Benchmark for braking performance and modulation: Testing the new SRAM Force AXS

With the Force AXS, SRAM is launching a new attempt to challenge the mid-range dominance of Shimano's Ultegra. Thanks to technical elements from the renowned top SRAM Red AXS groupset, the chances are good. A test of the SRAM Force AXS.

This road bike season is all about new components: All three major manufacturers are launching new groupsets on the market. For gravel bikes and road racers, from very affordable to luxurious: we have the Campagnolo Super Record 13 (Test)I have already tested the Shimano cues and the two groupsets from SRAM.

>> New shifting system from TRP and Classified Vistar // Powershift

>> SRAM Red AXS in test

Full speed ahead - SRAM Force AXS

The US component supplier SRAM is presenting a whole host of new developments for 2025. The recent revision of the Force and Rival groupsets was to be expected after the top Red groupset underwent a thorough overhaul a year ago. In economic terms, however, the recently introduced products could become much more important for the Americans in order to steal further market share from the dominant Japanese competition. While SRAM has made a name for itself in the top class of road bike components with its innovative approaches in recent years, this has been rather difficult in the mass market. In terms of price, the Force is comparable to Shimano's Ultegra, which has been the undisputed best-selling component group on road bikes for decades. The Rival is slightly cheaper and competes with Shimano's 105.

Because SRAM with the Red (Test) is probably the most innovative road bike groupset currently available, we were particularly excited about the attractively priced Force of the same generation. The new groupset reached the editorial team in individual parts as a package a few weeks before the official presentation. If you are familiar with the design of SRAM groupsets, the parts are no surprise visually, but the ensemble looks high-quality and attractive: elegant black and chrome-like reflective surfaces alternate, while details shimmering in rainbow colours are reminiscent of the predecessor. This is entirely intentional: most of the components are compatible with those of previous generations and the parts can be mixed and matched. For example, an older Force racing bike can be upgraded with new brakes and gear levers.

The self-assembly gives us the opportunity to weigh all the parts and take a close look at the components. Although SRAM does not advertise a significant weight saving, the components have probably lost a few grams compared to their predecessors. Much more exciting, however, is the question of how the groupset performs compared to the Shimano Ultegra. In total, both are on a par, although our SRAM crankset is fitted with a spider power meter. Without a power meter, the crank is said to be around 90 grams lighter. So this point goes to the Americans.

Easy installation as an advantage

SRAM is clearly putting a lot of thought into user-friendliness, which not only helps wheel manufacturers to reduce assembly costs, but also makes it easier for amateur mechanics. The Red is already known for its easy-to-use app and simple communication with the associated Hammerhead computer. Hardly any special prior knowledge is required to assemble the Force group. The embossed lines on the grip rubber serve as markings to help optimise the alignment of the grips on the handlebars. The brake lines are pressurised so that they only need to be connected and not bled. Markings and an included template help with setting up the front derailleur; the shifting components can be paired with the corresponding app and adjusted with ease. Our Giant Propel is set up as a parts carrier and ready to ride in record time.

The operating concept of the levers remains as simple as ever, with a button behind each brake lever that moves the chain either to the left or right to the next sprocket. To move the front derailleur, both buttons are pressed simultaneously. A new feature is the shape of the levers, which now take up the design of the Red. The grip bodies are slimmer and flatter on the upper side, which feels much more comfortable in the long term. There is plenty of space between the handlebars and brake lever, but everything is still within easy reach. A new feature is an additional control button on the inside of the grip hump, which can control a shift function or the computer. In contrast to the Red, the surface is not smooth but has grooves to make it easier to feel. The disadvantage is that the feedback from the knob is even more doughy than with the Red due to the large amount of rubber. As a gear knob, it fulfils an emergency function at best, so that you can still shift gears in both directions when riding one-handed. We find it more recommendable to use it to scroll through the pages of the bike computer.

The best brakes and a good gearstick

Improved shifting behaviour and benchmark for braking performance and dosability

We have no complaints about the function of the drivetrain, at least over the first 300 kilometres of testing. The shifting behaviour has improved somewhat, especially at the front, and the front derailleur with its new trim function now works just as reliably and quickly as the competition from Shimano. The system also shifts precisely and sufficiently quickly at the rear, even under full load. Overall, the drivetrain seems to run a little smoother than the previous generation, which already applies to the Red AXS groupset. We are unreservedly impressed by the new brakes. The Red raised the bar for braking performance and modulation of disc brakes, and the same now applies to the Force. With a little more leverage, the pressure point feels a little more defined than with Shimano; at the same time, there is enough braking power available to perform an emergency stop with two fingers, even when holding the brake lever.

SRAM has a clear lead when it comes to electronic connectivity. As with the Red, a Hammerhead bike computer is part of the concept; with the new Force, a device in a design that matches the group is also being launched. The Hammerhead applications not only allow routes to be planned on the computer and then navigated; the device can also display the battery status, the gear engaged and the power meter data without the components having to be laboriously paired and set up. Even the tyre pressure can be monitored while riding, provided the appropriate sensors are installed. SRAM has done a lot of pioneering work here and is clearly ahead of the field as things stand.

One disadvantage of the Force AXS compared to the Ultegra is the higher price. The component group is currently on offer in online shops for around 200 euros more than a Shimano Ultegra, and complete bikes will also be somewhat more expensive. In addition, prices for wearing parts will be 10 to 20 per cent higher. How well the groupset can hold its own against Ultegra will ultimately depend on the acceptance of the end customer and the margins for the bike manufacturers. SRAM has eliminated functional disadvantages with the latest generation at the latest and is still working hard to polish up its reputation. There are no longer any technical disadvantages. And the Americans have impressively demonstrated in recent years that they understand good marketing.

Long-term experience with the Red AXS

In the editorial team, we have been using the 2x12 version of the top Red AXS groupset on a road bike for 5,000 kilometres. The wear parts of the drivetrain are proving to be of average robustness, despite some rain rides and rather moderate maintenance, the signs of wear are within the usual range. The chain is now showing measurable wear and is about halfway through its service life; it should be replaced after 10,000 kilometres at the latest. The brake pads are ready for replacement and have recently become increasingly noisy, which is quite normal after many mountain passes and several rides in the rain. The groupset has not shown any defects or other abnormalities so far.

1x13 option for gravel bikes

SRAM has added the Force AXS as an XPLR version to its programme especially for gravel bikes. The special feature of the gearbox: it has 13 sprockets, but is only operated with a single chainring. The levers, brakes and crank arms are identical to the road version. The special rear derailleur has a UDH interface and full-mount attachment directly on the thru-axle, for which the frame must be prepared accordingly. This makes the rear derailleur extremely stable and able to withstand harder impacts; it is also very easy to adjust. It is designed for use with a new 13-speed cassette with sprockets from 10-46 teeth. This gradation will remain the only 13-speed option for the Force at market launch; you will have to wait for other gradations. Fine-tuning is done via the chainring size: 36 to 48 teeth are available in increments of two, and the Aero chainrings can also be fitted with up to 50 teeth, which also makes use on road bikes conceivable. Despite the additional sprocket, the set-up is said to be 83 grams lighter than a previous 1x12 gearbox. The XPLR version will also be available for the Rival groupset; a test of the gravel groupset can be found on the following pages.

Weights in comparison

Force AXS and Ultegra Di2, the competitors of SRAM and Shimano in the mid-range, are almost on a par in terms of weight. The gap to a top groupset such as SRAM's Red from 2024 is around 300 grams.