Video: SRAM's Wireless Eagle AXS Drivetrain Explained
Thankfully, the next step in drivetrain progression doesn't look like it involves adding yet another cog into the mix. SRAM's new Eagle AXS 12-speed drivetrain ditches the cable and housing for an encrypted wireless network, a tiny electric motor, some circuit boards, and a few batteries.
The battery-powered Eagle AXS system will be available in two different flavors: the XC-focused XX1 group sports titanium hardware and a carbon fiber derailleur cage at $2,000 USD, while the X01 setup is said to be more enduro-friendly and skips the fancy materials to save $100.
Both versions of Eagle AXS employ the same cranks, cassette, and chain as the mechanical version, with the only difference being the 'oil slick' finish (officially called "Rainbow") on the latter two (XX1 only) that is sure to divide opinions. If you're fine with the color, you'll be able to pick up either group this coming April, although SRAM won't be selling the components separately for at least another month - you'll have to wait a while if you just want the shifter and derailleur.
Surprisingly, an entire Eagle AXS XX1 group is claimed to come in 5-grams lighter than its mechanical sibling, putting it at 1,451-grams without a bottom bracket. X01 is 15-grams lighter overall, so it sits at 1,487 without a bottom bracket. SRAM declined to provide me with individual component weights, but the numbers above do include the 25-gram battery, too.
Surprisingly, an entire Eagle AXS XX1 group is claimed to come in 5-grams lighter than its mechanical sibling, putting it at 1,451-grams without a bottom bracket. X01 is 15-grams lighter overall, so it sits at 1,487 without a bottom bracket. SRAM declined to provide me with individual component weights, but the numbers above do include the 25-gram battery, too.
Eagle AXS Details
• Intended use: cross-country, trail, enduro
• Wireless encrypted network
• 12-speeds
• 20+ hour battery life
• AXS app configures buttons
• Weight: 1,451g (XX1, claimed); 1,487g (X01, claimed)
• MSRP: $2,000 USD (XX1), $1,900 USD (X01)
• Availability: April, 2019
• More info: www.sram.com/sram
• Intended use: cross-country, trail, enduro
• Wireless encrypted network
• 12-speeds
• 20+ hour battery life
• AXS app configures buttons
• Weight: 1,451g (XX1, claimed); 1,487g (X01, claimed)
• MSRP: $2,000 USD (XX1), $1,900 USD (X01)
• Availability: April, 2019
• More info: www.sram.com/sram
Historically, the progression of mountain bike drivetrains has mirrored the ever increasing number of cogs out back and, more recently, the disappearing chainrings up front. As the number of cogs increased, so did the performance, with today's top drivetrains offering 11 and even 12 cogs, along with lower weights and shift speeds that should impress even the saltiest curmudgeon who's still saving that 8-speed XT drivetrain for ''just the right bike.''
What will a 13th cog do at this point? Not much and XTR Di2 proved, at least to me, that we've got to the point where it's going to take electronics to improve shifting speed and precision. Apparently, SRAM thinks the same, although they are at pains to stress how Eagle AXS is in no way a replacement for existing mechanical drivetrains, but rather just an option. Fear not, cables and housing aren't going anywhere for a long, long time, and owning an AXS drivetrain doesn't lock you into any proprietary parts, save for the shifter and derailleur. The same XD driver and standard Eagle chain, cassette, and cranks will play nice with the AXS parts.
Look ma, no cable. After plenty of teasing, SRAM's wireless mountain bike drivetrain will finally be available this coming April for $2,000 and $1,900 USD.
The Eagle AXS Derailleur
The real crown jewel of the AXS system has to be the new derailleur that hides a small electric motor, an even smaller gearbox, and TWO different clutches inside of a design that looks like it belongs on Batman's trail bike. There's a lot going on inside this thing, and it's been in one stage of development or another for the past six years after first starting life as an 11-speed prototype.
It was still very early days back then, and it was decided to focus on the mechanical 12-speed Eagle group rather than a wireless system. At least for a while.
Just a small selection of prototype AXS derailleurs. With six years of development behind it, you can bet there are plenty more behind closed doors.
Those six years saw the AXS prototypes go from roughly constructed proof of concepts to specially designed units that included small windows so the engineers could literally look inside to see how the gearbox was holding up. Wait, a gearbox? The electric motor spins at around 80,000 RPM, which is far too fast to be of any good when it comes to shifting... Unless there was a tiny transmission that turned it into the torque required to move the derailleur left and right.
That's exactly what SRAM did by designing and manufacturing their own gear wheels that, according to them, will last the life of the derailleur.
See that little window? That was installed so engineers could see how the gear wheels were holding up during testing.
If the battery that clips onto the back of the derailleur looks familiar, that's because it's the same as you'll find on the wireless Reverb AXS and their existing wireless road groups. And speaking of wireless road groups, you wouldn't be silly for thinking that Eagle AXS borrows tech from SRAM's RED eTap setup, but you'd also be wrong for the most part.
Aside from the battery, the derailleur has no relation to the RED eTap unit whatsoever. It uses a more powerful motor, a completely different gearbox that's more robust, and the derailleur itself gets much wider pivots for more rigidity. SRAM also increased both the chain wrap and the ground clearance (by 10mm) compared to the mechanical Eagle derailleur.
You're probably wondering about why this thing has two clutches. There's the now-normal one-way clutch that helps keep the chain on, but there's also the "Overload clutch." That important-sounding device isolates that aforementioned tiny gearbox from the forces of you smashing the derailleur into a rock. Internally, it's basically a one-way bearing, a friction device, and a little cylinder that slides in and out that releases the gearbox from the derailleur.
With all that stuff in there, it's a wonder how the complete group comes it at basically the same weight as the mechanical system, even with the missing cable and housing.
With all that stuff in there, it's a wonder how the complete group comes it at basically the same weight as the mechanical system, even with the missing cable and housing.
Weight? Price? SRAM wasn't keen on sharing individual specifics of each component yet, but it's probably fair to assume that the first one is low and the second one is high.
Wait, who forgot to string the cable and housing?!
The Eagle AXS Shifter
With no need to pull or release a silly shift cable, SRAM could come up with any arrangement of buttons that they wanted, and they did exactly that over the previous six years of development. Early prototypes included simple push-buttons that, while working just fine, were also really more to test the system as a whole then resemble anything a consumer would be offered.
SRAM pulled out a half-dozen of these at the demo, and some of them looked pretty clever to me, but the version that they went with wasn't what I expected to see.
Just four examples of what SRAM came up with for testing shifter design.
Rather than a nearly invisible collar and button arrangement, the AXS shifter looks kinda like, well, a shifter that doesn't have a cable sticking out of it. It's a bit smaller than a normal SRAM clicker, and it attaches to the handlebar via the usual MatchMaker clamp, but that's where the similarities end.
Instead of a thumb paddle and release trigger, there are actually three 'buttons' to choose from: the two under the bar would usually be setup to move the derailleur in opposite directions, and the third button that sits on the front of the shifter is designed to go to a harder gear if you bump it with your knuckle. SRAM is calling it the "secret sprint paddle" because it seems to work really well in those settings, but you can make any of the three "touch points" (that's what SRAM's calling the buttons) control shifting in any direction or even take command of your Reverb AXS dropper post, all via the AXS app. More on that later, though.
The ''secret sprint paddle'' is a button that you can easily hit with your knuckle while out of the saddle. I found it difficult to hit by accident, too.
How it All Works
If you made it this far, you'll probably want to know how this whole Eagle AXS thing works. So, what exactly happens when you shift?
First, the AXS components will all auto-sleep and auto-wake, just like the Reverb post, and you grabbing your bike is enough to tell the computer to get ready for action. When the time comes to shift, a signal is shot out to the derailleur over an encrypted wireless network, at which point the little motor fires up from 0 to fast as hell near instantly. That's put through the gearbox that converts it to torque and moves the derailleur left or right. Sounds simple, right? It happens in the blink of an eye, and you'll hear a tell-tale 'vvvvt' as the derailleur moves the chain.
Will encrypted wireless networks spell the end for shift cables? Highly unlikely, at least not in the foreseeable future.
There's no cable, so that means that tension adjustments are a thing of the past, but you'll still need to setup your limit and B-tension screws. And what if you bend your hanger or the derailleur itself? First, you'll need to calm down after nearly destroying your very pricey derailleur, and then the solution, at least to sort the shifting out temporarily, is to use the button on the underside of the shifter. You can trim the derailleur a tiny amount in or out using this button.
The AXS App
No, you don't need to use the AXS app to use computerized Eagle on your bike, but you'd be missing out on one of the group's neatest features: the ability to customize which button does what. The app is free and available for both iOS and Android devices, and it looks like it was designed for a simpleton like myself because it's very easy to use. Want your Reverb AXS remote on the left to shift to a higher gear, the shifter button in the right to move the chain to an easier gear, and the ''secret sprint paddle'' to control the Reverb? Not a problem and as easy as tapping your phone's screen a few times.
You need to press that small button on the back of the remote to pair your Eagle AXS, something that also keeps ''friends'' from messing with your bike. The AXS app lets you choose which button controls what, from the shifter to the Reverb remote.
I did exactly that on the side of a desert singletrack in Tucson, Arizona, and managed to figure it out in around 30-seconds, which means that most people will do the same in about half the time.
The AXS Batteries
Just like the Reverb AXS dropper post, the Eagle AXS drivetrain employs two different batteries. Up in the shifter is a common CR2032 that you can get from anywhere, and SRAM says to expect around two years of life until it needs replacing.
Down at the derailleur, you'll find the same clip-on battery that powers the wireless Reverb post, as well as SRAM's RED road drivetrain, and you can even swap between the three if you needed to. Because the motor requires a decent amount of juice, you can expect around 20-hours of battery life from this little guy, which is half the time that it's supposed to last on the Reverb. Still, that's probably many thousands of shifts, and there's a battery display light that'll tell you when it's time to plug things into the wall.
![n a]()
Of course, 20-hours and thousands of shifts is a far cry from forever, so if you're the kind of person who doesn't remember the last time you checked your tire pressure or lubed your chain before a ride, you might not be the ideal AXS customer.
What happens if your SRAM battery goes flat on you during a ride? You're stuck in that gear, I'm afraid, or you can swap in the Reverb's battery if you prioritize shifting over seat height. Or, at just 25-grams each, you could slip a spare battery into your bag or pocket as a backup. While SRAM won't share the exact price of an Eagle AXS battery quite yet, a RED eTap battery can be had for around $50 USD, so expect a spare AXS unit to be around the same price.
Just like the Reverb AXS dropper post, the Eagle AXS drivetrain employs two different batteries. Up in the shifter is a common CR2032 that you can get from anywhere, and SRAM says to expect around two years of life until it needs replacing.
Down at the derailleur, you'll find the same clip-on battery that powers the wireless Reverb post, as well as SRAM's RED road drivetrain, and you can even swap between the three if you needed to. Because the motor requires a decent amount of juice, you can expect around 20-hours of battery life from this little guy, which is half the time that it's supposed to last on the Reverb. Still, that's probably many thousands of shifts, and there's a battery display light that'll tell you when it's time to plug things into the wall.
The Eagle AXS battery is the very same as what powers the Reverb AXS post and the RED eTap drivetrain.
Of course, 20-hours and thousands of shifts is a far cry from forever, so if you're the kind of person who doesn't remember the last time you checked your tire pressure or lubed your chain before a ride, you might not be the ideal AXS customer.
What happens if your SRAM battery goes flat on you during a ride? You're stuck in that gear, I'm afraid, or you can swap in the Reverb's battery if you prioritize shifting over seat height. Or, at just 25-grams each, you could slip a spare battery into your bag or pocket as a backup. While SRAM won't share the exact price of an Eagle AXS battery quite yet, a RED eTap battery can be had for around $50 USD, so expect a spare AXS unit to be around the same price.
SRAM Eagle AXS Quick Hits
Is this stuff waterproof? It is, at least as much as a mountain biker would ever need it to be. The components come with an IP69K international standard rating that validates systems that require regular pressurized cleaning. Lake jumping? No. Spraying off mud? Zero issues.
How long will the batteries last? That depends on how much you shift, of course, but SRAM says to expect 20-hours (or more) from the derailleur's power supply and two years from the CR2030 that's in the remote.
Do you need to download the AXS app? If the last thing you want on your phone or iPod is another app, then no, you don't need it to use the AXS drivetrain. But you'll need it if you ever want to play with different button settings.
Is my drivetrain going to get hacked? Highly unlikely, but that tinfoil hat does look good on you. The shifter and derailleur, as well as the Reverb AXS and its remote, all talk to each other through an encrypted wireless network that SRAM says is proprietary to them. In order to change the functions, you'd need to have the app, know the targeted derailleur's serial number, and have physical access to do the pairing. If your riding buddy does all that, I think he deserves to be able to play a prank on you.
What's this Eagle AXS drivetrain compatible with? Any bike that can run a normal, 12-speed mechanical Eagle drivetrain can be AXS-ified as well. You'll have to use the now common XD driver, of course, but that's it.
What does the Eagle AXS group include? You'll get the AXS derailleur and shifter, and it also comes with the cranks, chainring, cassette, chain, charger and cord, and the Chain Gap Tool so you set it up correctly. Oh, and some batteries, of course. Interestingly, SRAM is only offering the group as a whole kit, for now, but I'm told that individual components will be available around four weeks from now.
What's up with that rainbow colored chain and cassette? I think it looks neat, but it isn't going to be for everyone. AXS XX1 will only be available in what SRAM calls "Rainbow" but the slightly heavier X01 group can be had in a more subdued black finish.
Batteries surely mean that it's heavy, right? The batteries weigh just 25-grams each, so not really. An Eagle AXS XX1 group is said to come in 5-grams lighter than its mechanical sibling, putting it at 1,451-grams without a bottom bracket. X01 is 15-grams lighter overall, so it weighs 1,487-grams without a bottom bracket. SRAM declined to provide me with individual component weights.
When is it available and how much should I sell my organs for? The roadies will be able to get their AXS components pretty much today, but us dirty mountain bike types will need to wait until sometime in April before it's on the shelves. An entire Eagle AXS XX1 group will go for $2,000 USD, while the X01 group sells for $1,900 USD. You should probably just save up instead of selling your insides.
Without a cable in sight, this Yeti SB130 was probably an extremely easy build.
On The Trail
So, how does all this fancy stuff perform? I spent a few days using the AXS group down in Tucson, Arizona - not enough to call it a review - but my first impressions are that I need to take back some of my shit talk. I went into the rides probably thinking the same thing you guys are: "Why do I need this? Cables work fine, and I can fix that stuff in minutes. And even an entry-level drivetrain shifts really damn well these days.''
Well, no one needs it, but then I hit the buttons a few times and, well, it's pretty frick'n neat if I'm honest. The thing is that it should always nail the shift, no matter what. If it can offer that type of consistency, day in and day out, then it has a reason to exist. It did exactly that during my all too brief time on it.
Tucson's trails are rocky and unforgiving. I slapped an Eagle AXS derailleur on a rock hard enough to lift the rear wheel off the ground. Damage? Only cosmetic, and I actually heard the Overload clutch do its job.
There's no pushing the lever this far, feeling the mechanical clunk that lets you know something happened and then releasing the lever. I know that we all do that sub-consciously now and it feels like it takes no time or effort at all... but this wireless stuff makes that feel old and slow. Thing is, I don't think it shifts any quicker - it's the same chain and cassette - but the difference between hitting a button and pushing a paddle is more noticeable than I expected on the trail.
I think I'd be just fine if you told me I would be using an SLX or GX group for the rest of my life, but this Eagle AXS stuff is pretty neat. Long-term, we'll see. I have an AXS group coming for exactly that reason, so expect a review sometime in the spring. Questions that need answering include how the group holds up over the long haul, and if it has the metronome-like consistency that an electronic drivetrain must possess for it to make sense in my mind.
Time will tell, but with what we know right now, do you see a wireless Eagle AXS drivetrain in your future?
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I'd still rather pay for a solid SLX drivetrain which works day in, day out with zero issues and has more than enough range, and only a few grams heavier.. And its... like 1/8 the cost.
Like people who still insist SRAM brakes are awful because Avid Juicys suck. Have you tried current Codes? Best I’ve ridden.
What are they going to do with the information they collect from the app. ?
the gearbox bike i've had my eye on is the Deviate cycles Guide! Its got everything long, low, slack, high pivot, long travel, and a gearbox
theres only one problem, THE PRICE!!
In all seriousness though, the most reliable and long lasting drivetrains that I've owned have always been low-mid level, and another plus is that if you trash it, it doesn't cost you +/-300 to replace.
That being said I always did like the "extra crispy" feeling of XTR..
Cheers,
-A
i've ridden the Anakin for 7 years and i can tell you that this gearbox bike is by far the best bike i've ridden!! (even on Whistler bike park)
Secondly my wife ride aswell so that doubles my chances of breaking one! it gets pricey!
So im done feeding the troll at this point! good day sir!
I love sarcasm.
www.kickstarter.com/projects/1598276649/xshifter-worlds-first-universal-wireless-smart-shi
Damn you nailed it!
I am on ZEE components (not slx) but the result is the same - very low price and works day after day with zero issues...
When there is one thing I learned in gravity over the years, is that some parts of the drivetrain have to come by cheap especially when they are super exposed like derailleurs. Cranks and cassettes are a different story. > Or there should be more spare parts available to fix the derailleurs once you have crashed. Like when the cage is bent etc. But not receiving that option as a customer, I guess that's planned obsolescence in a certain way.
btw I'm in search for tartan mtb shorts
I was interested but one of the owners told me to **** off. So I bought a Deviate Guide instead (160mm R 180mm F 27.5 gearbox bike, with modern if not super progressive geo)
And yes, I stupidly bought the NEW Eagle stuff and the "anti-clutch" chain clacking is a real pisser... Going back to Shimano...
As far as the deviate guide goes, I think it looks like a great bike, but it’s a quite the stretch to call it progressive, as even with a 180mm fork it would only have a 65 degree HTA, and the B.B. drop would be around 1mm... the Commencal SX supreme would take the cake in the battle of progressive geo with a HSP and neither of those bikes come anywhere close to the progressive geo that sick! Is putting out there.
I'm not the only one warning people of the Eagle noise... I'm sure there are many links, but I just put one below.
forums.mtbr.com/trek/slash-excessive-chain-slap-1089047.html
Plus, seems chromag and Pole now have them licked in the 'most progressive' game now.
After Eagle took off, one can get 11sp cassettes cheaper, especially the used ones. I just hooked myself up with a barely used one for 100$
However, there is no way to do this! I’ve tried pairing the dropper to the derailleur but then the shifters are no longer paired to either component and therefore don’t communicate.
I’ve tried deleting the bike and starting from scratch. Nope.
The various Sram manuals are silent on the specific steps for combining multiple components into one system/bike.
The app instructions are nearly useless for this also.
I’ve searched online endlessly for any instructions. There are none. There are many references to being able to do this though.
1. Begin the pairing session at the rear derailleur. Press and hold the AXS button until the green LED blinks
slowly, then release.
2. Next Press and hold the AXS button reverb until the LED blinks quickly.
3. Next Press and hold the AXS button left controller until the LED blinks quickly.
4. Next Press and hold the AXS button right controller until the LED blinks quickly.
5. Press and release the AXS button on the rear derailleur to end the pairing session, or wait 30 seconds for the pairing session to time out.
Not sure why people are resisting the electronics. I charge my phone and GPS before every ride, and this time of year my riding light as well. Why is this any different?
What about when you're racing and Russia hacks your drivetrain and seatpost on the last lap/stage?
But Eagle GX has turned me off SRAM. I can run an SLX derailleur just as long as an XT. Eagle GX - not so much. So the thought of mid level electronic derailleurs in the future - not that exciting.
What if your battery dies? Well, what if your cable breaks? (Happens at least once a year for me). What if you smash it on a rock? Yes, that's legit. Replacing them would be expensive. But replacing Enve wheels is expensive. Replacing carbon cranks is expensive. Also I've had derailleurs last for YEARS without this being a problem. If these are nearly as durable, for the most part, you will be fine. That's what I'm waiting to see and hear in a longer review.
I don't understand these no-phone purests, right up there with the people who brag about still having a flip phone that that clips to their belt. Go ahead and ride with no phone or electronics i sure af don't care what you do, but unless you're riding a rigid beach cruiser down fire roads in Marin County don't act like you're a superior moral being bud
Feel free to hate on this new group set. I do too. I already know two guys that have tried to order it... damn stuff costs more than I paid for 3 of my last 4 bikes combined. I’m not the target audience for this!
Word for word what everyone said about carbon frames five years ago.
www.kickstarter.com/projects/1598276649/xshifter-worlds-first-universal-wireless-smart-shi
The things not being mentioned, are the traits this new group has that are truly novel or solve universal cycling issues. From where I'm sitting, the only remotely novel bit is the loss of wires, but you're trading one inconvenience for another AND added cost. Since this is what's commonly referred to as a halo product, it's plain to see not many bikes will be built around it. Frames will STILL HAVE HOLES OR CABLE ROUTING.
It does remove a minor maintenance point(cable replacement), but cables don't fail if replaced occasionally. Current mechanical groups are about as efficient and light as we can hope--especially given the near identical weights of these groups.
This is really just a consumer influence campaign to drive consumers to SRAM. Those 2 identical prices(ignoring the cassette difference), should tell you they aren't trying to sell those groups. SRAM is trying to sell credibility and wipe the slate clean of their brake issues.
Not including tools, helmet, pads, etc.
Trickstuff Direttissima brakes go for like 900USD, Intend Aero rotors go for like 120USD each,...
Good times for bike riders, these times...
Would love to see them become lighter and easier to shift.
The are not afraid of installing metal wire in 1.5m height...
More than DOUBLE the cost of the Magura...
Finally, battery life really isn't a big issue. I have a little charger station near my front door where I leave my GPS, lights, gopro and etap batteries charging before rides. Never an issue (it is a bonus theft deterrent though; if you need to use the facilities, put your bike in lowest gear and pop off the battery, no one is escaping quickly on that!).
On a similar note, all the whining on here reminds me of the infamous customer-feedback quote (incorrectly) attributed to Henry Ford:
"If I had asked people what they wanted, they would have said faster horses."
"If I asked cheapskate Pinkbike forum denizens they wanted, they would have said cushier saddles."
Sorry I‘m out
also, will that derailleur work with an 11sp cassette? i'm guessing the spacing is different, but since it's not a mechanical shifter, it should be able to work...
This system would be real nice for those that move parts between bikes often.
If it shifts better than Eagle under load, I'm in. After discounts on just the parts I need and selling my old Eagle parts I'll be out $450 or so, no biggie if it improves my experience.
OR
Voice control -- "OK SHRAM . shift up .. shift down .. seat up .. seat down ... front brake .. " .. ahhh... the future is looking so rosy ...
What does really happen if you bend your hanger, it was written that you could move the derailleur by using the app.
But could you programm the derailleur on the position of each cog? Because that's the problem I experience using mechanical ones, you can change the tension of the whole system, but often it is one gear that's not working quit perfect.
If wireless shifting could offer a solution for that problem it would be a real gamechanger.
Then I can add insult to injury & pony up $800 for a new rear mech.
Hackers: "I should buy one, hack it, and test my skills at an EWS race. Challenge accepted, SRAM"
If not, anyone from SRAM can slide into my DMs
However, if they don’t remove the internal cable routing and plug the holes, I’m out.
Needs to be totally clean.
I think it addresses a LOT of drivetrain issues. Any minor amount of crud in cable housing, or kinked cable housing screws up shifting, especially in wet muddy climates. This solves that issue.
I'm kinda on the fence for wireless droppers, I mean the cables are internally housed with near zero chance of contamination. It's not a precise actuation device (only requires on/off).
Sorry SRAM, but the next evolution of current drive trains should be lightweight gearboxes. Not hanging a $500+ mech out the back of your bike to get smashed to pieces.
Whats look promising - any frame could accomodate this, no di2 ports needed, also no stupid displays;
What it not - 12 specific, comparing to shimano
Me: Hey, dude! Would you mind waiting for me like 1 hour or so?? I forgot to charge my derailleur batteries!
Dude: Ok, mate. I'll put a set of brackets to a child while waiting.
But it also got me thinking that a Pinion gearbox with a wireless shifter would be awesome.
(getting rid of their massive gripshift)
XO1 AXS should be about £1600. But it's not, is it. It's £1900. It's also $1900. Just awesome.
BTW, it's even worse on the XX1 prices, £777 GBP more vs 575 euros (£504) and $583 (£450).
...but hey, some people do it right, although they are in the minority.
I'm sure that they considered that with whatever association process they have between the two, but my experience is that most manufacturers of embedded devices like this develop the protocols and devices around functionality first and security is an afterthought, which often means there are ways of forcing the devices to do things that aren't intended, although it has to be done intentionally. An example would be pairing the shifters, they probably designed the protocol to ensure there was no accidental interference with other drivetrains, but not to prevent someone on the sidelines from intentionally forcing a gear change and spoofing someone else's shifter.
Granted, it's a fair amount of work to get there, but I've heard a lot of device vendors claim their devices are 'secure' simply because they use encryption and proprietary protocols, but once you take a look at what they are doing, it's implemented incorrectly and doesn't solve the problems they think it does. If you consider these components will likely be used at high level competitions (e.g. Olympics), the implications of someone doing nefarious could have impacts on the competition, at best, and at worst, cause injury.
As for your experiences, unless you were intentionally being targeted by someone or made an effort to reverse engineer the devices, protocol, and communications, then that's really not the issue. I have no doubt it's reliable, the question is what can someone do to it with a little RE work and with bad intentions.
1. Irritating fuktards that can't separate their smart phone from their bike.
2. The slowest person on every ride.
3. People that basically don't like mountain biking.
Potential marketing tools:
1. Pro athletes that are going to be PISSED when a system or battery failure blows a result for them.
Its going to be harder to tell when a total no-talent ass goon is coming. The go pro cameras, matching kit, and full DH armor on a trail ride used to be a dead giveaway. Some electronic cables and a little servo aren't so obvious.
Sram: "Hold my 30 year aged scotch"
FTFY
Had SRAM drive trains oem on a number of bikes and never has a mech lasted me more than 2 months. Every time I try it it’s a waste of time and I end up back on the fit and forget XT and saint
On a more serious note, now we just need a frame with an integrated zero point energy generator, but then no one will know what to do with so many batteries.
Just skimmed through and didn't see any.
Feels like we are in the gold rush technology boom of mountain biking before the big crash...
Which has better clickers and does one have "crispier" shifting than the other..?
I don't expect there to be any major difference, but is there any noticeable difference..?
As soon as it reaches my price point I'm on it!
Did nobody take a second to question that font color?
Can it connect with the road derailleur? Or vice-versa?
Will it be able to work with 11 speed drivetrains?
Is it just a program difference or more?
I didn't figure out how you pair a shifter and derailleur.... Maybe I missed something.
I was hoping it will be future compatible with all the 13 and 14 drivetrains that are on the way. But you can trust the bike industry they won't let that happen.
A few days earlier I had the pleasure of seeing a fellow dump his decked-out S-works following me on the Explorer traverse. He and his unfriendly buddy had no time to chat, but did mention the nearby hotel. I'm sure they were SRAM Europe dudes.
If one can afford an $800 der, one can probably afford another.
Muhhh, that's derailleur meddling.
To make OUR lives better.
Because it’s about us.
The riders.
Work together.
To deliver more.
Trade Srams cage lock for Shimanos adjustable clutch technology.
Then you guys can keep on doing very different things to take the same money from the same people.
Just because that’s true doesn’t mean things don’t change one day.
I don’t run my life that way and a lot of others don’t also.
LBS: Have you tried rebooting it?
@mikelevy never....
Let me tell ya’. When I first got into mountain biking...
That said, a derailleur cage at $2,000? Seems to be a relatively expensive proposition for something that can be damaged very easily. What would be cool is if the electronics could be pulled off and easily transferred to a "new", much less expensive derailleur if it has to be replaced (e.g., replacement minus the electronics costs $500).
Seriously, what are we waiting for?
Wireless be damned.
The idea is to turn a profit after all of that is paid for after all.
The materials and assembly costs for a $50K truck are less than $15K. The rest is all those other costs, and of course profit.
Axis? Really? Axis has a f*cking I in it!