We are into August and that means the cycling transfer window is open. Although most moves won't actually take place until the end of the season, August 1st means the window for officially confirming those long rumoured transfers has now arrived.One deal that has not seen any confirmation as of yet...

With some new product releases, you need a magnifying glass to spot the difference. But with the new SRAM RED XPLR AXS 2024, it hits you right from the dropouts. A massive direct-mount derailleur, 13 gears, new shifters and no derailleur hanger. SRAM are going on the offensive with this new high-end gravel groupset. We put it to the test to let you know if the attack works.SRAM RED XPLR AXS | 2,488 g (manufacturer specification) | 4,800 (including powermeter) | Manufacturer WebsiteIn May 2024, SRAM launched the new RED AXS groupset, and in some components the family resemblance is unmistakable. The shifters, cranks, chain and brakes are the same as those of the road groupset. For the rear derailleur, however, youll have to look to a different branch of the SRAM family tree mountain bikes. So well take you on a brief tour around the rugged, technical terrain of MTB tech before shifting up a gear with the 2,488 g SRAM RED XPLR AXS groupset in the Karwendel mountains.The Eagle soars direct mount tech has landed on gravel bikesIf you want to see eagles in the Alps, youll either have to look way up or way down. SRAM Eagle Transmission is the American companys top-of-the-range MTB drivetrain, and it adorns many a knobbly rear wheel. Instead of a delicate derailleur hanger, two massive clamps grip the thru-axle, promising ultra-precise shifting, without fiddly fine-tuning. B-screw? Upper limit? Lower limit? Forget about them! This rear derailleur has no adjustment screws at all.The prerequisite for this direct mount bliss is the Universal Derailleur Hanger (UDH). This interface, introduced by SRAM, allows the use of either a standardised UDH hanger, or SRAMs direct mount derailleurs. While our flat-bar buddies will probably just muster a bored yawn UDH has long been commonplace in the MTB segment it is still new territory for us drop-bar riders. In 2023, when we wanted to fit an Eagle Transmission derailleur to a gravel bike, we had to search far and wide for a drop-bar frame with a UDH interface. A year later and everything has changed. Specialized, Canyon, ROSE Many of the big players are now offering UDH compatible gravel frames, and were boldly predicting that UDH will become the new standard for gravel bikes in the coming years. Why is this important? No UDH, no SRAM RED XPLR AXS. So, lets get off the MTB and onto the gravel.Massive progress? The direct mount derailleur with its massive cassette makes a bold statement on the rear wheel.Holy cow! The SRAM RED AXS XPLR derailleurButtercup has never seen anything like it. The direct-mount derailleur is causing a bovine traffic jam on the way to the pasture (or maybe its just the salt on the saddle). At first glance, the derailleur looks massive. Combined with the large cassette and the oversized pulley wheel, it looks as if theres more weight hanging off the frame than on some bulls necks. As it happens, the derailleur weighs in at 375 grams, about 80 grams heavier than its predecessor. However, thanks to the direct-mount aluminium clamps, it makes the derailleur hanger superfluous. The battery is well protected between the clamps, and less exposed than on SRAM road derailleurs.The look may take some getting used to, but not the functionality the derailleur guides the chain quickly and precisely through the 13 gears.Once mounted, and connected to a correctly trimmed chain, the SRAM RED AXS XPLR derailleur aligns automatically and promises quick and precise gear changes. There are no adjustment screws whatsoever. The distance between the cage and the cassette is determined by the length of the chain goodbye, B-screw. The chain is guided through the long cage by a generously sized pulley wheel. A new, stronger clutch ensures effective damping and prevents the cage from bouncing too much.Should something other than the prying eyes of a hungry cow get stuck on this electromechanical marvel, the derailleur has a few tricks up its sleeve to prevent a total loss. The jockey wheels keep spinning even if a stick wraps around the centre, as the outer edge is able to rotate around independently, and in the event of a side impact, the derailleur shifts inward to absorb the blow. If something does bend or break, you can completely disassemble the derailleur, order spare parts, and replace them yourself. Weve often criticised expensive parts for prioritising performance over durability and repairability, but the SRAM RED XPLR AXS takes a different approach, winning some bonus points right from the get go.Completely replaceable the derailleur can be dismantled and individual parts replaced.Instead of a delicate derailleur hanger, two massive clamps grip the thru-axle.The running surface of the Magic Pulley jockey wheel keeps turning, even if the wheel is sabotaged with a stick.And what about frame protection? After all, the unloved derailleur hanger is a predetermined breaking point between the derailleur and the dropout, and its job is to keep those harmful forces away from the fragile carbon. With the RED XPLR derailleur, these forces are transferred via robust clamps to the solid thru-axle, instead of directly to the frame. According to SRAM, no frame damage was reported during testing. In fact, the construction looks impressively sturdy. Well keep an eye on it. But for now, Buttercup can rest easy and move on.Rock solid the XPLR feels very robust.13 is a lucky number The RED XPLR AXS cassetteIm not sure what this curious cows climbing ability is, but I certainly know mine and on paper, it matches SRAMs range perfectly. The 10-46 ratio is designed to get me up to the Karwendelhaus and send fans of 2x setups into an existential crisis. Weighing in at 288 g, this cassette is the only option available and, according to SRAM, the only one you need. The three largest sprockets are made of aluminium, while the other 10 are made of steel. 3+10? Exactly: 13 sprockets adorn the rear wheel. The gradations are particularly fine at the lower end, with 10, 11, 12, 13, 15, 17, 19, 21, 24, 28, 32, 38 and 46 teeth, allowing you to maintain a constant cadence over varying gradients. If you really hit a wall, the 46-tooth bailout gear will have your back. The spacing between the sprockets is the same as on a 12-speed cassette.46 good reasons to head for the mountains the new gear ratio makes the 1x setup fit for adventure.Same sprocket spacing but one more gear? Exactly the cassette is wider. SRAM have worked their magic to ensure that it still fits on the XDR freehub body. At the outer end, the UDH interface provides extra installation space, while at the inner end, the large 46-tooth sprocket extends beyond the freehub body, over the rear wheel. The angle of the spokes creates the necessary clearance. This way, the available space is used to the maximum. What sounds complicated also has a practical benefit: RED XPLR AXS uses the existing 12-speed chains. A 12-speed chain is essential for compatibility with other SRAM AXS 12-speed groupsets, so you can also combine the RED XPLR AXS rear derailleur and cassette with Force AXS or Rival AXS shifters and chainset. However, a UDH compatible frame is always required.The only disadvantage of the wider cassette is that the chain runs at a steeper angle than in other 1x setups. This increases friction and therefore wear. And wear can get expensive with high-end components especially RED XPLR AXS.The gear range is a delicious treat for anyone travelling on steep terrain.Chain-ging it up The RED XPLR AXS cranksetThe power transmission from the crank to the cassette is handled by the flat top chain, introduced with the RED AXS road launch. Special cut-outs shave a few grams off the weight. The cranks themselves are also from the RED AXS group. Whether you want to track your wattage with a power meter is up to you. The good news is that if you opt for the power meter, it wont be fixed to the chainring. This means you can replace worn chainrings or try new gear ratios, without having to discard an expensive power meter every time. It may sound obvious, but at least with SRAMs top road 2x groupsets, chainrings and power meter come as a single unit.1x is the only option SRAM say goodbye to the second chainring with RED XPLR AXS.The chainrings are available in all the usual sizes: 38, 40, 42, 44 and 46 teeth. If you want to go really fast, SRAM also offer aero versions with 48, 50 and 52 teeth. Also new is the mechanism for fixing the chainrings. Rather than SRAMs usual 8 screws, the rings are attached to the crank via a central lockring, requiring a special tool to install.No matter how much you tinker, you wont be able to fit more than one chainring on the crank arm. SRAM, the pioneer of 1x drivetrains, have designed their new high-end gravel groupset exclusively as a 1x setup. This is a clear challenge to Shimano, who continue to focus on 2x with their GRX Di2. On paper, SRAMs RED XPLR AXS looks impressive in this battle of concepts. It boasts 13 gears, adventure-friendly ratios, compatibility between AXS components, and exciting new direct-mount technology. But can RED XPLR AXS live up to its theoretical promise in the real world?Mechanics rejoice changing the chainrings requires yet another proprietary tool!Unlike the 2x road groupsets, the chainring and the power meter are not permanently attached to each other.One-finger wonder The RED XPLR AXS shiftersIf the derailleur is the eye-catcher at the rear, the shifters are the revolution at the front. Borrowed from the RED AXS road group, they contain more surprises than we would have expected from a brake lever in 2024. At the heart of it all is the repositioned brake piston. This, together with the modified pivot point of the brake lever, results in a sleeker look, improved cockpit ergonomics and enhanced braking performance.The new hoods no longer stick up awkwardly like two dip sticks in the wind (looking at you, original RED AXS). Instead, they stretch out elegantly to provide more surface area, better control and significantly improved ergonomics. The texture of the rubber grips helps with installation and alignment. On the inside of the hoods, SRAM have added a small, fully programmable thumb switch. This bonus switch can be used to control your GPS computer or shift gears. Is it just a gimmick, or a really useful feature? Well, in some test situations, this little rubber button proved to be a real game changer.Easy to grasp: one finger is all it takes to engage the incredible braking power of the new levers.The new carbon brake levers curve outward and, together with the longer hoods, prevent finger pinching during impulsive braking manoeuvres. And this is where things get really interesting. SRAM promise up to 80% better braking performance in the hoods with the new brakes, emphasising this claim with the levers design. The RED XPLR AXS is built for one-finger braking. The index finger finds a secure hold on the gently curved brake lever, the thumb rests on the extra switch, and three fingers grip the handlebar. It feels good, but is the braking power in this position really sufficient? I decided to indulge in an extra portion of traditional sugary pancakes to push my weight over the 90 kilo mark, then put the brakes to the test on the descent from the Karwendelhaus.Overall, the hoods have become much more streamlined.The rubber grips provide a secure hold without causing calluses.Standstill is progress: The brake in combination with the new levers is impressive.Breaking the bank for gravel glory The RED XPLR AXS price tagAfter adding up the individual prices of the components, including the power meter, I landed at 2,865. And then I realised I had forgotten to include the shifters, brakes and chain. Ouch. Almost 2,000 later, I arrive at a whopping 4,800. The price of the cassette, in particular, brings on the very sweat its supposed to prevent with its fabulous gear range: 675 for a wear part thats going to take a beating in gravel use? Your heart rate and blood pressure will be sky high before you even reach the foot of your first climb. The good news is that if you buy the RED XPLR AXS as a complete groupset, youll find much better deals. Or you can opt for a less prestigious component mix, opting for just the rear derailleur and cassette, combining it with your existing AXS 12-speed groupset.First test How the RED XPLR AXS performsThe SRAM marketing team must have had a good laugh sending us up the 4 km, 10% gravel climb to Hochalmkreuz in 31 degree heat. This is exactly where the 46 tooth sprocket makes perfect sense, or at the end of a long bikepacking day, or on slippery surfaces, or for gravel beginners, or, or, orWhere other race-oriented 1x setups can leave you desperately mashing the shifter and hoping that the biggest sprocket has miraculously grown a few extra teeth in the last three seconds, RED XPLR AXS delivers a smooth, fast and reliable shift. The 13th gear isnt just a lifesaver in high alpine terrain, it also allows for fine gradation throughout the gear range. Big gear jumps become small gear hops, ensuring a smooth, efficient pedal stroke and consistent cadence.This is where the RED XPLR AXS differs from the mullet setup with its massive 10-52 spread. With this adventure setup, the gear jumps, especially in the lower range, are much bigger. Thats perfectly fine for bikepackers and world tourers, but those looking for speed will appreciate the smaller jumps between gears with RED XPLR AXS.While the visual resemblance to Transmission is undeniable, RED XPLR AXS is different in one key way: its faster. Whereas the Eagle Transmission relies on specific shift paths to decide when the chain moves from one sprocket to the next, RED XPLR AXS does it instantly. This gravel groupset is designed for maximum speed rather than smooth shifts under full load. However, we didnt notice any loss in shifting smoothness. On the contrary, kudos to the confidence of the direct-mount derailleur in changing gears under load.With another helping of pancakes in my belly, its time for the initially very technical descent from the Karwendelhaus to the small Ahornboden. Out of habit, I start braking with two fingers, before convincing myself to take one finger off the levers. The braking performance is beyond reproach, but the real benefit is the improved handling that comes from having an extra finger on the handlebar. We already appreciated this feature on the road version, but it makes even more sense on a gravel bike. Rocks, potholes, branches the more fingers you have on the handlebars, the more control you have over the bike.With the 46 t sprocket, every climb loses its terror.Well, almost every one.Here the additional thumb switch on the top of the hoods also comes into play. With your index fingers on the brakes, too far away from the paddle shifter to change gears without moving your grip, the thumb takes over. Three fingers on the handlebar, one on the brake and the thumb on the shifter the braking performance of RED XPLR AXS allows a whole new hand position on the handlebar. The light and not overly profiled rubber ensures you stay blister-free, even without gloves, while maintaining control on the descent. Speaking of control, the new clutch keeps the long derailleur cage on a short leash and prevents the chain from jumping excessively.Learning a new way of thinking the brakes have enough power to brake with one finger, from the hoods.ConclusionThe new SRAM RED XPLR AXS is an exciting gravel groupset. The massive direct mount rear derailleur is precise, fast and easy to repair, while the 10-46 cassette offers a huge range and smooth modulation. Completely unexciting, however, are the brakes. Even with just one finger, they decelerate so confidently that its almost boring. The price, on the other hand, will get your pulse racing. The SRAM RED XPLR AXS is expensive, but its undeniably top of the range.A little shade, a lot of light and a pretty penny the SRAM RED XPLR AXS is really good, and really expensive.Tops13-speed 1046 cassette for steep climbsdirect mount-rear derailleur for maintenance-free shifting precisionnew lever design for powerful brakingFlopseye-wateringly expensiveFor more information visit sram.comDer Beitrag Massive Attack: The new SRAM RED XPLR AXS in review erschien zuerst auf GRAN FONDO Cycling Magazine.

Last month, Chris Russell and Nathan Ferguson mapped a bikepacking route loosely following the Hume and Hovell Track. Their 400-kilometer ride passed through some of the most stunning landscapes of New South Wales, Australia, and they recently released an impressive 34-minute video documenting their travels. Watch it here...The post Bikepacking the Hume & Hovell (Video) appeared first on BIKEPACKING.com.

After SRAM chummed the water with some not-so-secret spy shots of the unreleased 13-speed SRAM RED XPLR groupset, most of the gravel world sat waiting, cash in hand. Well, its finally out, with details and some bonus products that will make your head spin so lets get to it! (All Photos: Jordan Villella/Bikerumor)What is SRAM RED XPLR?The latest release follows the new SRAM RED groupset. The updated group improves many small details but dramatically improves braking and lever feel. SRAM decided to make this jump while everything fell into place. The SRAM Transmission mountain bike group used the UDH to create a bombproof rear derailleur, and the existing XLPR line drifted into gravel territory.A proper mixture of mountain and road from the SRAM groupset universe formed. So why not?Why 13 Speeds?The first question that comes to mind with new or more gears is, is this a new standard? However, the new RED XPLR group set uses the same XDR driver body as the 12-speed group sets and the same chain, so there is no new standard.How?The unique cassette angles over the spokes and doesnt take up any more space on the cassette body. New Chain?Sort ofbut no. This is the same flattop 12-speed chain youll find on the new SRAM RED but with some extra bling.SRAM RED XPLR DerailleurIf youre familiar with the SRAM Transmission mountain bike groupset, the new RED XPLR derailleur wont surprise you. However, there are some very cool graveland drop bar-specific additions.Whats the same? There is a lot of carry over from the Transmission world including the same AXS batteries, the same Magic wheel (genius), zero limit screws, and of course, a UDH mount. Maintenance, installation, and troubleshooting are precisely the same as the transmission line, and the same goes for chain sizing using the SRAM chain length calculator.How about interchangeable parts with Transmission? The pulley set from the Transmission derailleurs and the GX Transmission rear derailleur battery latch are interchangeable with the RED XPLR AXS rear derailleur. SRAM states that these are the only parts of the derailleurs that can be used interchangeably.The XPLR line is specific to the length of the cage and some bits to lighten up the derailleur to be worthy of the SRAM RED naming convention. The entire derailleur is rebuildable, and parts are all replaceable except for the front, where RED is engraved.The new design will only work with the SRAM 10-46T XPLR 13-speed cassette and road Flattop chains.SRAM XPLR CassetteThe cassette is the most excellent stand-alone piece of the SRAM RED XPLR groupset. It reminds me of the first power-dome RED cassettes, which were a work of art and loud, haha.The XPLR cassette, however, draws on years of product knowledge and delivers a good look and functional design. The cassette mimics the Transmission design with a block of road/gravel gears.It offers a 460% range, and if paired with the right front ring, you should be able to climb anything. Like the transmission groupset, the cassette shifts the best under load and force. Something that is usually a no-no, given the torque processed in the lower gears. This (like Transmission) makes the groupset a real option for e-bike and e-gravel riders, shifting under load constantly.The gearing jumps are tight for the four highest gears, then skip a tooth for the next three, and get further spaced out as you travel up the cassette.SRAM XPLR cassette tooth count: 10,11,12,13,15,17,19,21,24,28,32,38 and finally 46TSRAM XPLR Crankset and PowermeterUnlike Shimano, SRAM went all-in with power and redsigned chainrings for their RED XPLR crankset. Like the transmission mountain bike crankset, the crankset uses a thread-on chainring available in many gravel-specific sizes (38T-46T).For those looking to harness the power, the new SRAM RED XPLR crankset with power boasts dual side power capture, 200 hours of battery life, and IPX7 waterproof protection. Perfect for those creek crossings; dont stay down longer than 30 minutes.The crankset itself is an SRAM RED design (the same as the latest release), available with or without a power meter. Those not power-hungry can opt for the direct-mount single chainrings, available in the exact 38T-46T sizing.SRAM RED XPLR Shifters/ BrakesSome items, including the shifters and brakes, are carried over from the SRAM RED launch. Yes, the shifters now go up to 13 points on the cassette, but the brake lever and caliper are the same.It seems like more cross-over. Whats backward compatible?The SRAM RED XPLR AXS will work with prior generations. It is also compatible with all AXS controls, all road Flattop chains, and all wide 1x crank arms. However, because the 13-speed Full Mount rear derailleur is optimized to work with the RED XPLR XG-1391 cassette, those drivetrain parts are not backward compatible.I wanted to touch on the shifter and brake setup quickly. The design is more than refined; it is a complete overhaul. The lever pull has an ease Ive never felt in SRAM road brakes. The caliper body looks more like a CNC machined one-off than a production piece.I didnt cover the RED road launch, so this was new to me when I experienced it with the RED XLPR gear, but I touched base that this was a serious brake performance update.SRAM RED XPLR PricingXPLR Rear Derailleur:USD: $700.00, EUR: 630.00, GBP: 540.00Red E1 Flattop Chain: USD: $99.00, EUR: 89.00, GBP: 76.00Red XPLR Cassette: USD: $600.00, EUR: 585.00, GBP: 500.00Red XPLR Crankset (non-power): USD: $650.00 (chainring included), EUR: 585.00, GBP: 500.00Red XPLR Crankset Power (chainring included):, USD: $1,100.00, EUR: 990.00, GBP: 850.00Separate Chainrings:USD: $150.00, EUR: 135.00, GBP: 115.00Paceline X Rotor: USD: $70.00, EUR: 63.00, GBP: 54.00SRAM RED Shifter/Brake lever: USD: $675.00, EUR: 608.00, GBP: 520.00SRAM RED XPLR WeightsSRAM XPLR Derailleur: 375gSRAM XPLR cassette: 289gSRAM XPLR Rotor: 132g (no lock ring)SRAM Dub BB T47: 87gSRAM RED Chain: 250gSRAM XPLR Crankset 40T Power: 514gSRAM RED Brake/Shift Lever (with hose and caliper): 370gFirst Impressions: SRAM RED XPLR ReviewI was pumped when SRAM let the cat out of the bag. They were making a gravel-specific groupset. I knew the new groupset had better braking performance, and they are dedicated to the 1x drive train; it could be fantastic.Spyshots revealed a lovely mix of the Transition mountain bike design and the new iteration of RED but with an extra gear. After learning the new groupset required no new standard or chain, I was extra curious.Install and Build When the groupset arrived, I followed the SRAM instructions to the T and was pleasantly surprised to have an uneventful time with the assembly. Most review bikes come fully assembled, and we dial them in, but rarely do I build a frame from the bottom up, especially with new gear. But the instructions were spot on, the brakes were very easy to set up/bleed, and the chain sizing was foolproof. I used the new Park Tool 13 spd chain tool, and though the chain is still a 12-speed design, it worked excellently.The RED XPLR uses the same setup as Transition MTB; the setup cog is highlighted with an orange band (the grey ones are to deaden the sound of the cassette). You size the chain with the rear derailleur in setup mode (a click between fully open and engaged to ride). Pull the body tight so the chain is engaged, and tighten the UDH fixing bolt to torque, allowing the two lines on the hanger to meet up.Ride Ready After the installation, I was eager to get on the road, so I slapped on some wheels (the Zipp 303 XPLR wheels were still in the mail). The first thing I noticed was the braking performance. Ive ridden the previous RED groupset for a while. Every iteration gets slightly better from the first RED hydro brake, but not wow better. This version is WOW better and perfectly fits the style of gravel riding. One-finger braking is easy, and the lever feels smooth and fluid. The lever body melts in your hand and allows for a full hand on the lever.Plus there is a bonus button, one thats easily programable and tactile. Shifting Speed The shifting is quicker than the Transition MTB (or it feels that way) and very smooth. The cassette jumps, and a 40T front ring seem spot-on for my riding style. The higher end of the cluster is tightly spaced and allows for a cadence dial-in and metered effort. As you travel up the cassette, the jumps are more significant until you reach the save me 46T cog.Like the Transmission MTB groupsets, the RED XPLR group shifts exceptionally well under load. You can shift quickly when chugging along on chunky gravel, spinning a slow cadence. The same goes for climbing and shifting to a higher gear for an all-out attack. It lacks that ca-chunk shifting sound and feels more like a slightly increased pressure on the pedals.Chain Retention Chain retention is well managed, and I didnt drop a chain during my test periodsbelieve me, I tried. The slightly smaller cage of the RED XPLR derailleur holds the chain nicely without affecting the feel while pedaling. I attribute this to the chain sizing tool as well.The crankset is a nice mix of road and MTB. The spin-on chainring is very dialed and something I liked from the Transmission cranksets. It does require a specific tool to remove the ring (above), and it is available separately if youre like me and like to swap rings constantly like a track racer.So Far, So GoodIm reserving my full thoughts for a longer (months) review period, but Im very impressed so far. Yes, its a RED groupset, so its pricy, but the performance is fantastic, and the progress should (hopefully) hit the FORCE and APEX groups. However, the cassette will be tough to get down in price from $600 to something more palatable to the public.As of right now, Im very happy with the SRAM RED XPLR groupset. The performance in shifting, braking, and overall ease of use is top-notch. Look for a full review as we put the RED XPLR group through the paces and even some cyclocross racing early in the fall.SRAM.comThe post SRAM Goes Full Gravel with RED XPLR 13 Speed Groupset appeared first on Bikerumor.

With the official launch of the SRAM Red XPLR AXS products, we're finally allowed to dive into the weeds of this top-tier gravel racing drivetrain, and there's a lot to talk about.

The technology first introduced on mountain bike drivetrains comes to gravel.

Pauline Ferrand-Prvot finally managed to get her hands on an Olympic gold medal in the women's mountain bike earlier this week, much to the delight of the home French crowd in Paris. Next Saturday, her partner, Dylan van Baarle will take on his own race for gold in the men's road race.Ahead of the...

The industry has been nudging toward wider rims for quite some time now. Were finally starting to see an adherence nearly industry-wide. On the other hand, Zipp has been at the wider is faster for a while, and they are blowing the doors off what we think wide rims are. Meet the new Zipp 303 XPLR wheelset with a mega-wide 32mm internal rim width.(All photos: Jordan Villella/BikeRumor.com)Zipp 303 XPLR SW Wheelset What is it?The Zipp 303 XPLR SW wheelset is Zipps fastest gravel wheel ever. How? They attribute this increase in speed to its mega-wide and deep rim and purpose-driven, wide-optimized gravel tires.Was that a typo32mm? No, and Id be the first to admit Ive had quite a few typos. The new Zipp 303 XPLR SW (and S series) measures 32mm internal and 40mm external.How did we get here? The team at Zipp started with the tire and went backward, designing a wheelset around the idea of a great-rolling, aero-efficient tire. They did this by focusing on some key gravel racing and riding elements.Gravel racing is getting faster, whether due to athletes or equipment. The average speed of the winners is bumping up yearly.Current generation gravel wheels exhibit poor aerodynamic efficiency with gravel tires.Low tire pressures are the key to unlocking speed on gravel. Only some manufacturers are designing for this but havent gone far enough to support lateral cornering loads at lower tire pressures.Current gravel rim designs do not help prevent pinch flats while using lower tire pressures.How does the new Zipp 303 XPLR differ?Right now (I say that, as it could change overnight), the preferred tire width for gravel is anywhere from 38-50mm with varying tread patterns. The current gravel wheel offering in the industry has an external rim width of 28-30mm. Zipp claims this creates an aerodynamic mismatch when you use a 40mm+ gravel tire, leaving watt, speed, and possible victories on the table.With that narrower rim and broader tire, the tire-wheel interface looks more like the bulge of a lightbulb. The lightbulb look is faster, and according to Zipp testing, the efficient pairing of wheel and gravel tire of their 303 XPLR SW design provides a 5-watt aerodynamic advantage over a leading competitor (not named).Low Pressures Go Faster We all know now that low tire pressures significantly increase speeds on roads and gravel. But how do you keep a tires correct feel and integrity with lower pressures? In cyclocross, the tires are glued to the rim so riders can go as low as they want. Only indebted to the skill of their tubular glue job. In gravel, however, if the wheelset has a narrow tire bed with low tire pressure, it will cause the tire to collapse, fold, or squirm while cornering.To combat this, the new 303 XPLR SWs wide tire bed increases tire stance, allowing for lower tire pressures without tire squirming under corner loads. That means decreased vibration loss while maintaining predictable corner control and unbroken traction while climbing. The 303 XPLR SW also helps reduce pinch flats thanks to a rim edge that is 77% thicker than previous models, decreasing the chance for damage when the tire bottoms out on the rim edge upon impact (more on this later).What about rim depth? A deeper aero might be better if we look at gravel speed now and that most events are raced with an average of 22MPH or more for the leaders. Wouldnt a deeper rim be stiffer and heavier? Zipp feels the tire volume and wide-rim bed should even that out. The 303 XPLR SW is large for weight but pretty light at a claimed 1496g (1573g on our scales) for the set.How deep are we talking? The 303 XPLR SW rim is 54mm deep, creating an effective aerodynamic complement for large gravel tires at high speed. Zipps engineering team found that a 54mm deep rim creates the perfect aspect ratio for aerodynamic efficiency with a 40mm gravel tire at race speeds.Zipp XPLR 303 SW SpecificationsWheel Size: 700cRim Construction: Carbon HooklessHub: ZR1Rim Inside Width: 32mmMax System Weight: 286lb / 130kgMax Tire Pressure: 50 PSI / 3.45barWeight: 1573gDriver Bodies: XDR or SRAM/Shimano driver bodies (Campagnolo N3W Driver body sold separately).Lifestyle WarrantyPrice: $2100.00Image: ZIPPZipp 303 XPLR SThe Zipp 303 XPLR S takes the tech of the SW above and trickles it down with a lower price. This wheelset borrows vital features from the 303 SW premium wide gravel wheelset, but its more attainable and robust.Nearly everything is the same as the 303 XPLR SW, but some weight-saving measures and weighing only 150g more than the top-tier version. The main difference is a non-dimpled carbon rim (similar to the 303 Firecrest and 303S), and the 303 XPLR S receives a lesser but still quality hub. They also come with a weight limit of 286 lbs, unlike the 303 XPLR SW wheels.Zipp XPLR 303 S SpecificationsWheel Size 700cRim Construction Carbon HooklessHub 76 / 176Rim Inside Width 32mmMax System Weight 286lb / 130kgMax Tire Pressure 50 PSI / 3.45barWeight(g) 1642g* claimed Max tire pressure 50 psi/3.45 barLifetime WarrantyPrice: $1400.00Goodyear XLPR Gravel TiresBoth wheels work best (per Zipp) with Zipp-approved tires, and the wheels launch in partnership with Goodyear tires. The Goodyear XLPR Inter and the Goodyear XPLR Slick are the counterparts in the 303 XPLR wheel system.Goodyear XPLR InterThe Goodyear XPLR Inter (70045) offers the most versatile gravel setup with 303 XPLR and can be ridden in most situations. The tread has a tight pattern in the center, while the more prominent side blocks offer grip and confidence when cornering. The dimension of tire beads is designed to ensure convenient assembly and secure retention on Zipp TSS rims (32c). Only Zipp-approved tires can be used on the 303 XPLR wheels.Weight: 450g Price:$80Goodyear XPLR SlickThe Goodyear XPLR Slick is a more all-road and fast gravel tread design. The center line is smooth, with slight knobbed sides to help dig riders out of sandy or lighter gravel. The XPLR Slick is 70040 and measured 38mm on our test rims. The dimension of tire beads is designed to ensure convenient assembly and secure retention on Zipp TSS rims (32c). Only Zipp-approved tires can be used on the XPLR wheels.Weight: 431gPrice:$80Zipp SL 70 XPLR Gravel HandlebarZipp announces a full-on gravel (I mean XPLR) bar optimized (but not only for) the SRAM RED AXS groupset to round out the gravel offering.The new carbon handlebar is purpose-built for gravel and all-road riding, designed with features that extend hand control and connect the rider with their machine. One super cool feature that exemplifies this is an overhang to cover the brake hose where it exits the hood.The new XPLR bar has a brake hose routing underneath the flat upper of the bar and exits tightly near (not into) the stem. This shelf creates a platform that mates with the brake lever, providing an ideal perch for your hands when on the hoods.Zipp calls this an optimized comfort zone, and theyre not off. Its a very dialed position.The bar features shallow and wide drops for efficiency and comfort for the long haul. Moreover, SL 70 XPLR has defined locators marked on the drop and the bar top to place SRAM Wireless Blips easily.Features Zipp SL 70 XPLR HandlebarMaterial: CarbonClamp Diameter: 31.8mmReach / Drop: 70mm / 115mmWidths: 40cm*, 42cm, 44cm, 46cm, 48cm *TestedDesigned for integration with SRAM RED AXSDefined locators for placement of SRAM AXS Wireless BlipsHidden external routing for hydraulic hose routing into the stem70mm Reach, and 115mm drop allow a comfortable hood position and a shallow drop position5 drop Flare and 11 drop out sweep240g for 44cm bar (40cm weightLifetime WarrantyPrice: $320First Impressions: The Whole 303 XPLR Experience Like many, I was taken aback by the super-wide Zipp 303 XPLR wheelset and stoked to check them out and see for myself. I was given a tour of the Zipp factory before the launch, and I could see the product crafted in front of my eyes.I could see the design and product testing that went into the wheels and the data churned after each test. Special care and deliberate intention are at the forefront of these wheels and the XPLR group.More DH Than Gravel The Zipp 303 XPLR SW wheelset is genuinely something different. They are wider than my mountain bike wheels and look more like Aero DH wheels than anything drop bar worthy. The bead is 4mm wide and super stout. Unlike other beads, the Zipp 303 XPLR has a squared-off, almost sharp bead.Mounting the Goodyear XPLR Slick tires proved to be no challenge, but I did notice the rim scraped my tire lever, leaving some plastic shards, something Im not used to. I inflated the tires using the SRAM (https://axs.sram.com/guides/tire/pressure) guide and set them up to my spec with weight, bike weight, and gear.First Rides My first ride was on lighter gravel with mostly road to and from. The wheels felt nice on the pavement; they spun up fast, held speed, didnt pull in the wind and were as stiff as any gravel wheel I could remember.However, when I hit the gravel, the flats started. I immediately got a small cut that was too much for my Orange Seal. I plugged it with a Dyna-Plug and cursed my luck. Another 10 minutes later, another flat, this time in front.Same deal; Dyna-plugged in and moved on. Then I noticed I was hitting the rim nearly the entire time. The pressure was above what the SRAM calculator recommended (to be on the safe side). But yet the tire was bottoming out and hitting the sharp rim bead while leaning the bike. (Just made it home, thanks to a boot made of USPS mailer. Image: Jordan Villella)This was a common theme for the next hour or so until a cut so large required a tube and tire boot. I decided to steer clear of the gravel and ride the road home. This ride ended with four fixable flats and one that required a tire boot I was not impressed.Switch to WTB I switched out the unusable Goodyear XPLR tires for WTB Vulpine 45mm approved for Zipp 303 XPLR use. This time, I went the wooded route; I would hit the rim whenever I went over a root while leaning on the bike, resulting in a flat or cut in the tire. Yes, the WTB tires lasted longer. They took no cuts more significant than 3mm and provided fewer flats, but not a home run by any means.I decided to give my last Zipp-approved tires a shot, this time with the WTB Resolute 50mm tires.This mixture was right on, it let the wheels do the talking more than the narrower tires. The SRAM pressure calculator prescribed around 21PSI and the tires floated over the gravel with a nice mix of speed and comfort.This time, I experienced zero flats on my ride. The volume mates with the rim much better. As for aero advantage and weight, however the Resolute isnt WTBs race tire; its more of a do-it-all tire with some knobs. The experience was much better with the 50mm tires, but not what I expected. Im lucky the ENVE MOG frame could accommodate, but Im guessing most would be pushed to the max with a 50mm tire on 32mm internal rim wheels.Yes they are not the super fast race tires that Zipp launched with, but they still felt damn good. So could the 40mm (38mm) tires and 45mm tires be too narrow for the rim? No I dont think thats the issue, but Im going to reserve my full thoughts until we get the 45mm Goodyear tires on the 303 XPLRs and give them another go.How about those bars?When I received the XPLR component (bars, wheels, and tires), I found that the Zipp SL 70 XPLR bars wouldnt fit on my ENVE MOG test machine. How the handlebar routes the brake hoses interferes with the MOGs internally routed stem. Instead, I opted for the ENVE bars for my build, but I was curious why Zipp never created an internally routed stem. Considering these bars are for gravel racing, and an XPLR group requires a UDH. Most bikes that can accommodate are fairly progressive and will likely have internal cable routing.A Mix of My Favorite InsteadI mounted the bars on my Specialized Crux with Shimano GRX 12-speed (gasp!). The bike didnt catch fire, and the bar mated well with the shifters. The routing played well with the Cruxs external routing and gave the hoses a better entry point to the frame.The fit and control of the bars are great, like a mix between road (my go-to bars for road are the Bontrager RSL) and gravel (CADEX GX being my favorite). I went with a 40cm, which feels spot on for getting locked and loaded in an aero position with some ability to drive the bike in the single track.Touch Points The drops are great. They have a slight indent that you can rest your thumbs on when in long, windy sections and are shallow enough to keep your head up. The Zipp SL 70 XPLR bars are an excellent option for riders looking to get more aero in the wind but might not be used to a full-on road race setup. The hooks on the lever position are excellent and create a near-perfect perch for your palms.Look for a full review of Zipp 303 XPLR SW coming early fall.Zippspeed.comThe post Zipp Rolls Out Crazy Wide 303 XPLR Gravel Wheels and Zipp XPLR bars appeared first on Bikerumor.

Component manufacturer SRAM releases updated Red XPLR AXS 13-speed groupset, and wide, aerodynamic gravel wheels.

And Goodyear joins the party with tyres to match.