Rolling out of your local bike shop, any drivetrain is going to perform like a champ. But, what happens after 500, 1000, or 5000 miles is what really matters. As always, we aim for a thorough review and now, after 1000 miles, the new 12-speed SRAM Red eTap AXS is ready for a final verdict. My review in short: this all-new wireless drivetrain has delivered a mic drop.
SRAM Red eTap AXS 12-speed Groupset Features:
- Wireless, 12-speed shifting
- Updated eTap shift levers and tactile paddles
- Carbon and titanium bits for lightweight performance
- Quarq DZero integrated power meter
- SRAM AXS mobile app for configuration
- Brakes feature adjustable contact point and reach
- Same eTap batteries for 11-speed and other AXS components
- Compatible with all AXS components
- Wide-range gearing (43/33 with 10-33t tested)
- MSRP: $4158 (everything tested)
1000 miles with Red eTap AXS
During our annual trip to visit family in Minnesota, we often stop at the SRAM/Quarq offices in Spearfish, SD. In June 2018, the tour included my first Red eTap AXS sighting. I was promptly told “no pictures please,” but there it was in plain sight and I got a pretty darn good look at it. As the leaks started showing up online later that year, I considered myself lucky to have seen it well before its official launch February 6, 2019. With the subsequent release of Force eTap AXS, SRAM’s grand 12-speed wireless coup was complete and N+1 conversations worldwide began heating up.
Marketing talk is always rife with superlatives and SRAM is quite proud to have the only fully wireless groupsets on the market. But, how does this top-shelf and premium-priced groupset perform after 1000 miles? So, for the sake of science, I did just that aboard a Red eTap AXS-equipped Open UPPER. Among those miles were plenty of gravel and singletrack to go along with curvy mountain passes and lonely Midwest cornfields. Pavement, dirt and gravel served up quite the testing grounds and this groupset has remained as solid after 1000 miles as it was after its first mile.
How low can 2×12 go?
With eTap AXS, that elusive 1:1 gear is now possible without losing much at the top end. So, with this gravel build, I was shooting for the best gearing for all roads and that’s just what I got. With 46/33T chainrings and a 10-33T cassette, I have that 1:1 gear for steep terrain, but also have that 46/10 for pedaling things out on a long descent. I did ride the slightly taller 48/35T chainrings with SRAM Force eTap AXS and that, in concert with the same 10-33T cassette, was a great range for the Specialized Venge Pro.
With a gravel bike, you can choose to go with a mullet build (1x up front with AXS MTB rear derailleur/cassette) or 2×12. Again, going 2×12 is great for the gravel terrain tested in Utah, Colorado, South Dakota and Minnesota. None of the gravel roads or singletrack were so steep that I felt overgeared. Even on local singletrack, that 1:1 gear was only used under extreme circumstances.
Faster and quieter shifting
With Red eTap AXS, the rear derailleur features the Orbit fluid damper to control chain slap. Not only does this mean a quieter drivetrain, but your chainstay will remain clean and ding-free. I have clear protection on the Open UPPER and there’s absolutely zero evidence of the chain impacting the chainstay — even after 1000, often-rugged miles. That quietness alone is worth the price of entry. When going between Red eTap AXS and Shimano Ultegra Di2, the difference is noticeable.
Not only is it quiet due to a lack of chainslap, but the whole drivetrain itself is quieter. This is very noticeable when riding on an indoor trainer. The entire drivetrain is library quiet. Shifts are quieter and smoother. My wife can sleep tight while I’m riding away on Zwift.
And, with these optimizations, shifting speed is also improved over SRAM 11-speed eTap HRD. Having spent thousands of miles aboard the original rim and disc-brake eTap, it’s subtle, but noticeable. And, those Formula 1-inspired shifting paddles are bonkers intuitive. Shift paddles have been updated from Red eTap. They feature a more tactile texture for even better lever feel. It’s great with or without gloves — something that’s problematic with Shimano’s shift buttons/levers. The shifters and brake levers are easily-accessed both in the hoods and in the drops. Again, when going back-and-forth with Di2, I find myself trying to eTap the Di2 shifters (but that just doesn’t work).
To further enhance shifting, you can opt to tweak things using the AXS app for iOS and Android. With the app, you can turn on Enhanced mode (Sequential or Compensating) or Multishift.
- Sequential: Essentially turns the drivetrain into a 1x system so you don’t have to think about front derailleur shifts (it will do that for you)
- Compensating: This will auto-shift the rear by 1-2 cogs when performing a front shift
- Multishift: Configure long-press shifting options
In addition, you can re-assign buttons and such to your liking. See “10 Things You Might Not Know About eTap AXS” for more goodies. Sequential and Compensating modes can be disabled on the shifters, should you want to change it up mid-ride. And, if all that app hoo-ha is too much to think about, you can just ride with the default settings and you’ll be as happy as a clam. I mostly kept things standard throughout my tests, but will tinker as time goes on.
You will eventually want to download and use the AXS App for firmware updates. In my experience, all updates have installed without a hitch over the course of several years now. It’s WAY better than Di2 updates, which, if done with their mobile app, have a tendency to brick your drivetrain. I’ve done that multiple times on multiple Di2 setups and have given up. Good thing my neighbor has a PC as that’s the only way to revive a bricked Di2 system.
I’ll add that the Orbit dampener that keeps the chain taut makes chain cleaning and lubrication even easier. I find that I can apply more pressure with my cleaning rag in both directions without derailing the chain from the front chainring. That Orbit dampener is to be thanked for that little added bonus every time I lube the chain.
Feather those climbs
With the XG-1290 cassette (10-33t), you get a significant amount of 1-tooth jumps (10, 11, 12, 13, 14, 15, 17, 19, 21, 24, 28, 33). In practice, this makes a huge difference on rolling terrain where cadence is honed in with laser-precision. But, on long climbs, the jumps between 17-33 are reasonable as well. On climbs like Utah’s Alpine Loop from the Provo side (8.76 miles / 2641 ft / 6%), feathering gears as you approach the slight undulations at the top is awesome.
With a single tap, I could stand and pass other riders or power through any of the numerous switchbacks. And, on the shorter climbs found on my daily routes, the large chainring rolling through the full 10-33t cassette is plenty enough range to conquer just about everything but the steepest of local climbs.
And, should you need to downshift that front derailleur, it’s only a 13-tooth drop on all chainring combinations. Keep an eye on the derailleur stop limit screws. I had an overshift off the small chainring and onto the bottom bracket on a tough climb. It scratched up the carbon a little and messed up my vibe. A small turn makes a big difference with 12-speed, so all it took was a quick turn of the limit screw and that’s never happened again.
Gravel, dirt and more
Again, that Orbit fluid damper is the story here. Even on the roughest terrain, the chain remains taut and slap-free. Because this groupset is on an Open UPPER, I’ve tested Red eTap AXS with 5 different wheelsets in both 650b and 700c. I’ll be honest, I’m a huge 650b fan. And, with 11-speed eTap, 47mm tires weren’t compatible. Thankfully, the Red eTap AXS front derailleur now has plenty of clearance for even the widest tires.
I rocked a set of Roval CLX 32 650b wheels with Specialized Pathfinder Pro 47c tires for 100 amazing miles at SBT GRVL. That combination is my favorite and is completely possible with Red eTap AXS. As with any chain, after those 100 dusty miles, the drivetrain began to get a little louder. A quick chain cleaning and lube fixed that right up.
Integrated Quarq power
I’ve tested most of the popular power meters on the market and to be quite honest, none offers the simplicity that Quarq provides. It pairs up in a jiffy with any head unit and provides detailed individual leg power and cadence without magnets or left-leg units. It’s all contained within the integrated DZero spider/chainring combo. Yes, it’s integrated with the chainrings, but SRAM has built the chainrings extra-durable (said to last 50% longer than 11-speed). And, when it comes time for replacement, they will replace it at 50% off and recycle the old one.
Training with power is an incredible tool. It is a $510 upgrade to an already wallet-busting groupset. I’ve found the power measurements to be accurate and actionable. Should you use any number of training programs, the DZero will take you there. Or, if you’re like me, the combination of Wahoo and Strava’s power analysis does the trick. I can quickly see how my power output is trending and what each ride did to my fitness. I also use it to compare bikes and other equipment on identical routes. The DZero is the industry standard, in my eyes.
Comparing the power output data from the integrated DZero to the Saris/Cycleops H2 Smart Trainer, it’s spot-on. I have no hesitation relying on Quarq’s power data.
Braking is superb
The carbon fiber Red eTap AXS levers are comfortable in hand and accommodate both reach and contact point adjustments for the perfect pull every time. Power is consistent and absolutely solid. Again, disc brakes do have the potential to overpower the contact patch, but SRAM has done a great job of allowing that power to be modulated. Power is moderated and oh-so-smooth. Even under the hardest braking situations, I’ve yet to lock things up and I always have the ability to stop with ease.
The combination of these levers, calipers and 160mm rotors provide the most consistent and adjustable braking experience available. Pad retraction is excellent with only minimal rotor rub here-and-there after long descents. Adjusting them has been easy and centering the pads is accomplished with the usual tricks (loosen the calipers, rotate the wheel, compress the brake lever and tighten).
Things to keep an eye on…
As with all eTap or AXS products, you have to keep an eye on your batteries, but they do last a good distance without worry. Picking up a spare is recommended. Detachable batteries does make it much easier to rotate through them every 4-6 weeks. And, on initial setup, a little turn of the limit screws goes a long way. This is particularly true with the precision needed with 12-speed cogs and chain. Shifting is fast, but overshifting can happen fast if your limit screws aren’t set properly.
Note: Not all 1000 miles were ridden with the XG-1290 cassette. I swapped wheelsets several times and used the XG-1270 on various wheelsets for at least half those miles. Shifting is louder on the 1270, but just as quick.
- 2×12 gearing is great for road and gravel
- Updated shift paddles are even better for all-condition shifting
- Rear derailleur keeps chain taut and quiet
- Integrated power meter is accurate and sleek
- Best brake feel and power available
- Configurable shifting to suit your tastes
- Included app makes firmware updates a breeze
- Still shifts like new after 1000 miles
- Small tooth jumps throughout range
- Noticeably faster shifting than 11-speed eTap
- Shifting with winter gloves is a breeze
- Extremely quiet on an indoor trainer
- A little goes a long way with the limit screw settings
- Should always include a spare battery
- Very, very expensive
The Bottom Line: SRAM Red eTap AXS
As the only wireless go upsets on the market, SRAM’s Red and Force AXS is the current benchmark. On a gravel bike, the combination of wireless shifting and 1×12 gearing with a 1:1 combo and the Orbit fluid damper makes for quiet and smooth operation — even on the most rugged terrain. On rugged terrain, shifting is as fast and smooth as it is on brand new tarmac. Going Red eTap AXS will set you back a mint, but if ultimate performance is your desire, this is the groupset to beat.
Buy Now: Available at CompetitiveCyclist.com
As SRAM's top-shelf groupset, Red eTap AXS delivers on all the superlatives that the marketing material proclaims. It shifts faster than any other electronic drivetrain. It's the easiest to setup of any drivetrain on the market. And, above it all, Red eTap AXS just keeps on trucking after 1000 brutal miles of dirt, gravel, singletrack and pavement. Yes, it's expensive, but that's why Force eTap AXS exists.
Setup and Adjustability
Far too generous of you to give it 9 for aesthetics. What looks like a poor imitation of Rival crank arms attached to something that resembles a hub cap I had on my 90’s Corsa and costs a fortune. I’m not feeling the shifters either.
And real pain will kick in once you start replacing worn out parts. Red ETAP had the looks and this seems like a step backwards in terms of appearance.
Ugly I must say. Someone as vain as me could never pay quarter of the asking price.
Definitely something that grew on me. At first, I wasn’t as keen on it as I am now. I think it looks great, but could be just a touch better — hence 9 stars. The beauty is really in how well it performs.
I have the AXS RED groupset also on my bike, but after 2.500 km the chain was worn, this is normal wear for such a thin chain. However, the new chain revealed that the smaller chainring was worn since there was suddenly a strange noise while under load. Also, you could lift the chain easily on the small chainring and see the rollers move in the “tooth bed”. SRAM is very difficult with their after-sales service, they do not believe the small chain ring was worn after such a small amount of km’s.
I measured the hardness of the smaller front chainring (Hv 120) of the SRAM set and it was substantially softer than my Campagnolo Super Record (Hv 450) which easily works perfectly for 30.000 km.
Does anybody else have this issue?
Sorry you’re having what appears to be premature wear with your Red AXS cogs. I have not had this issue and wear is a hard one to troubleshoot.
Are you thinking that your small chainring has worn out that quickly? That would be odd since you likely don’t spend that much time there. I can’t speak for the hardness comparison with other chainrings, but I hope you can find a resolution.
Just to be clear:); not the rear cogs, the issue is on the smaller front chainring.
Does anyone know weight penalty between AXS and old ETAP 11sp.?
Currently building new setup.. can not make decision if I should choose older etap 11sp or new AXS Red… Price difference is huge. Wonder if Shimano will ever go fully wireless… 🙁
High. I’m interested in switching to a 2x AXS system from an AXS mullet build on my Open. What’s the clearance like with the FD and 650b wheels? How wide do those Pathfinders measure on your rims?
Hey man… yeah, I appreciate the 2x AXS for smaller gaps. I had plenty of clearance with the Pathfinder 650b’s and the Red AXS FD. I don’t know the gap exactly, but I had zero problems with that setup. The Pathfinders measured out to 47.1mm on the Roval CLX 30 650b wheels.
Check out this image that shows the gap between the tire and the FD:
Great write up, thanks!
About to pull the trigger on a Red ETAP AXS 2x setup. Wanted to use the XG-1290 on the bike but will the XG-1270 work well enough on the Kickr Core? Will get the XDR adaptor. Just wondering how you found using the Force cassette with the other Red components.
No problems at all. That’s exactly what I do!
How many km should we get out of the AXS Red chain?
I’m not sure what the common chain replacement interval is with the AXS flat top chain, but it looks like I may need to get a new chain checker to determine wear:
How many kms do you have on yours now? I’m just over 2100km and haven’t noticed any difference in shifting or performance, but it may be worth a check.
Sorry, but Red Etap AXS does not shifts quieter than Di2, and it most definitely does not shift faster than Di2.
Nice marketing propaganda try, but Di2 has always shifted faster than any version of SRAM’s Etap system versions including Red AXS. And I’m not talking about just DA Di2, both Ultegra and XTR Di2 both shift faster and quieter than SRAM Red Etap AXS and all the other Sram Etap versions. That is reality!
Plus with any Shimano 2X Di2 system you get the auto trimming of the front derailleur function. Something SRAM still does not have.
Thanks for your thoughts! Nowhere did I say it was quieter than DA Di2 because I haven’t ridden DA Di2 in quite some time. I had Ultegra Di2 and Red AXS head-to-head and was definitely quieter shifting and has zero chain slap due to the Orbit damper. The auto-trim Di2 FD is nice, I’ll give you that, but I haven’t had the need for it with any AXS drivetrain, to be honest, so it’s not a selling point in the Di2 vs. AXS debate.
A full Red AXS drivetrain (cassette, chain, etc.) was quieter shifting than Ultegra Di2. Is it quieter than DA Di2? I don’t know, but if it is you’re going to be splitting hairs. After nearly another 1000 additional miles since this post, the Red AXS groupset remains super-quiet and smooth (sometimes I have to verify that it actually shifted because it’s so silent and fast). Rival AXS is much louder, that’s for sure, but Red AXS is quick as a whip and quiet.
I love Ultegra Di2 and have ridden it extensively. It is a great drivetrain. But, I personally prefer the paddle shifting of Red, Force and Rival AXS to Di2 any day. That’s personal preference, but after thousands of miles on each, I still see Red or Force AXS as superior. Again, that’s my preference based on lots of experience with each one.
Good write up. Having ridden Ultegra Di2 and Force AXS (not Red) fairly extensively, I’d say it’s a wash between them. It’s a bit ‘Apple vs Android’; they do the same things pretty much equally well but the user experience is different.
The Shimano shifts marginally quicker (most noticeably at the front mech), though you only really notice if you ride them back to back, has a longer battery life, is a bit lighter and I prefer the hood shape. On the other hand, it’s hard to use the shift buttons in winter gloves, and like you say, upgrades can brick the system. E-tube is also hardly intuitive.
With the SRAM, the AXS gearing ratios make tons of sense to those of us who ride in hilly areas (especially on gravel) but don’t have Cat 1 watts; you can get a 1:1 or close bottom gear without having big gaps in the cassette or losing the top end (like you do with Campag’s 48/32 setup). I agree the shifting logic of AXS is totally intuitive and the Quarq spider PM is great, especially in that it gives you the option of swapping pedals on the same bike. I like the peace of mind of being able to carry a spare battery, and prefer the aesthetic, though that’s admittedly wholly subjective. It does lack the auto trim FD, though, which means you get some noise if you cross chain it a bit (say going 48-28 on the 10-33 cassette), and it’s a little weighty. Finally, it’s worth noting that the overall prices may be similar, but SRAM spares work out quite a lot more (at least in the UK).
I honestly don’t think you can go wrong with either. *Arguably* Di2 makes more sense for a performance road-only bike for stronger riders/flat-landers, but AXS is more versatile and intuitive. What I can say is the difference between them wouldn’t sway me one way or the other if deciding between 2 different bikes.
Well said, amigo. That’s pretty much my sentiments exactly.
Sorry to be a killjoy. I was hoping SRAM Red would be a fab upgrade from dura ace di2 on my last bike. It isn’t. Far from it. 30-40% of all road mile rides, I’ve experienced chain drop when going from small ring to big ring. In synchronous mode, the last straw was getting chain drop while bike was on a work stand. Trek Emonda SLR9 is now with Trek UK for them to fix. Utter junk. Interesting to see screw limit comments….maybe small adjusts will indeed fix the problem, but for mass market sales, there has to be room for contingency. Totally unacceptable performance
Sorry man… that should be an easy tweak. Hopefully your LBS has a SRAM front derailleur setup tool. It can be tricky without one, but in my experience, front shifting is great after using that tool.
No problem… FYI, the LBS has used that tool, apparently…. made no difference
In contrast, or example, I’ve just spent the weekend using 2 different combinations of low end cabled shimano kit on different bikes. Bulletproof performance
Dang. Sorry that it hasn’t improved. Maybe the FD is defective? It’s possible. But, getting a replacement might take awhile. Does the shop have a Force/Rival or Red FD spare that you could test with to verify if it is defective or not?
Good thinking. Hopefully, Trek UK do indeed have various bits of spare kit readily available. Not in a hurry, but if they don’t provide successful fix, I’m back to shimano
I bought an S-Works Aethos with SRAM Red and I’m disappointed. Chain drops (both sides with an perfect alignment, rattling levers on rough roads and although I bleeded the brake’s twice no improvement in a very big free play of the levers. I really don’t understand the contact point screw on top of the lever. If I move the pads more inside, the lever will touch the handle bar before the pads have contact with the disks. What’s the point when the lever already pushes into the handle bar tape?
Sorry you’re not having a great experience with your shifting or levers. I have yet to notice any rattling with mine and front shifts are crisp and drop-free still. Getting the bleed just right is a bit of an art and I agree with you that if you don’t have a good bleed, the contact point adjust doesn’t do much and the shift paddle will hit the bars.
It may be worth noting that you should have the contact point backed all the way out while bleeding to ensure you have the best initial performance. I’d check to make sure that’s how they were bled.
Again… sorry you’re experiencing these issues. That Aethos is a sick bike!
After about 100hrs of research, i’ve ordered the full RED group-set through my local shop for my Giant TCR Advanced SL Disc (2021 frameset). My mechanic says that we will hopefully have all the parts to build it by August… according to my mechanic, the shifters are hardest to come by… is this true? Also, I wonder the weight difference for a full group-set of a 2x RED vs the new Dura-ace 9200. in the meantime I will be riding on my Ultegra mechanical R8000.
It’s hard to say without a side-by-side weigh-off. And, getting a full version of each right now is pretty difficult. From the data I’ve found, SRAM Red may be lighter overall. That said, There are so many component shortages it’s hard to say whether the shifters are the hardest to find. August though… that’s a LONG wait, but you’ll definitely enjoy it!
SRAM Red etap is junk. I am on my second rear derailleaur in three years. SRAM are hopeless to deal with. They hide behind a network of dealers and refuse to engage. Charged me for the second derailleur only weeks out of warranty. Failed to take any responsibility for their poor product. Avoid SRAM – they are hopeless conmen. Never again.
Interesting to see the updates since I posted my woes in 2019. I continued to experience chain drop, despite the bike being with Trek twice, to sort it out. Trying to find a SRAM contact was a nightmare, until they started sending support emails to me, completely out of the blue, this year. I got in touch with them, and they did try to help, but I was already disenchanted.
So…my update, is that Trek did a warranty fix in May 2022. I’m now running 1x on my Emonda SLR9. A 44 chainring with 10/44 cassette. Only done a handful of miles since the fix, so too early to comment on whether I’ve lost any significant performance… I spent ages with gear ratio tables to get the rough equivalent of 46/33 with 10/33 cassette.
Remain totally disappointed with 2x. It shouldn’t be so sensitive for mass marketing to amateur cyclists. I’m really curious how the Pro teams are managing, apparently without a problem.
John and Pat. I’m sorry you’re experiencing these issues and don’t doubt that these things happen. Considering the massive scale and adoption of eTap AXS over the past couple of years, there’s bound to be some issues, but I haven’t heard of any widespread problems. Pro teams have issues with every drivetrain brand. There have been issues with Shimano’s new Di2 as well in the pro peloton. After everything, I’m sorry SRAM hasn’t been as responsive as you would like.
With all the variations of SRAM AXS I’ve had over the years (1x and 2x), I haven’t had any of the issues you have brought up, so it’s hard to know exactly what’s going on. I’m sorry that it has been so problematic and time-consuming for you when all you want to do is just ride. Hang in there and I hope your solutions work.
Well I appreciate your interest Jason. It doesn’t surprise me if shimano are also having problems with 12speed. The tolerances are ridiculous now.
On the positive side, I’ve had the bike out for over 40miles today. I know 1x is already prevalent for MTB and gravel. I’d love a lighter SRAM Red specific cassette, but for now, it does look like a good compromise, that matches my cycling abilities. Enjoyed the ride… for the first time in 2yrs, I might actually be motivated to use the bike more now
That’s a great start! Go enjoy your bike. 🙂
My solution is to never buy SRAM again. And to devote as much time as I can to publicising the truth about their shoddy products and even worse customer service. It’s one thing to produce a poor quality product. It’s another to refuse to answer emails and be completely uncontactable. The only time SRAM want to deal with me is when I am giving them money and even then it’s through a dealer bikeshop. Absolutely disgraceful and indefensible.
I haven’t been able wholly to eliminate chain drop on Force AXS. It’s rare now, but not completely gone, and that’s only after having a former pro team mechanic work on it. His own take was setup needs to be pretty much perfect and on certain bikes the ‘window’ is literally a mm/degree or 2. I’ve heard of one or 2 issues of chain throw on the new Di2, with the ‘fix’ being a very inboard high limit or a shim.
In honesty, I’m seriously contemplating switching it out for DA 11sp mechanical, which is bombproof and gives damn near perfect shifting every time.
Yes, I heard shimano 12speed isn’t bomb proof either. Ridiculous tolerances.
However, I’d like to think 12speed 1x might be the future. I figured from 24 gears, I’d get 16 that are usable. I’m happy dropping 4, if it means same great sram wireless technology, but no chain drop
Mullet kits on gravel bikes are awesome. I’m changing my Open MIND to XPLR here this week and we’ll see how that does on the road as well. The BMC Roadmachine X will be in for testing here shortly and that’s what it has — Force AXS XPLR. You may be right, John. I know that Gerard Vroomen thinks so with the 3T Strada, Exploro and the Open lineup.
Really interesting read, thank you! I’m currently assessing whether to buy a second hand bike that is good overall value but has the older SRAM Red 2×11 etap HDR. It looks in great condition, but I’m slightly concerned that with this product being quite a few years old and discontinued, I might struggle if I have issues. Do you know how compatible available components are with the old groupset? Would I be able to get replacement 11 speed cassettes for example?
At the time (2018) it seems to have been a state of the art groupset, but obviously others have caught up. Coming from mechanical ultegra, im still expecting an improvement so wouldn’t be too fussy unless it’s all going wrong!
If your advice would be to completely avoid, please shout!!
The Gen 1 Red eTap is great and 11-speed should still be supported for a long time. Think about all the 11-speed SRAM groupsets on the market… they will need new cassettes and chainrings in the coming years and SRAM doesn’t have a real reason to discontinue them. But, I will say that they could stop making the Red-level cassette and you’d have to go with a Force or Rival-level cassette (which isn’t the end of the world).
Coming from mechanical Ultegra, you’ll love the change.
Amazing thank you, appreciate it! Do you know how the gen 1 Red Etap would compare to the other electric gears on the market now in terms of weight, shift speed etc? I was thinking give the advancements over last few years it would probably be on par with modern shimano 105 di2 or the sram rival AXS? (Admittedly not based on much!)
I haven’t weighed them specifically, so I can’t speak to that. However, Red eTap has always used carbon/titanium construction, so I’m guessing it’s still lighter than the current Force/Rival bits. As far as shifting performance, I do know that they have improved over time, but it’s measured in nanoseconds and most users won’t know the wiser.