Sram rival 22 groupset - how do you solve
What is SRAM Rival equivalent to?
(Techno music) - The introduction of the new SRAM set RED eTAP AXS Group with its smaller chainrings seems to continue the trend of easier shifting of road bikes, and you might be wondering why? - I wonder why shifting of racing bikes is getting smaller? - Well, in this article we are going to explain and also show you why smaller chainrings don't really mean smaller gears in this case. Then we'll finally work with SRAM to explain the thinking behind it to you. - To recap, SRAM reduced the size of the chainrings in advance.
Instead of 53/39 we have 50/37. Instead of 52/36 we have 48/35. And finally, we offer smaller translations to 50 /. 34, we have 46 / 33.- Three things have started this trend towards shrinking chainrings.
First, the roads that professional cyclists ride have changed. Second, the roads that regular cyclists ride have changed, and finally, improvements in technology have actually allowed it to happen.- Now our journey begins in the fog of time. 1999 ct to be precise, a year with Britney Spears and Lance Armstrong - Not together? - Who knows? Anyway, back to 1999 and the fearsome Angliru, something of a defining moment in the bike circuit was seen on a major tour - On a fact-finding mission, Pedro Delgado said that nothing like it had been seen before.
Cyclists had to adjust their gear a lot just to get up. Even Jan Ullrich, one of the greatest grinders of all time, opted unusually for a smaller ring - in any case, the pros moaned, but from the fans' point of view it was a huge success, and so the race organizers of the world tour in Dejiros wanted even more brutal climbs like this Zoncolan and the Alto. install de los Muchachos.
Professional riders regularly had to install even smaller circuits, so the manufacturers followed suit. Meanwhile, Lance Armstrong suddenly became famous for being able to peddle a really fast cadence while dominating seven Tours de France, and to this one Time became a lot of people. We now of course know that this is not entirely true.
But for the rest of us there was a positive impact. What is that peddling a quick cadence is not efficient. Peddling with the optimal cadence and having the corridors that allowed you to do that suddenly became cool.
Hardened roadies began to use easier gears - a few years later a shift began where we also ride like the professional race organizers, the rest of us wanted to explore the world more too, negotiating brutally steep climbs. Take Oman, for example, where we are currently traveling. It has not traditionally been viewed as a road bike destination.
And that's also because many of the beautiful climbs here are just so brutally steep in places, modern racing bike gear is so versatile that it makes places like this more accessible. While in the past it would have taken a touring bike or even a mountain bike to tackle those ridiculous 20% inclines - And finally technology, as technology your improved bikes have become more versatile. With a six-speed cassette you didn't have many gear options to go up a super steep climb like the Angliruor Jebel Shams in Oman, where we are today, would have simply not been the technology available in the 70s or 80s - no, but as yourself Chains, gears and wheels improved, additional sprockets now appeared in the rear and with each new sprocket so the gear ratio spread out.
They now had the technology to do it. Riders like Lance Armstrong made turning lower gears cool and normal riders like We began to ride increasingly harder and harder climbs, sometimes not even on asphalt - No, which will bring us twelve rear sprockets and even smaller chainrings in front by 2019, but this is not about easier gears. Maybe the biggest circuit here.
Thanks, is that SRAM says they designed this group around gear ratios rather than just gently developing the previous one. - Okay, buckle up now. Grab a double espresso because Si is going to be going all over the top uber-tech nerd. - SRAM has reduced the size of its chainrings, we already know that much.
But it's important to know that the chain set size on its own doesn't say anything. And that's because the gears work in pairs. So at this point we need to talk about SRAM's new 12-speed, ten-tooth cassette.
Now, road bike cassettes have traditionally only been reduced to an 11/2 sprocket. Although the chainrings are smaller, the top gear is larger, and that's because a rear tooth difference will have a greater impact on your gear ratio than adding four extra teeth to your large chainring. For example, if you use 50/10 it has a gear ratio of 5: 1, which means your rear wheel will spin five times for every turn of the crank.
If, however, you're using a traditional Racer-Top 53/11 gearbox that has a 4.82: 1 ratio, which means you would travel 37 centimeters more with every crank turn if you used 50/10. That might not sound like a lot, but if you spin at 100 rpm, that's 37 meters per minute. 2.2 km / h faster - The effect of these ten teeth is so pronounced that even on this bike, where I have a 48/10, I have practically the same gear ratio as the 53/11 racing driver's choice. in practice this means that I am currently driving 60 km / h and only have to pedal at 100 rpm.
Of course you don't get anything for free with translations, if you want to drive faster you will be tighter in order to achieve more power. But, it shows that when you have your legs, or in this case the descent, you have the gears to start pedaling. - On the other end of the spectrum, my 35/28 gear is allowed.
I have to move up about 20% at Jebel Shams on this killer section. - With some nerd and hands-on demonstrations, we can see that smaller gears don't necessarily mean smaller gear ratios, and by redesigning the three-hub body, SRAM can fit that super-tiny 10-tooth rear sprocket. But also use twelve gears by minimizing the jumps between the individual sprockets Ain SRAM thinks behind it - no.
So apparently it's not just about high upper aisles and lower lower aisles. By shifting the range of gears to the cassette, they've been able to reduce the gap between chainring sizes up front, which they say improves front shifting. Instead of a 16-tooth gap on a conventional compact chain set.
Across all three of the new chainring sizes, you only have a 13-tooth gap, and that smaller gap also means the chain doesn't have to climb that far anyway, so both of these things, as they say, improve front shifting has most of the rear area and combines it with a smaller chainring; either 3, 4, or 5 teeth smaller this means riders will be able to use the front rail less anyway. Because even though you have the small 10-tooth sprocket that gives a higher upper gear, it means that when you couple the smaller chainrings to the rest of the cassette in the big ring, you actually have easier gears - but why does it matter especially when you switch super smoothly? And it's a good question, I think for most of us we tend to avoid the derailleur as much as possible, it always feels pretty, breaking your cadence and possibly losing momentum. So it would be an advantage if you could do this less.
Especially in a situation like this where I'm riding on a flat road and come to a small ramp and have to shift gears instead, I can just leave it in the big chainring and avoid the potential loss of momentum below - SRAM will get us cyclists of two Have to convince things. First, the minority of people who still believe that big chainrings are cooler .- Yes, there is some level of snobbery in certain cycling circles.
Even gang snobbery would you believe? Driving a traditional 53/39 chain set with a tight 11:23 cassette is viewed by some as a badge of honor that just shows how strong and powerful l you are able to turn those gears.- Yes, and on the on the other hand, riding smaller gears like a compact chain set can give the impression that you are a weaker cyclist or perhaps less experienced on the internet I believe they are called noobs. - Well, we absolutely disagree.
Your gait shows where you are riding, not how strong you are, and as you've heard, the world's best climbers choose smaller gears for the most terrifying climbs. And yes, while Eddy Merckx once told me he doesn't need a compact car, I don't think Eddy Merckx ever stepped up the Angliru introducing the new groupset is the perception that smaller gears are less efficient than larger ones, and that is remember that with a smaller sprocket, the chain actually has to go through a tighter angle, potentially increasing drivetrain friction - yes, in theory, a ten could cost you a fraction of an eleven, but if you're really interested in drivetrain efficiency You will also understand that given that SRAM has redesigned the chain and cassette and chainrings to actually make a meaningful comparison between new and old, the entire system has to be tested - Absolutely, and if you can more To find out about SRAMs gear options and the new group set, please click below. Because Si made an excellent article explaining everything - Thanks buddy.
Is SRAM Rival good groupset?
SRAM Rival Equivalent to Shimano 105 Rival is a good value groupset designed for long training rides. It is available in 10 and 11 speed versions and in a 1x setup. SRAM Apex The entry level SRAM groupset is equivalent to Shimano Tiagra.
Brand's 1x group currently dominates the cyclocross scene, with many companies supplying their off-road racing machines with the 1x setup. But what exactly works for cyclocross riders? Let's take a look at what SRAM 1x actually is. The 1x technology actually comes from the mountain bike world.
This works so well with SRAM that they decided to shift it to their cyclocross and road series. It's actually made up of three main components that all work together to keep you running smoothly on even the bumpiest of drives and races. At the front, the X-Sync chainring and the chain have a special tooth that has a high, narrow and angular edge for faster engagement and better chain hold.
The X-Sync chainring also has mud removal cutouts for the inner chain links and rollers to work effectively while riding or running. This should not only help maintain a movement of change, but also durability. There are two really clever things about the rear derailleur: they have a clutch that keeps the chain taut, and they have a straight parallelogram that is basically a guide pulley that only moves sideways.
Essentially, this means the pumps will not cause chain slap or derailment. Coupled with a specific tooth profile of the X-Sync chainring, this clutch mechanism and the parallelogram design should completely eliminate chain derailment. All of these functions are necessary because the front mechanism has been removed.
SRAMstate the system has three basic advantages: it is quieter, simpler and the drivetrain is actually safer than a double ring setup. Simplicity eliminates parts that might fail, but also parts that you might need to clean. It's also very handy for getting into lowest gear without syncing or preparing for the big front shift.
In a cyclocross race you can drive six to seven minutes per lap and often find up to twenty different functions on the go, as long as you have the range in your cassette that means everything in one hand means that you are in the right gear for every route can you. The American brand also says it did a lot of backing tests. They tested the 1x directly with the 2x systems and found that the 1x loses fewer chains than the 2x.
It's quieter, with no chain slap and no front-wheel drive that the chain can rub against. Plus, precise gear changes make for a happier ride, and according to SRAM, that's why riders are investing in cyclocross bikes. Not only does it make Cross a better experience, it also means you can ride a bike all year round.
But what about the gearbox? Will the system make you crawl up climbs or twist on descents? The basic answer is no as you have a number of gears in the back, but you need to do a little research and find out which gear ratio is right for your driving style. Typically for cyclocross races, you will only ever need a 38-tooth or 42-tooth chainring at the front. Fortunately, SRAM offers everything from 38 to a 48 chainring in 110 bolt circle size.
Anything bigger will need a 130 BCD crank. If you look at the Pro Bike, you'll generally find a 42-tooth chainring, even a 44-tooth on the faster ones, but for us mere mortals and to keep the gears closer together, a smaller front chainring is really better and works on a number of courses, particularly those in the UK. At the stern you have a choice, typically 11/28 or 11/32 as you can see here will be your options for racing in the UK.
Of course, the 11/28 gives you a tighter ratio, but the 11/32 or even the 11/36 gives you control of most, if not all, of the obstacles you face off the racing scene. Using this smaller front chainring also allows you to use smaller rear sprockets which are usually tighter even when jumping between gears. SRAM suggests that on a typical cyclocross circuit, a local rider would be happy with a 38-tooth chainring and 11/28 or 11 inches: 32 in the rear.
However, if you're looking to go exploring and maybe ride some faster roads, SRAM recommends a 42-tooth chainring on the front. SRAM with its single drivetrain and HRD brakes has a simple goal and that is to simplify and create a happier and more joyful experience.
Is SRAM Rival or Shimano 105 better?
SRAM's new third-tier Rival eTap AXS groupset might lack a little of the glamour of the brand's higher-level Red and Force offerings, but it puts in a great performance across the board, providing very good wireless electronic shifting and impressive braking, plus the option of a new crankset-based power meter.9 . 2021 .
In spring 2018, Shimano announced a complete overhaul of their hugely popular 105 workhorse group. And since she's now showing up on all 2019 bikes both in stores and on the internet, Shimano kindly sent us a full group so we can explain the nitty-gritty to you. Oh, and take a ride.
The top line indicates that you have 11 rear sprockets and two front sprockets that give you 22 speeds. The new group has two braking options, disc brake and broken rim. And two finish options, silver or the black we have here.
You can choose from a number of super wide gear options, even down to the lowest gear of 34/34. And the redesign improves ergonomics, especially smaller drivers or those with small hands will be super excited because there's a smaller lever option too. Now we have the R7020 version in our hands.
As you can see, this is the hydraulic disc brake. R7000 is the rim brake version. Now this is officially the first time disc brakes have popped up to 105 levelalho uh, there was a disk option at a similar price, just without the 105 logos.
But there is a good reason, because I think Shimano doesn't take a logo lightly. They are very specific about what they call group integration, and so they have waited to redesign it from scratch. As they did with its bigger brothers, Ultegra and Dura Ace, features from these more expensive groups have now leaked to 105.
Started here with the brakes. Now there is a reduced switch body diameter there so that it will affectively feel a little smaller in your hands. I think this gives you a more secure grip on the bike and reduces fatigue.
In order to accommodate the entire hydraulic system inside, Shimano has lengthened the lever forwards and upwards, a little more than with the Dura Ace. But it is quite shaped ergonomically, so as an additional hand position. In addition to the smaller diameter, which is great for people with smaller hands, there is also a reach adjustment so you screw in a small screw and actually bring the lever closer to your handlebars.
I mean, essentially for people with smaller hands, and of course there is also the alternative leverage option mentioned above. So it's called R7025, as opposed to R7020. Remember I'll test you on it later.
Now, on that, the lever blade has actually been angled closer to the handlebars, bringing it those four millimeters to Shimano. Another real bonus for people with small hands. The disc rotors are available in 160 and 140 mil diameters for smaller riders, again perfect for smaller riders.
Taller Riders I'll want to ride a 160 just because the heat is reduced on long descents. Although, as far as I know, all of those early fears of heat and breach of trust were never materialized with broken road windscreens, and when we think of heat we have those thinner ice tach pads that we saw earlier on Ultegra and Dura Ace. What they don't have are the large cooling fins on the rotors that Ultegra and Dura Ace have.
But they still share the same triple layer with an aluminum core design. Well what can be said about disc brakes that has never been said before? You get more power, of course. Although that's not the point.
You get more modulation, which gives you more control, and as you can see, what makes them really stand out from winter is their ability in bad conditions. The durability is great. At the bottom of the caliper you will see that it is mounted flat.
Regarding the rotors, we don't have the new 105s on these wheels. These are the older Shimano disc rotors. Aside from the breaks, there have been many other changes from the previous version of the 105.
The new rear-wheel drive was made with Shimano's Shadow technology. That's me and that the front derailleur has a much lower profile and is hidden under the rear cassette. It is actually the first opportunity for Shimano to design its Shadow-style 105 shifting mechanism and also to align it with their Ultegra and Dura Ace groupsets.
That means it is better protected from bumps. You know the ones where you lean your bike up in a cafe and you see it fall over when you drink your flat white. And it also apparently makes it a bit easier to retract and extend the rear wheel.
The derailleur comes in two cage length options. The longer one fits on an 11 to 34 cassette that we have here. Now it's on to the front derailleur, which has been completely redesigned.
It now has the toggle cam design we first saw on Dura Ace. we have now also seen at Ultegra. A couple of other benefits to this, firstly, it actually reduces the amount of force you need to move the shifter up there on the handlebars.
Then you also get more tire clearance. So great when you ride it on a gravel bike. And finally, for the first time there is a tension adjustment screw, so you don't actually need a cable adjuster elsewhere on your cable routing.
Often these barrel adjusters always got stuck on my bikes. In addition to the derailleur, which makes the handlebar feel easier to shift, the actual internals of the shift levers have also been changed; Shimano says they have now reduced ejector throws so that you don't have to move the levers as far to operate a shift. Now I think that optically the crank is perhaps the most important part of a group.
And in this case, the 105 clearly has the same silhouette as its more expensive brothers Dura Ace and Ultegra; they have that asymmetrical four-hole pattern. Now not only does it look like it lost 30 grams with this redesign, and while we can't make any performance claims about it, Shimano doesn't give any information on stiffness, etc. Although it shares so much DNA with Dura Ace, you'd expect it to be quite beefy.
Now it certainly feels that way in action, although it would be impossible to give you any meaningful feedback, as you can't really separate the stiffness of the frame and crank, pedals, from tires, from, well, you get the picture allowing bike manufacturers, to actually design their frames a little differently. You may have shorter chainstays that you don't want on every bike, but you want really nice, classy, snappy bikes. Now that we stick with chainrings, I've noticed that the big ring here is really beefed up with lots of supportive fins on the inside.
Because I think a stiffer front chainring is a good thing, especially for crisp, smooth shifting. Now the pedals are finally on this bike from my eight-year-old Ultegra. But actually the new 105 pedals have changed a lot.
They are 20 grams lighter. They also have a lower stacking height. So that would mean you could very easily lower your saddle to lower your weight on the bike, which is great for cornering fun.
Then what about the important weight? Well, we didn't put a specific group on the scales, but apparently all of them in a 105 group are 2,489 grams. Which probably doesn't tell you much, but if I put it into context and say that Ultegra is only 174 grams lighter, then you will see that there is not much of a difference at all. Indeed, if I say that the old 105 and the old Ultegra separate 370 grams then you'll see that it's pretty good news that the gap between the two is narrowing.
In terms of performance, it's pretty hard to compare this to Ultegra and Dura Ace, but we're going to try Ace. So stay tuned to Hut. There will be a few blind tests.
Oh yeah! I don't know exactly how this works but let's go. Please give this article a big thumbs up if you like what you see. And also join in the comments.
What do you think of the new 105? Is all you wanted to see here on this group? Let us know. I would love to read your opinion. If you want to see a article about the Ultegra group versus Dura Acethat that Lloydie made a few months ago, you can now by clicking the screen get to this.
Which is better SRAM Rival or force?
Overall. When it comes to SRAM Rival vs Shimano 105, their performance is quite similar to higher-end groupsets available from the same manufacturers. The main difference you would notice is that they are heavier than their more expensive counterparts.
Are SRAM components better than Shimano?
Shimano and SRAM both make quality products, but their approach and styles are different. Looking at the current component landscape, it can be said that Shimano is generally the more conservative of the two. Over the last decade, SRAM has pursued drivetrain innovation more aggressively.06.09.2019
Is SRAM Apex or rival better?
The Rival groupset, as a mid-range groupset, does come with superior shifting. It's much sharper and faster than the Apex. The Apex also appears slightly less robust. The two groupsets don't have much apart in terms of weight, for most cyclists the difference is minimal.
Is SRAM Force better than 105?
In this case id go with SRAM Force. Both shift fine but Force is an upgrade (lower weight, built better) than the new 105. Hoods/shifting will seem odd at first but you will get used to it. I purchased a Tarmac Expert with Ultegra and my next upgrade after carbon wheels is going to be Red.
How does SRAM compared to Shimano?
The key difference between SRAM and Shimano groupsets is the shifting actuation the distance between shifts relative to the lever index. Shimano's 1:1 ratio means the cable and derailleur move further during each shift. SRAM works on the tighter tolerance of a 2:1 ratio.30.10.2018
What are the different levels of SRAM components?
SRAM introduced its lightweight RED road groupset in 2007 and now produces an extensive range of components for road and cyclocross bikes alongside its mountain bike groupsets. SRAM's road groupset range comprises four main groups: Apex, Rival, Force and RED (in ascending order of price).4
Is SRAM Apex any good?
And while Apex might have lost its USP, it hasn't lost its charm. Indeed, we've tested some bikes with the short cage Apex rear derailleur with its 10-speed, 11-28t cassette compatibility, and in pure functionality terms, it's impressively smooth.
Which is the best groupet in SRAM Rival 22?
The new SRAM Rival 22 groupset delivers immense performance across a broad variety of bikes and disciplines. Paved or not. Cyclocross or triathlon. Road racing or unchartered journeys. Rival 22 provides the ergonomics, efficiency and technology for finely tuned cyclists to meet each challenge and expand their limits.
What's the difference between SRAM Rival and SRAM 105?
Less commonly spotted on factory-built bikes is the, ahem, rival to 105: SRAM Rival 22, which also switched to 11-speed in 2014. It comes at a slight price premium – £635 at RRP – but has also spawned other options, namely with the single-chainring Rival 1 groupset.
How many cassettes are in SRAM Rival 22 hydraulic disc groupset?
Three cassettes are offered, with 11t small cogs and a choice of 26, 28, 32 or 36t at the low end. The two widest range options necessitate the use of the mid-cage WiFLi rear mech. We tested this one, with an 11-32 married to pro compact 52/36 BB30 cranks.