow seems to shift smoother as the two are the same. It's possible, even likely, there never was much difference in the shifting but at least before you could pretend. Now there's a motor and software moving the derailleur for you and it's the same with Dura-Ace and Ultegra. So what else is different?

Weight is one difference. The Dura-Ace cassette uses more titanium and there's a quoted difference of 92 grams for the 11-34 cassettes. The chains for both systems come from the mountain bike side of the company and while there are some anecdotal reports of the Dura-Ace chain lasting longer, it's only 10 grams lighter. Otherwise there are a few grams cut from everything aside from the battery and it does add up. On a scale you'll find a 245 gram weight reduction and if that's what you are after, it's there. 

For most people though, 245 g / .54 lb, probably isn't worth the price difference. It's true there is a very real performance gain possible in that much weight reduction. I also used a Ceramicspeed bottom bracket for my build since Shimano doesn't offer a T47 BB and Ceramicspeed claims better performance anyway. In both cases though, the biggest difference in my life is likely to be style. 

I have the system installed on my Look 795 Blade RS and that bike is an incredible performance machine that is a joy to look at. You can see it raced at the highest level and you can also buy it with the exact setup you'll see at those races. Riding a Look race bike, or whatever bike you prefer, with a Dura-Ace groupset and a Ceramicspeed bottom bracket is like owning an F1 car that you take up in the hills on the weekend. I tend to be at the pointy end of most group rides but I'm hardly a WorldTour rider, isn't it amazing that I can still ride the best of the best because it looks amazing and performs flawlessly? Riding bikes is fun, enjoy yourself with a little luxury if you'd like. 

Perhaps a more relevant part of the discussion though is which top-shelf system makes sense for you. I haven't ridden the latest Super Record but Campagnolo has always viewed Super Record as a step above Dura-Ace and RED and now it's priced as such. If that appeals to you, it's certainly a dramatic statement. FSA is also an interesting option but unfortunately, as I write this, the brand still hasn't fully released the groupset I tested a year ago. Meanwhile, SRAM RED offers bigger buttons, a fully wireless design with the ability to have extra batteries on hand, and easier charging. I find the brake performance similar between SRAM and Shimano so, for me, I take that one off the table as a deciding factor. 

Another consideration is that if you decide to choose Shimano Dura-Ace it means choosing the biggest of the current groupset brands. With that comes better compatibility with 3rd party brands like Garmin and if you are buying used wheels, they are more likely to have a Shimano freehub. You also get the buttons on the top of the hoods and incredibly smooth shifting. The battery is a little harder to charge but it does last longer and it's impossible to forget at home. The 11-tooth smallest cog is also worth mentioning only because it shifts the chain a little farther from the frame on most bikes. 

Campagnolo has launched a new version of the Ekar gravel groupset today as well as a new wheelset named the Zonda GT. The new groupset which is named Ekar GT will sit alongside the existing Ekar groupset. The GT stands for Gran Turismo, Italian for grand tour, and is most commonly used in automotive circles when describing long-distance driving. Campagnolo says here the suffix stands for cyclists who have adopted a 'don't hold back' motto. 

Ekar, Campagnolo's dedicated gravel groupset launched back in 2020 as a mechanical, carbon fibre, 1x13 speed offering. We understand Ekar will remain in the Campagnolo line and sit alongside Ekar GT. Ekar GT is also a mechanical 1x13 groupset although this new version has received some changes which are outlined below and dropped the carbon chainset. The last Campagnolo groupset launch we covered was for the top-tier Super Record WRL wireless groupset.

Campagnolo has also launched a new wheelset alongside the groupset; the Zonda GT wheels. The Zonda model name has featured in Campagnolo product ranges for many years and the brand currently offers a Zonda road model. The Zonda GT appears to be a wheelset that aims to provide road and gravel riding capabilities. 

So what's changed? From the information we have so far, Ekar GT has received refinement in certain areas, a slightly wider choice of gear ratios, swapped the carbon fibre chainset for aluminium, and overhauled the shifter and rear derailleur design. Ekar GT RRP is said to be $1,599 or Є1,490, Whilst the RRP for the Ekar groupset is $1,790. 

The new groupset weighs a claimed 2.7 kilos though we don't know with what drivetrain spec choices. We have also asked Campagnolo for individual component pricing.

Gearing options and a new chainset 

To kick off, Ekar GT has received some gearing changes, receiving a new, smaller 36T chainring option at the front, and a new 10-44T cassette option at the rear. This means the groupset as a whole offers lower gearing than the carbon offering.

Four cassette options are on offer. These are 9-36T, 9-42T, 10-44T and 10-48T. There will be five chainring options available, 36, 38, 40, 42 and 44. The 36-tooth ring is the newcomer here, the smallest chainring option for carbon Ekar currently is a 38T. So there is a new 36T ring in town, and the brand also says it is easy to change chainrings without needing to dismantle the crankset.

It is assumed, though yet to be confirmed by Campagnolo, that the new components are compatible with the current Ekar groupset, meaning that if you already have the carbon offering you can use the 36t chainring and the new cassette options. 

Cassette-wise, the addition of a 10-48 tooth cassette is new, the largest current Ekar cassette is a 10-44T model. The 10-48 cassette uses individual sprockets apart from the largest five sprockets which are a one-piece unit. 

Ekar GT also gets a new forged 6082 aluminium chainset which still uses a four-bolt chainring mounting pattern and Ultra Torque bottom bracket platform. Q - Factor has been widened to 151mm which Campagnolo says will provide a comfortable and efficient pedalling style, regardless of rider height. The new crankset is available in 170, 172.5 and 175mm lengths. The existing Ekar offers a 165mm crank length as well, a potential issue if riders need 165mm cranks.  

New shifter ergonomics and a rear mech update

The Ekar GT Ergopower shifters have a redesigned palm area for better grip and control according to Campagnolo. The shifter hood rubber has a different finish and looks to use a pattern of small square cutouts. The outside of each of the hoods also features a new small white Campagnolo winged wheel logo.

The Ekar GT shifter button itself looks to be pretty much the same as the existing Ekar and the levers still have built-in reach adjust. It's difficult to tell from the press images at this point but the shifter may also not be quite as 'tall' as the existing Ekar ones.

The new rear derailleur doesn't look massively different from the current Ekar unit but there are a couple of differences. Visually the new unit receives the same white winged wheel logo that the shifters have but loses the white 'Campagnolo' wordmark that features on the front of the Ekar unit in favour of a black one.

The Ekar GT derailleur has a larger pulley wheel with bigger cutouts in the body which are there to make cleaning easier according to the brand, which also claims all materials have been chosen for their strength and to improve durability and maintenance. The same derailleur cage can be used for any cassette size and the mech also features a new clutch mechanism to help with chain retention over rougher terrain. 

The new Zonda GT Wheelset 

Campagnolo has also launched the new Zonda GT wheelset in tandem with Ekar GT. The new, disc only, aluminium wheelset uses Campagnolo's G3 spoke pattern, and features a 23mm internal width, 29mm rim depth and N3W freehub. The wheels can be set up with a tube or tubeless using what Campagnolo calls its 2-way fit technology which means tubeless tape isn't needed.

The wheels use cup and cone bearings like other wheels in the Campagnolo range and feature aluminium self-lock spoke nipples. N3W, HG and XDR freehub bodies are available.

The Zonda GT wheels weigh a claimed 1690 grams per pair and carry an RRP of   $749 / €690 

SRAM's top-tier road groupset, Red eTap AXS, was last updated in 2019. Despite fast approaching its fifth birthday, it's still among the best road bike groupsets available today, but it appears SRAM has its replacement lined up.

Following patents surfacing last year, there have been plenty of rumours suggesting a new version is on the way in 2024. The rumours appear to be true after photos were leaked on X (formerly Twitter) on Friday by user @MoBaohua.

The three photos show the rear cluster, including the rear derailleur with cassette and chain; a front shift/brake lever fitted to a road handlebar, and a disc brake rotor and caliper. All images feature at least one instance of SRAM Red branding, and none of the products shown appear to match any product from within SRAM's current groupset hierarchy. 

We reached out to SRAM, but the brand chose not to comment on the matter, so at this stage, SRAM hasn't confirmed the authenticity of the products in the photos, and their origin remains unclear. 

They appear to be from a studio photoshoot. Despite being low resolution, the lighting and quality is of a studio level. Interestingly, the rear cassette and derailleur are mounted to an 'invisible bike' using a studio trick commonly adopted by groupset brands to show off their product without the chainstay detracting from the product on show. 

The images also appear to match the patents which leaked late last year, as well as the photos of the prototype groupset that Movistar used at their December training camp back in 2022. 

There were no descriptions or sell sheets in the leak, so these three pictures are all we have to go on so far, but there are a handful of things we can discern and decipher about the new groupset and the direction SRAM is taking its top-tier road groupset. 

Still 12 speed, and the 10T cog remains

One of the biggest things given away is that SRAM is sticking with 12-speed, rather than pushing up to 13. It makes sense, and maintains the impressive level of compatibility across SRAM's road and gravel groupsets. This means users of new SRAM Red, assuming these photos are in fact legitimate, will continue to be able to spec a Red derailleur with, say, a Force cassette and presumably Rival shifters. 

Also noteworthy here is the 10-tooth small sprocket, as this cassette appears to be a 10-36T option, as exists in the current range. SRAM caught a lot of flak when switching from 11 to 12 speed, with criticism primarily aimed at the efficiency of the smallest 10-tooth sprocket. Despite larger rings being widely accepted as more efficient, this photo shows us that SRAM is sticking to its guns and keeping the 10-tooth sprocket. 

It also suggests that SRAM will retain the XDR freehub standard. 

Finally, it suggests that SRAM has remained conscious of weight, with what appear to be holes milled out of the body of the parallelogram. 

New hoods, brake levers and shift paddles

The second photo shows a totally new shifter shape, with what appears to be a smaller hood, a less bulky lever, and a sleeker shift paddle, in a design which matches those leaked in 2022 at the Movistar training camp. 

When SRAM launched Rival in 2021, the brand spoke a lot about the new lever shape and how it was smaller, more refined. A handful of SRAM's sponsored pros were even seen using it, albeit with a carbon fibre lever that you couldn't buy. That lever was then carried over into the launch of Force last year, and even more of SRAM's sponsored pros were seen using it in favour of the bulkier Red lever. The impression SRAM gave off was that it knew the Red lever was too bulky, but that it had nailed the solution. If it weren't for the nagging doubt of the Movistar team camp leak and then the patents, we'd have assumed the Rival/Force lever would carry through here.

Evidently it hasn't though, and the new design has been likened by a few as akin to Shimano's GRX, with the high-pivot brakes, kinked lever and steep upward ramp of the hood itself.

The single button suggests that SRAM is sticking with the DoubleTap shifting logic, and the button itself appears shallower, which should help to negate the problem found by those with small hands. Adjusting the lever reach inward so that small hands could reach the lever more comfortably would often mean the large paddle either hit the bar, or hit one of the fingers still wrapped around the bar when trying to brake.

The third photo shows a tightly cropped photo of the brake lever and brake rotor mounted to the fork of a Specialized Tarmac. The rotor appears to have had a total overhaul. It still uses the CenterLine XR design with the rotor itself mounted to the separate black centre, but both parts have larger cut-outs in what are presumably weight saving measures. 

The caliper also appears to have two holes cut out on either side of the pad retaining bolt, although that could be a trick of the light in these photos. 

When will new SRAM Red be launched?

In short, we don't know!

On the assumption that these photos are legitimate, given they show a nearly-finished groupset, it would seem likely to expect a launch this year. 

We have recently been at the Tour Down Under - the first WorldTour race of the season - and as shown in our tech gallery from the race, none of the SRAM-sponsored teams were using it there, which suggests it's not coming right away. The next big races to look out for it will be the Spring Classics, but we'll be on the ground at various early-season races so we'll be sure to keep an eye out. 

Shimano is having a busy day. Alongside the just-announced launch of the new 12-speed mechanical 105 road groupset, the Japanese brand has also unveiled a spate of new gravel tech, including two new 12-speed versions of GRX, as well as a new set of carbon gravel wheels.

Starting with the groupsets, they come in the form of the higher-spec RX820 series and the more affordable RX610, but besides some specs, material choice and the associated weight difference, they both provide a similar solution to gravel riders' needs, offering 12-speed cassettes in 1x and 2x configurations. 

Notably, they are both mechanical, meaning anyone holding out for 12-speed GRX Di2 will have to continue playing the waiting game. It also means the entry-level RX400-series remains unchanged. There's no news as to whether either will see an upgrade in the near future. 

In both cases, the big talking point is the enormous gear range available, with up to 10-51T cassettes in what will be a mountain bike-like gearing setup. 

Shimano GRX RX820 details

Whereas the outgoing 11-speed groupset topped out at 11-42T in cassette size, the RX820 groupset will now come with a choice of two even-larger cassettes. These are 10-45T or 10-51T in size, meaning an increase at both ends, providing more top-end speed, and bottom-end range to winch up steep inclines. 

I mentioned it being a mountain bike-like setup earlier, and the cassette in question is in fact from Shimano's mountain bike range. Both are from the M8100 XT range and use Shimano's Microspline freehub interface. 

There's a bit of complexity to get your head around when it comes to choosing your rear derailleur. The 10-51T cassette will need to be paired with the RD-RX822-GSG derailleur, essentially a long-cage version, while the 10-45T will need the medium-cage RD-RX822-GS. 

Notably, and thankfully, the derailleur cage alone can be swapped or replaced, meaning you don't need to buy a whole new derailleur in the event of a cassette swap (or a crash). 

Up front, the Shimano Hollowtech II 1x chainsets come with a choice of two chainring sizes, 40T or 42T, and three crank lengths (170mm, 172.5mm and 175mm). 

For those who prefer 2x, you're limited to just one chainset option. That comes with 48/31T chainrings and is paired with a choice of 11-34T or 11-36T cassettes. This will require a third derailleur, the short cage RD-RX820 with a maximum cassette compatibility of 36T. 

The same choice of crank lengths is available, and to enable wider tyre clearance, the chain line is pushed outward by 2.5mm when compared to road groupsets, as per existing GRX. 

Shimano also says the new RX820-Series groupset has been given updated shifters with improved ergonomics that have been optimised for comfort when used with flared handlebars, as are often found on gravel bikes. Like the outgoing GRX groupset, the 1x groupsets can either be specced with a left-hand shifter for dropper post control, or as a brake lever only. 

Shimano GRX RX610 details

The RX610 series is designed to mimic the RX820 groupset but for the more budget-conscious rider with cheaper, heavier materials. Much of the functionality is alike, although there are a few spec differences, such as available crank length and chainring sizes, to share. 

Starting with 1x groupsets, the same 10-45T and 10-51T cassette ranges are offered, but in a Deore M6100 component level, rather than the XT M8100 as above. Again, this uses the Microspline freehub. Unlike the RX820, one rear derailleur fits both of these cassettes, the RD-RX822 GS long-cage option. 

Up front, the 1x chainset comes with two chainring options. These are 38T and 40T rather than the 40T and 42T offered above. There's also an extra crank length option of 165mm, meaning four in total (165mm, 170mm, 172.5mm and 175mm). 

For 2x users, the same four crank lengths are offered, but chainring configurations are limited to just one option. This is 46/30T, but mixing and matching with the above series will open up more choices. There's also only one cassette offered, an 11-36T, but again, the 11-34T cassette from above will work. 

The shifters are also available in a 1x or 2x compatible format, with the latter foregoing the left-hand shift mechanism in favour of a brake lever only. 

Shimano RX880 gravel wheels

Last but not least in Shimano's big day of launches is a new pair of gravel wheels. These are an update to the RX870 wheels launched in summer 2022, and are a small evolution rather than wholesale revolution. 

They boast the same fully carbon 32mm rim as before, complete with 25mm internal width, but Shimano says it has managed to shave 64 grams from the weight, bringing it down to 1,394 grams with a Microspline freehub, or 1,397g with HG L2 freehub.

The wheels are designed for use with tyres between 32 and 50mm, have full carbon fibre rims, and are laced using 24 j-bend spokes front and rear. They borrow Shimano's 'Direct Engagement' star ratchet engagement from the flagship Dura-Ace wheelset. Cyclingnews understands the wheels continue to use cup and cone bearings in favour of cartridge bearings. 

Specs, pricing and availability

Groupsets and wheels will be available via OEM immediately at launch, followed shortly after in retail stores as a standalone aftermarket buy. Pricing and availability for GRX RX880 wheelset is to be confirmed. 

Despite the relatively hilly parcours on stage 1 of the 2023 Tour de France, Jonas Vingegaard (Jumbo-Visma) used a 1X version of SRAM's Red eTap AXS groupset. However, unlike his teammate Primož Roglič at the Giro d'Italia, he opted not to choose the XPLR wide-range gravel cassette. 

Following their switch from Shimano to SRAM this season, Jumbo-Visma have trialled almost all of SRAM's vast gearing configuration options, covering both 1X (which sees the bike fitted with just one chainring at the cranks) and 2X (which has two chainrings, and a front derailleur). 

They have trialled the options across both road and time trial events, including at the Classics, and even in the mountains. Vingegaard's use of 1x is a first for a major GC contender at the Tour on such hilly terrain, and the team has confirmed he will be using a 50-tooth front chainring with the biggest-available road cassette, a 10-36. Wout Van Aert was also using the 1X groupset, with what we understand was a 10-33 cassette. 

1X – or one-by – groupsets have been growing in popularity over the past 12 months for their multitude of apparent marginal gains. The removal of the second chainring and front derailleur will immediately save approximately 250 grams from the bike's weight and increase the bike's aerodynamic efficiency, even when you add back on the chain catcher. In addition, the central chain line it enables is marginally more efficient, and the ability to run extremely large chainrings, as seen on Victor Campanaerts' Classics bike, is another benefit. 

Of all Jumbo-Visma riders, Wout Van Aert was among the first to try the tech on the road when he used the setup during the Spring Classics, including at Paris-Roubaix and Strade-Bianche. But it was Roglič who made headlines when, on the penultimate stage of the Giro d'Italia, he swapped to a bike fitted with the brand's 'gravel-specific' XPLR groupset; with a 44-tooth single chainring and a wide-range 10-44-tooth cassette. 

According to the team's Head of Performance Equipment, Jenco Drost, Roglič's desire for a high cadence was the primary motivation for the use of that groupset, but the efficiency gain of running a larger chainring and larger cassette sprocket was a nice side effect. Despite Roglič's success – he went on to win the Giro, albeit with 30 seconds of panic caused by a dropped chain – Cyclingnews can reveal that the same XPLR groupset won't be making an appearance at the Tour, as Drost believes no road on this year's route is steep enough to need it. 

The shift to 1X groupsets has been most prevalent in time trials, and has also been trialled by Ineos Grenadiers in this discipline, courtesy of having aero expert and former Hour Record holder, Dan Bigham, on the team's staff. In time trialling, aerodynamic marginal gains can often make the biggest difference to a result, and they are often flat enough not to need the lower gears offered by the small chainring.

The main downside to switching to 1X is a reduction in available gear options, but this is where larger cassettes come into play. The wider range cassettes provide easier 'easy' gears at the bottom of the cassette, allowing riders to have the 'best of both worlds', albeit with the compromise of larger steps between each gear. 

Interestingly, this isn't the first time 1X has reared its head in the peloton. Five years ago in 2018, Aqua Blue Sport were given 3T Strada bikes that could only accommodate a single chainring. It was met with mixed reception from riders, and the team folded later that same season. 

Its resurgence, however, does point to the continued evolution of pro cycling's collective mindset. Going back a little further - approximately 10 years - and an 11-28 cassette was considered unnecessarily large, with only a few riders using them in the high mountains. Nowadays, 11-28 is among the smaller cassettes on the market, and it's not uncommon to see 10-33T or 10-34T cassettes. 

A representative from SRAM also told Cyclingnews that Vingegaard and his Jumbo-Visma teammates will continue to use 1X groupsets on 'select' stages throughout the rest of the three-week Tour. If the Dane goes on to retain his title, it'll be a big feather in the 1X cap, for sure.

Not content with three 12-speed electronic drivetrain options, SRAM has launched Apex AXS, sitting below its Red AXS, Force AXS and Rival AXS groupsets. 

It’s one-by only (1x) and available in XPLR wide-range configuration with 10-36t, 10-44t and 11-44t cassettes. While the cassettes starting at 10 teeth require an XDR freehub, the 11-44t cassette fits on a standard 11-speed freehub, adding extra wheel compatibility.

There’s also a new Apex Eagle AXS option which uses a 10-50t, 11-50t or 10-52t cassette for a really wide gear range.

Alongside the electronic drivetrains, there are matching 12-speed mechanical Apex XPLR and Apex Eagle groupsets launched, which use SRAM’s usual Doubletap shift logic.

Apex XPLR AXS electronic groupset 

Apex XPLR AXS mirrors much of the tech in the Rival 1 AXS single ring groupset, but at a lower price point.

The Apex XPLR AXS groupset uses the same derailleur-mounted, removable battery as SRAM’s other electronic groupsets and can be reconfigured using the AXS phone app. As with the Rival AXS groupset, the rear derailleur uses a sprung clutch to help keep the chain in order.

The Apex AXS levers feature a similar ribbed design to the hoods and levers as Rival AXS and the latest second-generation Force AXS and include reach adjust. As you’d expect, the APEX XPLR AXS groupset is available with hydraulic disc brakes only. As you may expect there is also a new Apex-spec Flattop chain.

SRAM lets you pair the Apex AXS levers with up to three sets of wireless Blips satellite shifters, offering additional shift locations, such as in the drops or on the tops of the handlebars.

All configurations of 12-speed Apex use a 1x direct mount single chainring crankset that's available with 38, 40, 42, 44 or 46 teeth. Crank length options are 165mm 170mm, 172.5mm and 175mm.

The crankset uses Wide spacing, which shifts the chain line 2.5mm outboard relative to a standard road bike chainset. This allows its use with wider gravel bike tyres and with Boost rear axle spacing as well as the more usual 142mm and 135mm road/gravel axles. The spindle is also longer so the Apex crankset is also compatible with MTB-width bottom bracket shells.

There’s even a single-sided left crank-based power meter option, again mirroring the Rival-level offering. This runs off a single AAA battery and SRAM says that it adds just 40g to the weight of the standard crank arm.

Apex mechanical groupset 

At the same time, SRAM has introduced a 12-speed mechanical option for Apex, its first 12-speed mechanical shifting groupset for road bikes. 

It is compatible with 10-44t and 11-44t cassettes and incorporates SRAM’s DoubleTap shifting in the right lever. Like the electronic option, it includes reach adjust and hydraulic disc brakes and uses the same Apex Flattop chain as well as a mechanical clutch.

Wide range Apex Eagle options 

Eagle is the name that SRAM has applied to its 12-speed mountain bike groupsets, which use a 10-50t, 11-50t or 10-52t cassette for a wider gear range. Since its launch, it has promoted its Red, Force and Rival AXS groupsets in a mullet build with an MTB Eagle derailleur and cassette as an extra-wide range option for gravel bikes.

Now SRAM has ported Eagle tech over to the road side of things, with the launch of Apex Eagle AXS electronic and Apex Eagle mechanical groupset options. 

As with the MTB Eagle groupsets, Apex Eagle AXS and Apex Eagle mechanical are compatible with a 50t or 52t largest sprocket cassette. 

Somewhat awkwardly, the cassettes need the same Eagle 12-speed chain as SRAM’s MTB Eagle groupsets, rather than the slightly-wider Flattop 12-speed road chain. The cassettes also have the same MTB-like spacing, which is narrower than a road cassette, so they’ll need a 1.85mm spacer behind the cassette to fit on an XDR freehub.

The electronic Eagle rear derailleur is a cross-over product designed to work either with MTB AXS shifters or Apex AXS road bike shifters. It’s named X1 Eagle AXS and is compatible with gravel and mountain bike drivetrains. There’s an overload clutch included, which is designed to protect it from impacts.

The Apex Eagle mechanical rear derailleur and the X1 Eagle AXS electronic derailleur have the same roller clutch as in the Apex XPLR rear mech to manage chain tension. Both also include a cage lock to help make removing a rear wheel a little easier.

Plus flat-bar options 

SRAM hasn’t limited the new Apex tech to drop bar bikes either, with a flat bar hydraulic brake lever also launched. Shifting can use either an AXS flat bar shifter or, for mechanical groupsets, a 12-speed flat bar or gripshift shifter. 

What does it all mean? 

For users, the availability of a fourth tier to SRAM’s electronic groupset hierarchy means there’s an even wider choice of options and that electronic and 12-speed shifting is available to a wider audience. Now that SRAM has increased Apex’s cross-compatibility with its MTB groupsets it offers even more choices if you want a really wide range for road or gravel use.

SRAM has always majored in single-ring solutions for mountain bikes and gravel bikes and the new groupset is heavily geared towards the latter. It’s borrowed from this technology with the new Apex, with features like standard 11-speed freehub compatibility and flat bar levers broadening the appeal for road users.

The mechanical options also show that SRAM hasn’t abandoned cable-operated shifting for drop bar bikes, with 12-speed offering a wider range with closer ratios. 

The price gap to electronic shifting isn’t that great though, so 12-speed Apex mechanical isn’t going to appear on any budget bikes any time soon. The small price differential is also likely to convince more riders that electronic shifting is the way to go, even if mechanical options are slightly lighter. 

Weights, prices and availability 

A brand new 12-speed Shimano GRX gravel groupset has broken cover at Unbound Gravel. 

Taylor Lideen, the Shimano-sponsored Arizonan who is riding the 352-mile 'XL' route has been spotted with the all-new groupset aboard his Pivot Vault gravel bike. 

First noticed by Ben Delaney and shared on his The Ride YouTube channel, the groupset looks largely similar to the current GRX groupset at face value, but on closer inspection, it becomes clear that this is indeed an all-new version of Shimano's gravel groupset. 

The most significant difference is the upgrade to a 12-speed cassette. Current iterations of GRX, of which there are three, include a 10-speed option known as RX-400 and two 11-speed options comprising mechanical RX-600 and electronic RX-800 Di2. 

The move to 12-speed was widely predicted - if not expected - for the new GRX, given that options within both Shimano's road and mountain bike ranges had made the same change, but there were no clues as to when it would come. 

Interestingly, according to Delaney, Lideen's bike is actually using an XTR cassette rather than a GRX-specific version. This proves an element of cross-compatibility across the brand's gravel and mountain bike groupsets, as has been possible with existing GRX. The cassette in question is a 10-45T. The existing 11-speed GRX had a maximum cassette size of 11-42, so this confirms new Shimano GRX will be able to handle wider cassettes than before, even if it doesn't confirm the maximum available capacity. 

The new GRX groupset shown on Lideen's bike is mechanical, rather than the more premium Di2 electronic shifting technology. This is almost certainly due to the arduous 352-mile task ahead and the increased reliability offered by mechanical shifting under such circumstances, rather than any omission of an electronic option within the new GRX range. We'd be very surprised if the latter was actually the case. 

Positively, this seems to confirm that the new Shimano GRX won't exclusively be an electronic groupset, such is the way that the brand's Dura-Ace, Ultegra and 105 road groupsets have gone in recent years. 

The rear derailleur itself has seen a fairly significant aesthetic update, as shown in the picture above. It has borrowed design cues from more recent models on both road and mountain bike sides of Shimano's coin. It appears to have made the switch to direct mount, bringing it much closer to the bottom of Lideen's chainstay than seen on Vermeulen's Enve MOG. 

The top pulley wheel appears much larger too, although this could simply be an illusion of the photos we have and their respective positions hidden behind the rest of the cage. Regardless, the cage itself is evidently much shorter, with the overall shape of the mech appearing smaller, therefore could feasibly be both stiffer and lighter. 

In Delaney's video, which we've embedded below, he also points out a newly designed clutch, which features a larger switch more alike those found on Shimano's mech.

From the few photos we have alongside Delaney's sleuthing, we can't spot any differences in the shifters. Aside from the necessary internal changes, it appears Shimano has stuck with the same visual formula.

The same can be said for the chainset too. Lideen's single chainring is marked up with 'Shimano GRX 12S 42T'. The fact that it is a single chainring means there's no definitive confirmation at this point that GRX will remain 2x compatible, but it would be a huge surprise if Shimano did make it 1x only. The inclusion of a shift paddle on the left lever helps to confirm this theory. 

It appears that the new Shimano GRX also has newly designed brakes. They have at least borrowed the aesthetic DNA from Shimano's Dura-Ace and Ultegra groupsets if not functionality too. 

They appear to still use the same pads, but the bleed port has been moved to the outer face for easier access (as was introduced with the aforementioned road groups). They have also made the switch to a hex-key brake pad retention pin, instead of the flat-head screwdriver which was fairly easily damaged. 

In terms of an official launch date and availability, your guess is as good as ours at this point. 

The groupset certainly looks to be in a finished production quality state, suggesting it could be impending, but with Shimano having struggled quite significantly from the industry's supply chain issues in recent years, such things aren't as straightforward or predictable as they once were!

The Queen stage of this year's Giro d'Italia is a hilly one, with a full five categorised mountain climbs and plenty more stabby uncategorised ones besides. In advance of the final time trial, a stage of two halves with a flat opening followed by an ascent of Monte Lussari, Primož Roglič's spare bike was spotted atop the team car sporting a single front chainring and a truly enormous cassette.

While we were speculating as to the setup, and why the bike was on the car today in advance of TT, Roglič proceeded to stop in advance of today's final climb and swap bikes, before being paced back to the bunch by the ever-dutiful Sepp Kuss. 

A dry run on new equipment? A chance to test the bike change under lower stress before the big day? Likely both, along with the fact that, as today's stage also finishes up steep gradients, it is probably optimal for the high cadence style the Slovenian likes to employ.

Uphill time trial setup

What's been chanced on Roglič's Cervelo R5 then? From what we can see he's running a single front chainring, as has become de rigeur for time trial bikes of late, except with a much smaller chainring. 

To begin with the easy bit, the rear cassette has been swapped out for what looks like, from the black largest sprocket, a SRAM 'XPLR' XG-1271 model, part of the brand's XPLR gravel subset of the top-tier Red groupset, offering 10-44T and a gear range of 440%, an extra 50% or so greater range than that offered by even the wider-than-normal SRAM Red cassettes. 

The cassette is 1x compatible only, so the use of a single front chainring is necessary, as well as likely desirable, and leaves Roglič with the option of anywhere between 38t and 46t upfront. He will have also had to swap from the standard Red rear derailleur to the wider range XPLR model.

For now, we can only speculate as to which front ring he is opting for. Rumours on the ground suggest it's a 44T, but we're yet to see it close up to be able to confirm this. It's also understood that his crankset does still feature a power meter, absolutely vital in a time trial, mountainous or otherwise, even if his Slovenian opposite Tadej Pogacar attacked La Planche des Belles Filles without one in 2020. Lower gearing aside, this may also have aerodynamic advantages, a lower weight, as well as a combination of a better chainline and/or using bigger sprockets resulting in reduced chain deflection and lower drivetrain losses. 

Anyone looking for the best road bike groupset will have options from Shimano, SRAM, and Campagnolo in mind. For most people, that's it. The consumer perception is that those are the only brands that have the distribution and resources to offer a product worth considering.

Those names aren't the only choices that exist though. There is actually a rich tapestry of options if you look. Small boutique bike builders, and discerning customers, could consider something from Ingrid or Rene Herse. Neither brand is ever going to be a mainstream option but both offer beautiful and totally unique products. Alternatively, if you prefer to go a little more mainstream but still stick to something unusual, you might find yourself looking at Rotor. While still very small, Rotor is larger and the brand has spent a few years refining and reinventing the groupset that claims the title of "world's first 13-speed groupset." Still, none of these options are ever going to challenge the big three and that leaves an open question. Is there a brand that has what it takes to make a real dent in the upper echelons of cycling groupsets?

FSA would like to answer that question with a resounding yes. Unlike the smaller brands discussed above, FSA has the infrastructure and distribution that it takes to deliver a full groupset at scale. Do they have the product though? I took the brand new FSA K-Force WE 12s groupset on an adventure through central California to answer that. Keep reading to learn about the details and see what it feels like to actually ride the latest offering from FSA.

Design and aesthetics

Whatever you might have heard about the previous version of the FSA WE groupset, you can forget it. The 11-speed was a first generation product that hit the market in 2016, or 2018, or maybe 2019. It's not totally clear because there's been a number of starts and stops and small redesigns. Ultimately, it doesn't matter. 

The latest version goes by the name FSA K-Force WE 12s. It covers a crankset, front and rear derailleur, rear cassette, chain, an internal battery, drop bar controls, and hydraulic brakes including rotors. Although the list of FSA branded pieces covers everything, the consumables are also Shimano compatible. You can swap in off-the-shelf pieces available at every local bike shop when needed but there's no low-end option and no rim brakes. This is purely electronic shifting with disc brakes and it competes with other top-shelf products such as SRAM Red, Shimano Dura-Ace, and Campagnolo Super Record EPS.

If you are looking for similarities though, start with Shimano. When the recent Shimano 12-speed groupsets hit the market, it was big news that the brand went with a semi-wireless design. At the time FSA had been offering a semi-wireless system for years and nothing changes on that front. The controls use a CR2032 coin cell battery that should last around a year and the ANT+ protocol wirelessly transmits shift requests to the rear of the bike. Both Shimano and FSA use a simple wiring setup that has a single cable running from the battery to each derailleur, but the FSA battery is twice the size, at 1,100 mAh vs Shimano's 500 mAh.  

What has changed for FSA is that the communication now happens directly with the relevant derailleur. Previously the front derailleur acted as a master with the front of the bike but that's gone. There's no longer a specific requirement that a front derailleur be part of the system and that means 1x chainring configurations are now an option. To be clear, FSA isn’t saying that’s coming, but the new architecture means it could happen. 

Along with the updated mechanical details, FSA K-Force WE 12s has a new look as well. There's no longer any red accent and everything has taken a rather elegant mix of black and grey with heavy reliance on the graphic shape of the number 12. The hoods are tiny compared to SRAM, and the carbon brake lever is thin with lots of elegant curves. Just below the exit from the hoods, there's a distinct outward kink that makes room for the rocker switch tasked with handling gear shifts. The right hand handles the rear cassette while the left hand covers the front chainring. In both cases, up is up and down is down with no rider learning necessary. If you understand Shimano, it feels the same, though I do have a preference which I'll discuss below.  

The levers are a real standout when it comes to both ergonomics and looks but they get lost a bit in the shadow of the crankset. Even Campagnolo lovers should take note of the FSA K-Force Team Edition crankset that's part of the K-Force WE 12s groupset. The arms have a matte finish with a 3k weave outer and a hollow centre plus an aluminium inlay, reminiscent of SRAM Red, on one edge. The real star of the show though are the aluminium chainrings which come out of the CNC machine as a single piece. It's reminiscent of Cannondale SISL cranks, although there's no special bearing puller needed to remove it. The 52/36 unit weighed in at 536 grams and certainly contributes to the class-leading 2,423-gram groupset weight. 

Keep moving back to the derailleurs and Campagnolo probably has an advantage again in the aesthetics department. The front derailleur is quite reminiscent of Shimano and the boxy top holds two control buttons plus status lights. If there's an issue with the system you'll see it marked in the lights but most of the time the biggest interaction will likely be when movement wakes up the groupset and the lights momentarily light up blue. 

The rear derailleur is more unusual than the front, though still no match for the beauty of a Campagnolo rear mech. What you might notice instead of the aesthetics is that instead of a traditional parallelogram design, FSA uses a single arm. The concept comes from robotics but I suspect the implementation has more to do with patents than any end-user advantage. There is a clutch to hold tension but it's no match for the stiffness of a SRAM AXS rear mech. Still, there was no noticeable chain slap in my experience with it and it was easy to change wheels. 

Performance

I’m going to start again by saying you have to forget what you might have heard about the 11-speed FSA WE groupset. The reason that I've said that, twice now, is because I know exactly what you've heard. The reviews of that groupset all said the same thing, the rear derailleur would come unplugged and the system would cease to shift. At one point there was also some system that required tightening and at least one review talks about that being an issue as well. The 12-speed version no longer has those issues. 

That's not to say everything is perfect. There are details worth discussing but the baseline is a working system. To prove the point, at one point during my testing, I rode up the backbone of California spending over 14 hours in the saddle. I would have ridden farther too but a broken frame care of Alaska Airlines cut my trip a day short. Let's back up a little though, I'm getting ahead of myself.

My first experience with the FSA K-Force WE 12s groupset was a bit mixed. A friend helped me build up the system and he ended up doing the final adjustment without me. When it got far too late, he threw up his hands and reported issues to me. First was when in the smallest sprocket on the cassette, shifting up required two presses of the button. The first button would do nothing and the second caused it to shift twice, moving the chain from the 11- to the 13-tooth cog. The second issue was a lack of finesse in the shifting that I refer to as "crunchy" shifting.

Time during the day with the bike on my own stand allowed for addressing both issues. First up, was the strange behaviour out of the bottom cog. I reached out to FSA technical support, who are always quick to answer and a joy to work with, but unfortunately, there's not a fix for this yet. While certainly an issue, I'm not calling this out as a negative because FSA is aware of it and a fix is expected.

I'm reviewing the system before it's fully available and these kinds of things tend to come with the territory. The companion app also isn't yet working with the 12-speed groupset so I can't tell you what that's like to use. More importantly though, the fix for the shifting behaviour will be a firmware update and I'm not yet able to apply a firmware update right now. I’m hoping those initial updates also include the ability to report the current gear to bike computers.

As for the crunchy shifting, that one is mostly on me. The way FSA handles micro adjusting is to have the user put the rear in the 7th sprocket counting up from the bottom. Once there, press and hold the rear button on the front mech and the system will change to the adjustment mode. Press either button on the rear controls and you'll signal that you want to make adjustments at the rear. From there, use the shift controls and move the derailleur up or down as needed for smooth shifting. 

I got very good at this process as I spent a long time chasing perfection. I'd get it just right at the top of the cassette and it would be crunchy at the bottom. Then I'd chase it down the cassette, only to have it be loud at the top. For anyone who's mechanically inclined, you'll recognize this behaviour as being a bent hanger. I, of course, didn't immediately notice that and eventually gave up and blamed it on the groupset. It was only later that I caught the issue and was largely able to adjust the shifting until it was smooth.

That said, even when everything was fully dialled, the FSA shifting is louder than Dura-Ace or Red when shifting under power. It rewards good shifting technique in a way that has largely become a relic of the past. At 150 watts the system is as smooth as any of the competition. At 250 watts it can sometimes clunk into gear with more noise than the competition. Use good technique and hesitate with your power ever so slightly and the shifts are smooth and crisp. It’s always smooth and crisp on the front chainrings. Given the way it rewards technique, there are going to be riders who never notice anything is off. For me though, I’ve been riding mostly SRAM Red AXS since 2019 and you can forget all your technique with no extra noise. FSA doesn’t quite nail it in the same way. 

At this point in the story, we can jump back to the aforementioned adventure ride. With everything dialled in I took off for Southern California with a plan to ride about 275 km  / 170 miles a day for two days and really put the groupset to the test. As the adventure unfolded I ended up doing a single day and 293 km / 182 miles over 14 and half hours on the bike. 

I spent much of that time battling headwinds or climbing and I had a lot of time to assess the FSA K-Force WE 12s groupset. Never once did I encounter any issues. When I pressed the button the groupset shifted and that continued throughout the day. As I rode fast through a crazy rough section of pavement, nothing rattled loose. When I found myself needing to shift while standing on the pedals during a climb, everything was fine even if a bit loud. 

Small noises tended to fall out of my consciousness during the ride. Instead, what I found myself marvelling at most of the time was the incredible ergonomics. I almost always ride on the hoods and if you prefer small hoods, the FSA hoods are tiny. The reason I mention that I tend to ride on the hoods though is that I loved having the adjustable levers fully extended. In that position, the shifting is tough to reach in the drops but it’s perfect from the hoods and I love where it puts the brakes when descending. Leaving the levers adjusted out means there’s plenty of room to put two fingers in front of the lever and two behind. This isn't exactly great technique but enough people do it that Shimano mentioned it as a design goal for the last lever shape. FSA does it better. 

I also prefer the FSA buttons more than both Shimano or SRAM. While most people think of Shimano as having a top and bottom button, Di2 actually has a front and back button. FSA has an actual up and down button and it's very easy to tell them apart. It does work best if you push the buttons farther from the central pivot point but I think that's actually a strength. It makes them even easier to tell apart. 

Verdict

No matter how good I tell you the latest FSA K-Force WE 12s groupset is, the brand has a tough climb ahead. Even managing to make it into the conversation will take a miracle and the truth is that there's no miracle here. What FSA has available is a groupset that's priced for competition with Red, Dura-Ace, and Super Record but without the brand recognition. It's solid competition but it's not leaps and bounds ahead of the other options.

Although the challenge is great, FSA seems to be showing the brand is ready for the challenge. Given this is the second generation I'm reviewing, there is a demonstrated commitment to sticking with, and improving, the project over time. There have also been smart choices made with compatibility. You don't have to worry about getting replacement consumables and you don't need a special frame or wheels (not even a unique freehub). Even Campagnolo can’t make that claim. Then, in terms of what's special and unique, the K-Force WE 12s is the lightest groupset and the ergonomics are arguably the best out there - they're certainly my favourite. 

Very few products are perfect though and there are also some mistakes. A max 32-tooth capacity for the rear is a mistake when other brands offer 34, and 36. It's also not a good look to have some unfinished details at launch. You could forgive that though, as long as the fixes do come quickly. Still, even with a late-to-the-party firmware update and app forgiven, the shifting is just a little less smooth under power. It’s subtle but I can't sugarcoat that into not existing even if I wanted to. 

Negatives aside though, I think there's a place in the conversation for FSA and this latest groupset. It works, it's comfortable, and it's the lightest out there. Without anything further, that's worth a look in a product category without a lot of choices, and my money is on it getting better as it really hits the market.

We're still no closer to knowing if five-star favourite Wout van Aert will use the potentially game-changing Gravaa KAPS tyre pressure adjustment system at this weekend's Paris-Roubaix, despite confirmation from the Jumbo-Visma team that some of its riders will bring the tech to the race. 

Speaking after the team's recon ride on Thursday, the Belgian favourite struck a downbeat tone, speaking freely about injuries he'd sustained during that crash at last week's Tour of Flanders. However, once the conversation turned to the innovative tyre pressure technology, he played his cards much closer to his chest. 

"We'll see on Sunday who will ride it," he began. 

The system, known simply as KAPS (Kinetic Air Pressure System) is designed by Dutch brand Gravaa. It claims to allow riders to adjust tyre pressures up or down on the fly, with just the touch of a button on the handlebars, via a small motor in the hub and hoses that travel alongside the spokes at either side of the tyre valve. There is also a separate system being used by Team DSM from wheel maker Scope, called the Atmoz, which houses a pressurised reservoir of air in the hub that is released in a similarly simple button press. 

As for its benefits, Van Aert continued to say, "We always try to find new things, and it's a huge innovation. If you can have lower pressure on the cobbles and still have the normal pressure you're used to on the tarmac, it's a big-big benefit for all the accelerations in between."

One of the forces slowing a rider is rolling resistance. When riding on a road, each imperfection or bump in the road, no matter how big or small, deflects a rider's forward momentum upward as the tyre, wheel, bike and rider are forced to ride up and over it. When a tyre can deform around the bump, more of that forward momentum can be maintained, meaning a rider's speed is also maintained. Lower tyre pressures mean the tyres can deform more easily around larger imperfections, but they are also slower on smooth surfaces due to increased friction from a larger contact patch with the road. 

The Paris-Roubaix route sees riders switch from smooth roads to gruelling cobblestones and back again on a regular basis, so riders are forced to find a tyre pressure balance somewhere in between the optimal pressure for smooth roads and the optimal pressure for cobbles. 

Ultimately, given the trade-off, that means their tyre pressure isn't optimal for either, so the promise of the adjustable tyre pressure systems is to overcome this problem by allowing the rider to easily increase pressure on the road sections, and then release air ahead of rough sections. 

The Gravaa KAPS system was seen fitted to a number of the Jumbo-Visma riders' bikes after their Thursday recon ride, but interestingly, despite singing its praises, Van Aert chose not to use it.

When asked why, his response was coy. "I think it's of course something that maybe can help us. I think it can be a huge advantage, but we don't want to give all the secrets already."

What was present on the Belgian's bike, however, was the same 54T 1X chainring he used at Milan San-Remo. The decision to switch to a single chainring has been a trend we've seen grow through 2023, and perhaps isn't as much of a surprise for the flatter terrain of Paris-Roubaix. 

On flatter terrain, there's no real need for the easier gear a smaller inner chainring provides, and its removal - along with the removal of the front derailleur - can provide significant weight savings and aerodynamic improvement. It also opens up the use of a narrow-wide chainring tooth profile, which holds the chain more securely. The extra addition of a chain keeper offers even more security against chain drops, a problem that befell numerous teams last season. 

Notably, the system has garnered intrigue from elsewhere in the peloton, with Kasper Asgreen (Soudal-QuickStep) describing it as "very interesting" in his team's pre-race press conference. "If it works, it's I think it's gonna be a big advantage."

For years, the Campagnolo shift thumb buttons have been an unmistakable part of the Italian brand's Ergopower levers. Indeed it has often been a key talking point during passionate groupset manufacturer debates between cyclists for years, but it looks as though that may be about to all change. 

It looks as though Campagnolo may have a new Super Record groupset in the works which will ditch the iconic and long-standing thumb shifter buttons, and use wireless technology in the first new groupset for the Italian brand since 2019. 

In a story first shared on the internet forum weight weenies, there looks to be evidence that Campagnolo has sought to obtain a licence to market a wireless electrical system in the US. To quote the Federal Communications Commission's website  "The FCC is responsible for managing and licensing the electromagnetic spectrum for commercial users and for non-commercial users including state, county and local governments." This means to bring an electronic product to market you first need to obtain said licence.

Several documents regarding electrical testing are available to be viewed on the FCC website under the application name: PRJ-330 ERGOPOWER CONTROLS + CALIPERS.

The new pictures clearly show a new Campagnolo shifter, likely to be a Super Record model devoid of any thumb shifter button. There look to be two smaller paddle-style shift buttons alongside the brake lever itself. The shifters look like they will use CR2023 coin cell batteries which will mimic the wireless offerings from Shimano and SRAM. 

The pictured shifters also don't look as tall as current Super Record models with a design that almost looks more in line with Campagnolo shifters of yesteryear. 

Campagnolo also filed a patent recently (US 2023/0031666 A1) showing plans for a shifter design using a coin cell battery which would at least show they are looking to develop wireless electronic shift levers.

SRAM and Shimano already have wireless and semi-wireless groupset offerings and with more and more system integration featuring on road bikes, life gets a lot easier, especially in the cockpit area when you have wireless shifters. A range of cabling issues are eliminated and it also opens the door to other design concepts. 

Simply pairing wireless shifters to derailleurs makes life a lot easier these days when building a high-end road bike with integrated cable routing. It's likely Campagnolo has been planning this development for a while in no small part to help ensure their equipment fits in with manufacturers' handlebar and cockpit designs. 

It also appears some new Super Record groupset components have been listed online on the northwestbicycle website showing some new wireless groupset components. 

Several components are listed as 'Campagnolo Super Record WRL' which we assume means wireless. There appear to be some revised gearing options from Campagnolo with a 10-tooth cassette sprocket and some lower chainset gearing options including 29/45T / 32/48T / 34/50T. This seems to be closer to SRAM's X-Range gearing system. Though it's likely larger chainrings will be manufactured for professional riders using the equipment. 

There also looks to be a new Campagnolo disc rotor on the way with a 'new generation' Campagnolo Super Record WRL centre lock disc listed in 140 and 160mm diameters.

Nothing is certain at this stage but perhaps these new ratios could signal the dawn of something of a new era for Campagnolo with a focus on more adventure/endurance/gravel capable gearing. 

We don't know when this new Super Record WRL offering will be released but it's likely to be this year, perhaps we can expect to see it rolled out for this year's Tour de France which is usually when a wide range of new equipment is launched for the first time. 

The patent and FCC licence news show things are ticking along, we will be keeping our eyes out for in-the-wild prototypes, perhaps being used by Campagnolo-sponsored AG2R Citroen Team riders in the coming months. 

Shimano has announced the launch of the CUES groupset collection, which will see several mid-tier Shimano groupset tiers unified into one more manageable ecosystem. CUES stands for 'Create Unique Experiences.' 

Shimano claims the shakeup has come about after years of trickle-down racing technology being featured on lower and mid-level lifestyle and MTB groupsets that don't particularly benefit from it. It has now decided to come up with something better suited to this application. The changes detailed below pertain to mid-range groupsets below the Deore level.

The CUES ecosystem will be comprised of a range of 9, 10, and 11-speed components spread roughly over three spec tiers. CUES will look to primarily update and eventually replace the technology featured in what's sometimes referred to as the Shimano triple-A groupset ranges of Acera, Alivio and Altus. There will be a gradual phasing out of these groupsets over time but Shimano says there is no timeline for production stopping for the moment and an update regarding tech for the drop-bar community will also come later in the year. There has been speculation that this may eventually impact the current families of Tiagra, Sora and Claris - potentially even seeing them disappear.

Shimano drew on some mechanic experience, as well as feedback from bike manufacturers and dealers to develop CUES. This included a desire for more mix-and-match components, especially in light of recent parts shortages. All components will feature Shimano Linkglide technology which promises to offer smoother shifting, more durable components as well as standardising compatibility. This means components can be intermixed across a wider range of user groups. 

In consolidating component ranges including chains, cassettes and derailleur pulleys, Shimano claims CUES will help reduce shop inventory needs as well as simplify the servicing process for mid-tier bikes. 

Shimano also makes the point that a lot of lower tier, and to some extent mid-tier hybrid and mountain bikes come with a front 2x or 3x chainset and front derailleur setup. Users often graduate to an easier-to-live-with 1x system when they upgrade. Cues aims to eliminate this with affordable 1x options available for product manufacturers and shops to spec, lowering the price point of Shimano MTB performance (though 2x chainsets are still available). Front derailleur cable pull ratio will be unified from three differing current ratios into one to further aid compatibility. 

Shimano Linkglide is the most durable drivetrain technology Shimano offers. Shimano says it provides durable sprockets, an updated cassette tooth profile and smooth shifting. This is especially relevant with greater e-bike usage, which places additional torque demands on drivetrain components. It also ensures shifting quality requirements are met if a third-party chain is specified on a build to meet a price point or a customer's budget. 

The Shimano product series codes for the new CUES components will be U4000, U6000 and U8000 (as well as a U3000 derailleur). As an example of CUES intent, there will be both 10 and 11-speed versions of the U6000 chainset available allowing customers to meet a certain price point more easily. 

A small launch for some CUES equipment appeared last year in the form of some Di2 variants of the CUES group. This new equipment launch is part of a much larger series of mechanical components. 

Complete specification charts and pricing will follow but some of the available CUES components will include top and side swing front derailleurs, square taper and Hollowtech II single and double chainsets, as well as 1x cassettes up to 50t and double chainset cassettes up to 39t. Clutch technology derailleurs and I-Spec compatible shifters also feature in the range. 

Some new Shimano hubs will be launched at the same times as CUES which can be converted between quick release and thru-axle as well as Hyperglide and Microspline freehubs. The hubs also feature cartridge bearings, which bucks a trend for Shimano somewhat with the brand nearly always favouring cup and cone hubs. 

In a Q4 report published this week, Shimano has reported a second concurrent record year of sales in its bicycle-product division for Financial Year 22 (FY22), totalling 517.4 billion yen (£3.2b / $3.8b). 

However, although this number marks a 16.6% year-on-year growth, this is a significant slowing compared to FY21, which grew 44.6% over the prior year FY20. The report also predicts the downturn will continue, forecasting a significant decrease in 2023. 

“Although the strong interest in bicycles during the COVID-19 pandemic showed signs of cooling down, demand for bicycles remained above the pre-COVID-19 levels,” Shimano reassured the market in its summary of the report.

According to the report, Shimano saw its combined operating income - including both its bicycle and fishing tackle businesses - grow from 148.3 billion yen (£920m / $1.1b) to 169.2 billion yen (£1.05b / $1.25b), a rise of 14.1%. Despite this,  the forecasted figure for FY23 shows the same figure being at 105 billion yen (£652m / $778m), a 37.9% decrease year over year.

Focusing on its FY22 performance, Shimano states that in Europe, "consumer sentiment was sluggish against a backdrop of concerns about resource and energy supply, rising prices, the prolonged high inflation and other factors, which increased fears of an economic slowdown." Despite this, it says "sales of bicycles and bicycle-related products remained firm, partly backed by strong interest in bicycles. Despite shortages in inventories of completed bicycles, especially ebikes and high-end class road bikes, market inventories remained somewhat high."

In North America, the brand says that "while rises in policy rates to tame high inflation put downward pressure on economy, personal consumption remained firm backed by a solid employment environment," and that "although demand for bicycles was firm, market inventories remained higher than appropriate levels due to the supply adjustment of completed bicycles."

A similar picture is painted elsewhere too, with Shimano saying that interest in bicycles in Asia, and South and Central American markets waned due to high inflation, although it is seeing signs of growing interest in road cycling. 

In the brand's home nation of Japan, Shimano says the market remains strong, but that inventories of completed bicycles within the market remained at an elevated level. 

Shimano also called out the strong performance of a couple of items, mentioning the 'brisk' order-taking of the new 105 Di2 groupset and the STEPS e-bike drive unit. 

Shimano's report might, on the face of it, appear positive with two concurrent record years, but considering the forecasted downturn, it paints a similar picture to the struggles being felt by the rest of the industry over the past 12 months. There have been numerous rounds of staff layoffs from market-leading brands, with Zwift forced to lay off 150 staff in spring of 2022, Wahoo followed suit, before cutting more - reportedly 15% of its workforce - later in the year. 

Strava cut numbers at the same time, while Pearl Izumi closed an office and removed staff after it was bought out by United Sports Brands. Elsewhere, Rad Power Bikes saw its third round of layoffs, and publishing house Outside Online cut senior staff from news websites CyclingTips and Velonews for the second time in a year. 

The CEO of private equity firm Active Partners has reportedly invested €10 million of the company's fund into the fast-growing Belgian brand, Classified Cycling, whose Powershift rear hub technology has the potential to disrupt the groupset market in the coming years. The firm led a recent round of funding that closed late in 2022, alongside existing investor Bridford Group. 

According to British news outlet The Times, the London-based CEO of the firm, Nick Evans, is a keen cyclist who has already made significant sums within the cycling industry.

In 2006, he personally invested in Rapha when the company had a headcount of just five people, immediately becoming chairman of the brand. He has remained in the position alongside other commitments to this day, as well as being a company director, despite the company being sold for £200 million to the Walmart heirs in 2017. 

He has also reportedly made "eight to ten times" his investment in Evans Cycles (no relation) between 2008 and 2015 alongside his Active Partners co-founders, former Goldman Sachs chief economist Gavyn Davies and accountant Spencer Skinner.

With the firm's investment, Evans joins a variety of high-profile backers from within cycling, including Belgian cycling legends Tom Boonen and Philippe Gilbert, former World- and Olympic champion Anna van der Breggen, as well as German sprint sensations Andre Greipel and Marcel Kittel. 

Classified was founded in 2019 by Mathias Plouvier and Roell van Druten, and is based out of Antwerp, Belgium. The brand's Powershift hub provides a two-speed internal gear system, which is actuated wirelessly via existing Shimano Di2 shifters or a separate remote. 

Its gears work on a 1 to 1 ratio for the primary gear, and a 1 to 0.7 ratio for the second. This replicates the functionality of a two-speed chainset, allowing the rider to take advantage of the benefits of running a single chainring – primarily improved chain retention and aerodynamics – without foregoing the additional gearing. It can be shifted between the two gears under a load of up to 1000 watts, with Classified claiming the shift takes just 150 milliseconds to complete. 

Such is its promise that seven different wheel brands have already signed a deal to offer the Classified hub built into their wheels, while Cyclingnews understands at least a further two brands are expected to be announced soon. 

The technology has been given the approval of the UCI, and it has already caught the attention of pro teams. Cyclingnews spotted the tech in use in the pro peloton, underneath Team Uno X's Anthon Charmig at the 2022 Tour de Hongrie.

It is currently only available for road or gravel bikes, but Classified has outlined plans to use the latest round of investment, which valued the company at between €40 to €50 million, to develop its technology into mountain biking and urban use. 

With electric bikes having seen a stratospheric rise over the past decade, there is certainly scope for growth, and with layoffs affecting all corners of the cycling industry, to see a brand being backed to succeed paints a promising picture of the future. 

When Shimano launched the new 105 R7100 Di2 groupset in June 2022 it took a lot of us a while to come to terms with the fact that, on paper at least, the writing was on the wall for mechanical Shimano groupsets from 105 level and above. 

Shimano 105 has long been an affordable groupset that offers fantastic value for money but the switch to electronic meant a large price jump that left cyclists in some quarters disheartened. Mechanical groupsets still offer great performance as outlined in our review of the Sram Rival AXS eTap groupset. 

The Bicycling team were the first eagle-eyed catalogue-browsing tech nerds to spot the new groupset on the KHS website, an American bicycle brand founded in 1974.

KHS has listed its Flite 700 model for sale with some Shimano equipment specs that catch the eye. In short, the Flite 700 is listed as having a 12-Speed mechanical 105 groupset. But the groupset is comprised of existing 12-speed parts and some that haven't been released yet or that technically don't exist. 

The key components listed that point to a new groupset being on the horizon are the shifters which are listed as Shimano 105 Hydraulic ST-R7120. This isn't a currently released Shimano model number. Could these be the new 105 hydraulic but mechanical 12-speed shifters? 

The current 105 Di2 groupset carries the Shimano code of R7100 with the shifters being R7170 specifically, whilst the derailleurs are RD and FD 7150 respectively. The older 105 11-speed mechanical groupset was R7000. 

These could be brand new front and rear derailleurs or just the blanket term for the 11speed Di2 groupset, we have no way of knowing at the moment. 

The chainset is a non-series model but crucially it's 12-speed compatible unit. Non-series components don't sit in a specific groupset band but are compatible with most other equipment. That carries the Shimano model no. Shimano FC-RS520. A 12-speed M7100 chain is specified which is from an MTB series but would still be compatible as well with a Shimano non-series CS-HG710 12-speed 11-36t cassette. 

This spec would be a very specific and strange typo. It could well be a sign that a new 12-speed 105 mechanical groupset is indeed on the way. The biggest giveaway is the 'ST-R7120' shifters which carry a currently unreleased model code. 

The current price jump from mechanical Shimano Tiagra to 105 Di2 is a big one and this could be a sign Shimano is going to fill a rather obvious pricing gap in its groupset lineup in the near future. This would really help balance the overall cost of certain bikes and mean more riders can enjoy better performance at a more affordable price. 

What's more, Shimano has hinted the current groupset hierarchy structure will be restructured in the future. Perhaps we will see a shake-up around the lower end of the groupset spec table with 105, Tiagra and Sora options being updated and maybe even being renamed.

Don't hold your breath, but if you had been mourning the expected loss of mechanical 105 groupsets, your prayers may have been answered. 

Sram Rival eTap AXS is the third-tier AXS groupset in the Sram range and was launched in the spring of 2021. The groupset is the most affordable AXS offering from Sram, aiming at providing an intuitive shift experience with simple, easy-to-use tech features. As a long-term Shimano user, I was certainly interested in spending some miles testing the groupset and seeing what it had to say for itself. 

Rival is a 12-speed wireless groupset featuring hydraulic braking and is the more affordable, slightly less exotic younger sibling of the mid and upper-tier Force and Red eTap AXS groupsets above it. The Rival range is not solely pitched as being for road use, the groupsets are very much designed for gravel and adventure use as well. Sram has built on this with its XPLR range with AXS allowing you to mix and match from Force, Red and even the brand's mountain bike groupsets.   

The groupset comes in at around £1,400 or $1,300 with the left-sided power meter chainset included and depending on which spec you need. As the groupset has been out for a while already, you can usually shop around and find deals online. 

Now, this amount isn’t exactly peanuts, but as the best road bike groupsets embrace electronic shifting and the inclusion of an integrated power meter is almost expected, this is the way prices are going for what is technically a mid-tier groupset. A direct competitor and the obvious comparison to make in terms of the competition is with the slightly newer Shimano 105 R7100 groupset.

Design and specification

Rival AXS is easy on the eye, being constructed mainly from aluminium, steel and plastic, ditching the more expensive carbon fibre that can be found on the higher-spec groupsets. It's finished in mostly gloss black and dark grey with subtle Rival logos. The derailleurs are a little bigger overall than Shimano units, mainly due to the batteries mounting to the derailleurs. The shifters are a little bigger too.  

The entire groupset comes in at just over 3kg, which means Rival is a little on the weighty side and around a couple of hundred grams heavier than the nearest Shimano 105 Di2 competition. 

To keep costs down, there are a couple of features that Rival doesn't have compared to Force and Red. One is that it uses a spring clutch for chain retention in the rear derailleur instead of the Orbit fluid damper the two higher-tier groupsets use. 

If you are unsure of the difference between the two systems, in Sram's words "the Orbit fluid damper consists of a silicone fluid damper with a one-way valve that controls the rear derailleur cage’s counter-clockwise rotation. This prevents the lower derailleur pulley from moving forward when bumps in the road cause g-force spikes that pull the chain downward". Put simply, a clutched derailleur works to keep the lower chainline taut, helping to prevent chain drops on rough terrain. The Rival spring clutch is a slightly less refined solution to the same issue, using a spring to keep the derailleur cage in position. 

It might be less refined, but it still worked fine in my testing. I didn't experience any issues with this whilst riding on some rough roads. Neither system requires maintenance and both are sealed units so you won't have to worry about additional servicing costs there. 

You also can't adjust the brake contact point of the Rival brake levers, just lever reach. Contact point refers to the point in the brake levers' stroke where the brake pads come into contact with the rotor. Some riders like the pads to hit the rotor very early on once they start pulling the lever, while others like some free movement before the brakes begin to bite. The exclusion of these features is by no means the end of the world though. 

The groupset is electronic which of course means batteries, the front and rear derailleurs have their own batteries which mount directly to them and pair via Bluetooth to the shifters which use CR2032 batteries. The batteries themselves couldn't be easier to remove and install onto the derailleurs requiring no tools and are fully charged within an hour in the neat Sram charging dock. A full charge will last at least several weeks, and the system also goes into sleep mode when the bike is not in use to conserve battery. The coin-cell batteries in the shifters are equally easy to remove, and last months - if not years - in normal use before needing to be replaced. 

The Sram AXS app also works in tandem with the groupset and by downloading it and pairing the groupset components, you can update firmware and customise shift buttons really easily. I did have to update the firmware on the power meter which was done in minutes. However, one thing I missed compared to Shimano's Di2 groupsets is the ability to adjust shift speed in the app.

Another key point to go over is the Sram X-Range gearing and gear ratios. Sram claims there is no clear definition for 'road' these days and so provides a full range of alternate gearing options to suit varied riding types. Rival is available with single and double chainsets and those double chainring sizes can range from 43/30 in a 'wide spindle' for gravel bike chainline clearances, 46/33 and finally 48/35. For reference, the 1x options are 38T, 40T or 42T. 

These chainset combinations are paired to Sram's 12-speed cassettes, in either 10-30 or 10-36 options, with 36 being largest the rear mech can deal with. The 10-tooth sprocket is the key to the wider gear range with a 48-10 combination giving a comparable gear to that of a regular semi-compact (52/36) chainset and 11-tooth sprocket. It's worth bearing in mind here that testing by Friction Facts has shown that a 10-tooth sprocket and smaller chainring sizes create slightly more chain manipulation and therefore slightly more drag. You can read a nice overview of this on the Kogel bearings website. This is something to consider if you racing and competing as you stand to lose a watt or two, but for most riders, it won't be noticable. There is also a useful gear comparison table on the Sram website which can help you compare gear ratio differences to help you choose the best configuration. 

The Rival Quarq power meter is an option for the groupset and you can pick up the power meter chainset alone for around £239 or $291. This is as much as some left-hand crank-only power meters and represents really good value. The strain gauge is in the chainset axle and the battery slots into the end of the axle. I updated the firmware to fix a glitch and readings were accurate after this.

Braking is hydraulic and the Rival disc brake calipers use two pistons and dot brake fluid. Dot fluid isn't the most pleasant substance and it can have an adverse effect on components over time, so if you do partake in home servicing, be careful not to spill it onto other parts of the bike. Interestingly, Sram did release a mountain bike brake that uses mineral oil in spring this year so perhaps we will see more mineral oil brakes arriving in the future. 

The Rival brakes also don't feature the Sram 'Bleeding Edge' bleed syringe fitting, which can save some time when bleeding the brakes. Of course, this is only relevant if you plan to maintain the brakes yourself, and I expect the majority of riders will use their local bike shop for this. 

Performance 

The groupset performed well on the road with my longest ride on it being around three hours. The shifting was smooth and it takes very little effort to change gears. I liked the textured rubber hoods and the grippy shifter paddles are a nice touch. A standout point of electronic shifting generally is the reduced shifter throw to change gears and this does save a little bit of effort over time or when hands are cold. Even if you aren't familiar with the term 'shifter throw' you will have experienced it yourself; this is simply the distance you have to push your shift lever to make a gear shift. It's significantly reduced on electronic groupsets, since instead of moving a cable through a ratchet, you're just pushing a button. You could argue the benefits of accumulated energy saving over longer rides, but ultimately, it's just a nice, precise, easy, tactile motion that is the same across all shifts.

The 46/33 chainset and 10-36T cassette on my test bike provided gearing that was easily low enough for the steepest climbs my local roads had to offer and I felt the lower gearing lent itself well to riding comfortably in zone two or at low intensity. I found myself comfortably spinning away a lot of the time working less hard than I perhaps normally would. I also found I was able to keep the chainline straighter in more situations, which I liked as it meant it was quieter. This also has the benefit of reducing drag from friction, and prolonging the life of the chain over time. 

It is worth noting that electronic groupsets can still fall foul of some of the same niggles that can trouble mechanical groupsets from time to time. I did experience one over-shift that threw the chain off and over the outside of the big chainring briefly. It happened when I was rolling along on the flat and I corrected it with a downshift and a gentle pedal. However, given that it didn't occur again, and that even professional cyclists experience chain drops, I put it down to just bad luck for that one shift.

In my use, I found the Sram flat-top 12-speed chain to be really quiet, It has received criticism in some quarters for being overly noisy but I found it to be no louder than a Shimano or KMC offering. Gear shifts in and out of the saddle were always consistent, not lightning fast but pretty quick all the same. Downshifting deliberately from the big ring on a steep climb wouldn't drop the chain no matter how poorly I shifted under load. 

As I've mentioned, shifting was fast and smooth but not mind-blowingly so. I feel electronic shifting can be placed on an otherworldly pedestal in terms of its performance at times. For instance, my own Shimano Ultegra R8000 mechanical groupset with Shimano Sil-Tec cables is easily as fast and slick. 

I'm not trying to tee up a mechanical versus electronic debate here, both types of groupsets have their own pros and cons. 

I do understand that not everyone is going to want to have to set up or maintain their own mechanical shifting, and the promise of a largely maintenance-free electronic groupset is an attractive proposition. I should also say that with the rise of integrated bar and stem combos with fully internal routing mean wireless electronic groupsets save both time and hassle when it comes to building a bike. I will also admit to liking the fact that you can hold a shift button and shift multiple sprockets up or down at once. This was really handy at times and is just a downright cool feature that only an electronic groupset can provide. 

With all that said though, if an electronic groupset isn't an itch that you absolutely have to scratch, similar performance levels can be obtained from a well-set-up mechanical groupset, which can also be obtained for less money.

Something I didn't particularly like was the feel of the brake lever action. I found the brake lever feel to be a bit muted. The action when you pull the lever is smooth but it feels a little slow and draggy, a little like pulling the lever through treacle. 

I would like it to feel a bit lighter and snappier. Braking power wasn't an issue and the stopping of the brakes was always consistent and smooth, the brake pistons themselves were clean and moving freely so I discounted this possibility. 

Another point that niggled was the fit of the Sram rubber lever hoods, which had a bit of slop on either side of the lever creating a one-two millimetre gap around the shifter. Holding the shifters, I could constantly feel this loose rubber. 

The groupset was pre-fitted to a test bike so this may have just been an issue that's developed through use over time, but it's still something to look out for. I also noted a similar issue on Force levers when riding the YT Szepter a couple of months ago. It's worth saying this isn't a problem exclusive to Sram, though, as the Cyclingnews team have experienced this with all three of the big groupset brands. 

Verdict 

I enjoyed riding with and using the Rival AXS groupset, shifting is smooth and effortless and despite the loose rubber, the shifters are comfortable to hold in various hand positions. There is a range of gearing options available that would be particularly useful for long or hilly events not to mention gravel use. My preferred gearing for the road is 52/36 and 12-28 at the rear, so I would probably opt for the 48/35 tooth chainset version for myself if I was going to ride it full time. 

Braking was also excellent, not once did I have to deal with rotor rub or squealing of any kind and I did ride in wet conditions. Aside from the dull lever feel, braking was powerful and consistent across the board. 

However, to judge just the ride performance alone, I think getting on for £1,400 / $1,300 (spec-depending) is still a lot of money to spend, given that similar levels of shifting performance can be achieved from more affordable mechanical groupsets with quality cables. 

If however, you do want to upgrade to electronic wireless shifting, the Rival eTap is the Sram entry point, and along with Shimano 105 Di2, is the most affordable of the electronic groupsets out there at the moment. Electronic shifting is becoming steadily more affordable, and an electronic groupset does bring some of its own advantages such as easy setup, low maintenance and adjustability via an app. If you want an integrated power meter, don't want to worry about mechanical maintenance, and want the low hassle and push-of-a-button shifting that an electronic groupset brings, Rival is genuinely a great option. 

Whether it's worth the investment, I think that comes down to how much you value the convenience and electronic wow factor. I liked the Rival AXS groupset, but would personally save my money and stick with cables. 

Arkéa-Samsic will ride Bianchi bikes as they step up to WorldTour level in 2023, with the Italian brand returning to the highest level in the sport after earlier spells with Jumbo and BikeExchange. 

Bianchi will also supply bikes to the Arkéa-Samsic women’s team and the development team as part of a multi-year agreement, replacing Canyon as the French team’s bike sponsor.  

Arkéa-Samsic recently parted ways with Nairo Quintana after his positive tests for tramadol during the Tour de France but the Brittany-based team consistently scored points across the last three seasons to finish 18th in the UCI ranking, above Lotto Soudal and Israel-Premier Tech. They have passed the UCI’s sporting criteria for WorldTour status and so are expected to be awarded a three-year worldTour spot later this month. 

The team will have Warren Barguil, Nacer Bouhanni and Hugo Hofstetter as team leaders, with Clément Champoussin, Kévin Vauquelin, Matîs Louvel and David Dekker joining the team for 2023. Britain’s Connor Swift has moved to Ineos Grenadiers but sprinter Dan McLay remains.  

Arkéa-Samsic will use the recently launched Bianchi Oltre RC aero bike, the Specialissima climbing bike and the Aquila time trial bike. For cyclo-cross riders will use the Zolder Pro. The Bianchi frames will be equipped with Shimano Dura-Ace Di2 groupsets, Vision TT wheels Continental tyres, Selle Italia saddles, Elite bottles and cages and Wahoo computers.

Bianchi recently launched the Oltre RC aero bike, fitted with what it describes as 'F1 inspired air deflectors' on either side of the head tube, which they claimed created a low-pressure zone in front of the rider's legs. However the UCI confirmed to Cyclingnews that the deflectors cannot be used in races and the team issue Arkéa-Samsic Oltre RC appears not to have the air deflectors fitted. 

Bianchi bikes stand out for their celeste blue colours, but the Arkéa-Samsic bikes will be black and celeste to pair better with the team’s red and black colours. The bikes will also carry the Reparto Corse name, Bianchi’s high-performance brand division that has historically produced the high-end racing and team-issue bikes. 

“In recent years, Team Arkéa-Samsic has demonstrated growth by achieving its planned goals. The solid organisation and the international approach are two factors that we consider decisive, and in the coming years we want to contribute to efforts for achieving new targets and to be well represented in the World Tour”, said Bianchi CEO Fabrizio Scalzotto.

Bianchi is one of the historic bike brands in the peloton, with the likes of Fasto Coppi and Marco Pantani winning Grand Tours on the famous celeste blue bikes.  

Arkéa-Samsic team manager Emmanuel Hubert said the team would work with Bianchi on bike development. 

“By partnering with the Arkéa-Samsic team, Bianchi is making its big return to the level of UCI WorldTour racing. Bianchi also wants to develop and enhance its high-performance products with us, such as its new Oltre RC, by working in close collaboration with our technical staff and pro riders,” Hubert said.

“I am glad to associate the Arkéa-Samsic team with such a famous brand of bicycles as Bianchi, which is known and recognised by all passionate people for its heritage and innovation. 

“Bianchi has written the history of our sport in gold letters with famous riders – I had the chance to race in the professional ranks on bikes from this Italian brand which was, and still is, one of the crown jewels of the cycling industry.” 

Trek has announced the release of the brand-new Domane+ SLR e-bike which will sit atop the brand's electric road offering. The Domane+ SLR is a highly specced e-road bike with an unprecedented speed-to-weight ratio and is aimed at road riders who want the feel of a regular road bike but are looking for a little extra assistance where necessary or to help with longer riding expeditions.

Trek says the Domane SLR+ doesn't feel, sound or look like an e-bike with an especially quiet motor, low weight and road-specific tune with endurance geometry that ensures it feels like a regular road bike.

The frame is manufactured from the brand's top-of-the-line OCLV 800 carbon fibre helping to decrease overall weight. The result is a bike that tips the scales at around 11.8 kgs or 28lbs, making it around 3lb lighter than any other Trek electric road bike. 

The bike will be available with two 'spec concepts'. The first will be a contender for our guide to the best electric road bikes, using Shimano 2x groupsets and 32mm Bontrager R3 road tubeless tyres. The second targets our guide to the best electric gravel bikes, each using SRAM 1x XPLR groupsets and Bontrager GR1 40mm tubeless gravel tyres. Tyre clearance is increased compared to a regular Domane with space for up to 40mm tyres plus a guaranteed 6mm of clearance all around when fitted. 

The heartbeat of the Domane+ SLR is the 3.9kg TQ Motor which aids in the bike's clean, integrated appearance due to its compact size. The Domane is fitted with a patented Harmonic Pin Ring e-bike motor from German specialists TQ. Said to be the quietest Trek has ever fitted, it should mean the bike is discreet on group rides. 

The max limited speed in the US will be 28mph, and 25km/h in Europe where the laws are slightly different. A 360-watt/hour battery is installed which should give a 60-mile total range and 250-watt maximum continuous power, and 300 watts of peak power, helping riders get up to speed, alongside 50nm of torque. There will also be an optional 160-watt/hour bottle cage-mounted battery extender which will weigh around 950 grams and can give an additional 30 miles of range, making for a total of 90 miles, or 145km. There is no walk-assist function given the performance road focus of the bike. 

The bike has a 135mm bottom bracket width and 163mm Q factor despite the presence of the motor, which should aid the regular road bike feel. 

• What is Q factor?

This is still a Domane, and so the SLR has most of the features a standard Domane would. That means you still get IsoSpeed technology in the rear, full hidden fender mounts and RCS cockpit integration. All handlebars are compatible with the stock stem so you aren't locked into using any proprietary bars. To make room for the battery, the Domane+ SLR doesn't get the integrated downtube storage compartment.

There is a neat two-inch LCD display integrated into the top tube which will allow riders to monitor range, battery charge and speed. The three motor settings of Eco, Mid and High can be adjusted via integrated buttons at the hoods or via the Trek central app on your phone. When mounted to the bars this can be done on the fly for activity tracking and real-time range calculations.

Lights can also be wired into the system, and if you are running SRAM eTap, this can also be charged from the bike's battery.

The Domane +SLR will be available in several colourways and six total model options centred around the same OCLV 800 frame which all bikes will use. There will be three models in each of the spec concepts mentioned above. On the road side, the SLR 9 gets Dura-Ace Di2, the SLR 7 gets Ultegra Di2 and the SLR 6 is fitted with 105 Di2. Gravel-focussed models use SRAM, and are fitted with Red, Force and Rival eTap AXS groupsets repsectively.

Prices start at $8,499.99 / £8,340.00 for the Domane+ SLR 6, and rise to $12,999.99 / £12,900.00 for the top spec Domane+ SLR 9 eTap model.

The Domane+ SLR will be available globally from trekbikes.com and via the Trek retail partner network. 

Ready to hit the road with top-tier equipment? Check out our Trek Bikes coupon codes for great deals on bikes and gear.

Cyclingnews understands that UAE Team Emirates will switch from Campagnolo to Shimano groupsets in 2023, while Jumbo-Visma end their long-term relationship with Shimano to use SRAM components as part of a number of changes in the 2023 WorldTour peloton.

Tadej Pogacar won both his Tour de France victories on Colnago bikes fitted with Campagnolo components and the team has secured 47 victories in 2022, including Pogacar’s recent win at Il Lombardia.

However as a new WorldTour cycle begins and Pogacar targets the Tour de France again after finishing second to Jonas Vingegaard, the team has decided to switch to Shimano for the 2023 season.

Cyclingnews understands UAE Team Emirates will not initially be a fully Shimano-sponsored team, with riders able to retain personal shoe sponsors and the team able to opt for different wheel and other component brands for their Colnago bikes.

When contacted by Cyclingnews, UAE Team Emirates said they had no official news regarding their components, with some details still to be finalised. Shimano and Campagnolo also preferred not to comment when contacted by Cyclingnews.

“We are aware of the rumours currently circulating regarding Campagnolo's partnership with UAE Team Emirates. At this time there is no announcement to make,” a Campagnolo statement said.

Shimano has struggled to provide teams with the latest components due to the impact of the COVID-19 pandemic on the global supply chain but UAE Team Emirates are expected to soon receive a significant supply of Shimano Dura-Ace Di2 12 speed groupset so the team mechanics can begin to prepare the bikes for the 2023 season.

Shimano is expected to supply 13 of the 18 WorldTour teams in 2023 and sponsor six of the biggest: Ineos Grenadiers, Groupama-FDJ, Soudal-QuickStep, Bora-Hansgrohe, Team DSM and Alpecin-Deceuninck as they step-up to WorldTour level. 

SRAM sponsored the Trek-Segafredo and Movistar teams in 2022 and are expected to continue their links to bike brands Trek and Canyon, while Campagnolo partnered with AG2R Citroën, Cofidis and UAE Emirates in 2022.

Teams have different tiers of agreements with component brands, often linked to wider agreements with bike and frame brands. A number of teams prefer to retain freedom of choice and buy their key components or have simple product supply agreements. For example, EF Education-EasyPost source their own components so they can be paired with the Cannondale bikes and FSA cranksets.

The Jumbo-Visma team has enjoyed a long-term relationship with Shimano Europe, with both based in the Netherlands. However, Jonas Vingegaard, Wout van Aert and Marianne Vos are set to switch to SRAM components for 2023 as part of a major change in equipment.

According to a report by Weilerflits and confirmed to Cyclingnews by a source, SRAM offered significantly more to Jumbo-Visma to take Shimano’s place as component sponsor. 

Shimano opted not to enter a bidding war and invested elsewhere, including at UAE Team Emirates.

Jumbo-Visma are expected to continue to use Lazer helmets despite the brand being owned by Shimano and riders will be able to switch to other shoe brands.

SRAM did not reply when contacted by Cyclingnews about Jumbo-Visma using their components in 2023, while the team preferred not to comment, suggesting their equipment choices are an ongoing process.

Shimano has a deep-rooted history in the sport of cycling and celebrated its 100th birthday in 2021. It is one of the biggest names in the business for producing high-quality components across all cycling disciplines, from road and gravel to mountain bikes, commuters, electric bikes and more, Shimano is a market leader in cycling. 

The brand is best known for its groupsets, of which there are dozens to choose from, although it also sells aero wheels, electric motors and other components, as well as clothing and cycling shoes. Its GRX gravel bike groupsets are specced on some of the best gravel bikes.

The abundance of Shimano road bike groupsets available can be quite confusing, so in this guide, we'll outline all of the Shimano road bike groupsets, so you can make informed decisions when choosing how to set up your bikes in future. 

Separately, we have a full round-up of the best road bike groupsets, a detailed rundown of Shimano gravel groupsets, as well as deep dives into Shimano's main competitors: SRAM and Campagnolo. 

Shimano road bike groupsets: A quick run-down

Shimano's road groupset hierarchy comprises, in descending order of functionality and cost:

• Dura-Ace R9200 12-speed
• Ultegra R8100 12-speed
• 105 Di2 R7150 12-speed
• 105 R7100 mechanical 12-speed
• Tiagra R4700 10-speed
• Sora R3000 9-speed
• Claris R2000 8-speed

We'll cover all the current groupsets down to Tiagra in detail in this guide, as well as the previous generation of Dura-Ace, Ultegra and 105.

You can distinguish between Shimano groupset generations by their model number, which always starts with an R for its road bike groupsets.

Shimano's range-topping Dura-Ace series provides the ultimate in-road bike performance. Fit for the biggest races in the world, while its Ultegra and 105 groupsets cater for more budget-conscious racers and endurance riders.

All are now 12-speed and all offer Shimano's Di2 electronic shifting, although Shimano has dropped the Di2 from the official names of Dura-Ace and Ultegra. It remains in Shimano 105 Di2, however. This is to distinguish the electronic version, as 105 is the only Shimano 12-speed groupset to offer a mechanical version.

Closer to the entry-level end of the road bike market, Shimano's Tiagra groupset provides reliable performance and durability at an even lower cost, benefiting from technology and performance that trickles down from Dura-Ace.

That trickle-down continues to Sora and Claris too.

Continue reading for Cyclingnews' roundup on all Shimano's current series road groupsets. Lower, down we have detailed previous-generation Shimano groupsets. Some of these may still be available to buy, or you may find them on some new or used  bikes and spare parts are generally still on sale.

Shimano road groupsets

Shimano's eagerly anticipated Dura-Ace R9200 upgrade delivered 12-speed, electronic-only shifting and a semi-wireless setup. After a nearly five-year wait, none of this was unexpected but, when it did finally arrive, it reaffirmed Shimano's place at the top of the groupsets hierarchy.

The move from 11-speed to 12 was something Shimano had to follow after rivals SRAM and Campagnolo had already added an extra cog. Shimano overhauled its sprocket technology on the cassette with Hyperglide+, an evolution of Hyperglide providing faster, 'shockless' shifts in any gear thanks to a new ramped tooth profile and revised 'sweet spot' gearing between the sixth, seventh and eighth sprockets. 

There are two cassette options: 11-30T and 11-34T which can be mated with three chainring configurations (50/34T, 52/36T and 54/40T). The Japanese company made the decision to bin the 53/39T chainring option citing it as no longer commercially viable, choosing to replace it with the 54/40T option as requested by professional teams. Crankarm lengths span 160 to 177.5mm and, as with the previous iteration of Dura-Ace, there is the option for an integrated power meter in the crankarms.

The introduction of a wireless interface communication system is considered 'semi-wireless' because, while there is no longer a wired connection between the controls and drivetrain, there's still a need for a central battery to power the front and rear derailleurs. This is unlike SRAM and Campagnolo electronic groupsets, which are fully wireless, with a battery attached to each derailleur. 

To address the shifting delay challenges often associated with wireless systems, Shimano made the signal response and motor actuation faster than before – shift response times are now 58 per cent faster at the rear and 45 per cent faster at the front. 

The front derailleur (FD-R9250) has taken on a sleeker appearance complete with a smoke-look cage. Not only does it weigh just 96g, but Shimano has also reduced the frontal area over the outgoing version by 33 per cent. 

The rear derailleur (RD-R9250) is more refined than its predecessor, boasting a one-cage-fits-all design that works with cassettes ranging from 11-28T to 11-34T. To simplify the fitting process across multiple bike platforms, the charging port has been relocated to the rear derailleur and the cable is now cross-compatible with the optional power meter.

The cockpit has a cleaner and more ergonomic layout. There is an inward-tilting aero profile and an increased offset between the two Di2 buttons on the lever, adding an extra layer of comfort over the outgoing Dura-Ace.

A nice feature is the ability to adjust the derailleurs electronically using the app, as well as the ability to customise the multishift and synchronisation shifting – choosing how many gear changes you can make with a single button press or if the rear derailleur will adjust to match a front shift, or vice-versa. Bluetooth connectivity is now built-in, whereas it was an additional cost item on the previous generation groupset.

While mechanical shifting is gone, rim brakes remain an option. For those using discs, there are a host of improvements, starting with an updated lever action. Taken from Shimano’s MTB and Gravel braking systems, Servowave applies greater braking power with improved control. In addition, a 10 per cent wider brake pad and rotor clearance and a switch towards Shimano’s RT-MT900 rotors result in a quieter system.

The second-tier Ultegra range was given the 12-speed, wireless Di2 treatment at the same time as the new Dura-Ace – and Shimano delivered another well-thought-out, high-performing groupset.

Like the new Dura-Ace, Ultegra R8100 is electronic-only, has the option of an integrated power meter, offers upgraded braking and utilises the same Hyperglide+ sprocket technology to improve efficiency as well as speed of shifting. The trade-off pretty much comes down to cost versus weight. Opting for Ultegra R8100 adds 278g but at a hefty saving on the price.  

The aesthetic differences in the components on the new Ultegra from its predecessor Ultegra R8050/R8070 are subtle, and it is the changes in the routing of the wiring that most affect the look of the groupset. 

It is vastly simplified with no more junction boxes and the whole system now revolves around the rear derailleur. There's still a central battery, good for approximately 1,000km of riding per charge, but now this battery has only two wires. One runs to the front derailleur and one runs to the rear derailleur. The interface button and charge port sit on the rear derailleur and the front controls use their own coin cell batteries with a life expectancy of two years. 

The same Servowave technology taken from Shimano’s MTB and Gravel braking systems that are used on the new flagship Dura-Ace trickles straight down to the Ultegra to improve braking power and control.

The biggest thing that stood out for us when testing Ultegra R8100 was the brakes and the hoods. The hoods are narrow and extremely comfortable, even on long rides. Buttons on top of the hoods can be linked up with a cycle computer to switch screens – and felt like magic to use. When it was time to brake, it felt natural to wrap one or two fingers around the upper part of the brake lever while keeping the lower fingers wrapped around the bars. 

Adopting that hand position means very little leverage against the brake lever. That, in turn, plays into the strengths of Servowave technology. There's plenty of power for strong braking performance even without moving to the drops for the best leverage on the brake levers.

It was only a matter of time before 12-speed trickled down to Shimano's third-tier groupset but perhaps more surprising is that a shift to an electronic and disc brake-only system initially accompanied it. 

The good news is that, as with Dura-Ace and Ultegra the 105 groupset features 12-speed cassettes that are backwards compatible with existing Shimano 11-speed freehubs, meaning you don’t need to buy new wheels or a new freehub. 

The cassettes come in 11-34T and 11-36T guises, on-trend with Shimano’s push to simplify the gearing options and increase their range, and are complemented by 50/34T and 52/36T chainsets, as per Ultegra, leaving Dura-Ace the only crankset to offer the larger 54/40T option.

The new 105 groupset also utilises the same semi-wireless setup as Ultegra and Dura-Ace. The connection between the shifters and the rear derailleur is wireless, and the front and rear derailleurs are powered by a common cabled battery within the bike's frame. 

Shimano has taken the opportunity to refine the exterior ergonomics of the shifters. The hood shape has a higher peak to provide more grip when in a forearms-horizontal position (and likely to make room for the added components inside, namely the battery and wireless transmitter) and there's a smoother surface to the lever hood rubber.

While some may be disappointed with the lack of a rim-brake option, disc-brake fans will be heartened by the improvements in that area. Two new Centerlock rotors, featuring Ice Technology Freeza - a triple-layer construction and cooling fins - improve pad life and keep rotor temperatures down on long descents (and by extension reduce rotor deformation and pad rub). Pad rub has been addressed at the calliper, too, with a 10% wider pad gap to allow a little more room for rotors that are slightly warped, mounting points that haven’t been faced totally accurately or road debris. 

In a departure from Ultegra and Dura-Ace, the 105 levers don’t feature the Servowave system adopted from the Shimano's mountain bike groupsets and they don't include a third "hidden" control button. 

Although the 12-speed 105 debuted with the Di2 electronic groupset, Shimano's subsequent launch of the mechanical 105 groupset added a cheaper 12-speed option and will please those preferring cable operation.

105 mechanical shares many of its components with 105 Di2, such as its crankset, chain and cassette, so you have the same wide range of gearing options. As with 105 Di2, it's also disc brake only, with the same enhanced pad clearance, helping to reduce the risk of rotor rub.

It's arguably better looking than 105 Di2 as well, as it doesn't have the bulbous front derailleur motor housing and, without motors or a battery, its weight is lower. Its levers are also more svelte than those of 105 Di2.

The absence of motors and batteries also results in a lower weight than 105 Di2, by around 200g. The use of less flashy materials and the wide range of cassettes do mean that 105 mechanical is still comparable in weight to the electronic Ultegra though and you don't get that groupset's premium features such as Hyperglide+ shifting, although in our experience the difference is difficult to feel when riding.

You also have to stick with the standard shifting logic, whereas electronic shifting allows you to adapt this to your preferences using the Shimano E-Tube app.

The Tiagra 4700 Dual Control levers have been redesigned, bringing improved ergonomics and, at last, internal cable routing under the bar tape, which also massively improves its appearance. There are in-series hydraulic disc brakes as well as cable-operated rim brakes available.

Shimano has released improved hydraulic disc brake dual control levers (and Tiagra-level disc brake callipers) that offer the improved ergonomics and design of its higher spec groupsets and there is also a 'small hands' option and flat bar shifters as well as the cheaper RS405 shifters, which have a more bulbous look.

Rim-braking performance has also been improved by 30 per cent over the previous generation of Tiagra.

The crankset gains the four-arm design of higher-end Shimano groupsets that aim to balance weight without compromising on stiffness. Unlike Shimano's higher-end groupsets, Tiagra 4700/4720 has the option of a triple crankset, for those who need even more gearing range than a standard compact crankset can offer.

The front derailleur design inherits the extended lever arm design, first seen on Dura-Ace R9000, which delivers a lighter shifting action, and the rear derailleur is available in either a short cage (SS) or a medium cage (GS). The SS version can accommodate up to an 11-28T cassette, and GS versions are rated for up to an 11-34T cassette (when paired with a double crankset).

The only major drawback is the 10-speed groupset configuration. Tiagra 4700/4720 components are not compatible with those from Shimano's 12-speed groupsets, so the upgrade path isn't as easy - if you wanted to upgrade to 12-speed, you would need to replace the whole groupset in one go.

If your budget doesn't quite stretch to 105 R7100, though, or you simply want a good value 10-speed groupset, Tiagra 4700/4720 series provides performance and looks similar to what was a few years ago top of the range for Shimano, at an entry-level price.

Discontinued and previous generation Shimano road bike groupsets

Below, we cover the features of Shimano's previous generation 11-speed groupsets, Dura-Ace Di2 R9150/9170, Dura-Ace R9100/9120, Ultegra Di2 R8050, Ultegra R8000 and 105 R7000.

Until R9200 came along towards the end of 2021, Dura-Ace Di2 R9150/R9170 represented the pinnacle of Shimano's road groupset range, delivering Tour de France-winning performance. It differs from the newer version mainly in that it is 11-speed.

The RD-R9150 rear derailleur takes cues from Shimano's mountain bike technologies, with a low profile and more aerodynamic Shadow design, and the ability to handle cassettes up to 30T. The front derailleur had mainly cosmetic updates from the Dura-Ace R9070 series and the ST-R9150 Dual Control lever's (what Shimano calls its integrated shifter and brake levers) ergonomics were also refined, with a subtly improved hood shape and texture, increased lever reach adjustability and greater tactile feedback from the shifter buttons.

Dura-Ace R9150/R9170 also gained a number of Synchro Shift options which enabled the system to automatically choose the optimal front and rear gearing combination, based on the rider's selection of either an easier or harder gear (programmable to any combination of shift buttons the user wished to choose). 

For those wishing to retain more control, there was also a Semi-Synchro Shift mode that simultaneously shifts the rear derailleur whenever the rider shifts the front derailleur, to help maintain a similar gear ratio and cadence after shifting. Alternatively, the system can still be used in the standard manual mode, where the rider retains complete control over gearing selection.

Via an EW-WU111 E-Tube wireless unit, the system can communicate via ANT+/Bluetooth LE with compatible accessories such as cycle computers and smartphones/tablets. Shimano's E-Tube Project app can then be used to easily customise the system or update its firmware.

Continuing the theme of increased options for customisation and connectivity, Dura-Ace R9150/R9170  has a total of three different types of its Di2 Junction A box; one traditional option that sits under the stem, another that resembles a bar end plug, that can be used with compatible handlebars, and a final option that can be placed inside compatible frames.

The chainset features an asymmetric crank arm design, and it also gets chainline and tooth profiles that have been optimised for use on bikes with disc-brake systems.

For the first time, a version of the crankset with an integrated, dual-sided power meter was made available directly from Shimano. The ANT+ and Bluetooth LE compatible FC-R9100-P claims over 300 hours of ride time from its internal rechargeable battery, +/-2% accuracy (with active temperature compensation), and to be waterproof in all conditions.

The Dura-Ace R9100 rim brakes saw a 43 per cent increase in stiffness (compared to Dura-Ace R9000 series rim brakes), improved feel and stopping power, clearance for up to 28c tyres and a quick release lever that tucks into the main body of the brake for improved aerodynamics. The R9100 brakes are available in centre mount or direct mount, with an additional option for direct mount under bottom brackets.

Dura-Ace R9170 also saw the official introduction of hydraulic disc brakes at the Dura-Ace level (until then, hydraulic disc brakes were considered non-series by Shimano).

Despite its focus on Di2, Shimano didn't rest on its laurels with the 9100 generation of mechanical Dura-Ace, with similar improvements across the board.

The Dual Control lever ergonomics were refined in line with their Di2 counterparts, across both the rim and hydraulic disc brake models. Both gained a shorter lever stroke (meaning quicker shifts than before), a lighter front-shifting action, improved hood shape and texture, and a larger range of reach adjustment for a more customisable fit.

As with Di2, it's the levers for hydraulic disc brakes that benefited the most from the updated and refined hood shape – though they gained about 170g in weight compared to the rim-brake versions, they are only slightly larger in profile and share a similar reach and grip diameter.

The updated rear derailleur shares the Shadow design of the R9150 Di2 version, and the ability to mount via direct-mount hangers, to offer increased wheel clearance and easier wheel changes compared to a standard hanger.

In contrast to the Di2 version, the mechanical front derailleur design saw a complete overhaul. The FD-R9100 is much smaller in profile than the previous generation (increasing tyre clearance and improving aerodynamics), offers more cable routing options and, notably, it also comes with an integrated cable tensioner that removes the requirement for an inline cable tension adjuster.

Though perhaps not quite as technically advanced as Dura-Ace R9150/R9170 Di2, the mechanical Dura-Ace groupsets, R9100/R9120, nevertheless share many of the same components (such as rim brakes, disc brake callipers and rotors, cranksets, cassettes and chain) and therefore very similar performance characteristics. 

Ultegra R8050/R8070 was Shimano's second-tier Di2 groupset before the shift to 12-speed with R8100, offering almost identical performance to the Tour de France-winning 11-speed Dura-Ace Di2, but at a much-reduced price.

Throughout the groupset, Ultegra components use cheaper and slightly heavier materials and manufacturing methods than Dura-Ace, which accounts for the drop in price. The Ultegra front derailleur uses a heavier steel outer cage, for example, rather than the aluminium one found on Dura-Ace. Furthermore, the rear derailleur cage uses aluminium rather than carbon fibre, and the cassettes lose the titanium sprockets in favour of heavier, all-steel sprockets.

All of these minor changes add up to the headline difference between Ultegra R8050/R8070 and Dura-Ace R9150/R9170, which is the slightly increased system weight. Ultegra gains about 200-300g over the equivalent Dura-Ace groupset. How important that is, is really up to you, but bearing in mind that a filled bidon weighs somewhere in the region of 500g, it's unlikely to hinder anyone's performance too much.

Ultegra R8050/R8070 brought compatibility with the new integrated Junction A boxes, and the EW-WU111 E-Tube wireless unit, which enables ANT+ and Bluetooth LE connectivity, and the ability to customise the groupset via the E-Tube Project app on smartphones and tablets.

It also benefited greatly from Shimano's redesigned Dual Control levers, across both rim and hydraulic disc brake models. They are almost identical to the equivalent Dura-Ace versions, but gain a few grams from their use of slightly heavier internal materials. The disc-brake rotors also lose the special heat-dissipating coating from the fins.

Rim brakes were redesigned in line with the Dura-Ace R9100 series, with increased clearance for up to 28C tyres, and a quick-release lever that integrates more cleanly into the brake arm.

Considered by Shimano to be a more versatile groupset than the purely race-focused Dura-Ace series, Ultegra gained the ability to utilise wider ranges of gears, through the choice of either a short cage (SS) or medium cage (GS) rear derailleurs. The SS version can handle up to an 11-30 cassette as stock, but the GS version can accommodate an 11-34T cassette, giving a huge range of gears that should enable riders to climb even the steepest hills.

Throughout the rest of the groupset, Ultegra R8050/8070 maintains a remarkably similar aesthetic and performance to Dura-Ace R9150/R9170, but its general appearance is admittedly less polished.

Again, this is unlikely to hinder performance on the bike, and the question of whether it's worth the extra expense to make the step up to Dura-Ace comes down to personal preference.

Like Dura-Ace R9100/9120, the mechanical Ultegra R8000/R8020 groupset saw improvements and refinements across the board, relative to the previous generation.

The shift and brake levers have the same redesigned hood shapes and textures, and the same smaller profile for the disc-brake-compatible models.

Furthermore, the rear derailleur gained the same Shadow design and is available with either a short cage (SS) or medium cage (GS), increasing the gearing range above and beyond that of Dura-Ace.

The overhauled front derailleur design also trickles down from Dura-Ace R9100, with a smaller profile, and the addition of a cable tensioning screw that eliminates the need for an inline cable adjuster.

Again, mechanical Ultegra shares many of the same components as Ultegra Di2 (such as the crankset, cassettes, chain, rim brakes, disc-brake calipers and rotors), so if you can live without electronic shifting, you can save a significant amount of money and still get the majority of the same performance.

Released around a year after the Ultegra R8000 series, Shimano's 105 R7000/R7020 groupsets offer almost identical day-to-day performance to its more expensive stablemates, but at a fraction of the price.

Thankfully, the non-series RS505 Dual Control levers, that previously brought hydraulic disc brakes to 105 level groupsets, have been consigned to history. The Dual Control levers for both rim and hydraulic disc brakes, received an aesthetic and ergonomic update in line with Ultegra and Dura-Ace. There is also a new 'small hands' option, for the hydraulic disc brake Dual Control levers, which have smaller levers and ergonomics specifically tuned for riders with, as you may have guessed, smaller hands.

One minor compromise is that 105 R7000/R7020 has painted aluminium brake levers (as opposed to the marginally lighter composite levers found on Ultegra and Dura-Ace), and across the rest of the groupset, the story is similar - aesthetically and functionally, every part of 105 R7000/R7020 is incredibly close to Ultegra and Dura-Ace. The only downside is it gains a few extra grams here and there, due to the use of cheaper, heavier materials and manufacturing processes.

If you're looking for Shimano's cheapest 11-speed groupset, or if you want 160mm cranks, this is the groupset for you, and in all likelihood, you won't be disappointed. 105 may not have the same prestige or cool factor as Ultegra or Dura-Ace, but it's hard to argue with the incredible value it offers.

Who is Shimano?

Established in Sakai, Japan, by Shozaburo Shimano in 1921, Shimano has made bicycle components since its inception and released its first full groupset, Dura-Ace 7100, in 1973.

In 1984, Shimano revolutionised bicycle gearing by introducing the Shimano Index System - the world's first indexed gearing system - and in 1988 Andy Hampsten (riding for the 7-Eleven team) took Shimano's first grand tour victory at the Giro d'Italia (having taken the race lead with his famous attack in the snow over the Gavia Pass).

Since then, Shimano has gone on to become the world's largest manufacturer of cycling components, with an estimated global market share of 70-80 per cent, and a market leader in performance cycling components.

Aside from dedicated groupsets for road bikes, gravel bikes, mountain bikes, e-bikes, urban bikes and BMX bikes, Shimano also manufactures performance wheels, components (such as handlebars, stems, seat posts and saddles, under its Pro brand), cycling clothing, eyewear, footwear, accessories and even electric bike motors for commuter bikes and mountain bikes alike.

Though not the first company to bring an electronic groupset to the market - credit Mavic for that with the 'Zap' - Shimano definitely kickstarted its wider adoption, with the release of its first Di2 groupset in 2009. Electronic gearing quickly became a new standard in the professional peloton, and competitors soon followed suit, so all pro teams now use electronic shifting.

Shimano has today announced two new e-MTB-specific 11- and 12-speed Deore XT Di2 groupsets, as well as an e-bike-oriented Cues Di2 component line. There’s also an all-new EP6 drive unit, and the existing EP8 drive unit has been updated, becoming the EP801.

Deore XT Di2 for e-MTB

Headlining Shimano’s newest component release for e-MTB are two groupsets. First is Deore XT Di2 Linkglide (LG), which is based on the tough and durable 11-speed Linkglide transmission. It’ll be a 1x11 groupset with a new LG700 11-50t cassette, which is claimed to be 200g lighter than the previous LG600. 

There’s a new M8150-11 Di2 rear derailleur, and M8150-R/IR right shifter operating the smooth-shifting transmission via its drive unit, with centralised battery power and charging simplifying design and maintenance.

Deore XT Di2 Hyperglide (HG+) brings together refined 12-speed Hyperglide+ shifting and Di2 control. Focussed on light weight and performance, the new e-MTB groupset utilises proven HG+ cassette and chain designs and adds new Di2 functionality and speed. The rear derailleur is the dedicated M8150-12 Di2, operated by the M8150-R/IR right shifter, and the 1x12 drivetrain uses current 10-51t cassette options. 

Shimano Cues Di2

Cues is Shimano’s new purpose-built dedicated e-bike groupset. It aims to offer trouble-free drivetrain longevity and performance, and so is also based on the durable Linkglide (LG) transmission. It shares the centralised integration of Shimano’s new drive units and includes innovative electronic shifting modes to simplify your riding experience.

Cues Di2 consists of two new rear derailleurs, both with medium-length cages, working with single chainrings. The U6070 Di2 is designed for an 11-speed LG transmission, with a maximum 50t lowest sprocket, and the U6050 Di2 has a maximum 43t sprocket limit and works with a 10-speed LG transmission.

New drive units

At the heart of the new drivetrains are two e-bike drive units - one new and one upgraded. The new EP6 series drive unit will offer the same performance and natural ride feel as the existing high-end EP8 unit, at a mid-level price. Meanwhile, the existing EP8 drive unit receives new CAN accessory ports, and is fully updated with new features and capabilities. It will become known as the EP801.

The EP6 (also referred to as EP600 by Shimano) develops 85Nm maximum torque, with 250 watts continuous rated power. It weighs 3kg, can assist up to 28mph for US Class 3 e-bikes, and is compatible with the three new Di2 drivetrains mentioned above, as well as Di2-operated internal hub gears and mechanical drivetrains.

The EP801 drive unit offers exactly the same 85Nm maximum torque, 250 watts continuous rated power and US Class-3 e-bike assistance, but weighs 300g less, at 2.7kg. It is also compatible with the new XT Di2 and CUES drivetrains, as well as Di2-operated internal hub gears and mechanical drivetrains. 

A new fine-tune mode on the E-Tube project app also allows power profile customisation of both the EP6 and EP801 units.  

Shifting modes

All three of the new Di2 e-bike transmissions feature two innovative integrated shifting modes, called 'Free Shift' and 'Auto Shift With Manual Override'.

Free Shift allows the rider to change gear while moving, but without pedalling. In scenarios such as when railing berms, dropping into compressions or hammering across tough technical sections, the rider can select a more appropriate gear for their speed, or expected exit speed, when it might normally be impossible to pedal. Commuters could also benefit from Free Shift when rolling to a stop at the lights.

Auto Shift With Manual Override is an automatic shifting system that the rider can enable. Utilising the sensors present within the drive unit, and Di2's capabilities, this system can make predictive gear shifts automatically, based on your speed and cadence, with the aim of smoothing your riding experience. It can operate whenever you’re moving, whether you’re pedalling or not, by combining with the Free Shift function.

Free Shift occurs when the rider isn’t pedalling but, in isolation, it does require the rider's input to change gear manually. Auto Shift With Manual Override, meanwhile, can operate entirely independently of rider input, both when pedalling and not. Pressing the Di2 shift button actuates the rear derailleur as usual, and because the cranks aren’t turning, the EP drive unit advances the chainring and chain sufficiently to make a perfect gear change. It is able to do this independently of the cranks by mechanically disengaging the two elements, and turning the chainring with the drive unit motor.

Controls and computers

Controlling the drive unit settings are left or right double switches, and to keep track of your settings, speed, distance, battery life and more, are three dedicated computers.

Availability and pricing

Shimano expects the new XT Di2 and CUES Di2 components, and the EP6 and EP801 drive units to be available in late spring or early summer of 2023. Because they’re designed to work as a system, Shimano will only be making these components available for complete bike builds, which means they have not released any pricing for individual component parts, or even groupsets, and says there is no current plan to do so. 

The first bikes fitted with the new drivetrains and power units will be on show at Eurobike from July 11th, but there will be no opportunity to test and fully review the new gear until products reach the market in 2023. Rest assured, we’ll bring you full reviews of everything as soon as possible.

40 years is a long time in technological terms. The first mobile phone was released just shy of 40 years ago, and the distance between the first powered flight and the moon landings was a mere 66 years. 40 years ago Shimano released its 105 groupset, aimed at ‘sport and urban riders’. It featured clip-on downtube shifters, square taper cranks, and a bottom bracket with caged bearings. Now, following Dura-Ace and Ultegra moving to electronic shifting only, 105 is finally having its Bob Dylan moment and going electric (which won’t be without criticism either).

The upper tiers of road bike groupsets from all the major players are electric now, but Shimano has been lagging behind SRAM in terms of offering electronic shifting at three different levels. With the release of 105 Di2 (nominally R7100) the Japanese componentry giant has, to no great shock, caught up with its American rivals on this front.

What’s new, then? Is it the same old songs but with an amp or a new creative direction? Will the fans of the old records still nod their heads along to Subterranean Homesick Blues? Have I stretched this Bob Dylan metaphor too far? Let’s dive in and see. 

Cables are dead

I’m afraid if you want to shift with cables, you’re going to top out at Tiagra: The new 105 is electronic only and utilises the same semi-wireless setup as Ultegra and Dura-Ace, whereby the connection between the shifters and the rear derailleur is wireless, and the rear derailleur communicates with the front by means of a direct cabled connection. This keeps the front end neat and free from wiring, but doesn’t totally eliminate the need for threading cables through hard-to-access parts of the frame.

As per the two higher-tier groupsets, the rear derailleur is the hub of the system, acting as the communications hub and the charging port for the separate battery, which powers both derailleurs. 

Given the shifters are essentially getting totally overhauled internals, Shimano has also taken the opportunity to refine the exterior ergonomics too. Gone is the textured upper, replaced by smooth rubber for the most part as per hoods of previous generations, but the underside is scored with a series of channels and the outer of the upper features small ridges, perhaps to improve grip while climbing out of the saddle. The hood shape has a higher peak, too, to provide more grip when in a forearms-horizontal position (and likely to make room for the added components inside, namely the battery and wireless transmitter).

The hoods will also be able to communicate with most head units, though Shimano has recently cut Hammerhead integration so don’t hold your breath on that front.

Turn it up to 12 

The new 105 groupset will feature 12-speed cassettes that are mercifully backwards compatible with existing Shimano 11sp freehub bodies, meaning you don’t need to buy new wheels. The cassettes come in 11-34 and 11-36 guises, on-trend with Shimano’s push to simplify the gearing options, and are complemented by 50/34 and 52/36 chainsets, as per Ultegra, leaving Dura-Ace the only crankset to offer the larger 54/40 and 53/39 options.

Rim brakes are also dead

The new 105 groupset will be a disc-only affair, which comes as something of a surprise given that both the latest Ultegra and Dura-Ace still offer a rim brake, albeit admittedly ones that haven’t really had any development since their previous iteration. As with cabled shifting, if you want a complete groupset you’ll be confined to Tiagra unless you create a hybrid of a majority-105 groupset with Ultegra/Dura-Ace shifters and rim brakes.

While retrogrouches and weight weenies may mourn the total lack of rim braking, disc brake fans will rejoice in the updates to the 105 anchors. Two new centrelock rotors, featuring Ice Technology Freeza - a triple-layer construction and cooling fins - to improve pad life and keep rotor temperatures down on long descents and by extension reduce rotor deformation and pad rub.

Pad rub, something almost every disc brake user has been subject to, has been addressed at the calliper too with a 10% wider pad gap to allow a little more room for rotors that are slightly warped, or mounting points that haven’t been faced totally accurately. 

In a departure from Ultegra and Dura-Ace, the 105 levers don’t feature Servowave, a system from the brand's mountain bike groupsets by which a greater amount of the braking closure is accounted for at the start of the lever stroke to account for the greater pad clearances. It’s unconfirmed at this stage but it may mean the bite point for the 105 levers is slightly closer to the bars than previously.

There is also an improved bleed procedure built in that doesn’t involve removing the calliper from the frame.

A new 105-tier wheelset

What may well fly a little more under the radar is the introduction of a 105 level (though officially non-series) carbon wheelset, nominally the C32 and C46 for climbing and general use respectively.

The rims are 32mm or 46mm deep, with relatively modern 21mm internals and are tubeless ready. They weigh in at 1,502g and 1,610g. No information on the hubs and spokes is forthcoming as yet, but expect to see a cup and cone arrangement as per Shimano standard.

The pricing

Are you sitting down? You might want to if you aren't.

The new Shimano 105 groupset is going to cost £1,730, which is just shy of £1,000 more than the current version. There’s no real way to sugarcoat the fact that this is an enormous leap in price, and it certainly marks something of a sea change in the 105 lineage; a shift from ‘sport and urban’ to that of competition. It poses some questions for the future, particularly around the groupsets on either side; is Tiagra now the enthusiast's choice by default? Is Ultegra now a little bit pointless? Much will depend on how well this latest version performs.

The full price breakdown for the UK is as follows:

• Shifters with callipers - £349.99 / $409.99
• Levers - £249.99 
• Callipers - £69.99 
• Chainsets - £169.99 /$179.99
• Rear derailleur - £274.99 / $279.99
• Front derailleur - £149.99 /$152.99
• 11-34 cassette - £69.99 / $65.99
• 11-36 cassette - £84.99 / $87.99
• Disc Rotors - £26.99 / $45.99
• 32mm deep front wheel - £479.99 
• 32mm deep rear wheel - £519.99 
• 46mm deep front wheel - £479.99 
• 46mm deep rear wheel - £519.99 

International pricing is a little hard to pin down but it's looking like the full groupset will cost around €1729.99 in Europe and the wheelsets will both set you back $1,049.99. Check back in later for any updates.

With Unbound Gravel just days away, we're currently in peak season for new gravel tech launches, and doesn't Shimano know it? 

Just yesterday the brand unveiled its first-ever carbon fibre GRX wheelset, and now there's this, a limited edition run of polished-silver gravel groupsets known as GRX Limited. 

Launched originally back in 2019, Shimano's gravel groupset range has recently started to look a little long in the tooth. Following its road-going siblings' upgrade to 12-speed and semi-wireless, and with SRAM (Red, Force and Rival) and Campagnolo Ekar being on 12- and 13-speed respectively, we've been hoping to see a new version of Shimano GRX for months. A simple colour change of the existing groupset isn't exactly what we were hoping for, but we're not at all disappointed. 

As suggested by the name, this is a limited edition product, limited to "a few thousand" in number, so unless you're really quick or very fortunate, don't expect to get your hands on one. Especially since a bunch of them have already been handed to custom bike builders, for bikes which will be on display at Unbound.

For those of you who do manage to find an untapped supply, the GRX Limited will be available in three guises. The first, a 1x11 drop-bar option, will be priced at $1,360.00. A drop-bar 2x11 groupset will cost $1,465.00. The only flat bar option will be 1x11, and will cost $1,015.00.

In addition to the colour change, a small update has also been applied to the hydraulic brake caliper compared to the original black groupset. The most noticable change comes in the position of the bleed port, but reports also suggest an increase in pad clearance as found on the updated Ultegra and Dura-Ace. Despite this, we're still holding out for a more substantial upgrade to GRX.