Photos by Jay Prasuhn

It was a lofty goal, debuting a new groupset in a climate being inundated with electronic groupsets. But as SRAM proved, there’s still plenty of room for improvement, and a place in the top end of racing—for a cable-actuated road groupset. Because as we found today at SRAM’s launch in Mallorca, Spain, the new RED’s advances proved as much.

Today marked the debut for the newest top-shelf 10-speed groupset in SRAM’s wide arsenal, and we tested it today on the roads around Mallorca, one of the Spanish Ballearic Islands. We’ll come to you tomorrow with what we thought of out on our ride through the area’s olive fields and orange groves—be sure to check back for that, as we’ll not only give you our insight, and talk to Spanish Tour veteran Chechu Rubiera and American cyclo cross power Tim Johnson. We’ll also relate what the new group will mean to triathletes. But today, we go into detail about the group and its components.

SRAM’s previous version of RED debuted in 2007 as a sub 2000-gram group and introduced to the world Double Tap shifting (two separate inboard shift options to go up or down the cogset or chainring), Zero Loss (a 1:1 cable pull ratio), brake lever reach adjust, stock use of ceramic bearings, a machined one-piece cassette, and tons of carbon fiber used throughout the group.

Today, SRAM debuts a groupset (consisting of crankset, rear derailleur, braze-on front derailleur with chain spotter, brakeset, brake levers, cassette, chain and GXP bottom bracket) that weighs in at 1,739 grams.

Yes, weight was an operative, but the thing that will make RED hot will be the magnificent improvement in performance—not just against its own previous iterations, but among its components. To this point, Campagnolo’s Super Record mechanical group has been the high water mark for many when it comes to crisp reliability. Without getting too into detail, we think RED has without a doubt matched—and may be surpassing—Campy in this respect.

Indeed, SRAM officials said that aerodynamics, low noise and durability were key operatives. But one of the biggest was to create a crankset, shift lever and derailleurs that operated as a single construct. If that meant some backward incompatibility, oh well—a militant shifting experience—especially with the front derailleur—was something they wanted to improve on.

Let’s get into the parts.

SHIFTERS (280 grams/pair)

The low-volume, low profile calling card for SRAM—the brake lever—underwent a makeover. DoubleTap remains, and “we had an excellent high pivot and ergonomics, but we felt we wanted to do more,” SRAM road product manager Bill Keith said. So they consulted with RETUL fit specialists and their own ProTour teams for feedback.

They came away with wholesale changes: a higher hood knob that reduces hotspots at the crotch between the thumb and index finger, as well as served as a safer right-angle stop in the event of a bump that jars the hand loose (an area SRAM internally called the “Jesus bump,” in that cross racers that lost their grip in the wet or on a bump made a call to that higher being). The grip diameter has been reduced as well, the shift paddle increases slightly in size. Cable run can now take 4mm housing direct to the lever without use of a ferrule.

And a feature we love: the shift lever adjust remains, but consumer utility goes up: a 2.5mm hex key is used on an inboard-located bolt, and four indexed points indicate reach adjust change. That easy. The lever is finished with a grid-style textured hood cover, and will again come in a select range of color options.

FRONT DERAILLEUR (74 grams braze-on, Chain Spotter w/hardware 12 grams)

This one is a game changer (and this editor’s favorite advance—for two reasons). First: you know the hassle of front derailleur trim? It’s gone with the new front derailleur. Thank engineers Mark Santurbane and Chris Raymo for the brilliance of their Yaw Technology.

The forever problem of front derailleurs exists in the chainline angles (which are magnified and problematic particularly on tri bikes with their short chainstays); with the derailleur set up with a direct linear parallel with the small chainring, moving the chain up to the big ring forces it up against the derailleur’s back plate at an angle. That makes for long, inconsistent shifts that require trim to line it up once it’s onto the big ring—no matter what brand.

The solution? Change that derailleur cage’s yaw (or angle), and move it in somewhat of an unparallel arc as it goes up, and the inner plate pushes on the chain’s outer links evenly up to the big ring.

The better relationship between derailleur and chain greatly improves accuracy and ease of upshift. Which meant trim became a useless feature on the front derailleur—so it was eliminated. “There’s no bump, or back-trim,” Keith said. “It’s more precise—just shift and forget.” We’ll get more into it tomorrow, but it’s a remarkable feeling (very much like on electronic) to move the chain up—as fast as you like—without having to fiddle with trim.

Advance No. 2: The front derailleur also incorporates a feature we’re a big fan of: an incorporated—and fully adjustable—front chainring guide. Companies like K-Edge have thrived with chain drop guides that triathletes truly need (again, due to the steep chain angles on the short stays found on tri bikes). When the chain falls off the front chainring to the inside (due to a bump or a poorly set-up derailleur), it’s a nuisance at best (having to stop and get your fingers filthy pulling it back onto the cranks), or a frame-wrecker, chewing into the chainstay at worst.

The long bolt required and fixing nuts were an unwieldy compromise; any knock to the guide or derailleur would wreck the performance of the other—or both. And adjusting the guide meant adjusting or holding the front derailleur’s position. As functional as they are, it’s still a bit of a jury rig.

SRAM’s Chain Spotter was built to work with—and independently of—the front derailleur; a countersunk bolt exists within the standard bolt that fixes the front derailleur to the frame’s boss.

Once the front derailleur position is set, you can forget about it. The guide is then bolted onto that larger bolt head. A small 2.5mm bolt running perpendicular to the derailleur’s braze-on bolts acts as a pitch and angle microadjust for the guide itself. It’s a well-integrated advance. SRAM said they are looking into the backward compatibility of the Chain Spotter with existing line front derailleurs as an add-on option.

The metrics on the derailleur itself; it has a light aluminum outer plate, and a steel inner plate for upshift stiffness. It also has laser-etched indicators for adjusting chain height over the largest tooth during setup (with it’s set up based around the large chainring, not the small ring as previously done) as well as on the nose and tail of the derailleur. The front end is pinned together for zero flex within the cage itself. Whatever flex and reliability foibles the original RED titanium front derailleur was saddled with were simply buried for good. with this new front derailleur.

“The alignment marks are direct relationship with the front chainring,” Santurbane said. “It’s a true calibration of the derailleur. It’s not any more difficult than a standard front derailleur setup, it’s just different—but more accurate.”

Aesthetically, there’s lots of changes as well. The 4mm front derailleur cable anchor bolt was moved by industrial designers to remove the buttonhead cap screw, going instead to a cleaner, more aero cable bolt mounting position on the trailing edge of the . Additionally, the spring is tucked away, which drops interference between the derailleur and seattube if the frame’s tolerances are low. “With the trend to new aero road bikes and aero shapes, this really compliments the bikes this group will go on,” Keith said.

CRANKSET (557 grams in BB30, 609g in GXP at 172.5, 53×39)

The hollow Exogram crankarms (the hollow portions also including the smaller, less-lengthy spider tabs) goes up in stiffness with the incorporation of a hidden fifth tab bolt on the driveside crankarm’s backside. The non-driveside arm uses a co-cured spindle to save weight. The X Glide chainrings are newly engineered, CNC-cut from 5mm of 7075-T6 aluminum. There was significant work done to the ramps and pins as well to further enhance front end shifting. Options include GXP, PressFit, BB30 and PressFit 30

SRAM QUARQ POWERMETER (778 grams, GXP, 172.5, 53×39)

We’ll have more for you tomorrow on the Quarq crankset when we get to turn the cranks on it, but it will actually be a running portion of the RED groupset (an optional upgrade at the consumer’s option), not a non-series product as previous. It’s been seriously slimmed, with the circuitry buried within the confines of the spider, not pouring out of it. A new feature that will push to any ANT+ -compatible head unit will be Power Balance, delivering left-right power output (putting Quark in direct competition with Garmin and LOOK with this feature)

It also has an LED indicator that signals power on and setting zero, and the unit’s ANT+ ID is visible to aid pairing and operation. Quarq also designed a sleek Garmin 500 bracket that will put it in front of the stem, frontally/aerodynamically in line with the drop bar or basebar, not on top of it.

BRAKESET (240 grams/pair)

There was nothing wrong with SRAM’s previous RED brakeset; it was pretty darned good. Good enough, anyway. And on it’s face, triathletes will dig the new one; it’s incorporated a lot of aerodynamic drag-cutting features and incredibly scaled-down from its predecessor (like going away from an A-frame cable brace to a single bar variety, and devising a clever new caliper release and cable adjust dial, each of which we’ll explain) and 20 grams lighter than the previous RED brake caliper.

But now SRAM a brakeset that is in our opinion one of the best stoppers on the market now. Not because of stopping power (Shimano’s Dura-Ace calipers may or may not lay claim to this category) but rather feathery modulation.

That’s thanks to a feature called Aero Link. From the front, it looks simply like a bar extending out at a right angle from the caliper to serve as a cable pinch bolt platform—which it does, and is.

But on the backside exists a linkage. As the caliper closes and opens, the link extends and retracts cable on an arc, serving as a force multiplier. The result of this is a caliper that delivers greater tactile sensitivity. Lighter “feather” efforts have great feedback in the hand on the RED brake lever. Again, we’ll detail more tomorrow, but indeed, having just returned from the Cervelo P5 launch with a very sensitive Magura hydraulic brake debuted in conjunction with that bike, this is the closest mechanical offer on market in terms of tactile feedback.

The design advances include a caliper quick-release dial that no longer exists as a front-facing pivot. Instead, it’s a front-to-back pivot “wing” located just below the barrel adjustor. Dial it “forward to open the caliper on three notched locks. Swing it back (with the wing” tucked aerodynamically behind the dial and out of the wind) and it closes the caliper. Very clever.

The barrel adjustor too has an aero change: It lives just above the caliper release tab, and instead of a traditional four-corner dial, it is slimmed to a tapered teardrop front-to-back dial. Any adjust is notched to settle into aero alignment front-to-back. It has a tactile, rubbery soft-touch coating as well.

Finally, the caliper’s cable clamp’s bolt rotates from its “traditional” side-loaded location to behind the Aero Link arm, making for one less piece of gear in the wind. It’s capable of taking 31mm brake path for wide rims, and can receive up to 28mm tires. It’s finished with silver carbon-compatible SwissStop Flash Pro custom brake pads.

REAR DERAILLEUR (145 grams)

Lots of aesthetic changes here, and a few nice functional advances, including a base knuckle (the piece that mounts to the frame dropout) extended down in length to provided longer low-end reach, making it cable of pushing the unit downward to receive cassettes up to 28-tooth sizing. The bolt itself changed to improve installation clearance with the outer link—a nice feature when removing for travel to races.

As on the front derailleur, the rear derailleur’s barrel adjuster has rubbery soft-touch, which also eliminates potential rattling. Ceramic hybrid bearings remain in the jockey wheels, spinning new, quieter AeroGlide jockey wheels. The lower cage has been revised with a lower profile carbon inner cage.

The hollow titanium cable and washer on the anchor bolt has a visual cue as to which way to attach the cable, so you’re not clamping it on the wrong side of the bolt.

The big news with the derailleur is the addition of a long-cage RED WiFlLi rear derailleur. Now athletes living in hilly locales and perhaps forced (to this point) to ride either a triple chainring setup or a mismatched SRAM Apex rear derailleur with their RED groupset can throw on a RED 11-32 cassette, providing awesome climbing range; a three percent lower gear and a nine percent higher gear than a triple ring.

CASSETTE (135 grams (11-23T)

SRAM kept “some” PowerDome technologies, but removed the big knock against it; the speakercone-esque noise the hollow cassette was known for. To make what they call PowerDome X quieter, SRAM still sees the PowerDome used, but only from the second cassette cog through to the eighth cog.

The first cog (say, an 11T, 12T or 13T) is free and independent from the cassette as we have seen from traditional cassettes, stacking onto the cassette. But the solid PowerDome piece solid from the second through the eighth cog, with seventh and eight hollowed for weight savings. The final cog (say, a 23T, 25T, etc., up to a 28T) is made nearly solid, but hollowed closer to its center, meaning the tinny sound of the press-fit back plate used on the previous RED cassettes is gone, and runs infinitely quieter.

A final measure of silence: StealthRing. SRAM incorporates a clever new technology by adding elastomeric rubber inserts (think thin, strong rubber bands) that exist in the space between the cassette teeth. It’s a landing point for the chain rollers between the teeth and as such, the metal-on-metal interface is not only noisy, it’s a wear factor for both cassette and chainring.

The rings lay flat between the teeth and serve as a vibration damper and wear reduction item. SRAM officials said it conducted wear testing (salt spray, water, sand) on the units and they soared through with flying colors. Of course, it’s a wear item and is capable of being replaced at consumer level—only on the PowerDome X cassette. (SRAM said the cassette has been geometrically modified to accept the elastomers, and unmodified ones from either SRAM or any other brand will simply eat through the elastomers in short order.

CHAIN (255 grams, 114 links)

The new PC 1091 R chain has outer plates with greater chamfer for, again, a quieter running experience, as well as improved shifting. It still maintains the brilliant PowerLock connector, allowing for by-hand chain swaps.

COMPATIBILITY

Always a big question is whether RED Part A will work with Force part B and old RED part C. SRAM in the non-integrational parts (brakeset, rear derailleur, cassette and chain), it’s no problem.

However, they strongly advise against it when it comes to the shifters, crankset and Quarq power meter. They also don’t recommend it for the front derailleur, but we were told it will in fact work with, say Force shifters, but the trim feature on a Force shifter will simply go unused, since it’s a feature now eliminated in the derailleur.

“To get best-in-class component function, you need to keep the front derailleur, cranks and power meter cranks together” as a single construct,” Keith said.

WEIGHT

As we said, SRAM managed to carve enough metal and do enough engineering redesign to create a 1,739-gram groupset. SRAM claims it to be 1.6 pounds lighter than Shimano’s Di2 groupset, and .69 pounds lighter than Shimano’s Dura-Ace 7900 mechanical groupset, as well as .791 pounds lighter than Campy Super Record EPS. So for those weight weenies, yes, it’s lightest on market

AVAILABILITY AND PRICE

Looking at availability in March (that’s right… get those tax return papers in asap and spend that refund money, shall we say, wisely). A PR sheet puts the retail at $2,575 complete, minus VAT (the Quarq RED crankset option will come at an up charge, of course)

2012 HYDRAULIC BRAKES

So the mutterings about electronic from SRAM? No confirmation there. But hydraulic brakes? Affirmative. SRAM showed us drawings (but asked for no photos) of a slimmed down brake caliper with a hydraulic cable entering near the top at about a 45-degree angle. “We are working on a purpose-built road hydraulic brake system,” Global Road and Tri Manager Charles Becker told the assembled press. “We’ll have a road rim caliper that will integrated with today’s frames, and a road disc caliper that will require a purpose-built frame and fork. It will have 28c tire clearance and will be Firecrest rim-compatible. And it will come out as part of the RED group later this year, in the fall.”

Check in tomorrow for our (as well as Chechu Rubiera’s and Tim Johnson’s) test-ride thoughts, as well as updates to our gallery of more SRAM RED launch shots from Mallorca.